As India marches toward its goal of becoming a global maritime superpower by 2047, its expansion playbook goes from simple infrastructural changes to bringing about a thriving ecosystem.
Central to this transformation is Union Minister for Ports, Shipping and Waterways (MoPSW), Sarbananda Sonowal, who chats with THE WEEK about the V.O. Chidambaranar Port in Tuticorin—where he inaugurated vital projects worth Rs 1,500 crore earlier this year—and its vital place in the larger maritime equation. Excerpts:
Q: With both the Vizhinjam and V.O. Chidambaranar ports developing as major transshipment hubs, how will you ensure they complement each other rather than compete, in line with Maritime Amrit Kaal Vision 2047?
A: Our maritime vision is built on strategic complementarity rather than intra-national competition.
The aim is to substantially enhance port capacity, modernise operations, lower logistics costs, promote sustainable practices, and eliminate India's dependence on foreign transshipment hubs such as Colombo, Singapore, and Jebel Ali.
The Vizhinjam International Seaport in Kerala and the V.O. Chidambaranar (VOC) Port in Thoothukudi, Tamil Nadu exemplify this synergistic approach, each fulfilling distinct, yet mutually reinforcing, roles within India's evolving maritime ecosystem.
The Vizhinjam Port is being developed as India's premier dedicated deep-draft transshipment hub, capitalising on its strategic proximity to the International East-West Shipping Route and a natural depth that enables it to accommodate ultra-large container vessels (ULCVs) with capacities far exceeding those handled at most Indian ports. By aggregating and relaying container cargo from regional feeders—including ports on India's eastern seaboard, Bangladesh, Myanmar, and beyond—it captures greater value for the nation, reduces transit times, and enhances overall logistics efficiency.
In contrast, the VOC Port serves as a strong gateway port with excellent multimodal connectivity via road, rail, and air, supporting the industrial hinterland of southern Tamil Nadu. This region is witnessing concentrated large-scale investments, driven by abundant land availability, superior infrastructure, and a conducive business environment. The VOC Port's all-weather operational resilience, providing a natural buffer against climatic uncertainties, ensures reliable year-round access for exports and imports, making it the preferred EXIM gateway for Tamil Nadu's hinterland industries and diversified cargo on the state's journey towards becoming a $1 trillion economy by 2030-33.
Far from competing, these ports complement each other seamlessly—Vizhinjam addresses immediate national needs for a mega transshipment facility capable of handling the largest vessels and regional relay traffic, while VOC Port provides robust gateway support, hinterland evacuation, and redundancy to mitigate any capacity or connectivity constraints that may arise during Vizhinjam's phased development.
By enabling coordinated growth, the Ministry of Ports, Shipping and Waterways ensures that the Vizhinjam and the VOC Port together multiply India's maritime strength, reduce logistics costs significantly, retain more value within the country, and contribute decisively to the nation's journey toward becoming a developed economy by 2047.
Q: With the success of the Green Hydrogen pilot project and commercial green methanol bunkering to begin next month, when do you expect the first international vessel to dock here to refuel with green methanol?
A: Following the successful operation of our Green Hydrogen pilot project, India's first port-based initiative to produce and utilise green hydrogen on-site, we are advancing to the next critical phase of decarbonisation with the commissioning of the Green Methanol bunkering and refuelling facility. This facility, featuring two 750 m³ storage tanks, is targeted for commissioning on March 17, 2026, as part of ongoing efforts to position the VOC Port as a pioneer in sustainable maritime fuels.
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Commercial green methanol bunkering operations are set to commence shortly thereafter, with the first international vessel expected to dock for green methanol refuelling during the financial year 2026–2027. This timeline aligns closely with the global rollout and deployment schedules of methanol-powered container vessels by major shipping lines, many of which are committing to dual-fuel or methanol-ready fleets to meet International Maritime Organisation (IMO) decarbonisation targets and stricter emission regulations.
The facility forms a key element of the proposed Coastal Green Shipping Corridor connecting Tuticorin and Kandla, enhancing India's role in emerging low-carbon trade routes, including alignment with broader corridors like Rotterdam–Singapore. By offering reliable, sustainable bunkering solutions for green methanol—a fuel capable of reducing emissions by up to 95 per cent compared to conventional marine fuels—VOC Port is creating a compelling value proposition for international shipping lines seeking compliance and operational efficiency.
Q: The VOC Port Authority has signed an MoU to be a part of the Bharat Container Shipping Line (BCSL). Does this mean the Centre is now a direct competitor against international private giants like Maersk or MSC?
A: The establishment of the Bharat Container Shipping Line (BCSL) is a strategic milestone for India’s maritime autonomy, rather than a move to compete head-on with global private shipping majors. As we advance towards becoming a major maritime superpower by 2047, a robust, indigenous container fleet is essential for a nation of our scale and economic aspirations.
Currently, nearly 95 per cent of India's trade moves by sea, yet we remain heavily dependent on foreign-flagged vessels, which often exposes our trade to volatile freight rates and global supply chain disruptions. By integrating the specialised capabilities of the Shipping Corporation of India (SCI), CONCOR, and major port authorities like the VOC Port, we are building a seamless, end-to-end logistics ecosystem.
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The BCSL’s initial focus will be on strengthening coastal shipping and providing much-needed capacity on regional routes, extending from the Red Sea to Southeast Asia. This strategic presence ensures that Indian trade is never held hostage by external market instability or container shortages.
The Bharat Container Shipping Line aims to capture about 10-15 per cent of the market share, which could help India retain $2–3 billion annually in freight earnings.
This approach complements rather than confronts global players. International lines like Maersk and MSC will continue to play a vital role in India's global connectivity, while BCSL focuses on safeguarding national interests, enhancing resilience for Indian cargo, and supporting the growth of domestic trade volumes.
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