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By:

Capt. Naveen S. Singhal and Capt. M. M. Saggi

9 August 2025 at 1:39:34 pm

Vizhinjam’s Big Test

Kerala must ensure fair access at India’s emerging maritime gateway while avoiding the mistake of discouraging the very investment needed to make it a global hub. The proposed investment by the Mediterranean Shipping Company (MSC) in Adani Vizhinjam Port Private Limited represents a defining moment for Kerala’s maritime ambitions. The reported acquisition of a 49 percent stake by MSC, valued at around US$1.4 billion and placing the overall valuation of the port at nearly US$2.85 billion,...

Vizhinjam’s Big Test

Kerala must ensure fair access at India’s emerging maritime gateway while avoiding the mistake of discouraging the very investment needed to make it a global hub. The proposed investment by the Mediterranean Shipping Company (MSC) in Adani Vizhinjam Port Private Limited represents a defining moment for Kerala’s maritime ambitions. The reported acquisition of a 49 percent stake by MSC, valued at around US$1.4 billion and placing the overall valuation of the port at nearly US$2.85 billion, could transform Vizhinjam from an ambitious infrastructure project into a serious international transshipment hub. For India, this is a strategic opportunity to reduce dependence on foreign transshipment centres such as Colombo, Singapore and Jebel Ali, through which a substantial share of India’s container traffic currently moves. A successful Vizhinjam would mark a shift in India’s maritime geography, allowing the country to capture greater value from its own trade flows rather than outsourcing that advantage to competing regional hubs. Global Connectivity MSC’s proposed entry brings precisely the ingredient that many ports struggle to acquire: guaranteed global connectivity. The success of a modern port depends on whether major shipping lines trust it enough to make regular calls and integrate it into their global networks. As the world’s largest container shipping company, MSC brings enormous commercial strength to Vizhinjam. Its global vessel network, cargo aggregation capabilities and experience in operating terminals across multiple jurisdictions can accelerate the port’s journey towards becoming a major transshipment centre. Without regular vessel calls and cargo volumes, even the most advanced port can remain underutilised. For Adani Ports, the partnership offers equally significant advantages. A global shipping partner can reduce market risks, improve terminal utilisation and provide operational expertise. The Vizhinjam arrangement would become the third partnership between Adani and MSC after their collaborations at Mundra and Ennore. Such partnerships indicate a broader strategy of integrating Indian ports into international shipping ecosystems rather than treating them as isolated domestic infrastructure projects. The timing is particularly important. Disruptions in global maritime routes, including challenges affecting operations around the Gulf region, have highlighted the importance of diversified and strategically located transshipment facilities. Vizhinjam’s location on the international shipping route gives it a natural advantage that few Indian ports possess. However, the concerns raised by the Kerala Government cannot simply be dismissed. Vizhinjam is not a purely private venture. It is a public-private partnership involving the state government, and the concession agreement reportedly requires government approval for significant changes in ownership structure. More importantly, the agreement mandates that the port function as a common-user facility with non-discriminatory access. Maintaining Confidence This principle is essential for maintaining confidence among global shipping lines. Companies such as CMA CGM, Maersk, ONE, Hapag-Lloyd and Evergreen must have assurance that Vizhinjam will remain an open and neutral facility rather than becoming effectively controlled by a single shipping company’s interest. Yet neutrality does not necessarily mean preventing strategic partnerships. Across the world, successful ports often operate through collaborations between terminal operators, shipping companies and logistics firms. The critical question is not whether MSC has a stake in the port, but whether all users receive equal treatment. A professionally managed port should ensure that berth allocation, yard access, tariffs, feeder connectivity, operational scheduling and terminal services are based on transparent commercial principles rather than ownership relationships. If those safeguards are firmly established, MSC’s participation can strengthen Vizhinjam rather than weaken competition. Kerala has much to gain from the port’s success. A thriving Vizhinjam can create thousands of direct and indirect jobs while encouraging the growth of logistics parks, warehousing facilities, ship repair services, bunkering operations, customs-related businesses and marine industries. It can become a foundation for Kerala’s participation in India’s broader maritime ambitions and the emerging blue economy. The challenge is to create a regulatory framework that preserves neutrality while attracting the capital and expertise required to compete globally. Adani has built the physical foundation of a world-class Indian transshipment port. MSC can provide the international cargo network required to make that infrastructure commercially successful. Kerala’s task is to ensure that Vizhinjam remains open, efficient and trusted by all. For Vizhinjam to succeed, Kerala must safeguard neutrality, but not by blocking the very investment that can place it on the world maritime map. (Capt. Naveen Singhal is Marine Consultant and Member of the Singapore Shipping Association and Capt. MM Saggi is former Nautical Advisor, Government of India. Views personal.)

BMC auctioning three land parcels to raise funds, says Aaditya

Updated: Oct 22, 2024

Aaditya

Mumbai: Shiv Sena (UBT) leader Aaditya Thackeray on Thursday alleged Mumbai’s civic body had decided to auction three land parcels to raise funds and make up for the “loot” of the metropolis by the Eknath Shinde government.


The Brihanmumbai Municipal Corporation, which is being run by an administrator now, has decided to auction the Chhatrapati Shivaji Maharaj Mandi (Market), the Brihanmumbai Electric Supply and Transport (BEST) Malabar Hill Receiving Station and the Worli Asphalt Plant, Thackeray pointed out.


“The sale of Mumbai is being done by the Eknath Shinde regime to benefit its favourite builders and contractors,” he alleged.


A criminal investigation will be conducted into the matter after the Maha Vikas Aghadi government comes to power, Thackeray added.


“So on one end, they looted the BMC and Mumbai and gave the money to their favourite contractors. Now, by auctioning these iconic and important land parcels, the BMC will be left without both funds and plots,” the Shiv Sena (UBT) leader and former state minister claimed.


When Shiv Sena started controlling the BMC in 1997, its finances were in deficit but by 2022 his party turned around the fiscal health of the civic body, Thackeray said.


Alleging that the Shinde government wants to drive Kolis and fisherfolk out of Mumbai, he said, “We will oppose this. It has to remain and be made into a fish market, and (should be) in the ownership of the BMC.”


Aaditya puppet for urban naxals: Shelar

Bharatiya Janata Party ( BJP ) Mumbai chief Ashish Shelar has called Uddhav Thackeray’s son and Shiv Sena (UBT) leader Aaditya Thackeray as a puppet for urban naxals after former’s comments on the Dharavi Redevelopment project and has also challenged him for a debate.

Ashish Shelar said that the project is a necessity and a priority project, adding that Uddhav Thackeray-led Shiv Sena and Congressleader Varsha Gaikwad are peddling lies.

Aaditya Thackeray seems to have become the spokesperson of urban Naxals. Without studying the subject (Dharavi) in detail, Aaditya Thackeray is speaking like an ignorant. I have seen that these people have been trying to set a narrative regarding Dharavi and the re-development work,” Ashish Shelar said.

He challenged Aaditya Thackeray and Varsha Gaikwad in a debate on the Dharavi Redevelopment Project.

“Uddhav ji and the people of his party – Aaditya Thackeray and Varsha Gaikwad have started this false narrative regarding Dharavi. I openly challenge Aaditya for a debate. I want to ask him that 70 per cent of the homes in the Dharavi Redevelopment Project will go to Marathi people, Muslims and Dalits. It is their rightful home, so why are they putting roadblocks by creating a false narrative?”

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