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The Jalna Dry Port in Maharashtra has received its first trial container rake, marking a key operational milestone for the inland logistics facility and strengthening hopes for improved multimodal cargo connectivity in the Marathwada region.
The trial movement is seen as an important step toward commissioning full-scale rail-based cargo operations at the dry port, which has been developed as a multi-modal logistics park near the Delhi-Mumbai Industrial Corridor (DMIC). The facility is expected to serve industries across Jalna and neighbouring districts by providing direct access to containerised export-import logistics infrastructure.
Developed under a joint initiative involving the Jawaharlal Nehru Port Authority (JNPA) and National Highways Logistics Management Ltd, the project is designed to reduce dependence on distant seaports for cargo aggregation and customs processing. The arrival of the first rake demonstrates readiness of the rail connectivity and container handling systems that are central to the project’s logistics model.
Industry stakeholders in the region have long viewed the Jalna facility as a critical infrastructure project for sectors such as steel, agriculture and manufacturing. By enabling inland customs clearance and rail evacuation of cargo, the dry port is expected to lower transportation costs and shorten transit times for exporters from the Marathwada belt.
The project had faced delays in operational rollout over the past few months due to pending approvals and administrative clearances, including issues related to taxation and regulatory documentation. However, recent developments, including customs port designation and the successful trial rake movement, indicate progress toward commercial operations.
Spread across nearly 400 acres, the Jalna Dry Port has been planned as an inland cargo hub with container yards, warehousing facilities and multimodal transport infrastructure. Authorities expect the project to improve logistics efficiency for central Maharashtra while easing cargo movement toward western gateway ports such as JNPA.
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The Adani Group-operated Vizhinjam International Seaport in Kerala has handled over 2 million twenty-foot equivalent units within just 18 months of starting operations, making it the fastest Indian facility to reach this milestone. According to the port operator, Adani Ports and Special Economic Zone Ltd, Vizhinjam crossed the 1 million TEU mark in August 2025 and has now doubled that figure quickly after trial operations started in July 2024. The port was dedicated to the nation by Prime Minister Narendra Modi in May 2025. "Vizhinjam International Seaport has become the fastest Indian port to cross both the 1 million TEU and 2 million TEU milestones since beginning operations in 2024," the company stated on Thursday. The port has handled over 950 vessels, including 67 ultra-large container vessels (ULCVs). It has also berthed some of the world’s largest container ships, such as the MSC Irina, noted as the world’s largest container vessel, and the MSC Verona, among the deepest-draft vessels to arrive at an Indian port. Located about 10 nautical miles from the busy east-west international shipping route, Vizhinjam is becoming a major transshipment hub connecting South Asia, West Asia, Europe, Africa, and South America. The port has a natural draft of around 20 meters, allowing large vessels to dock without significant dredging. Shipping operators say the location reduces transit time and fuel costs, making the port appealing for global trade routes that are increasingly affected by geopolitical tensions and supply chain disruptions. For years, a large portion of India's transshipment cargo has been managed at foreign ports. With Vizhinjam expanding quickly, India aims to handle more of this cargo domestically and lessen its dependence on overseas hubs. The port is also expected to grow further. Phase II development is underway with an investment of around Rs 16,000 crore and is slated for completion by 2028. Once finished, the expansion will greatly improve container handling capacity and support full-scale export-import operations. APSEZ recently announced that it became the first Indian integrated transport utility to handle over 500 million metric tonnes (MMT) of cargo in a single year. For more such news and updates, visit CARGOCONNECT.
Maersk has launched a new weekly ocean freight service connecting China with India’s western ports, as the global shipping company looks to expand capacity on one of Asia’s busiest trade corridors. The move comes amid growing cargo volumes between the two countries and increasing demand from manufacturers for quicker inland connectivity. The new service, named FI2, will begin its first westbound sailing from Shanghai on June 4 and will operate between key ports in China, Malaysia, India and Pakistan. The route includes Shanghai, Ningbo, Nansha, Tanjung Pelepas, Nhava Sheva, Pipavav and Port Qasim. Maersk said the service will be deployed using six vessels with a carrying capacity of about 4,500 TEUs each. The company introduced the route in response to rising customer demand for additional shipping capacity and more reliable transit schedules between Far East Asia and the Indian subcontinent. A major feature of the new network is its integration with India’s Dedicated Freight Corridor (DFC) through Pipavav port in Gujarat. The rail-linked corridor is expected to improve cargo movement from ports to inland industrial centres across northern India, including Delhi NCR, Gurugram and Noida. The added rail connectivity is likely to benefit sectors dependent on time-sensitive cargo movement, including automotive, chemicals, electronics, retail and industrial manufacturing. Industry executives say direct port-to-rail integration is becoming increasingly important as companies seek to reduce transit delays and improve supply chain visibility. The FI2 route will complement Maersk’s existing FI3 service, giving shippers two direct Far East–India connections. Shipping analysts say additional frequency options could help importers and exporters manage inventory flows more efficiently, particularly at a time when global supply chains continue to face periodic disruptions linked to geopolitical tensions and port congestion. India’s container trade with China has remained strong despite broader geopolitical and economic challenges, driven largely by imports of industrial inputs, machinery, electronics and manufacturing components. Logistics providers have increasingly been investing in integrated multimodal networks to support this growth and improve cargo turnaround times. Follow CARGOCONNECT for more such updates.
Adani Ports and Special Economic Zone subsidiary Adani Krishnapatnam Port Limited has completed a double-banking marine operation at its Andhra Pradesh facility, allowing two vessels to discharge edible oil cargo simultaneously at a single berth. The move is expected to improve berth productivity and reduce vessel turnaround time at the port. The operation involved tankers MT AU Libra and MT Spica, with one vessel berthed alongside the other during cargo discharge. Double banking is considered a technically demanding procedure in port operations as it requires precise vessel coordination, specialised infrastructure and strict safety management. Only a limited number of Indian ports currently handle such operations on a regular basis. According to the port operator, the capability is aimed at easing berth congestion and increasing handling efficiency for liquid bulk cargo. Faster vessel evacuation can also lower fuel consumption during port stays, helping reduce emissions from auxiliary ship engines. Krishnapatnam Port, operated by APSEZ since its acquisition in 2020, has been expanding its cargo-handling capabilities across bulk, container and liquid cargo segments. The port has recently introduced upgraded cargo-handling systems and has recorded higher throughput across commodities such as fertilisers and iron ore. Industry observers note that advanced berthing techniques such as double banking are becoming increasingly important as ports seek to optimise infrastructure utilisation without large-scale berth expansion projects. The practice is particularly relevant for high-volume cargo categories, including edible oil, fertilisers and energy products, where turnaround efficiency directly impacts supply-chain costs. Follow CARGOCONNECT for more such updates.
