Operating across 55+ maritime hubs in India, Sri Lanka and the UAE. Select a port for draft limits, customs formalities and how we supply it.
Mumbai Port is India's oldest major port, working general and liquid cargo plus a cruise terminal inside Mumbai harbour. Draft varies significantly between the docks and the stream moorings, and road access into the port estate is congested — timing matters more here than in almost any other Indian port.
JNPT at Nhava Sheva is India's largest container port and handles a substantial share of the country's containerised trade. Multiple terminal operators share the estate, and each has its own gate and pass procedure — the paperwork, not the stock, is usually what delays a delivery.
Deendayal Port at Kandla, on the Gulf of Kutch, is one of India's busiest ports by tonnage, dominated by petroleum products, grain, fertiliser and other dry bulk. The port lies well up a tidal creek, so arrival and departure are tide-dependent and schedules move.
Mundra in the Gulf of Kutch is India's largest commercial port by cargo volume, operated by Adani Ports, combining deep container berths with bulk and liquid terminals. It is a modern, well-organised estate, but it is remote — the nearest large supply market is several hours away by road.
Pipavav on the Saurashtra coast was India's first private port and handles containers, dry bulk and RoRo traffic. It is well connected by rail inland, but like most Gujarat ports its stores supply depends on road transport from regional stock.
Hazira, near Surat, is an industrial port serving steel, LNG and general cargo operations on the Gulf of Khambhat. Traffic is heavily industrial and much of it is captive, so store deliveries are coordinated through terminal operators rather than a single port authority.
Dahej on the Gulf of Khambhat is a chemical, LNG and liquid-bulk port serving Gujarat's petrochemical belt. Tanker and gas-carrier calls dominate, and safety-critical stores — gas detection, PPE, tank-cleaning chemicals — are reordered far more often here than general provisions.
Sikka, near Jamnagar, serves one of the world's largest refining complexes and works deep-draft crude and product tankers. Access is tightly controlled and safety procedures are refinery-grade, which shapes how and when stores can be brought to the ship's side.
Vadinar in the Gulf of Kutch handles crude for the refinery it serves through offshore single-point moorings, which is why VLCC-class tonnage can discharge here. Vessels lie offshore rather than alongside, so every store movement is a boat operation governed by weather.
Salaya on the Gulf of Kutch works liquid and dry bulk on Gujarat's Saurashtra coast, largely as a captive industrial facility. Vessel stays are governed by cargo operations, and the port sits well away from major provisioning markets.
Bedi, in the Jamnagar district on the Gulf of Kutch, works vessels at anchorage with cargo moved by lighter. There is no deep-water berth, so stores reach the ship by boat and load sizes are limited by what the lighter can safely carry.
Navlakhi, on the Gulf of Kutch in Gujarat's Morbi district, is a lighterage port handling dry bulk for the surrounding ceramics and salt industries. Vessels work at anchorage and delivery depends on boat availability and tide.
Magdalla lies on the Tapi river near Surat and handles shallow-draft cargo for the surrounding industrial belt. River conditions and limited depth mean smaller tonnage and tightly constrained delivery access.
Porbandar on Gujarat's Saurashtra coast combines a commercial cargo harbour with one of the state's significant fishing ports. Draft is moderate and the port works general cargo and coastal traffic rather than mainline tonnage.
Muldwarka, near Kodinar on the Saurashtra coast, is a captive bulk facility serving the cement industry. Calls are dictated entirely by cargo operations and the surrounding area has little independent supply infrastructure.
Mormugao sits at the mouth of the Zuari estuary in Goa, historically an iron-ore port and now handling coal, general cargo and a growing number of cruise calls. The mix of bulk and cruise traffic gives it an unusually broad range of store requirements.
Jaigad in Maharashtra's Ratnagiri district is a deep-draft private bulk port, handling coal and other dry cargo for the industrial group that operates it. Deep water allows large bulk tonnage, but the location is rural and remote from supply markets.
Dharamtar is a shallow creek port south of Mumbai serving a nearby steel plant, worked almost entirely by barge. Draft is very limited, so the vessels calling here are small and the delivery logistics are river logistics.
Dighi lies on the Rajpuri creek on Maharashtra's Konkan coast and handles bulk and general cargo. It is a developing facility, and access to it runs through coastal roads rather than a major industrial corridor.
Ratnagiri is a modest coastal harbour on Maharashtra's Konkan coast, working small commercial and fishing traffic at limited draft. Local provisioning is genuinely good here — the region's produce and fish markets are strong — while technical stores come from Mumbai.
New Mangalore is Karnataka's major port, handling petroleum products, LPG, fertiliser, containers and general cargo. The breadth of cargo means the store profile changes sharply from one call to the next — a product tanker and a container feeder need very different things.
Karwar on the Karnataka coast works commercial cargo alongside a significant naval presence. Security procedures here are stricter than at comparable minor ports, and delivery access requires clearance well in advance.
Belekeri on the Karnataka coast is an anchorage port historically associated with iron-ore export, worked by barge and lighter. There are no alongside stores facilities, so delivery is entirely a boat operation.
Cochin is one of India's most capable ports for a vessel that needs more than stores: container terminal, cruise berths, bunkering and a major shipyard sit within the same harbour. That combination makes it a natural choice for calls involving repair or crew change alongside supply.
Vizhinjam is India's first deep-water container transshipment port, with near-shore natural depth and a position very close to the main east–west shipping lane. The short deviation from the trunk route is its central advantage — a stores call costs little sailing time.
Kollam is a small Kerala harbour working coastal cargo and the region's traditional cashew and marine-produce trades at limited draft. Fresh provisioning is easy here; anything technical comes up the coast from Kochi.
Chennai is one of India's oldest artificial harbours and a major container and automobile gateway on the east coast. It sits inside the city, so gate access and urban traffic shape delivery timing as much as the vessel's schedule does.
Kamarajar Port at Ennore, just north of Chennai, was India's first corporatised major port and handles coal, LNG and automobile cargo at deep draft. It is close enough to Chennai to draw on the same supply market while avoiding the city port's congestion.
Kattupalli, north of Chennai, combines a container terminal with shipbuilding and repair facilities. Vessels calling for yard work often need stores and spares delivered against a repair schedule rather than a cargo one.
V.O. Chidambaranar Port at Tuticorin is an artificial deep-sea harbour on the Gulf of Mannar, handling containers, dry bulk and general cargo. Its position at the southern tip of the east coast makes it a practical call for vessels routing between the Indian coast and Sri Lanka.
Cuddalore is a minor Tamil Nadu port working coastal and industrial cargo at shallow draft, with vessels handled at anchorage. Facilities are limited and everything is trucked in from the regional market.
Nagapattinam is a historic Tamil Nadu port on the Coromandel coast, now handling coastal traffic and regional trade at shallow draft. Vessels are worked at anchorage and delivery is a boat operation.
Visakhapatnam is a natural deep-water harbour on the east coast and one of India's highest-tonnage ports, handling crude, coal, iron ore, containers and general cargo. A naval dockyard and heavy industry share the harbour, so security procedures are correspondingly strict.
Gangavaram, adjacent to Visakhapatnam, is a deep-draft all-weather private port built for capesize bulk tonnage. Its depth lets it work vessels that cannot be accommodated at many east-coast berths, and it stays operational in conditions that restrict shallower ports.
Kakinada in Andhra Pradesh operates a deep-water port alongside an older anchorage port, serving agricultural bulk, fertiliser and offshore energy traffic. Which facility a vessel uses changes both the access procedure and how stores must be delivered.
Krishnapatnam in Andhra Pradesh is a deep-draft private bulk port handling coal, iron ore, fertiliser and containers. It is well equipped but sits away from major urban centres, so lead time depends on regional stockholding rather than local purchase.
Machilipatnam on the Andhra coast is a greenfield port under development, currently handling limited traffic while its facilities are built out. Supply arrangements here are made case by case against the state of works at the time of the call.
Paradip in Odisha is one of India's highest-tonnage major ports, working coal, iron ore, crude and other bulk cargo at deep draft. The east coast's cyclone season materially affects operations, and pre-arrival planning matters more here than at sheltered ports.
Dhamra in Odisha is a deep-draft private port handling capesize bulk carriers on coal, ore and limestone trades. It is a modern facility in a comparatively remote coastal location.
Gopalpur on the Odisha coast is an all-weather port handling dry bulk cargo, developed from an earlier anchorage operation. Its traffic is bulk-dominated and its supply lines run inland to the regional market.
Kolkata is a riverine port on the Hooghly, roughly 200 km upriver from the sea. Draft is tightly restricted, river passage is tide-bound and pilotage-intensive, and a vessel's schedule can move by a full tide — which makes stores timing genuinely difficult here.
Haldia sits downstream of Kolkata on the Hooghly and handles petroleum products, coal and general cargo through an impounded dock system. It takes deeper tonnage than Kolkata but remains tidal and lock-constrained.
Karaikal in Puducherry is a private deep-draft port on the Coromandel coast, handling coal, fertiliser and general bulk. It offers better depth than the minor Tamil Nadu ports around it while remaining outside the main Chennai congestion.
Bhavnagar sits on the Gulf of Khambhat with a lock-gate harbour and severely limited draft, in a gulf with one of the largest tidal ranges anywhere. It is also the nearest commercial port to the Alang ship-recycling yards, which shapes much of the traffic in the area.
Okha lies at the western tip of the Saurashtra peninsula near the mouth of the Gulf of Kutch, working coastal cargo, salt and fishing traffic at limited draft. Its position means vessels transiting the gulf can call without a long deviation.
Jebel Ali is the largest man-made harbour in the world and the UAE's principal container gateway, operated by DP World with the JAFZA free zone directly behind the quays. Its scale and free-zone bonding make it the fastest port in the region to source spares that are not held locally.
Fujairah sits on the Gulf of Oman outside the Strait of Hormuz and is one of the world's largest bunkering and oil-storage hubs. The vast majority of calls here never come alongside — vessels bunker and store at anchorage, which makes launch-boat logistics the deciding factor on delivery time.
Zayed Port is Abu Dhabi's original commercial harbour. With mainstream container traffic now concentrated at Khalifa Port, Zayed handles cruise, general and project cargo, and its calls tend to be short — stores usually have to be on the quay before the vessel is worked.
Port Khalid is Sharjah's main commercial harbour on the Arabian Gulf coast, handling containers and general cargo for the emirate's industrial base. It sits close enough to Dubai that stores can be drawn from our Dubai stock and trucked in the same working day.
Mina Saqr in Ras Al Khaimah is one of the Middle East's largest handlers of aggregates and limestone, and its traffic is dominated by dry-bulk tonnage on tight loading schedules. Dust and cargo-work conditions here put unusual wear on deck stores and PPE.
Ajman is the smallest of the northern emirates' commercial ports, working feeder vessels, coasters and general cargo at modest draft. Calls are short and the port has limited on-site supply infrastructure, so almost everything is trucked in against the vessel's schedule.
Colombo is South Asia's largest container transshipment hub, sitting directly on the main Asia–Europe trade lane. Because so many calls are short transshipment stops, the practical constraint is not availability but whether stores can be cleared and delivered inside the working window.
Galle is a small historic harbour on Sri Lanka's southern coast, taking yachts, occasional cruise calls and coastal traffic at shallow draft. It is close to the main east–west lane, which makes it a practical stop for vessels needing provisions without diverting to Colombo.
Hambantota is a deep-water port on Sri Lanka's southern coast, built alongside one of the busiest east–west shipping lanes in the world. Deep draft and RoRo capability mean it takes tonnage that cannot always be accommodated at Colombo.
Trincomalee, on Sri Lanka's north-east coast, is one of the largest natural deep-water harbours in the world. Its sheltered water and oil tank farm support tanker and bulk calls, and vessels can lie safely at anchor in conditions that would close shallower ports.
Kankesanthurai (KKS) serves the Jaffna peninsula in Sri Lanka's far north and is being progressively redeveloped. Draft is limited and facilities are basic, so supply here is a logistics exercise: stores are moved overland and delivered against a confirmed window.