India

India is not one supply problem repeated 45 times. Draft across the network runs 4.5–30.0m and spans 5 distinct port types, from container gateways at Mundra and Nhava Sheva through tanker and liquid-bulk terminals to shallow anchorages worked by lighter. What a vessel needs at Bhavnagar, where the tide governs everything, has very little in common with what it needs at JNPT, where the gate does.

So the stock is regional rather than central. Gujarat holds its own pool because Mundra and Pipavav sit far from the main provisioning markets and trucking every order from Mumbai would cost a day; Mumbai holds stores locally so a delayed berthing does not become a missed supply window; Tamil Nadu covers the south-east. An order is consolidated into a single documented handover rather than arriving as several partial deliveries.

Most of the difficulty in Indian ports is access and timing, not procurement. Deliveries at Haldia are planned around lock and tide windows and at Bhavnagar around the Alang anchorage tide rather than the vessel’s nominal schedule. Kandla stores are staged locally so a tide-driven change of berth does not cost the supply. Hazira is dealt with terminal by terminal, because treating it as a single-gate port is what catches suppliers out. At Nhava Sheva we hold terminal-specific access accreditation so a delivery clears the gate on the first attempt instead of waiting on a same-day pass.

Every port has its own page with draft, coordinates, status and what we hold for it. The quote is itemised line by line at cost at all 45.