The Government of India is considering extending concession periods for privately operated port terminals beyond the conventional 30-year framework, a move aimed at attracting long-term capital and giving terminal operators a longer window to recover investments in port infrastructure.
The Ministry of Ports, Shipping and Waterways is examining whether longer concession tenures should be considered for non-captive, common-user terminals, including container, dry bulk and liquid cargo facilities.
The proposal comes as the government seeks to deepen private participation in India’s major ports under the landlord port model, where port authorities retain ownership of land and core infrastructure while private companies invest in and operate terminals.
Why are longer port concessions being considered?
Port terminal projects require substantial upfront expenditure on berths, cargo-handling equipment, mechanisation, storage facilities, digital systems and connectivity.
At the same time, construction, statutory approvals, commissioning and the gradual build-up of cargo volumes can consume several years of a concession period before a terminal reaches mature operations.
A longer operating tenure could therefore give investors greater certainty over capital recovery and provide more confidence to undertake additional expenditure during the life of a concession.
The issue becomes particularly important when operators consider mid-life investments in automation, electrification, green technologies or terminal capacity expansion. Such expenditure can become difficult to justify if only a limited concession period remains.
What does India’s existing port concession framework provide?
India’s Model Concession Agreement, or MCA, for Public-Private Partnership projects at major ports provides flexibility for concession periods based on project economics.
The 2021 MCA recommends a 30-year concession for projects involving single-phase investment and 45 years for projects developed through multi-phase investment. It also provides a mechanism through which an existing concessionaire can seek extension of the concession, subject to specified conditions.
The government has separately revised its policy governing waterfront and associated land for port-dependent industries. The Captive Policy 2026 is intended to provide greater operational flexibility to industries using dedicated port infrastructure and facilitate fresh capacity creation at major ports.
Any wider change for common-user terminals would have significant implications for private terminal operators, lenders and infrastructure investors.
Private participation in Indian ports continues to expand
Private investment already accounts for an increasingly important share of capacity development at India’s major ports.
According to the Economic Survey 2025-26, the number of Public-Private Partnership port projects increased from 37 in FY15 to 87 in FY25, while their combined value increased from ₹16,180 crore to ₹61,029 crore.
There are currently 57 operational PPP projects valued at ₹42,235 crore, which have added around 660 million tonnes per annum of port capacity.
The government expects PPP and captive operators to handle as much as 80 per cent of cargo at major ports by 2030. A further pipeline of 48 PPP projects worth approximately ₹23,000 crore has been identified for FY26 to FY31, excluding the Vadhvan Port development.
Existing 30-year concessions highlight the investment question
The 30-year model continues to be widely used for new port PPP projects. In September 2026, Adani Ports and Special Economic Zone secured the development and operation of CQ-I and CQ-II dry bulk berths at Paradip Port under a 30-year concession.
The project will add 18 million tonnes of mechanised dry bulk capacity.
At the other end of the cycle, some early private port concessions are now moving towards expiry. DP World’s Nhava Sheva International Container Terminal at Jawaharlal Nehru Port Authority is approaching the end of its original 30-year concession in 2028.
This is bringing greater attention to how mature port assets should be treated when concessions expire and how continued investment can be encouraged before the end of an operating term.
Longer tenure alone may not determine investment
While longer concession periods could improve project bankability, tenure is only one element influencing private investment.
Terminal operators and infrastructure investors also consider tariff flexibility, revenue-sharing arrangements, hinterland connectivity, cargo visibility, regulatory approvals and allocation of contractual risks.
A longer and more predictable concession framework could nevertheless become an important component of India’s efforts to attract patient institutional capital into ports, particularly as the country moves towards larger, more automated and capital-intensive cargo terminals.
