Cut to 2022-23. The cargo handled by these ports saw an increase of 7.8% (from 603.56 million tonnes in 2021-22 to 650.96 million tonnes in 2022-23).

As of 2026, nearly 46% of the total cargo in India is handled through non-major ports – ports that are governed primarily by state governments and State Maritime Boards and many driven by the Public-Private Partnership (PPP) model. 

Interestingly, most of these “non-major” ports have evolved into high-volume cargo hubs with growing strategic importance.

Growing Business For Non-Major Ports 

Unlike major ports, which come under the aegis of the Central government, several non-major ports enjoy greater flexibility in fixing tariffs and structuring cargo-handling charges, allowing them to respond more competitively to market demand and the changing dynamics of the maritime business.

According to official data, for non-major ports, bulk cargo carrying coal, petroleum products, iron ore, and fertiliser has increased. With India being import-dependent for its energy and fertiliser requirements, the importance of the non-major ports has surged.

Analysts told The Secretariat that the expansion of privately operated terminals and port-led industrial ecosystems has further accelerated the growth of non-major ports over the past decade. States such as Gujarat have actively encouraged private participation in maritime infrastructure, enabling faster capacity expansion and logistics integration. 

However, the absence of a coordinated national framework has also resulted in uneven regulations, fragmented logistics planning, and disparities in cargo allocation.

National Port Grid

A national port grid could possibly be a pathway towards “One Nation, One Maritime Network”. 

Officials say that a national port grid could create unified cargo tracking, common digital documentation, seamless customs coordination, and integrated logistics planning across the country.

Sarbananda Sonowal, Minister of Ports, Shipping and Waterways, told The Secretariat earlier that self-reliance in the ports and shipping sector will be the thrust for the NDA government at the Centre.   

Cargo Aggregation, Connectivity

Meanwhile, analysts are cautious. “There are both pros and cons to national integration of non-major ports. With a unified system, cargo aggregation and allocation would become more efficient. Some non-major ports handle oil and fertilisers at a large volume. Yet, discrepancies are observed during cargo allocation. If that is taken care of directly from the national level, it would ensure that there are no disparities. Infrastructure-building would also get a major boost,” a ports official told The Secretariat on condition of anonymity.

“At the same time, it should also be ensured that the revenue-sharing model is not tweaked,” the official said.

Amid the government’s thrust on trade diversification, exporters have been grappling with rising logistics costs and regulatory hurdles. Deepa Kumar, Head of Asia-Pacific Country Risk, S&P Global Market Intelligence, told The Secretariat, “Such short-term impact persists, but if we are to adopt trade diversification as a long-term solution during crises, we have to come up with long-term strategies. Infrastructure development has to be given priority.”

Gujarat’s Ports

Gujarat remains central to India’s non-major port growth story. Recently, the Gujarat Maritime Board (GMB) invited bids to appoint a consultant for preparing Detailed Project Reports (DPRs) for the modernisation of four state-run ports, including Jamnagar, Okha, Porbandar, and Bhavnagar. 

As more state-run ports undergo expansion and modernisation, experts argue that a unified national framework could ensure more coordinated and balanced development.

Prime Minister Narendra Modi has been underlining the need for port-led development. The Centre is aggressively working towards coastal security and connectivity through development of ports as part of the PM Gati Shakti plan.