Non-major port cargo increased by 3.54 million tonnes during the first half of FY2026–27, compared with 374.36 million tonnes in the corresponding period a year earlier, according to advance estimates.    The modest increase concealed a marked difference between coastal and overseas movements. Domestic coastal traffic expanded at a double-digit rate, providing the principal support for overall tonnage as overseas cargo contracted.    September was weaker than the cumulative half-year performance. Cargo handled during the month stood at 64.49 million tonnes, down 0.90% year on year. The monthly decline indicates that the sector entered the second half of the financial year without broad-based momentum across its traffic categories.    Coastal cargo increased 10.78% to 73.25 million tonnes during April–September, while overseas cargo fell 1.16% to 304.66 million tonnes.    Calculated from the reported figures, coastal movements represented approximately 19.4% of total traffic, with overseas cargo accounting for about 80.6%. Minor differences between component totals and overall throughput reflect rounding.    The coastal increase was sufficient to absorb the reduction in overseas tonnage and leave aggregate traffic marginally higher.    This is an important distinction for assessing performance. The half-year result reflects a shift in the balance of cargo movements rather than uniformly stronger demand across both categories.    The figures do not identify which commodities drove the overseas decline. They therefore cannot, on their own, establish whether the weakness was concentrated in particular bulk trades or distributed across several cargo segments.    Containerised cargo performed better than overall port tonnage, increasing 6.40% to 83.47 million tonnes.    Measured in twenty-foot equivalent units, container volume rose 5.61% to 5.65 million TEUs. Growth in both measures indicates an expansion in container handling, although cargo weight increased slightly faster than the number of equivalent container units.    Container cargo represented approximately 22.1% of total non-major-port tonnage during the period.    The container figures provide another perspective on the traffic mix. They classify cargo by handling format, while overseas and coastal figures classify movements by trade category. Container tonnage should consequently not be added to those two categories when calculating total throughput.    For terminal operators and logistics providers, the stronger container performance points to activity that is growing faster than the overall market. It does not establish equivalent growth at every container terminal.    Gujarat accounted for 64.51% of non-major-port cargo during the half year and recorded growth of 1.98%.    Applying that share to total throughput gives an indicative volume of approximately 243.8 million tonnes. This calculation illustrates the state’s substantial influence on the national result: changes across Gujarat’s ports can materially affect aggregate non-major-port performance.    Maharashtra recorded growth of 8.08%, outpacing both Gujarat and the national average. Andhra Pradesh moved in the opposite direction, with cargo declining 4.63%.    These differences underline the importance of examining individual gateways and their cargo profiles. A national increase of less than 1% can coexist with stronger growth in one state and contraction in another.    The combined figures suggest a market in which opportunities vary by trade category, cargo format and geography.    For coastal shipping operators, the double-digit increase provides evidence of expanding domestic maritime cargo movement. For container businesses, growth exceeded the overall port average. Overseas cargo, however, remained the largest component and its decline constrained the national result.

Commercially, this makes cargo-specific analysis more useful than relying solely on aggregate growth. Shipping lines, transport operators and infrastructure developers will need to examine the routes and commodities behind the changes.   

The September contraction also warrants attention in subsequent monthly releases. Further data will show whether coastal and container growth continues to support throughput and whether overseas cargo recovers. As advance estimates, the current figures remain subject to revision.