Mumbai Port Strike Had No Effect. What Does That Say About Public vs. Private Ports?

Strikes Announced — But Not All Ports Will Feel It

On July 8, dock workers at Mumbai and Cochin ports announced plans for a one-day strike scheduled for July 10, 2025. Early indicators suggest the operational impact will be uneven. At Mumbai, where most stevedoring and cargo handling is privately managed, disruptions are expected to be minimal. In contrast, Cochin Port may see greater effects due to its reliance on centralized labor arrangements.

The strike remains limited to Mumbai and Cochin ports. No notices have been issued at other major government-run ports, and private ports such as Mundra, Hazira, and Krishnapatnam are not involved. The event is shaping up to be a test of how ownership and labor structures influence port resilience.

Cochin and Mumbai: Anticipated Impact Across Two Major Ports

The strike planned for July 10 focuses on two of India’s most established major ports—Mumbai and Cochin. While both handle significant cargo volumes, early signals suggest different levels of anticipated impact based on workforce models and operational structures.

Mumbai Port: With stevedoring and cargo operations largely managed by private contractors, Mumbai is expected to maintain normal operations. The port handled 67.26 million tonnes of cargo in 2023–24, including 16% of the country’s petroleum, oil, and lubricant (POL) traffic.
Cochin Port: Cochin’s operations are more closely tied to centralized labor systems under public-sector control. The port processed 834,665 TEUs in 2024–25 and serves a strategic role in container transshipment via the Vallarpadam terminal. Based on these factors, Cochin may experience more visible service delays if the strike proceeds as planned.

The difference in expected outcomes at these two ports reflects broader structural contrasts—particularly in labor governance and ownership frameworks—that influence how ports respond to industrial action.

India’s Port Landscape: Public vs. Private

India’s maritime sector comprises a mixed ownership model involving both government-managed and privately operated ports. The country has 12 major ports administered by the central government and more than 200 minor and intermediate ports governed by state authorities or developed under private participation models.

Cargo Volume Share: In 2023, private ports accounted for approximately 48% of total cargo handled in India. Their share has grown steadily over the past two decades, reflecting sustained investments and operational scalability.
Growth Rate: Private ports recorded an 11% year-on-year cargo growth in 2023–24, compared to 5.6% growth at major ports during the same period.
Public-Private Partnerships (PPP): Several terminals within major ports are operated under PPP models, with 89 out of 277 berths in major ports managed by private entities.

This hybrid structure enables cargo traffic to be distributed across a range of facilities, offering both public oversight and private-sector operational input.

Labor Structures and Strike Sensitivity

The anticipated operational differences from the July 2025 strike can be partially attributed to variations in labor organization across ports.

Public Ports: Government-managed ports typically rely on centralized dock labor boards and permanent or unionized workers. Wage structures and dispute resolution often involve collective bargaining frameworks and government-mandated negotiations.
Private Ports: Privately operated ports generally employ contract-based or casual labor. While this allows more flexibility in workforce management, it also results in fragmented union representation and localized labor agreements.
Strike Exposure: Public ports are more likely to experience full-scale work stoppages during strikes due to unified labor representation. Private ports, by contrast, often continue operations through subcontracted services or by relying on non-unionized labor pools.

These differences affect not only strike vulnerability but also the speed at which ports can adapt or resume operations during industrial action.

Efficiency and Infrastructure Comparison

India’s private ports often differ from their public counterparts in terms of infrastructure quality, operational processes, and cargo handling efficiency. These differences can influence performance during normal operations as well as during periods of disruption.

Turnaround Time: Benchmarking studies indicate that private ports in India achieve average vessel turnaround times of approximately 1.2 days, compared to 2.5 days at major public ports.
Berth Utilization: Private terminals report utilization rates above 85%, while public port berths average around 65%, depending on cargo type and traffic flow.
Mechanization and Connectivity: Private facilities typically incorporate higher levels of mechanization and more advanced equipment. Many are directly connected to dedicated freight corridors and private rail sidings, reducing last-mile bottlenecks.

While public ports continue to invest in modernization and capacity upgrades, the data shows a consistent performance advantage in certain operational areas at private terminals.

International Comparisons: Strike Response in Other Port Systems

Labor actions in ports are not unique to India. Historical examples from other regions offer comparative insights into how port systems respond to industrial disruptions.

United States (West Coast): During the 2023 labor negotiations at the ports of Los Angeles and Long Beach, shippers diverted cargo through alternative U.S. and Canadian ports. In a previous event in 2002, a 10-day port lockout cost an estimated $19.4 billion in supply chain losses.
Europe (Rotterdam and France): Strike-related slowdowns in 2025 led to vessel rerouting away from major ports like Rotterdam, Le Havre, and Marseille-Fos. Shipping lines opted for alternative ports to maintain schedules.
Mitigation Strategies: In all cases, cargo owners and logistics providers responded by adjusting routing patterns, using less-affected private terminals, or leveraging intermodal alternatives.

These examples illustrate the role of diversified port networks and flexible routing strategies in maintaining cargo flow during labor-related disruptions.

Privatization Trends in Global Port Infrastructure

India’s mixed port ownership model is part of a broader international trend toward increased private sector participation in maritime infrastructure. Since the 1990s, many countries have introduced privatization reforms to improve port efficiency and attract investment.

Global Investment Patterns: Between 1990 and 1998, 112 port projects involving private participation reached financial closure across 28 developing countries, totaling over $9 billion in investment.
Privatization Models: The most common models include terminal concession/lease agreements (used in 52% of projects), followed by Build-Operate-Transfer (BOT) arrangements and joint ventures.
Regional Examples: Latin America, East Asia, and Europe have been active in port privatization. For instance, Malaysia privatized the Kelang Container Terminal in 1992, and the UK created Associated British Ports through asset sales in the 1980s.
Private Sector Financing: In 2023, $86 billion in private infrastructure investment was recorded in low- and middle-income countries, with port projects representing a substantial share.

The global shift toward privatization is shaped by factors including capital requirements for automation, the desire for improved service efficiency, and the need for scalable port infrastructure.

Conclusion: A Case Study in Port Structure and Strike Exposure

As the July 10 strike approaches, early signals from Mumbai and Cochin ports highlight how workforce organization and ownership models shape port resilience. While Mumbai is expected to maintain operations due to its reliance on private stevedoring and contract labor, Cochin may face more pronounced service slowdowns under public labor structures. Elsewhere, India’s major private ports are expected to remain unaffected.

India’s hybrid port landscape—comprising public, private, and PPP-operated facilities—provides varied operational responses to labor actions. For global logistics stakeholders, these structural differences underscore the importance of port-level awareness when evaluating risk exposure and planning cargo flows.

TRADLINX provides real-time shipment tracking across carriers, routes, and port terminals, enabling proactive decisions even when disruptions affect specific ports or regions.

Frequently Asked Questions

What is planned for the July 2025 port strike in India?
A one-day dock workers’ strike has been announced for July 10 at Mumbai and Cochin ports. Other ports are not expected to be affected.
Why are Mumbai and Cochin ports expected to be affected differently?
Mumbai Port uses private stevedoring services and contract labor, resulting in fewer disruptions. Cochin Port relies more on public-sector labor, leading to greater impact during the strike.
Did private ports experience any disruptions?
No disruptions are expected. Major private ports such as Mundra, Hazira, Krishnapatnam, and Dhamra are not participating in the strike and are anticipated to remain fully operational.
How does India’s port ownership structure work?
India operates 12 major government-managed ports and over 200 minor/intermediate ports, many of which are privately operated or run under public-private partnerships (PPPs).
Are private ports less vulnerable to labor strikes?
Private ports often use decentralized labor models and contract-based staffing, which can reduce strike exposure compared to centralized unionized workforces at public ports.