Full container load (FCL)
You take the whole box. Cheaper per unit once you are filling most of it, and the container is sealed at origin and not opened again until customs or your gate.
What we do
Everything your cargo needs,
Everything your cargo needs,
under one roof.
Most shippers end up juggling a forwarder, a broker, a transporter and a warehouse — and spend half their week getting them to talk to each other. We do all of it ourselves, on one file, with one person you can call.
VSS Nexus · Bookings
Active shipments
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Sea · FCL 40' HCShanghai → Nhava Sheva · in transit
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Air · 480 kgDelhi → Frankfurt · departed
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Road · container trailerLudhiana → Mundra · loading
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Customs · bill of entryFiled · awaiting assessment
Every mode on one file, handled by one team.
What we do
Pick a service to go deeper.
Each one opens a full breakdown: equipment and specifications, the lanes we run, the documents involved, and how a shipment actually moves. Most examples come from the China–India corridor, which is where the bulk of our volume sits.
Sea Freight (FCL & LCL)
Ocean is how most of what we move travels. We book with the carrier, hold the rate we quoted you, and stay on the file until the container is off the ship and cleared.
The bulk of our volume runs from China into the western Indian ports and up to the northern inland depots. We handle other origins, but this is the lane we know best — which carriers hold schedule on it, which consolidators are worth using, and where the delays usually start.
The numbers that matter
Internal dimensions are the ones that matter when you are planning a load. External figures are what fits on a chassis; internal is what fits your cargo.
| Container | Internal L × W × H | Max payload | Capacity |
|---|---|---|---|
| 20ft standard | 5.90 × 2.35 × 2.39 m | ~28,000 kg | ~33 CBM |
| 40ft standard | 12.03 × 2.35 × 2.39 m | ~26,500 kg | ~67 CBM |
| 40ft high cube | 12.03 × 2.35 × 2.69 m | ~26,500 kg | ~76 CBM |
| 45ft high cube | 13.56 × 2.35 × 2.69 m | ~26,000 kg | ~86 CBM |
| 20ft reefer | 5.45 × 2.29 × 2.27 m | ~27,000 kg | ~28 CBM |
| 40ft reefer HC | 11.58 × 2.29 × 2.50 m | ~25,000 kg | ~66 CBM |
| 40ft open top | 12.03 × 2.35 × 2.35 m | ~26,500 kg | roof removable |
| 40ft flat rack | 12.06 × 2.40 × 2.14 m | ~39,000 kg | no sides |
Figures are typical for the equipment types in general circulation. The actual plate on the container you are allotted is what counts, and we send you those details once the box is nominated.
Payload is also capped by road limits between the port and your gate, which in practice is often the tighter constraint.
What we handle
Less than container load (LCL)
Your cargo shares a container with other shippers. You pay on volume, with a weight break that can override it. Below roughly 15 CBM this is usually the cheaper answer; above it, price both before deciding.
Reefer
Temperature controlled, for pharma, food and some chemicals. Pre-trip inspection before loading and a set point monitored in transit. A reefer that drifts out of range is a write-off, not a delay, so this equipment gets checked rather than assumed.
Out-of-gauge and heavy lift
Open tops for cargo that loads from above, flat racks for anything wider or taller than a box. Lashing and securing is surveyed before the vessel sails.
Lanes we run
The corridors below are the ones we run most often. Transit is port-to-port sailing time on a direct service; a transhipment leg or a blank sailing will extend it, which is why we quote a range rather than a date.
- Shanghai → Nhava ShevaTypically 18–26 daysDirect and transhipment services
- Ningbo → Nhava ShevaTypically 18–26 daysCommon for consolidations
- Shenzhen / Yantian → MundraTypically 16–24 daysSouth China manufacturing
- Qingdao → MundraTypically 20–28 daysNorth China industrial cargo
- Xiamen → Nhava ShevaTypically 18–26 daysOften via transhipment
From Nhava Sheva or Mundra we move the container inland by road or rail, including to the northern ICDs serving Punjab. That leg is planned with the sea leg rather than arranged after arrival.
Documents involved
- Commercial invoice
- From your supplier. Values, currency, terms of sale and a proper goods description — not just a model number.
- Packing list
- Carton count, weights and dimensions. This is what the consolidator and customs both work from.
- Bill of lading
- Issued once the cargo is on board. Original or telex release affects when you can collect, so agree it with your supplier early.
- Certificate of origin
- Needed for some commodities and for any preferential claim. On the China lane there is no preferential rate to claim, but the certificate is still asked for on certain goods.
- VGM declaration
- Verified gross mass, submitted before the cut-off. Miss it and the container does not load.
- Insurance policy
- Arranged by whoever carries the risk under your agreed Incoterm.
How a shipment runs
- 01Booking
We confirm space and the rate, and give you the cut-off dates for documents and VGM.
- 02Origin handling
Cargo is collected or received at the warehouse, loaded and sealed. For LCL it is consolidated with other cargo.
- 03Sailing
Departure and arrival milestones update on your VSS Nexus login as the carrier reports them.
- 04Arrival and clearance
Bill of entry filed, duty paid, examination if the shipment is selected for it.
- 05Inland delivery
Road or rail to your gate, with free days tracked so detention does not creep up quietly.
Questions we get
When is LCL cheaper than FCL?
Usually below about 15 CBM, but it depends on the lane and the weight. We price both when you are near the line, because the LCL charges at destination can close the gap.
Who pays for demurrage and detention?
Whoever caused the delay, in practice. Demurrage runs while the container sits in the port; detention runs while you hold the container outside it. We tell you the free days at booking and warn you before they expire.
Can you handle a supplier who has never exported before?
Yes, and it is common on the China lane. We work directly with them on documents and packing so the first shipment does not become an education at your expense.
Air Freight
Air costs several times what ocean does on the same lane. When your timeline genuinely allows sea freight, we will say so rather than book the more expensive option.
When it does not — a line stopped, a sample due, a season closing — we get the shipment onto the first flight that will take it, and tell you the realistic gate time rather than the optimistic one.
The numbers that matter
Air freight is priced on chargeable weight: the greater of actual weight and volumetric weight. Light bulky cargo is charged on the space it occupies.
| Measure | How it is worked out | Example |
|---|---|---|
| Actual (gross) weight | What the shipment weighs on the scale | 480 kg |
| Volumetric weight | Length × width × height in cm, divided by 6000 | 120 × 100 × 150 ÷ 6000 = 300 kg |
| Chargeable weight | Whichever of the two is higher | 480 kg |
| Same cargo, lighter | If the shipment weighed 210 kg instead | Charged at 300 kg |
The 6000 divisor is the standard for general air cargo. Courier and express services often use 5000, which makes bulky cargo more expensive again.
This is why an accurate packing list matters. Dimensions that turn out larger at the airport change the price after you have already committed.
What we handle
Express and next flight out
Priority uplift on the main carriers. Used when the cost of the delay is higher than the cost of the freight.
Consolidated and economy
Regular consol departures to the main hubs. Slower than express by a few days and considerably cheaper.
Dangerous goods
Several classes under IATA rules, covering the declaration, packing group and labelling. Acceptance depends on the carrier and the route, so send the safety data sheet before you commit to a date.
Charter
For project cargo and volumes that will not fit scheduled capacity. Priced per movement.
Lanes we run
Common gateway pairings on the routes we handle most. Flight time is a fraction of total transit — handling, security screening and customs at both ends are what actually set the door-to-door figure.
- Shanghai (PVG) → Delhi (DEL)Typically 3–6 days door to doorGeneral and time-critical cargo
- Hong Kong (HKG) → Delhi (DEL)Typically 3–6 days door to doorStrong consol frequency
- Guangzhou (CAN) → Mumbai (BOM)Typically 4–7 days door to doorSouth China electronics and components
- Shenzhen (SZX) → Delhi (DEL)Typically 4–7 days door to doorOften routed via a hub
From Delhi, cargo moves to Ludhiana and the surrounding industrial belt by road, usually the same or next day once cleared.
Documents involved
- Commercial invoice and packing list
- As with sea, but dimensions matter more here because they drive the price directly.
- Air waybill
- Issued when the shipment is accepted. Unlike a bill of lading it is not a document of title.
- Safety data sheet (MSDS)
- Required for anything that might be classified as dangerous goods. Send it before booking, not after.
- Dangerous goods declaration
- Where applicable, prepared to IATA requirements.
- Import licence or registration
- Commodity dependent — BIS, CDSCO, WPC and others, depending on what you are bringing in.
How a shipment runs
- 01Booking and acceptance
Space confirmed against the chargeable weight, and any DG acceptance checked with the carrier first.
- 02Origin handling
Collection, screening and build-up onto pallets or in the aircraft hold.
- 03Flight
Departure and arrival milestones update on your login.
- 04Clearance
Bill of entry filed on arrival. Air shipments clear faster, but only if the documents were right before the aircraft landed.
- 05Delivery
Road delivery to your premises.
Questions we get
Why is my quote higher than the weight suggests?
Because the cargo is being charged on volume. Divide length by width by height in centimetres by 6000 — if that number is bigger than the scale weight, that is what you pay on.
Can you ship batteries or chemicals by air?
Some of them, under IATA dangerous goods rules. Send us the safety data sheet and we will confirm whether the carrier and route will accept it before you commit.
Is air worth it for a small urgent shipment?
Often yes for small, dense, high-value cargo. For bulky low-value goods the volumetric charge usually makes it painful, and we will show you the sea comparison.
Customs Clearance
Nearly every costly delay we see began as a paperwork problem: a classification that would not hold, a value the assessing officer would not accept, a licence nobody checked for. We work the file before the vessel arrives rather than after your container starts accruing charges.
On the China lane this matters more than most. Supplier documentation quality varies, declared values get scrutinised, and several commodity categories carry licensing requirements that only surface at the port if nobody looked earlier.
The numbers that matter
Indian import duty is a stack, not a single rate. Each layer is calculated on a different base, which is why a headline percentage rarely matches the final bill.
| Layer | What it applies to | Notes |
|---|---|---|
| Assessable value | Transaction value, plus freight and insurance | The base everything else builds on |
| Basic customs duty (BCD) | Percentage of assessable value | Set by HS code |
| Social welfare surcharge | Percentage of the BCD amount | A charge on a charge |
| IGST | Assessable value plus BCD plus surcharge | Recoverable as input credit if you are registered |
| Compensation cess | Specific goods only | Applies to a limited list |
| Anti-dumping / safeguard duty | Specific goods and origins | Relevant on some China-origin goods |
We give you the landed cost before you commit to the purchase, not after the goods arrive. Rates change with the budget and with notifications, so we work from the current position rather than last year’s.
India has no free trade agreement with China. There is no preferential rate to claim on this lane, so any quote suggesting otherwise is worth questioning. FTA benefits do apply on other origins we handle, including ASEAN.
What we handle
Classification
Getting the HS code right the first time is the cheapest thing you can do. The wrong code means either a demand later or a penalty now, and reclassification during assessment costs days.
Valuation
Declared values that look low against comparable imports get challenged. We tell you before filing whether a value is likely to hold and what supporting evidence will be wanted.
Licensing and compliance
BIS registration, FSSAI for food, CDSCO for medical devices and cosmetics, WPC for wireless equipment. Which apply depends on the commodity, and they are checked before shipment rather than at the port.
Examination and assessment
If the shipment is selected for examination we attend it. Queries are answered from the file rather than by going back to you for documents you already sent.
Lanes we run
Where we clear most consignments. The port matters — examination rates, congestion and free-day practice all differ.
- Nhava Sheva (JNPT)Main western gatewayHighest volume on our China lane
- MundraGujaratOften faster turnaround than JNPT
- ICD Ludhiana / Dhandari KalanPunjab inlandClearance close to your premises
- ICD Dadri / TughlakabadNCR inlandFor northern deliveries
- Delhi and Mumbai air cargoAir consignmentsFaster clearance windows
Clearing inland at an ICD instead of at the port can reduce handling, but it moves the customs step later in the journey. Which is better depends on your cargo and how tight the timeline is, and we will tell you which one we would choose.
Documents involved
- Bill of entry
- The import declaration, filed through ICEGATE. This is the document that determines your duty.
- Commercial invoice and packing list
- Cross-checked against each other and against the bill of lading before anything is filed.
- Bill of lading or air waybill
- Proof of shipment and the basis for delivery order collection.
- IEC, GST and PAN
- One-time onboarding for you as importer.
- Product-specific certificates
- BIS, FSSAI, CDSCO, WPC and similar — commodity dependent.
- Certificate of origin
- Required for some goods and for preferential claims where an agreement exists.
How a shipment runs
- 01Before shipment
Classification agreed, licences identified, landed cost estimated. This is the cheapest point to fix a problem.
- 02Documents received
Invoice, packing list and transport document checked against each other.
- 03Filing
Bill of entry submitted through ICEGATE ahead of arrival where possible.
- 04Assessment
Duty determined. Queries answered from the file; examination attended if selected.
- 05Duty payment and release
Duty paid, out-of-charge issued, delivery order collected.
- 06Delivery
Container released and moved, with free days tracked throughout.
Questions we get
How long does clearance take?
It depends on the port, the commodity and whether the shipment is picked for examination. A clean file with no queries clears quickly; a classification dispute or a missing licence can add days. We give you a realistic window for your specific cargo rather than a headline figure.
Can I claim a lower duty rate on Chinese goods?
No. India has no free trade agreement with China, so there is no preferential rate available on that origin. Duty relief on other origins, including ASEAN countries, is a different matter and we will check whether it applies.
What happens if customs disputes my declared value?
They raise a query and ask for supporting evidence — supplier contracts, payment records, comparable imports. We handle the response. Where we think a value looks difficult, we tell you before filing rather than after.
Do I need BIS registration?
It depends entirely on the product. A number of categories require it and the goods cannot be cleared without it. We check this before the shipment leaves, because discovering it at the port means the container sits there.
Road & Rail Transport
Most cargo we handle spends days on a trailer or a rake before it reaches a vessel, or after it leaves one. We plan that leg alongside the sea or air leg so the timings actually connect.
Punjab exporters and importers sit roughly 1,500 km from the western ports. That distance is where schedules quietly come apart if nobody is watching it.
The numbers that matter
What we put your cargo on, and what each option is suited to.
| Mode | Typical use | Notes |
|---|---|---|
| Container trailer | Port to factory, factory to port | Standard for FCL movement |
| Full truck load (FTL) | Domestic movement, full vehicle | Fastest road option, priced per vehicle |
| Part load (PTL) | Smaller domestic consignments | Shared vehicle, priced on weight and volume |
| Rail rake to ICD | Bulk container movement inland | Steadier than road when highways are congested |
| Low bed / hydraulic axle | Over-dimensional and heavy lift | Requires route survey and permits |
Road weight limits often bind before container payload limits do, so the legal load on the trailer can be less than the plate on the box allows.
Rail is usually cheaper per container over long distances and less exposed to highway disruption, at the cost of less flexible timing.
What we handle
Container haulage
Between the port or ICD and your premises. Free days and detention are tracked so the container goes back before charges start.
Domestic freight
Full and part loads across India, in open or closed vehicles depending on the cargo.
Rail intermodal
Rakes to and from the inland depots. Slower on paper than road, and frequently steadier in practice.
Over-dimensional cargo
Route survey first, then low beds or hydraulic axles, state permits, escorts and cranes at both ends. This kind of move gets planned properly, which is what keeps it safe and on schedule.
Lanes we run
The inland corridors we run most.
- Ludhiana ↔ Nhava ShevaTypically 4–6 days by roadMain export and import corridor
- Ludhiana ↔ MundraTypically 3–5 days by roadOften the faster port option
- Ludhiana ↔ ICD DadriTypically 1–2 daysNCR inland connection
- Delhi air cargo ↔ LudhianaTypically same or next dayFor air consignments
Rail transit to the western ports runs longer than road but is less affected by highway conditions and driver availability. On a planned import we will usually recommend it; on a recovery move, road.
Documents involved
- E-way bill
- Required for movement above the threshold value. Generated before the vehicle moves.
- Lorry receipt
- Issued by the transporter, evidencing the consignment.
- Delivery order
- Collected from the shipping line before a container can be taken from the port.
- Proof of delivery
- Returned to you digitally once the cargo is delivered.
- Permits and escorts
- For over-dimensional movements, arranged state by state along the surveyed route.
How a shipment runs
- 01Planning
Vehicle type and route agreed. For ODC, a survey first.
- 02Placement
Vehicle placed at the loading point at the agreed time.
- 03Loading and documentation
Cargo loaded and secured, e-way bill generated.
- 04Transit
Movement tracked, with delays flagged as they happen rather than on arrival.
- 05Delivery
Cargo delivered, proof of delivery returned, empty container returned within free days.
Questions we get
What is the difference between demurrage and detention?
Demurrage is charged while your container sits inside the port beyond the free period. Detention is charged while you hold the container outside the port beyond the free period. Different clocks, different rates, both avoidable with planning.
Road or rail to the port?
Rail is generally cheaper and steadier over the long haul to the western ports. Road is faster and more flexible. On a planned import we lean rail; when a deadline is at risk, road.
Can you move an over-dimensional consignment?
Yes, with a route survey first. Permits, escorts and lifting equipment are arranged around what the survey finds, and the timeline reflects that rather than assuming a clear run.
Warehousing & Value-Added Services
Cargo rarely goes straight from vessel to shelf. We arrange storage between legs, and handle the preparation work that needs doing before goods go out to your customers.
Bonded storage is worth understanding properly: it lets you defer duty until the goods actually leave the warehouse, which matters when you are importing a full container but selling it over months.
The numbers that matter
The difference between the two storage types is mostly about when you pay duty.
| Type | When duty is paid | Suited to |
|---|---|---|
| Bonded warehouse | When goods are removed from the warehouse | Large imports sold gradually; cash-flow sensitive stock |
| General warehouse | At import clearance, before storage | Goods moving out quickly |
| Cross-dock | At import clearance | Cargo changing vehicles without being stored |
Bonded storage does not remove duty, it moves when you pay it. For a container you will sell over six months, that timing difference can be worth more than the storage costs.
Bonded goods stay under customs control, so movements in and out are documented rather than informal.
What we handle
Bonded storage
Duty deferred until removal. Goods remain under customs control and every movement is recorded.
General storage
Racked, counted in and out, with stock figures that match what is actually on the floor.
Cross-docking
For cargo that only needs to change vehicles. It arrives, it is re-loaded, it leaves.
Preparation work
Labelling and relabelling, kitting, re-packing, and a quality look-over before dispatch.
Lanes we run
Where storage usually sits in the journey.
- At the port of arrivalBefore inland movementUseful when clearance will take time
- Inland, near the ICDAfter clearanceCloser to your distribution
- Near your premisesFinal stagingFor goods going out in batches
Which of these makes sense depends on where the duty timing and the handling cost land for your particular cargo. We will work it through with you rather than defaulting to one.
Documents involved
- Into-bond bill of entry
- Where goods are moving into bonded storage rather than clearing outright.
- Ex-bond bill of entry
- Filed when goods are removed from bond and duty becomes payable.
- Goods receipt note
- Confirms what physically arrived, against what was expected.
- Stock statements
- Issued on the agreed cycle so your records and ours match.
How a shipment runs
- 01Arrival
Cargo received, counted and checked against the packing list.
- 02Put-away
Stored and recorded, bonded or general as agreed.
- 03Holding
Stock visible to you, with movements documented.
- 04Preparation
Labelling, kitting or repacking as required before release.
- 05Dispatch
Released against your instruction, with duty settled first for bonded goods.
Questions we get
Is bonded storage worth the extra process?
It depends on how fast you sell. If a container clears and sells within weeks, probably not. If it sells across months, deferring the duty usually outweighs the additional handling.
How long can goods stay in bond?
There is a permitted period, and it can be extended in defined circumstances. We track it, because goods left beyond it become a problem rather than a cost.
Can you repack or relabel before delivery?
Yes. Labelling, relabelling, kitting, repacking and basic quality checks are all handled before dispatch.
Door-to-Door Freight
You tell us where the cargo is and where it needs to be. We arrange collection at origin, the main carriage, customs at both ends and the final delivery, and bill it once at the end.
This is the arrangement most of our China import customers settle on. It puts the whole journey on one file, which means the inland leg is planned against the actual sailing rather than booked after arrival.
The numbers that matter
What door-to-door covers depends on the Incoterm you agree with your supplier. This is the part that most often causes confusion.
| Incoterm | Where the seller stops | What we handle for you |
|---|---|---|
| EXW | At their own premises | Everything, including export clearance in China |
| FCA | Handing over to the carrier, export cleared | Main carriage onward, import clearance, delivery |
| FOB | Once loaded on the vessel | Sea freight, import clearance, inland delivery |
| CIF / CFR | Destination port, risk passes at origin | Import clearance and inland delivery |
| DAP | Your named place, not unloaded | Import clearance where agreed, unloading |
EXW looks simple and often is not: as the buyer you become responsible from the supplier’s gate, including export formalities in a country where you have no presence. FCA moves that back to the seller where it belongs.
We can quote against whichever term you have agreed. If the term is working against you, we will say so before you sign the next contract. There is a fuller explanation on our Incoterms guide.
What we handle
Origin collection
Pickup from your supplier, including suppliers who have not exported before and need the documents explained.
Main carriage
Sea or air, whichever the timeline and budget point to.
Customs at both ends
Export formalities at origin, import clearance in India, handled by the same team on the same file.
Final delivery
To your gate, with the timing planned against the actual arrival rather than assumed.
Lanes we run
The door-to-door movement we run most.
- Chinese supplier → LudhianaSea, typically 25–35 days door to doorOur most common arrangement
- Chinese supplier → LudhianaAir, typically 4–8 days door to doorWhen the timeline is tight
- Indian factory → overseas buyerVaries by destinationExport door-to-door
Door-to-door transit covers collection, main carriage, clearance and delivery. Clearance is the variable step — a clean file moves through, a query does not.
Documents involved
- Supplier documents
- Invoice and packing list, which we will review with your supplier directly if needed.
- Transport document
- Bill of lading or air waybill for the main carriage.
- Import documents
- Bill of entry and any commodity-specific certificates.
- Delivery confirmation
- Proof of delivery returned once the cargo reaches you.
How a shipment runs
- 01Booking
One instruction from you covering the whole journey.
- 02Origin
Collection arranged, export formalities completed, cargo loaded.
- 03Main carriage
Sea or air, tracked on your login throughout.
- 04Import clearance
Filed ahead of arrival where the documents allow it.
- 05Delivery and invoice
Cargo delivered, one invoice covering everything.
Questions we get
Do I get one invoice or several?
One, at the end, covering the whole movement. The breakdown shows each component so you can see what you paid for.
Can you deal with my supplier directly?
Yes, and on the China lane we usually do. It is faster to sort out documents and packing with them ourselves than to relay it through you.
What if my supplier insists on their own forwarder?
That is normal under CIF or CFR terms. We take over at the destination port and handle clearance and delivery from there.
Tell us what you are shipping.
Send the cargo details and the route. We will come back with a quote broken out line by line, and an honest view on whether a different mode or port would serve you better.
Importing from China for the first time? Talk it through with us before you place the order — that is when the decisions are cheapest to change.
Further reading
Go deeper on any of this.
Longer-form guides and current market notes from the desk that runs these shipments.
GuideLCL or FCL? How to actually decideWhere the break-even really sits, and the destination charges that decide it.
GuideThe import documentation checklist for IndiaWhat Customs needs, who produces it, and the mismatches that hold shipments.
MarketFreight rates are falling. Your landed cost probably is not.Ocean rates softened in 2026; Indian port charges went the other way.
OperationsPlanning a China to India shipment in a buyer's marketWhat to negotiate beyond the rate, and when to ask for it.