Transit bands (citable): 10–18 days
| From | To | Transit | Basis |
|---|---|---|---|
| Jakarta (Tanjung Priok) | Nhava Sheva | 10–15 days | Mainstream band for West India; some sailings make it in 9 days |
| Surabaya (Tanjung Perak) | Mundra / Mumbai | 12–16 days | East Java origin into West India; one leg longer than from Jakarta |
| Belawan (Medan) | Chennai | 14–18 days | Sumatra origin into South India, with thinner sailing density than from Jakarta |
Sailing frequency:Jakarta to Nhava Sheva: 1–2 sailings a week
What actually decides this lane
Three things decide an India shipment, and all three happen before the vessel sails: whether the HS code gets reclassified, whether the importer's IEC and GST standing is clean, and which preference framework the shipment will use. The days at sea are in fact the most predictable part. The same holds on the port side — Nhava Sheva and Mundra in the west and Chennai in the south differ completely in congestion and feeder connections, and choosing the wrong port hurts more than choosing the wrong carrier.
How this shipment moves
Verify the HS code and preference tier first: India is sensitive on classification, and a code written too broadly invites reclassification and a duty bill on arrival. Second, confirm the importer's standing — if IEC and GST are not clean, the cargo will not clear even once it berths. Third, pick the port by final delivery point: Nhava Sheva or Mundra for the west, Chennai for the south; the wrong choice sends the inland leg across the whole subcontinent.
The three mistakes this lane punishes hardest
- Writing the HS code the way it is done in Indonesia and shipping anyway: India is sensitive on classification, and a broad code invites reclassification plus duty on arrival — far more expensive than checking first.
- Watching only the ocean freight and ignoring the importer's standing: if IEC and GST are not clean the cargo will not clear even after the vessel berths, and demurrage keeps running.
- Choosing the port by reputation: the inland leg in West India and South India differs enormously, and the wrong port can push inland cost above the ocean freight itself.
Frequently asked, standard answers
How long does Indian clearance usually take?
Clearance and the sea leg are two different things, and clearance is budgeted separately in working days. Anyone who folds clearance into the ocean transit number is handing you a figure that only looks good.
West or South India — which port should I use?
Decide by final delivery address: Nhava Sheva or Mundra for the west, Chennai for the south. Pick wrong and the inland leg crosses the entire peninsula.
Why is Indian duty so hard to estimate?
Because classification moves. HS codes are sensitive in India, and a broadly written code invites reclassification plus a duty bill — checking before booking costs far less than fixing it on arrival.
Sources and basis (check them yourself)
The basis used on this page:Port-to-port sea leg; excludes Indian clearance, typically 3–6 working days
Public sources behind the transit figures on this page, retrieved 2026-09-28. Bases differ between sources: some quote the direct sea leg, some port-to-port, some include transhipment and berth waiting. The carrier's schedule on the booking date governs.
Next step
Writing the HS code the way it is done in Indonesia and shipping anyway: India is sensitive on classification, and a broad code invites reclassification plus duty on arrival — far more expensive than checking first. Send us the origin, the final delivery address, cargo type, piece count and volumetric weight, and how urgent it is. We will return the routing (direct or transhipment), the transit band, the basis behind it and the questions to settle.
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