Top 10 Products India Imports from China (and How to Ship Them via FCL)

Introduction: Why Product-Specific Planning Matters

Importing from China plays a pivotal role in India’s supply chains – China was India’s largest import partner in 2024, with goods worth over $125 billion flowing in. These imports span a wide range of product categories, from electronics and machinery to chemicals and raw materials. Each product category comes with unique characteristics and regulatory requirements. Product-specific planning is therefore critical for success. An electronics importer faces different shipping and compliance challenges than a chemical importer or a steel trader. By tailoring logistics plans to the specific product, Indian businesses can ensure cost-efficiency, compliance with regulations, and safe transit of goods.

Key considerations such as choosing the right container type, packaging to prevent damage, understanding applicable customs duties and GST, and meeting certifications (like BIS or FSSAI) all depend on the product being shipped. Planning with these specifics in mind helps prevent costly delays – for example, avoiding a scenario where an entire FCL shipment is held up because a required certificate was missing or the packaging was inadequate for the journey. In a high-volume trade lane like India–China, where predictability and speed are essential for inventory management, being prepared at a product level can make all the difference. In this guide, we’ll explore the top 10 product categories India imports from China (ranked by import value), and provide expert insights on how to ship each category via Full Container Load (FCL) sea freight.

Top 10 Categories of Imports from China to India

China’s dominance as a supplier is evident in the variety of goods it sends to India. According to the United Nations COMTRADE trade data for 2023, the top 10 import categories from China (by value) were:

1. Electronics and Electrical Equipment – e.g. semiconductors, mobile phones, telecom equipment (approx. USD 44.1 billion)
   
   
2. Machinery and Mechanical Appliances (including reactors, boilers) – e.g. industrial machinery, data processing machines (approx. USD 21.7 billion)
   
   
3. Organic Chemicals – e.g. pharmaceutical ingredients, industrial chemicals (approx. USD 13.3 billion)
   
   
4. Plastics and Plastic Articles – e.g. polymers, packaging materials, household plastic goods (approx. USD 5.9 billion)
   
   
5. Optical, Photographic & Medical Instruments – e.g. medical devices, precision instruments (approx. USD 2.7 billion)
   
   
6. Iron and Steel – primary forms of iron & steel (approx. USD 2.6 billion)
   
   
7. Fertilisers – chemical fertilisers like DAP, urea (approx. USD 2.6 billion)
   
   
8. Automobiles and Auto Parts – vehicles (other than railway) and components (approx. USD 1.9 billion)
   
   
9. Aluminum and Articles Thereof – e.g. aluminum ingots, extrusions, products (over USD 1.4 billion)
   
   
10. Glass and Glassware – e.g. glass sheets, bottles, fiberglass products (over USD 1.0 billion)

(Note: Rankings are based on trade value; volumes may differ but generally align – for instance, heavy commodities like iron/steel rank high by tonnage as well. Also, “Iron & Steel” here refers to raw materials, while finished articles of iron/steel also form a significant sub-category.)

These ten categories cover a broad spectrum of industries. Together they account for the majority of India’s import bill from China, reflecting India’s reliance on China for electronics (from consumer gadgets to critical components), capital equipment, key raw materials for manufacturing, and more. For example, China alone supplies about 70% of India’s electronic components and 20% of its auto parts imports – underscoring how dependent sectors like electronics manufacturing and automotive are on Chinese supply.

In the sections below, we provide a category-by-category breakdown of what each product group includes, how to handle FCL (Full Container Load) shipping for that category, important customs and duty considerations (including HS codes and Indian regulations like BIS or other certifications), and typical ports of origin in China and destination ports in India for each. Armed with this knowledge, importers can better plan their shipments from factory to port to warehouse.

Shipping Guidelines for Key Import Categories

1. Electronics and Electrical Equipment
   
   What’s Included: This top category encompasses a range of electronic goods and electrical machinery. It includes consumer electronics (smartphones, TVs, laptops), electronic components (integrated circuits, semiconductors, PCBs), telecom/network equipment, computer hardware, and electrical apparatus like cables, switches, and appliances . Essentially, if it has a circuit or runs on electricity, it likely falls under this group (HS Chapter 85).
   
   FCL Shipping Requirements: Electronics are typically shipped in standard dry containers (20-foot or 40- foot). High-value, lower-volume electronics (like microchips) may come via air or LCL, but large shipments of devices and components use FCL ocean freight for cost efficiency. Container type: Usually 40’ High-Cube containers are preferred to maximize volume for lighter electronics goods (which often cube out before they hit weight limits). Packaging is critical: items should be carton packed and palletized or crated to prevent damage. Sensitive electronic items require shock-proof and moisture-resistant packaging – for example, foam padding, anti-static wraps for circuit boards, and silica gel/desiccants in containers to control humidity.
   
   If shipping devices with lithium batteries, they must be declared properly as per IMDG Code class 9 (hazardous) and packaged with required labels. Ensure containers are dry and clean to avoid moisture, and use pallets or dunnage to keep boxes off the floor. Electronics are relatively delicate, so handling during loading/unloading should be careful; forklifts with padded forks or manual loading may be used for fragile pallets.
   
   Customs & Duty Considerations: Importing electronics into India requires attention to several regulations. Many electronic items must have BIS certification under the CRS (Compulsory Registration Scheme) before customs will clear them – for example, products like mobile phones, laptops, LED lamps, etc., need a BIS registration number marking to show compliance with Indian standards.
   
   Additionally, any wireless-enabled devices (Wi-Fi, Bluetooth, RF) require a WPC (Wireless Planning & Coordination) license for import, to ensure they use permitted frequencies. The typical HS codes fall in Chapter 85; basic customs duty rates vary by product – components like chips may be duty-free (India is part of the ITA agreement eliminating duty on many IT components), whereas finished consumer electronics like smartphones or TVs can attract customs duty (often in the 10–20% range) plus IGST (usually 18%). It’s important to correctly classify each item (e.g. HS 8517 for phones, 8542 for integrated circuits, etc.) to apply the right duty. Also, ensure compliance with India’s labeling rules (electronics need proper declarations of model, serial number, importer details, etc.). For high-value electronics, importers often opt for transit insurance due to risk of theft or damage.
   
   Major Ports of Origin (China): Chinese electronics manufacturing is centered around the Pearl River Delta and coastal tech hubs. Common origin ports include Shenzhen (Yantian/Shekou) – a major gateway for electronics from Guangdong factories, Hong Kong (sometimes used as a transshipment point), and Shanghai/Ningbo for electronics produced in the Yangtze River Delta region. Guangzhou and Xiamen are also used for certain electrical goods. If goods are coming from inland tech hubs like Chongqing (which produces electronics), they may truck or rail to Shanghai/Shenzhen for export. Major Destination Ports (India): Electronics are distributed all over India. Key entry points are Nhava Sheva (JNPT, Mumbai) – serving the west and central India market (Mumbai, Pune, Delhi via ICDs), and Chennai Port – a major hub for south India’s electronics and telecom industry needs. Other ports like Mundra (Gujarat) also handle significant volumes (especially for northwest India), and Kolkata sees some electronics imports for the eastern/northeastern region. Many shipments ultimately move inland to
   electronics manufacturing clusters (e.g. components to factories in Noida or Chennai), so port choice may depend on the final destination of the consignment.
   
   
2. Machinery and Mechanical Appliances
   
   What’s Included: This broad category (HS Chapter 84) covers industrial and mechanical machinery, from heavy equipment and plant machinery to smaller industrial appliances. Key imports include power generation equipment, manufacturing machinery (CNC machines, textile machinery), construction equipment (excavators, loaders), agricultural machinery, pumps and compressors, boilers and reactors, and automatic data processing machines (a category which includes computers/servers as machinery) . It also includes a lot of machine parts and components. Essentially, if it’s a machine or mechanical device – whether for factories, infrastructure, or other uses – it falls here.
   
   FCL Shipping Requirements: Machinery shipments can vary widely in size and weight. Many machines are heavy and may only fit in a 20-foot container due to weight limits (a 20’ FCL can take ~21-25 metric tons; a 40’ might not be usable if the machine is too heavy even if it fits dimensionally). Large machinery sometimes requires special equipment: flat racks or open-top containers for oversize dimensions, properly secured with straps and wood bracing.
   
   For standard-size machinery, dry containers are used but securing is crucial – machines should be bolted to skids or crated, and then blocked and braced inside the container to prevent shifting. Packaging: Often wooden crates or pallets are used, with steel strapping. Sensitive surfaces are wrapped and rust-prone parts sprayed with protective oil or VCI (volatile corrosion inhibitor) paper for ocean transit. If machinery has multiple components, they might be disassembled to optimize space. Ensure compliance with ISPM-15 (wooden packaging must be fumigated/stamped).
   
   Transit considerations: if the machinery is not weather-proof (or shipping during monsoon), using a container liner or tarp inside an open-top container is advised. Also, machinery may need forklifts or cranes to load; plan origin and destination handling accordingly.
   
   Customs & Duty Considerations: Machinery imports usually have moderate duty rates (often around 7.5%–10% basic duty on many types of machinery), but it depends on the specific HS code. India encourages some capital goods imports by offering duty exemptions for specific industries or under project import schemes – importers should check if their machinery qualifies.
   
   Import documentation should include detailed technical specifications and manuals if required for customs to assess the shipment. While most machinery doesn’t require licenses, certain used machinery might require clearances (used machines need a cleanliness certificate to ensure no soil contamination, and sometimes a chartered engineer’s certificate for value/condition). Standards compliance: There isn’t a blanket BIS requirement for all machinery, but if the machine is a type that falls under a mandatory standard (for example, certain agricultural equipment might have standards, or machinery that involves safety features may need certification), it must comply. If the machinery comes with electrical/electronic control panels, those components might separately need BIS if they fall under electronics rules. Industrial machinery typically doesn’t face FSSAI or pharma-type regulations, but if it’s specialized (like a food processing machine), ensure it meets any hygiene standards. GST (IGST) on machinery imports is often 18%. Importers should also be aware of any import policy restrictions – e.g., if importing mining or construction equipment, check if any DGFT import conditions apply (usually not, except in very specific cases).
   
   Major Ports of Origin (China): China’s machinery manufacturing is spread across several provinces. Heavy machinery often comes from North and East China – for instance, Shanghai and Ningbo ports handle a lot of industrial equipment exports. Qingdao and Tianjin are common for machinery from Shandong or northern China factories. Many mid-sized machines and components also come from the Guangdong region, via Shenzhen/Guangzhou, especially for electronics manufacturing equipment. For specialized machines (like textile machinery) made in inland cities like Suzhou or Wuxi, the nearest big port (Shanghai) is used.
   
   Major Destination Ports (India): Machinery imports head wherever industrial projects are ongoing. Nhava Sheva (Mumbai) is a major gateway for machinery destined to western and central India (e.g. automotive factories in Maharashtra/Gujarat or engineering goods hubs in Pune). Chennai sees machinery for the automotive and manufacturing industries in the South. Mundra and Pipavav in Gujarat handle a lot of heavy machinery too, catering to northern/western India due to good rail connectivity. If machinery is for NCR (Delhi/Punjab) industries, often it comes via Mumbai or Mundra then by rail. Kolkata might handle machinery for eastern/northeastern India but volume is lower due to logistics constraints. (For very large project cargo that can’t fit in containers, break-bulk ports like Mumbai are used, but those are special cases beyond FCL scope.)
   
   
3. Organic Chemicals
   
   What’s Included: “Organic chemicals” (HS Chapter 29) covers a vast array of carbon-based chemical compounds, often used as feedstock or ingredients in industries. A significant portion of this category for India–China trade is pharmaceutical raw materials – for instance, bulk drugs and Active Pharmaceutical Ingredients (APIs) that Indian pharma companies import for formulation . It also includes dyes and pigments, solvents, specialty chemicals for textiles or plastics, and basic organic compounds like acetic acid, phenols, etc. Examples listed in trade data include heterocyclic compounds, nucleic acids, antibiotics, amino compounds, and other fine chemicals . Essentially, these are the chemical building blocks for medicines, agrochemicals, polymers, etc.
   
   FCL Shipping Requirements: Chemicals can be solids (powders, granules) or liquids, and may be classified as hazardous or non-hazardous. Container selection: Typically, 20-foot containers are preferred for heavy chemical loads (since weight can hit the limit before volume is filled). Chemicals are usually shipped in drums, intermediate bulk containers (IBCs), or bags. For example, solvents might go in 200L steel drums or 1000L IBC totes; powder chemicals might be in 25 kg bags (often palletized or in jumbo bags). If the chemical is hazardous (flammable, corrosive, etc.), it must be packed according to IMDG Code guidelines with UN-certified packaging and proper hazard labels on the packages.
   
   Ensure drums are tightly secured (often drums are arranged in a grid and strapped or chocked to avoid movement). Moisture protection is important for hygroscopic powders – use container liners or desiccants if needed. Some chemicals must avoid extreme heat; while most travel in dry containers, a few sensitive ones might require reefer (temperature-controlled) containers set to a moderate temperature (for instance, certain pharmaceutical ingredients could degrade in high heat). Also, segregate incompatible chemicals (though generally one FCL would only have one type of chemical or compatible ones from the same supplier).
   
   Customs & Duty Considerations: Organic chemical imports must be properly classified with HS codes at 8 digits to determine duty and any restrictions. Many basic chemicals have about 7.5% basic duty, but pharmaceutical APIs often have lower duty or zero duty to support the pharma industry. Check if the chemical is on any restricted list: certain drug substances might require an import license from CDSCO if they are considered controlled substances, or a No-Objection Certificate if it’s a precursor (e.g., acetic anhydride requires special permission due to its use in narcotics). Some chemicals also fall under the Chemical Weapons Convention (CWC) monitoring and need declarations if above certain quantities.
   
   IGST on chemicals is typically 18%, but pharmaceutical products (including APIs) can be 12%. There is no BIS standard requirement for most chemicals, but if it’s a food-grade additive or color, FSSAI approval might be needed (for example, importing a food color or vitamin for food use requires an FSSAI import license). For dyes/pigments used in food or cosmetics, ensure they are permitted under Indian regulations. Documentation: It’s important to have a detailed Material Safety Data Sheet (MSDS) for customs and handlers, especially for hazardous goods. Also, a Certificate of Analysis from the supplier is often needed by the importer (though not mandatory for customs, it’s good practice for quality verification). If the product is an API (pharma raw material), the importer (Indian pharma company) should hold the proper drug manufacturing/import license, although the customs process for raw APIs is similar to other chemicals.
   
   Major Ports of Origin (China): Chinese chemical exports to India often originate from industrial chemical hubs like Shanghai and Ningbo (for East China’s chemical industry), Qingdao (Shandong region has many chemical plants), and Guangzhou/Shenzhen for some pharmaceutical or dye industries. The port chosen depends on the location of chemical factories – e.g., a bulk drug from a Sichuan plant might go via Shanghai or Shenzhen depending on transport routes. Dalian and Tianjin also handle certain chemical exports, especially for northern China producers.
   
   Major Destination Ports (India): Chemical imports, especially those for pharma, tend to come into ports near pharma manufacturing clusters. Nhava Sheva (Mumbai) handles a large share, as Maharashtra/ Gujarat have many pharmaceutical and chemical companies (in areas like Mumbai, Vapi, Ankleshwar). Chennai and Ennore are also key, serving the pharma hubs in Hyderabad (via road/rail from Chennai) and chemical industries in South India. Kolkata may receive chemicals for eastern India’s industries (it’s closer for shipments to northeastern states or Bangladesh border trade). Mundra in Gujarat is another big port for chemical imports, given proximity to several industrial zones. Importers often route chemicals to the port nearest their factory to minimize inland transport of hazardous materials.
   
   
4. Plastics and Plastic Articles
   
   What’s Included: This category (HS Chapter 39) covers both raw plastic materials and finished plastic goods. On the raw materials side, it includes polymers like polyethylene (PE), polypropylene (PP), PVC, etc., often in the form of pellets or resins. It also includes semi-finished forms like plastic sheets, films, and foils . On the finished goods side, imports include plastic household articles (kitchenware, containers), plastic packaging items, and components. China supplies a lot of India’s demand for things like PVC vinyl, specialized plastic compounds, as well as ready-made plastic products and parts.
   
   FCL Shipping Requirements: Plastics are generally not hazardous (unless they contain certain chemical additives), so they ship in ordinary dry containers. For raw plastic pellets or granules: these are typically packed in 25 kg bags, and the bags are either stacked directly in a container or palletized.
   
   A 20’ container is often used if weight is a concern (a load of plastic granules can be quite heavy; ~20–22 tons can fit in a 20’ before reaching weight limits). For bulky but lighter forms (like large volumes of empty plastic bottles or bulky plastic products), a 40’ high-cube might be needed to fit the volume without hitting weight limits. Packaging: If loose bags are floor-loaded, ensure they are well stacked with airbags or dunnage to prevent shifting. If palletized, they’re shrink-wrapped on pallets. Plastic films or sheets are usually rolled and put on pallets or in crates. Moisture is a consideration – some plastics (like nylon) can absorb moisture; typically, including desiccants in containers with hygroscopic plastics is wise, and containers should be dry (no rainwater ingress).
   
   Loading: Since plastic pellets flow, there’s also the option of shipping in bulk container liners (filling a container-sized liner with loose pellets), but that’s less common for imports unless handling large volumes. For finished plastic goods (like buckets, toys, etc.), these must be packed to avoid crushing – often in cartons, then stacked. Avoid overloading to prevent boxes at the bottom from getting crushed; sometimes only one tier of pallets if items are very light but bulky.
   
   Customs & Duty Considerations: HS Chapter 39 covers plastics; raw materials like polymers often have customs duty around 5–10% (the government adjusts duties based on petrochemical prices to protect domestic polymer producers; e.g., polyethylene might be ~7.5% duty). Finished plastic products could attract around 10% or more. There’s no special license required generally for plastics (they are freely importable). One big regulatory aspect is if any plastic item is categorized as waste or scrap – India largely bans import of plastic waste/scrap due to environmental concerns, so ensure the shipment is of virgin material or finished goods, not scrap. If you plan to import recycled plastic raw material, you must get special permission from the environmental authorities.
   
   Standards: Some plastic products like food-grade plastics or packaging materials that contact food might need to comply with food safety standards (BIS/ISI or international standards), but these are usually checked at the usage stage rather than at import. However, if you are importing items like plastic toys, be aware that India has made BIS certification mandatory for toys (which include plastic toys) to ensure they meet safety norms. So, importers of toys must have BIS certification for those products. Always check if your specific plastic product falls under any Quality Control Order or mandatory standard.
   
   IGST on plastics and plastic products is typically 18%.
   
   Major Ports of Origin (China): Plastic raw materials might come from China’s large petrochemical hubs – possibly via Ningbo/Shanghai if from producers in that region, or Guangzhou if from southern China. A significant portion of finished plastic goods (household items, toys, etc.) come from Yiwu and surrounding areas (Yiwu is a major market hub for such goods, exporting via Ningbo or Shanghai). Shenzhen may also handle a lot of plastic product exports (due to many factories in Guangdong). For specialized plastics (like engineering plastics or composites), if produced in Northeast China, Tianjin/Dalian ports might be used.
   
   Major Destination Ports (India): Plastic polymers often go to Nhava Sheva or Mundra, as Western India has big plastic processing industries (Maharashtra and Gujarat have many plastic product manufacturers who consume these polymers). Chennai and Cochin might receive raw materials for South-based industries. For finished goods like consumer plastic products, distribution centers near Mumbai and Chennai handle large volumes, so JNPT and Chennai are common arrival points. Kolkata may handle some volume for the east. Also note, a lot of polymer raw material is imported from the Middle East; China’s share is more on finished plastic articles and specialized materials.
   
   
5. Optical, Photographic & Medical Instruments
   
   What’s Included: This category (mainly HS Chapter 90) covers a variety of precision instruments and devices. It includes medical devices and apparatus (such as electro-medical equipment, X-ray machines, diagnostic instruments, therapy devices, hospital appliances), as well as optical and photographic equipment (like cameras, microscopes, telescopes, lenses), and other technical instruments (surveying equipment, measuring tools, etc.) . In India’s import context, a lot of this category is medical devices and scientific instruments. For example, items like blood pressure monitors, ultrasound machines, endoscopes, lab equipment and even things like optical fibers or laser equipment might be part of this segment.
   
   FCL Shipping Requirements: Many medical and optical instruments are high-value and somewhat delicate. They often ship in smaller quantities, sometimes by air. However, when imported in bulk or for large equipment, FCL sea freight is used. Packaging: Typically, equipment of this nature is packed in sturdy wooden crates or reinforced cardboard cartons with ample cushioning (foam, bubble wrap). Sensitive optical components are usually individually boxed and then master-cartoned. For full-container loads, make sure items are palletized or crated; loose boxes of instruments can be risky due to potential shifting. If an FCL contains expensive diagnostic machines (say a CT scanner or lab analyzers), internal bracing inside the container is used, and sometimes shock/tilt indicators are placed on crates to monitor mishandling.
   
   Temperature and humidity control is a consideration for certain medical devices – if the instruments have electronic circuits or calibrations that could be affected by moisture, shippers use vacuum packing or include silica gel packs. Generally, though, these devices can go in a dry container; only exceptionally sensitive equipment might be recommended for a temperature-controlled container (most don’t require it). Loading: Often done by hand for smaller boxes, or with forklifts for palletized crates. No heavy floor loading issues typically, as these items aren’t extremely heavy (except maybe large imaging machines, which then often are one per container or on flat-rack if very large). Ensure no other cargo is mixed in that could topple onto these instruments – usually one FCL is all similar equipment.
   
   Customs & Duty Considerations: Medical and scientific equipment have their own regulatory nuances. Medical devices in India are regulated by the CDSCO (Central Drugs Standard Control Organization) under the Medical Device Rules. Many medical devices require registration and an import license from CDSCO. If you’re importing items like ultrasound scanners, MRI machines, pacemakers, surgical instruments, etc., you must check if it’s in the list of “notified” medical devices that need prior registration. If yes, the Indian importer needs a device import license. (Examples: imaging equipment, ECG machines, blood glucose monitors are regulated; whereas general hospital furniture might not be.)
   
   For customs clearance, devices should have proper labeling including the import license number if applicable. Basic customs duty on medical devices is often around 7.5-10%, but some essential devices have been given concessional duties to promote healthcare (sometimes even zero duty on life-saving equipment – e.g., certain vaccines equipment or dialysis machines).
   
   However, there’s also health cess (5%) introduced in recent budgets on many imported medical devices to encourage local manufacturing. This cess is in addition to duty. Importers should factor this into cost. Optical/photographic equipment like cameras have separate duty structures (digital still cameras might have ~15-20% duty). For high-end technical instruments, duty around 7.5% is common. IGST on instruments is usually 18% (12% for some medical devices).
   
   Standards and compliance: BIS is generally not mandatory for medical devices (they follow ISO/IEC standards usually), but if any device uses radio (like a wireless patient monitor or Bluetooth-enabled equipment), the WPC license might apply similar to other wireless electronics. Also, any X-ray or radiationemitting equipment requires clearance from AERB (Atomic Energy Regulatory Board) for import, as these are regulated for radiation safety. The importer must obtain an AERB NOC for X-ray machines, CT scanners, etc., prior to customs clearance. Always ensure documentation like catalogs or product specs are available for customs in case they want to verify the exact item.
   
   Major Ports of Origin (China): Many medical device exporters in China are based in provinces like Guangdong (Shenzhen, Guangzhou) for electronic medical equipment, or around Shanghai/Jiangsu for items like hospital instruments. So, shipments might come out of Shenzhen/Yantian or Shanghai ports. For optical instruments, there are manufacturers around Zhejiang/Jiangsu (many optics companies in places like Ningbo, Wenzhou), so Ningbo or Shanghai could be points of origin. Beijing/Tianjin area also produces some medical and optical equipment, though a lot of it routes via Shanghai. In short, likely Shanghai and Shenzhen are top exit ports for this category.
   
   Major Destination Ports (India): Medical equipment often goes to specific metro cities where hospitals or distributors are located: Mumbai (Nhava Sheva) and Chennai are common, given large healthcare markets in West and South India and presence of medical device distribution hubs. Delhi NCR (which would get cargo via Nhava Sheva or Mundra to ICDs) is also a big market. So, Nhava Sheva covers a lot of north and west, Chennai covers south, and shipments are distributed internally from those gateways. Bangalore (via Chennai) or Kolkata (for East/Northeast) also receive some volumes, but the majority goes through Mumbai and Chennai where importers’ clearing infrastructure is strongest.
   
   
6. Iron and Steel
   
   What’s Included: This category refers mainly to primary or semi-finished iron and steel products (HS Chapter 72). It includes iron ore pellets (in some cases), pig iron, semi-finished steel like billets and slabs, and finished primary forms such as steel coils, sheets, plates, bars, rods, wires, and also stainless steel in various forms. Essentially, these are bulk steel materials that are further processed by Indian industries. (There is a separate category for “articles of iron or steel” – HS 73 – which covers finished goods made of steel like hardware, tools, structures, etc. Those are substantial too, but here we focus on raw and semifinished steel forms which are a top import by value.)
   
   FCL Shipping Requirements: Steel in raw form is very heavy. Often, large quantities of steel (e.g., coils or billets) might come via bulk vessels or break-bulk ships rather than containers, especially for huge tonnages. However, many steel imports do move by container, especially specialized steels or smaller consignments.
   
   Container type: 20-foot containers are typically used for heavy steel products because they reach the weight limit quickly. For example, a single 20’ container might take 20-25 tons of steel coils or sheets. Loading considerations: Steel coils are cylindrical and extremely dense – they must be loaded with care. Usually, coils are placed eye-to-sky (standing on their circular end) on wooden cradles to spread weight and strapped securely. Sometimes a 20’ will take just one or two big coils. Sheets or plates may be stacked in bundles and blocked to prevent sliding. Long products like steel pipes or bars might use a 20’ or 40’ depending on length – e.g., 6m rebars can fit in a 20’, but 12m rails would need a 40’ or an open-top. For heavy pipes, again weight is the limiter.
   
   Packaging is often minimal – steel might be just wrapped in tarpaulin or plastic to prevent moisture. Some high-grade steel comes with rust-protection paper, but a lot of industrial steel is shipped bare with maybe steel straps binding the bundles. The key is to secure it: wooden blocks nailed to the container floor, steel strapping to anchor points, etc., to avoid any movement (an unrestrained steel slab or coil in a container can be dangerous in rough seas).
   
   Moisture: Iron/steel is prone to rust, so if shipping during a long voyage or through humid climates, using desiccants or VCI papers, or even choosing faster transit routes can help. Also, container vents should be unobstructed for airflow but ensure no seawater can enter. If possible, avoid containers with any holes or gaps because salt spray can cause corrosion. Unpainted steel products are often coated with a thin layer of oil to prevent rust during transit.
   
   Customs & Duty Considerations: Steel imports into India are subject to various trade policy measures. Basic customs duty on most steel items is around 7.5-10%, but the government often tweaks duties or imposes safeguard/anti-dumping duties to protect domestic mills. In recent times, India has had antidumping duties on specific Chinese steel products and even introduced temporary tariffs of 12% to 30% on some steel imports from China and Vietnam to protect domestic industry. Importers must use the correct HS code and check if any anti-dumping duty (a fixed amount per ton or a percentage) applies to their specific product.
   
   Also, as noted earlier, the BIS quality certification is mandatory for many steel products under various Steel Quality Control Orders. For instance, importing steel plates, bars, or wires requires that the foreign mill is BIS certified and the material bears the BIS standard mark. If not, customs can detain the shipment. This has been a big compliance hurdle; even stainless steel and some alloy steels were brought under mandatory BIS norms . (Recently, the government gave a temporary reprieve for certain stainless steel grades’ dual certification requirement, but the rule is expected to be reinstated, so one must stay updated.) In summary, ensure your Chinese supplier’s steel is certified to the relevant Indian standard or you have obtained a BIS certificate for that grade.
   
   IGST on iron and steel materials is 18%. Also, be mindful of import policy restrictions: occasionally, India might mandate an import license for certain steel categories in response to surges (though generally it’s free subject to quality norms). Accurately declare the weight and composition; customs may weigh containers or sample the material to verify grade and alloy content because some alloy steels attract different duty than non-alloy.
   
   Major Ports of Origin (China): China is a huge steel producer. Bulk of Chinese steel exports come from ports like Tianjin (Xingang), which is near the northern steel industry hub, Shanghai, and Qingdao. For containerized shipments, Tianjin and Qingdao are likely for heavy steel going to India’s west coast (via the Indian Ocean route). There are also specialized steel terminals like Zhangjiagang (near Shanghai) for certain steel exports. In the south, Guangzhou (Nansha) and Shenzhen might handle some steel, but much of China’s steel industry is in the north and east.
   
   Major Destination Ports (India): Given weight and volume, steel often comes to the nearest port to the end-user to save on inland transport. Mumbai/Nhava Sheva handles a lot for western India’s engineering and auto industries. Mundra and Kandla (Gujarat) also see large steel imports, especially feeding re-rolling mills in Gujarat or supplying raw material to northern India via rail. Chennai & Ennore are common for South India (there are many steel-consuming auto and infrastructure companies in Tamil Nadu/Karnataka). Visakhapatnam and Paradip on the east coast handle some steel (especially if coming from East Asia directly). However, most containerized steel from China will land on the west coast due to shorter routes and distribute from there.
   
   
7. Fertilisers
   
   What’s Included: Fertilizer imports (HS Chapter 31) include chemical fertilisers such as urea, diammonium phosphate (DAP), potash (MOP), NPK complex fertilisers, and other nutrient products for agriculture. India imports large volumes of certain fertilisers to meet its agricultural demand – traditionally urea (though from China specifically, DAP is a significant import since China is a major DAP producer). These are commodity chemicals but categorized separately due to their critical role in farming.
   
   FCL Shipping Requirements: Fertilisers are high-volume, moderately heavy goods. Many fertiliser imports into India actually arrive via bulk cargo ships (especially urea and DAP in huge quantities) chartered by government agencies or large companies. But fertilisers can and do move in containers too, particularly for smaller lots or specialized products.
   
   Packaging: Typically, fertiliser is shipped in bags – common bag sizes are 50 kg woven plastic (PP) bags, or one-ton jumbo bags. For containerization, 50 kg bags may be stacked (often floor-stuffed without pallets to maximize weight utilization). A 20’ container can usually take about 20–21 tons of bagged fertiliser (which might be ~400 bags of 50kg if floor loaded). Jumbo bags (1,000 kg big bags) are easier to handle (about 20 of those makes 20 tons) and can be lifted by forklift. Container type: 20-foot dry containers are preferred due to weight. Using a 40’ would risk exceeding road weight limits (a full 40’ of fertiliser would gross ~30+ tons, which is typically not truckable).
   
   It’s critical to keep fertilisers dry – many are water-soluble and will spoil if wet. Containers should be lined with plastic liners to prevent any moisture ingress and to contain any spillage (a torn bag can leak granules which could leak out of container seams). Ventilation is generally good to avoid condensation build-up, but since they’re bagged, just ensuring no actual water gets in is the main goal. If possible, use dry containers with intact door seals. Loading: Often done by manual labor (workers stacking bags) or using palletized bags and forklifts if facilities allow. Ensure weight is evenly distributed to avoid axle load issues.
   
   Customs & Duty Considerations: Fertilisers in India are subject to government policy because of subsidies and impact on farming. Basic customs duty on most fertilisers is low (often 0% or 5%) to keep input costs low for farmers. For example, DAP and urea imports typically have zero basic duty. Instead, the government controls prices via a subsidy mechanism. However, import of some fertilisers is canalized or requires a license: historically, urea imports are canalized through designated state trading enterprises (like MMTC/ STC or directly by the Department of Fertilizers), meaning private entities usually cannot import urea freely. Other fertilisers like DAP, MOP can be imported by any qualified importer (fertiliser companies) but under the monitoring of the government (since they often allocate subsidies per company).
   
   So, if you are an importer, ensure you have the right to import that fertiliser – usually one must be a registered fertiliser importer or manufacturer under the Fertiliser (Control) Order.
   
   Quality control: India’s Fertiliser Control Order (FCO) specifies quality standards for fertilisers (nutrient content, moisture, granule size, etc.). Samples of imported fertiliser are tested by government labs on arrival to ensure they meet the stated grade. If below spec, they can be rejected.
   
   So proper documentation (like a Certificate of Analysis from the supplier) is needed and you must allow time for testing in port before distribution. There’s no BIS requirement, but the product must conform to FCO standards. Packaging and labelling: each bag must be labeled with content (N-P-K composition, trace elements), batch details, manufacturer/importer, etc., as per FCO rules. Even if bags were printed for another market (Chinese text), importers often over-sticker with English labels to meet Indian norms.
   
   IGST on fertilisers is kept at a reduced rate of 5% to make them affordable. Also note, some chemicals that can double as fertilisers and explosives (like ammonium nitrate) are heavily restricted – ammonium nitrate can only be imported with explosive department licenses and specific conditions. But straight fertilisers like urea, DAP, MOP fall under the fertiliser regulations and not explosive rules.
   
   Major Ports of Origin (China): China exports a lot of DAP and other phosphate fertilisers; these often load at ports near production centers. For example, DAP from Hubei province might ship via Shanghai; producers in Yunnan/Guangxi (phosphate rock areas) might export via Qinzhou or even through Vietnam ports if overland, but typically, major Chinese bulk ports like Tianjin (for northern producers) or Qingdao/ Shanghai handle fertiliser exports. If shipped by container, likely the same big ports are used (Shanghai, Qingdao, Tianjin) depending on the region of origin.
   
   Major Destination Ports (India): Fertilisers need to reach farmers across India, so imports are widespread. Bulk imports often go to Kandla on the west coast and Vizag on the east, which are major fertiliser handling ports with large storage, as well as Mumbai, Mundra, Paradip etc., allocated based on demand centers. For container shipments of fertilisers, the likely entry points are similar: Mundra/Kandla (to supply north and west India), Nhava Sheva (Mumbai), and Chennai/Vizag (for south and east). Gujarat ports handle a huge portion because Gujarat has large fertiliser warehouses and distribution (plus connectivity to north India). Ports are usually chosen to minimize inland haulage because fertiliser margins are thin and transport cost matters. If a private company in Punjab imports some specialised fertiliser in containers, they might route via Mundra and then rail to ICD Ludhiana, for example.
   
   
8. Automobiles and Auto Parts
   
   What’s Included: This category (HS Chapter 87) includes vehicles other than railway/tram and their parts. Direct imports of fully built vehicles (CBUs) from China to India are minimal (India doesn’t import many cars from China due to lack of popular Chinese car brands and very high duties), but it does include specialized vehicles (e.g., certain commercial vehicles or electric two-wheelers) and, more importantly, a lot of automotive components. China is a major source of auto parts – things like engines and engine parts, transmission parts, electrical parts, body parts, wheels, brakes, automotive electronics, etc. . In fact, Chinese parts constitute nearly a third of India’s auto component imports by value . This category also covers motorcycle parts and accessories, aftermarket car parts, and vehicle accessories (lights, infotainment systems, etc.).
   
   FCL Shipping Requirements: Auto parts can range from heavy engine blocks to delicate electronic modules. Packaging and container choice: Many auto parts are shipped in 40-foot containers as they can be bulky but not always extremely heavy (e.g., bumper covers, dashboard assemblies take space). Heavy parts (engines, gearboxes, axle assemblies) might go in 20-footers due to weight. Parts are usually wellpacked: engines or machined metal parts are often on pallets or in wooden crates, sometimes with protective wrapping or rust inhibitor for ocean voyage. Smaller components are boxed and then palletized.
   
   Load heavier items at the bottom and lighter parts on top. Use blocking/bracing for any rolling items like loose tires (though tires are light, they can shift – usually they are strapped or wedged). Fragile parts such as headlamps or electronic control units are packed with cushioning and often shipped in dedicated cartons within the container. If multiple types of parts share a container, ensure clear segregation (like partitioning or grouping by pallet) so unloading and sorting is manageable.
   
   If shipping complete vehicles (rare from China to India currently) or something like bikes/ATVs, they can be containerized by fitting a few units in one container (often partially disassembled to reduce volume, or using racks to stack). Also note, lithium-ion batteries for electric vehicles or scooters are classified as hazardous (Class 9); if you are importing those as parts, they require special packaging, labeling, and declaration.
   
   If any part is oily or has fluids (e.g., an engine might have residual oil), proper wrapping or drip trays should be used to avoid leaks inside the container.
   
   Customs & Duty Considerations: Fully built vehicle imports face extremely high customs duties in India (60% to 100%+ depending on engine size, plus GST cess), which is why very few cars are imported from China. Auto parts, however, generally have moderate duties – commonly 10% basic duty on many components (somewhere in 7.5–15% range depending on the part). The auto sector is complex with many specific tariff lines: some critical parts for manufacturing might have lower duty to encourage local assembly (CKD kits can be lower duty if properly classified), while aftermarket spare parts often have standard rates.
   
   Standards and regulations: Many automotive parts are subject to mandatory Indian standards for safety if sold in the aftermarket. For example, tyres cannot be imported without BIS certification (ISI mark) as per a Quality Control Order – they must comply with Indian Standard and have a BIS license . Similarly, safety glass (windshields) and helmets for two-wheelers have mandatory BIS standards; imports of those require that the products are BIS certified and marked. An importer of such parts must ensure the Chinese manufacturer has obtained BIS certification (or the importer gets it) before shipment. Otherwise, customs will confiscate the goods (there have been cases of tyre shipments being seized for no BIS mark ).
   
   Other auto parts, like brake pads, bearings, filters, etc., currently don’t all have mandatory BIS, but they must meet quality standards especially if being used by OEMs (original equipment manufacturers). Auto manufacturers will require compliance to their specs. At import, customs doesn’t enforce those specs except in cases of the QCO items mentioned.
   
   Any part that includes a wireless transmitter (e.g., a car infotainment with Bluetooth, or TPMS sensors) will need WPC approval similar to other electronics. Also, if you import an assembled vehicle or bike, it must comply with Indian regulations: emissions (Bharat Stage VI norms) and safety (AIS standards). Commercial imports of new vehicles typically require homologation by ARAI in India unless it’s a small one-time import under special schemes, which is beyond usual commercial practice. So most traders focus on parts.
   
   IGST on auto parts is 18%. Certain luxury car parts might attract higher GST if classified as such, but generally 18%. Importers who supply automakers might bring parts under customs bond if they are for manufacturing and then GST applies when they clear to domestic, but that’s a complexity of supply chain (just note if you’re an OEM supplier, you can use customs schemes like bond/LUT to defer taxes).
   
   Major Ports of Origin (China): Auto parts manufacturing in China is spread across multiple provinces. Key clusters include the Guangdong province (around Guangzhou/Shenzhen – a lot of aftermarket parts makers), Zhejiang province (around Ningbo/Yiwu – many small factories for parts and accessories), and Shandong/Hebei (for heavy parts, steel wheels, etc., exporting via Qingdao/Tianjin). For example, many Chinese motorcycle and scooter parts come from manufacturers in Chongqing or Taizhou, which then ship out via Shanghai/Ningbo. So common export ports are Shenzhen, Guangzhou (Nansha), Ningbo, Shanghai, and Tianjin/Qingdao depending on where the parts are made.
   
   Major Destination Ports (India): The Indian auto industry hubs are in Maharashtra/Gujarat (West), Tamil Nadu/Karnataka (South), and the Delhi-NCR/Punjab belt (North). Thus, most auto parts come into Nhava Sheva (Mumbai) and Mundra for the western/northern region, and Chennai for the southern region. Nhava Sheva is popular because many auto companies and large tier-1 suppliers are around Pune/ Mumbai, and it also serves as a gateway for North India (via ICDs). Chennai port (and nearby Ennore or Katupalli port) serves the Chennai and Bangalore auto clusters. Some importers in North India route via Mumbai then rail to Delhi; however, Mundra port offers direct train services to NCR as well, so its usage is growing. Kolkata is used less for auto parts since Eastern India is not a major automotive manufacturing center (aside from some aftermarket distribution). In summary, Mumbai and Chennai are primary, with Mundra rising in importance for parts destined to north/west.
   
   
9. Aluminum and Articles Thereof
   
   What’s Included: This refers to aluminum in primary form and basic products (HS Chapter 76). Imports include raw aluminum (unwrought, like ingots, billets), semi-finished aluminum products such as sheets, plates, foils, rods, profiles (extrusions), and also finished aluminum articles (like certain machine parts, structures, cookware, etc.). China exports a lot of aluminum products globally, and while India has its own aluminum producers, Indian industries still import specific grades or shapes of aluminum as well as aluminum products for consumption or further fabrication.
   
   FCL Shipping Requirements: Aluminum products are typically lighter than steel but can still be heavy in bulk. Raw ingots/billets: These are dense; each ingot might weigh 20-25 kg and they’re usually stacked in bundles on wooden pallets or skids. A 20’ container is commonly used (you can load ~20-22 tons, which might be the max weight before volume). They must be secured to prevent shifting (straps, chocks).
   
   Aluminum extrusions (profiles): These can be long (often produced in 5-6 meter lengths). 20’ containers can fit up to about 5.9m length internally, so many profiles ship in 20’s, sometimes at a slight diagonal. If lengths exceed that, 40’ containers or open-tops are needed (but typically extrusions are cut to 5.8m or so to fit 20’). Extrusions are usually bundled with protective material (plastic or paper interleaving to avoid scratches) and then strapped to skids. Because aluminum is relatively soft, edge protection is used under steel strapping to not dent the product.
   
   Aluminum coils/foil rolls: These might be shipped on pallets, with the coils eye vertical or horizontal, wrapped in moisture-proof paper. Not as heavy as steel coils, but still need blocking to avoid rolling.
   
   Packaging: Many aluminum products are somewhat corrosion-resistant, but they can still oxidize or get white spots if exposed to salt water. So wrapping with plastic or kraft paper is common. Use desiccants if shipping in humid season to avoid condensation on polished surfaces.
   
   Handling: No special hazard handling needed, but be mindful that aluminum bundles can shift more easily than steel due to lower friction (smooth surfaces) – hence, double-check bracing. Aluminum scrap (if any) would be in bales but import of scrap requires strict compliance (and is usually done in open-top or in loose form, not relevant to most SME importers due to license needs).
   
   Customs & Duty Considerations: Basic customs duty on primary aluminum has been around 7.5%. India has at times adjusted duties to protect domestic smelters (Nalco, Hindalco, etc.). Additionally, there have been anti-dumping duties on specific aluminum products from China – for example, aluminum foil of certain specifications had anti-dumping duty, and aluminum wheels also had one historically. So, an importer must check if their particular product (especially rolled products like foil or extrusions) is subject to any anti-dumping or safeguard duty. These are often product-specific (defined by thickness, alloy, etc.) and could make a big cost difference.
   
   Currently, there isn’t a broad BIS mandatory certification for aluminum like there is for steel, but the government has been expanding quality control norms to more sectors, so keep an eye on any future QCO covering aluminum extrusions or cables (for instance, wire rods for electrical might eventually have standards). As of now, most aluminum alloy ingots or sheets can be imported freely without prior certification.
   
   IGST on aluminum and its products is 18%. If you are importing finished aluminum cookware or utensils, note that those might fall under different GST rate (kitchenware often 12% or 18% depending on type). Environmental note: Importing aluminum scrap or waste requires a license and pre-inspection certificate to ensure it’s not contaminated. But for new material or products, no special permissions.
   
   Major Ports of Origin (China): China’s aluminum industry is huge, particularly in provinces like Shandong, Henan, and Xinjiang. Many exports of raw aluminum or billets might ship from Qingdao (for Shandong producers) or Tianjin (for northwest China producers coming by rail/truck). Shanghai also handles a lot of aluminum exports, especially semi-finished like coils and foil from east China factories. Guangzhou/ Shenzhen could be used if the manufacturer is in South China (there are some extrusion hubs in Guangdong). So, likely Qingdao, Tianjin, Shanghai, Shenzhen are common load ports, depending on where the goods are made.
   
   Major Destination Ports (India): Raw aluminum (ingots) would typically go to ports near industrial clusters that use them – for example, Mundra/Kandla for the western and northern India industries (lots of alloy wheel makers, die-casters in north/West), Nhava Sheva (Mumbai) also for western India, and some to Chennai for southern foundries. Visakhapatnam has an aluminum smelter (NALCO has a plant in Odisha, near Vizag), but also a consumption hub; plus, Vizag port handles some bulk alumina/aluminum.
   
   In containers, Nhava Sheva is a major point for distribution (Mumbai has big metal trading firms). Mundra is also popular due to its efficiency and connections, possibly bringing in material for North India via ICDs. Chennai will serve the needs of automotive and engineering firms in Tamil Nadu (many auto parts manufacturers in Chennai require aluminum). If the aluminum is for electronics or specialized industries in South, Chennai is the likely gateway. So in summary, West coast ports (Nhava Sheva/Mundra) and Chennai are top choices, with others playing smaller roles.
   
   Glass and Glassware
   
   What’s Included: This includes glass in basic forms (HS Chapter 70) like flat glass (sheet/plate glass), tempered or laminated safety glass, glass tubes, glass fibers and wool, as well as glassware products such as bottles and jars, laboratory glass, tableware (drinking glasses), mirrors, and fiberglass products. China exports a variety of glass products; Indian importers buy things like glass bottles for packaging, float glass sheets for construction or solar panels, glass fiber materials, and specialty glass items that are not readily made in India or are cheaper from China.
   
   FCL Shipping Requirements: Glass is obviously fragile, so packing and handling are critical. Flat glass sheets (windows, solar panel glass, etc.): these are often shipped in large wooden crates or on steel Aframe racks that keep the glass vertical. They are typically loaded in 20’ containers (due to weight and handling convenience). The crates or frames are securely strapped to the container walls/floor. Only a limited number of crates fit per container due to size and weight, and they must be cushioned and separated to avoid contact.
   
   Glass bottles and jars: usually packed in strong cardboard cartons, often with dividers or cells for each bottle. Cartons may be palletized or floor-stacked. These shipments use 40’ high-cube containers if volume is large, since empty bottles take a lot of space relative to weight. Pallets of glass bottles are shrink-wrapped and sometimes have plywood or cardboard layers to stabilize.
   
   Other glassware (tableware, decorative items, lab glass): individually wrapped (e.g., in bubble wrap or paper), boxed, and then cartons palletized. Mirrors are shipped similar to flat glass, with edge protectors and in crates. Fiberglass rolls or insulation: though lightweight, they are voluminous; often compressed and packed in bags, then stuffed in 40’ high-cubes.
   
   For any glass shipment, clearly mark “Fragile” on the boxes and the container. If possible, use shock indicators on large crates to detect if a container was dropped or jolted hard. Container handling: Ideally, glass containers should be handled gently (no rough shunting or excessive stacking). Sometimes shippers will request “low acceleration” handling, but in practice, just proper packing is the main safeguard.
   
   Moisture isn’t a big threat to glass itself (it doesn’t rust), but it can damage packaging and labels. So ensure containers are dry to avoid soggy boxes which could collapse and cause breakage. Also, extreme temperature changes can cause condensation which might etch some types of glass or cause staining on optical glass, so for very high-end optical glass, temperature-controlled or insulated packaging might be considered (rarely needed for common glass).
   
   Customs & Duty Considerations: Glass and glassware have varying duty rates. For example, basic float glass might incur ~10% basic duty. Glass bottles and tableware also around 10% in many cases. There have been instances of anti-dumping duties – e.g., in the past India imposed anti-dumping duty on certain tempered glass for appliances and solar panel glass from China to protect local industries. Also, to protect the domestic glass industry (like Borosil, Asahi India, etc.), India has occasionally raised duties or imposed quality control orders.
   
   Quality standards: Safety glass (tempered or laminated) used in buildings and automobiles is subject to mandatory BIS certification in India. For instance, if you import tempered glass panels for building use or automotive windshields, they must conform to Indian standards IS 2553 and you need a BIS license. So, importers in those segments should ensure the Chinese supplier has BIS certification for the glass or be prepared to get the license themselves. Another example: glass bottles for pharmaceutical use must meet pharmacopeia standards for leaching, but those are generally handled by the pharma company rather than enforced at import. Most other glassware items do not require an import license or prior certification. FSSAI might come into play indirectly if the glass is used for food storage (e.g., bottles for beverages) – the importer should ensure the glass is of food grade (lead-free, etc.), though customs doesn’t typically check this unless there’s a specific alert.
   
   IGST on glass items is generally 18%. However, glass tableware and items like crystal decorative pieces can attract 28% if classified as luxury goods. So classify carefully – plain drinking glasses vs. lead crystal ware have different GST rates.
   
   Major Ports of Origin (China): China’s flat glass production is centered in provinces like Hebei and Shandong – so exports often leave via Tianjin or Qingdao. For glass bottles and consumer glassware, there are clusters in Jiangsu (Xuzhou area) and Shandong, shipping via Shanghai or Qingdao. Also, Guangdong produces a lot of light bulbs and decorative glass, so Shenzhen/Guangzhou might handle those. Fiberglass materials could come from Shanghai or Ningbo (Zhejiang has fiberglass factories). So depending on product, main ports include Tianjin, Qingdao, Shanghai, Ningbo, and possibly Shenzhen.
   
   Major Destination Ports (India): If it’s raw flat glass sheets (for construction/automotive), big import hubs are Nhava Sheva (Mumbai) and Mundra – serving the major construction markets in West/North India (Mumbai, Delhi, etc.) and auto industry (Pune, Gujarat). South India (Chennai/Bangalore) also uses a lot of glass (e.g., for buildings), so Chennai port sees imports, particularly of specialized glass or solar panel glass for the manufacturing units in South. Kochi or Tuticorin might occasionally handle glass for South if it’s convenient. Kolkata handles some for the east, like glass for the beer industry (bottles to breweries in East India). For glass bottles, it depends on where the beverages or pharma plants are – many are around Mumbai/Pune (Nhava Sheva) and North India (which may take via Mundra or Nhava Sheva to ICD). So, distribution is pan-India but weighted towards ports with good hinterland connectivity.

Logistics & Compliance Summary Table for Top 10 Imports

To summarize the logistics and regulatory considerations for these ten product categories, the table below highlights key points:

(Table notes: “HC” = High Cube container. IGST = Integrated GST on imports. BIS = Bureau of Indian Standards. WPC = Wireless Planning & Coordination. CDSCO = Central Drugs Standard Control Org. AERB = Atomic Energy Regulatory Board. FCO = Fertiliser (Control) Order. QCO = Quality Control Order.)

This comparison highlights how different goods demand different container choices and precautions – e.g. heavy, dense cargo (steel, chemicals) favor 20-ft containers, whereas voluminous goods (electronics, plastics) often use 40-ft high-cubes. Compliance requirements also span a wide range: from electronics needing BIS and WPC approvals, to steel needing quality certification, to fertilisers undergoing government testing. Understanding these nuances for each category ensures smooth shipping and customs clearance.

Checklist for Shipping High-Volume Imports from China

For businesses importing significant volumes from China, here’s a handy checklist of steps and best practices to ensure a smooth FCL shipment process:

1. Classify Your Product Correctly: Determine the precise HS code for each item – this drives duty rates and required documents. Verify if the product is restricted or under any import regulation. For instance, is there a mandatory BIS standard (as for electronics, toys, steel, etc.) or does it require a license (like certain pharma or defence-related items)? Misclassification can lead to clearance delays or penalties, so consult a customs broker or classification tool if unsure.
   
   
2. Obtain Required Certifications/Licenses: Well before shipment, obtain any necessary certifications or permissions. Examples: BIS certification for electronics or steel (get the Unique ISI number from your supplier), CDSCO registration for medical devices, WPC approval for wireless components, FSSAI license for food-related imports, etc. Do not ship regulated goods without compliance in place, hoping to sort it out later – customs will hold the cargo. Also, if any pre-shipment inspection is needed (for waste material or certain used machinery), arrange that.
   
   
3. Optimize Packaging and Container Selection: Work with your supplier on robust export packaging tailored to FCL. Use pallets or crates suitable for the product (and ensure wood packaging is ISPM-15 stamped). Choose container type/size based on cargo dimensions and weight: e.g., use 20’ for heavy metal coils, 40’ HC for bulky light goods. If needed, book special equipment (reefers, flat-rack) in advance. Make sure cargo is stowed and secured properly to prevent damage in transit – insist on pictures of stuffing from your supplier if you cannot supervise in person.
   
   
4. Book Reliable Freight and Plan the Route: For high-volume imports, even slight freight cost differences matter, but so do reliability and transit time. Compare FCL rates across carriers via a platform or freight forwarder. Consider direct services vs. transshipment – a direct service might reduce risk of delays for urgent goods. During peak season (e.g., pre-holiday shipping rush or before Chinese New Year), secure bookings early and consider premium guaranteed services for critical shipments. Also, be mindful of Chinese port closures during holidays and plan around them.
   
   
5. Arrange Marine Insurance: Don’t cut corners on insurance for valuable shipments. A standard AllRisk marine cargo insurance policy is advisable. In the event of damage (say, water ingress ruining electronics, or breakage of glass), you want to be covered. Also, if multiple containers are on one vessel, insurance is vital in case of General Average (when cargo owners must share loss of a major at-sea incident). Ensure the insured value covers cost + freight + an expected profit margin.
   
   
6. Prepare Accurate Documentation: Documentation issues are a common cause of clearance delays. Ensure the commercial invoice has detailed descriptions (in English) matching the HS codes, correct values, and currency. The packing list should clearly indicate number of packages, weights, and how items are packed (palletized, loose, etc.). Bill of Lading instructions should be precise (correct consignee name as per IEC, notify party, etc.). If any certificates are needed (e.g., Certificate of Origin for duty preference – though not applicable for China to India since no FTA, or pre-shipment inspection certificates), arrange those. Double-check that the importer name and IEC number on documents matches your records.
   
   
7. Plan for Customs Clearance: Decide if you’ll self-handle customs clearance or hire a customs broker (CHA). Given the complexity, a reputable CHA is recommended for high-volume importers. Provide your broker all documents well in advance, including product specifications if needed for proper classification. Use the Advance Filing facility: in India you can file Bill of Entry up to 3–4 days before vessel arrival. This way, customs can process your documentation and you might even get clearance on arrival day, saving storage charges. Keep handy any test reports or compliance documents to submit to customs if asked.
   
   
8. Budget for Duties and Taxes: Calculate the landed cost by factoring in customs duty, IGST, any applicable cess or anti-dumping duties. Use a duty calculator tool or consult the Customs Tariff. Ensure you have funds ready for duty payment as the shipment arrives (delays in paying duty can result in demurrage charges at port). If you have duty exemptions (say under an export promotion scheme or SEZ imports), have the paperwork (like bond or LUT) prepared to present. For large value shipments, also be mindful of RBI/Bank requirements for remittances – sometimes banks ask for BOE (Bill of Entry) after import to allow payment to Chinese suppliers under L/C or otherwise.
   
   
9. Coordinate Inland Logistics: As your shipment nears arrival, arrange transportation from the port to your warehouse/factory. For FCL, you’ll need trucks – either your own fleet or through a transporter. Book in advance, especially if moving many containers or if the container has to go on a special trailer (for overweight or oversized cargo, special permissions/trailers might be needed). If your factory is far from port, consider using rail services or an ICD if feasible. Align the pickup so that containers don’t languish at port (free days for import containers are usually 3 days, after which storage charges escalate).
   
   
10. Track and Adapt: While the shipment is underway, track the vessel schedule. Shipping lines or digital platforms will provide updates. If you foresee a delay (e.g., vessel skipping port or late arrival), communicate with your customers or production team to adjust plans. Also track for any customs or regulatory changes announced while goods are in transit – e.g., sudden imposition of an antidumping duty or an import policy change (it has happened that between dispatch and arrival, rules changed on certain products). Being aware allows you to prepare mitigating steps (like arranging additional duty payment or documentation).
    
    
11. Efficient Container Unloading and Returns: Once containers reach your premises, unload them carefully (especially for mixed cargo or fragile items, supervise the devanning). Check cargo against the packing list for any shortages or damages. If damage is found, document it with photos and inform the insurer or carrier as appropriate. After unloading, return empty containers to the designated depot within the allowed free days (usually 2-3 days after takeaway) to avoid detention charges. High-volume importers often manage a tight turnaround to minimize such fees.
    
    
12. Post-Import Compliance and Record-Keeping: After clearance, maintain organized records of the import (invoice, packing list, BoE, certificates) for audit purposes. Utilize the imported materials in line with any declarations (especially if availed duty exemptions for a purpose like re-export or certain end-use – customs can audit that). If you faced any hiccups in this shipment, do a quick postmortem and update your processes for next time. For example, if there was a surprise customs inspection due to an ambiguous description, ensure next time the description is clearer.

Following this checklist helps in managing the end-to-end import process with fewer surprises. Highvolume importers thrive on consistency and predictability – by covering compliance, optimizing logistics, and keeping a close watch on operations, you can significantly lower the risk of delays or extra costs in your China-to-India supply chain. How Cogoport Supports Product-Specific Import Logistics Managing the complexity of international shipping and compliance can be daunting, especially when dealing with diverse product requirements. This is where Cogoport becomes a game-changer for importers. Cogoport is a technology-driven global trade platform that streamlines end-to-end logistics for importers and exporters . Here’s how Cogoport helps Indian businesses handle product-specific shipping challenges:

• Instant Freight Quotes & Optimized FCL Booking: Through Cogoport’s digital platform, importers can get instant ocean freight quotes for different container types and routes. The platform’s algorithms help identify the most suitable and cost-effective FCL options based on the cargo profile. For example, if you frequently import heavy machinery, Cogoport can suggest consolidating loads into 20’ FCLs to avoid dead space; if you import electronics, it might highlight faster vessel options from Shenzhen to Mumbai to reduce transit time for time-sensitive goods. Transparent, upfront pricing (with no hidden surcharges) gives you clarity on shipping costs, which is crucial for highvolume shipments.
  
  
• Customized Compliance Guidance: Cogoport’s interface and support team guide users on the necessary documentation and compliance steps tailored to their product category. The platform integrates tools like a duties and taxes calculator, so you can quickly look up import duty rates by HS code and even estimate GST. It provides prompts for certifications and licenses – e.g., if you’ve booked a shipment for toys or electronics, it might remind you about BIS certification requirements. This kind of intelligent assistance helps avoid compliance slip-ups. By centralizing information on customs regulations, Cogoport acts almost like a virtual trade consultant for your shipments.
  
  
• Digital Document Management: Forget about exchanging piles of paperwork via email – Cogoport offers a digital dashboard where you can upload and manage all your shipping documents in one place. Commercial invoices, packing lists, certificates of origin, BIS licenses, letters of credit – all can be stored and easily shared with relevant parties (your customs broker, the shipping line, etc.). This not only reduces errors (everyone references the same data) but also speeds up processes like customs clearance because you can provide any required document to authorities at a click of a button.
  
  
• Real-Time Shipment Tracking: High-volume importers need visibility. Cogoport provides real-time tracking across sea, air, and land movements . You can monitor your container from the factory pickup in China, through the port voyage, up to delivery in India. If a vessel is delayed or a transshipment is rescheduled, you get notified. This allows proactive adjustments – for instance, if a critical raw material shipment is delayed, you can inform your production team to adjust schedules. The platform’s tracking dashboard can often show multiple shipments at once, so you get an overview of all your in-transit imports.
  
  
• Assured Capacity and Space Guarantee: Through its network and service contracts, Cogoport offers assured cargo space on vessels even during peak times . This is especially valuable for SME importers who might otherwise struggle to secure bookings in peak season (like when space is tight before Chinese New Year or Diwali). With Cogoport’s CogoAssured services , you get peace of mind that your FCL booking won’t get rolled due to overbooking – a common issue when the market is tight. This reliability means your supply chain keeps running as planned.
  
  
• Integrated Customs and Last-Mile Services: Cogoport’s platform goes beyond port-to-port freight. It integrates customs clearance, trucking, and other value-added services . You can essentially manage the entire door-to-door process on one platform. For example, you could arrange a pickup from your supplier in China (using Cogoport’s partner agents), book sea freight, have Cogoport’s partner customs brokers clear the goods in India, and then arrange domestic delivery to your warehouse – all through a unified interface. This end-to-end approach reduces handover hiccups. All parties involved collaborate on the platform, so there’s less miscommunication.
  
  
• Analytics and Supply Chain Insights: Cogoport provides data and analytics on your shipments – helping you identify trends and opportunities. Perhaps the analytics show that one shipping line consistently delivers faster transit for your route, or that freight costs spike every September (so you might import a bit earlier to avoid that). By reviewing these insights, you can improve scheduling and budgeting. The platform might also alert you to new services or routes that could save time/cost, e.g., a new direct service from Ningbo to Chennai that avoids transshipment.
  
  
• Financial Tools and Flexible Payments: High-volume importing ties up capital in inventory and duties. Cogoport offers trade finance options like pay later schemes, credit lines, or connecting with fintech partners. For example, you might get an option to pay your freight bill within 30 days instead of immediately, easing cash flow. There are also currency payment solutions – you can pay Chinese suppliers or carriers through the platform, potentially at better exchange rates. Such financial integration helps SMEs manage cash flow better while scaling their imports.
  
  
• Dedicated Support and Expertise: Even with a digital platform, having expert help matters. Cogoport offers customer support via chat or phone to resolve any hiccups – whether it’s a question about HS code classification or help with a stuck shipment. Essentially, you have a trusted logistics partner without needing an in-house logistics department. The team’s expertise across different cargo types means they can advise on, say, how to handle an overweight container of steel or how to expedite a partial shipment of components by air.

In summary, Cogoport acts as an extension of your business, taking on the heavy lifting of logistics and compliance. By unifying all these functions – rate discovery, booking, documentation, tracking, and even financing – it simplifies global trade for importers. You gain the transparency and control needed for shipping from China (or anywhere) to India without getting bogged down by each shipment’s complexities. This is especially useful when dealing with multiple product categories: whether you’re importing machinery or chemicals or electronics, Cogoport’s platform adjusts to each scenario, providing relevant tools and insights. It exemplifies how technology can make even intricate supply chains efficient, transparent, and hassle-free for Indian importers.

References

1. Statrys, “Top 8 Chinese Products Imported to India in 2025,” Statrys Blog (2023) – Import values and examples of top categories.
   
   
2. NimbusPost, “Top 50 Products Imported from China to India in 2025,” NimbusPost Blog (2024) – Trade statistics for 2023 and category breakdowns.
   
   
3. Eximpedia, “Top 10 Products Imported from China to India You Should Know,” Eximpedia Blog (Jan 2024) – Insights on India’s import reliance on China (e.g. 70% of electronic components).
   
   
4. The Economic Times (Infra), “India’s finished steel imports from China reached a seven-year peak” (Oct 2024) – News on rising steel imports.
   
   
5. Reuters, “India to impose tariffs on some steel imports from China and Vietnam” (2023) – Tariff measures on steel.
   
   
6. Times of India, “Relief for steel industry: temporary relief from BIS certification rule; when is the next deadline?” (Oct 2025) – Details on mandatory BIS compliance for steel imports and recent policy changes.
   
   
7. Livemint, “India’s import of medical devices increased by 13% in 2023-24” (2024) – Growth in medical apparatus imports.
   
   
8. WTO Trade Concerns, “India – Import policies on tyres” (2020) – Mandatory BIS/ISI requirements for tyre imports
   
   
9. Brand Kit: Cogoport (2025) – Company background and platform features