Thailand-to-India Ocean Freight: Transit Times, Costs & Key Tips

1)  Why this lane matters for Indian importers

Thailand is a dependable sourcing market for Indian businesses because it blends scale (industrial manufacturing), quality (repeatable specs), and proximity (short sea routes across the Bay of Bengal and the Andaman Sea). For Indian SMEs, Thailand can be a practical alternative when you need consistent quality with manageable minimum order quantities. For enterprises, it’s a strategic origin for components, packaging, intermediate goods, and consumer products where lead time predictability matters.

Ocean freight remains the preferred mode for containerized cargo on this lane because it balances cost and capacity. If your shipment volume is large enough to justify a 20-foot or 40-foot container, FCL typically gives you:

-  fewer handling touchpoints (less risk than consolidation),

-  more predictable cut-offs and documentation flow,

2)  Transit times: what is “normal” from Thailand to India?

   Start with the right definition of transit time

People use the word “transit time” loosely. For planning and internal commitments, separate it into three layers:

Port-to-port (ocean leg only): from the vessel departure at the Thai port of loading (POL) to vessel arrival at the Indian port of discharge (POD).

Gate-to-gate (container movement): from when the laden container gates in at the Thai terminal to when it gates out from the Indian terminal/CFS.

Door-to-door: from factory pickup in Thailand to final delivery at your warehouse/factory in India.

In most real operations, the “ocean leg” is not where the biggest surprises happen. Variance usually comes from cut-offs, documentation timing, customs holds, port congestion, and last-mile trucking. That’s why this guide gives you practical buffers and not just a single number.

Typical port pairs and planning ranges (FCL)

Direct vs transshipment: why the same lane shows different numbers

Two importers can ship from the same Thai port to the same Indian port and still get different transit times. The reason is simple: service design matters more than geography.

Direct services reduce connection risk, but they may include multiple intermediate port calls (forexample, extra calls in Southeast Asia or India) which can add days.

Practical rule for planning:

• If the cargo is time-sensitive, pick the service with the fewest “handoffs” and build a buffer of 3–5 days.
• If the cargo is cost-sensitive, transshipment can be fine, but plan for a buffer of 5–10 days and monitor the connection.

What to add for door-to-door planning

For India-bound imports, the ocean leg is only part of the story. To move from “port ETA” to “warehouse ETA”, add:

Origin lead time (Thailand): 1–4 days for container release, factory stuffing, VGM, and gate-in depending on supplier readiness and cut-offs.

Destination clearance + out-gate: typically 1–3 days if documentation is clean and the Bill of Entry is filed early; longer if customs selects the shipment for examination or if there are Certificate of Origin checks.

Inland trucking (India): same day to 3+ days depending on port city and your final delivery location.

If you want a simple planning number for internal stakeholders:

Door-to-door ETA = port-to-port transit + 4 to 10 days (the exact add-on depends on your process maturity, DPD eligibility, and distance from the port).

3)  Costs: how Thailand-to-India ocean freight pricing really works

  Think in 3 buckets: freight, local charges, and avoidable penalties

Most teams underestimate costs because they focus only on the “ocean freight” line item. For FCL imports, your landed logistics cost is usually the sum of:

(A)  Ocean freight and ocean surcharges - the carrier price to move the container between ports (plus fuel/seasonal surcharges).

(B)  Origin and destination local charges - terminal handling, documentation, delivery order, CFS/port handling, and (sometimes) customs broker fees.

(C)  Avoidable penalties - demurrage and detention when the container sits too long at the terminal/CFS or the empty container is returned late.

Bucket (C) is the one you can usually control the most with disciplined documentation and execution.

  Cost anatomy (what typically appears on a quote or invoice)

Cost benchmarks (use bands, not single numbers)

Freight markets move. Quoting a single “Thailand-to-India rate” is rarely useful beyond a week. Instead, budget using bands.

Ocean freight: Many shippers see spot ocean + fuel levels on common port pairs moving within the high hundreds to low thousands (USD) per 20-foot container in normal market conditions. Your exact number depends on the carrier, contract/spot, and the sailing week.

Local charges: local port/CFS/documentation charges can be a meaningful add-on and may be quoted in INR by Indian service providers. 

Practical approach:

1)  Pull live rate levels and schedules on cogoport.com.

2)  Ask for a full cost sheet (freight + origin + destination).

3)  Put demurrage/detention as a “risk line” and manage it operationally rather than accepting it as inevitable.

4)  Key tips that reduce cost and protect timelines

  Tip 1: Align Incoterms with what you actually control

If your supplier is strong on export execution and you mainly care about controlling the ocean leg, FOB is often a practical choice. If you do not have reliable origin execution or you want the supplier to manage origin complexity, CIF can work - but you should still demand transparency on the carrier, routing, and document flow.

The most common mistake is using EXW without a Thailand-side execution plan. EXW can be cost-effective on paper, but a single missed cut-off can wipe out the savings.

  Tip 2: Plan around Thailand and India peak periods

Rate spikes and delays usually follow the calendar. On this lane, build extra buffer around:

-  Thai New Year (Songkran) when offices and factory operations can slow down,

-  Indian festival peaks (Diwali period often sees higher demand and trucking constraints),

-  and year-end holiday shipping surges.

You do not have to stop shipping during peak weeks - but you should book earlier and avoid “last container to make it” plans.

  Tip 3: Cut demurrage and detention with one habit: pre-clearance

Demurrage and detention usually happen for one of three reasons:

1)  the Bill of Entry is filed late,

2)  documentation is incomplete or inconsistent, or

3)  the trucking plan is not aligned to free days.

The fix is boring - and extremely effective:

file early, validate documents before arrival, and pre-book trucks.

  Tip 4: Use the right port for your supply chain, not just the nearest one

Choosing the “closest port” is not always optimal. A port with better sailing frequency, faster clearance performance, and lower last-mile friction may reduce total cost even if it’s slightly farther from your warehouse.

-  West/North India importers often use JNPT (Nhava Sheva) or Mundra depending on carrier frequency and inland connectivity.

-  South India importers often prefer Chennai/Kattupalli for faster domestic delivery.

-  East India importers should treat Kolkata/Haldia as a longer-lead-time route and plan inventory buffers accordingly.

  Tip 5: Compare digital platforms - but choose the one built for India execution

Import teams often benchmark platforms like iContainers, Freightos, Flexport, and Phaata when shopping for digital freight. Many of these platforms are strong at global quote discovery. The real differentiator for India-bound imports is whether the platform also helps you execute the India-side work: customs clearance coordination, CFS/DPD handling, documentation workflows, and fast issue resolution.

Cogoport is built around India’s operating reality: rate discovery, schedules, tracking, customs and handling support, and trade management tools in one place - designed for Indian SMEs and enterprises shipping on lanes like Thailand to India.

5)  Reliability playbook: how to avoid delays on Thailand-to-India FCL

   Origin execution: what to lock before the container moves

•         Confirm the port cut-off and VGM deadline for your sailing. A common operating pattern is VGM around D-2 and CY gate-in around D-1 (varies by carrier and terminal).

•         Freeze the shipping instruction early. Last-minute consignee or description changes can trigger BL amendments, delays, and extra fees.

•         Match invoice, packing list, and shipping instruction data line-by-line: description, HS code (where applicable), weights, package count, and consignee name.

•         Use photos during stuffing (container condition, cargo stowage, seal number). This reduces disputes later if damage is alleged.

   In-transit visibility: what to monitor

          •         Confirm the vessel departure and track the container milestones. Small ETA shifts are normal; missed connections at hubs are the bigger risk.

       •         Collect the draft Bill of Lading early and fix errors before it becomes final.

   India arrival: clearance and release without panic

•         Pre-file the Bill of Entry as early as your documentation allows. Early filing is the single best way to protect free days.

•         Upload documents cleanly and consistently (invoice, packing list, BL, insurance, permits where required).

•         If you are claiming preferential duty under ASEAN-India FTA, ensure the Certificate of Origin (Form AI) is accurate and available in original form as required.

•         Decide early: DPD or CFS. DPD can be faster and cheaper, but it requires readiness to clear and gate-out quickly.

•         Book the delivery truck before the container is out-of-charge. Waiting until after clearance often costs you a day.

6)  Port notes that help you choose faster routings

   Thailand: Laem Chabang vs Bangkok Port

Laem Chabang is Thailand’s primary deep-sea container port and the default choice for most export factories in central Thailand. It generally offers better mainline connectivity and equipment availability.

   Bangkok Port is a river port closer to the city, which can be convenient for certain shippers but often relies on feeder services and transshipment. That can be perfectly workable -        just plan for a wider transit range and higher connection risk.

   If you need predictable transit for India supply chains, Laem Chabang is usually the safer baseline.

  India: how to think about JNPT, Mundra, Chennai/Kattupalli, Kolkata

Nhava Sheva (JNPT) is India’s largest container gateway and a common choice for west and north India consumption. Sailing frequency is typically strong, which helps both cost and schedule options.

Mundra is a major west coast port with strong connectivity and can be efficient for northern and western hinterlands depending on your inland location.

Chennai and Kattupalli serve south India well and are often the best choice for importers delivering into Tamil Nadu, Karnataka, Telangana, and parts of Andhra.

Kolkata/Haldia can work for east India, but plan longer lead times because of the river approach, vessel sizing constraints, and common transshipment legs.

7)  Printable shipment timeline (Thailand to India FCL)

Use this as a simple internal calendar for each container

8)  Printable checklists

 Checklist A: before you book

  •        Confirm HS codes and any India-side compliance requirements (licenses, BIS, labeling, etc.) for your product category.

•        Decide the right Incoterm (FOB vs CIF) and confirm what is included in supplier pricing.

•        Choose the Indian port based on your inland destination and sailing frequency.

•        Decide container type (20' vs 40' vs 40' HC) based on volume/weight and unloading capability.

•        Prepare your internal budget sheet using freight + local charges + risk buffer.

 Checklist B: 72 hours before vessel ETD

  •        Validate the document set: commercial invoice, packing list, shipping instruction, and any permits.

•        Confirm CY gate-in and VGM deadlines; ensure truck and stuffing plan matches cut-offs.

•        Lock the BL draft details (consignee name, address, notify party, cargo description, weights).

•        Capture stuffing photos and record seal number; share to importer/CHA for reference.

 Checklist C: 3 days before India ETA

•        Ensure documents are received (originals or telex release); share clean scans to CHA.

•        Pre-file Bill of Entry; upload documents; confirm duty estimate and funds ready.