Ship Chartering Services from Kandla and Mundra

Voyage charter

You hire a vessel to carry a specific cargo between named ports, at a freight rate per tonne or as a lump sum. The owner runs the ship and pays the voyage costs. This is the most common option for one-off bulk cargoes.

Time charter

You hire a vessel for a period or a trip and direct its employment, while paying for bunkers and port costs. It suits operators and regular shippers with steady volume.

Contract of affreightment (COA)

A series of cargoes over an agreed period, without naming the vessels in advance. It gives traders and manufacturers with recurring volumes certainty of freight.

Part cargo and parcel space

For smaller lots, we look for space on vessels already fixed for the trade, often a better fit than a full charter.

• Cargo and vessel matching: size, gear, hold configuration and draft for the berth
• Market enquiries and tonnage search through owners and brokers
• Freight negotiation and main terms
• Charter party review: laytime terms, demurrage and despatch rates, load and discharge rates, and port and berth clauses
• Pre-fixture port check: draft, berth restrictions, tide windows and realistic handling rates at Kandla or Mundra
• Voyage support through our vessel agency and stevedoring teams
• Laytime calculation and demurrage or despatch settlement

Many charter disputes start with terms that the load or discharge port cannot meet: a discharge rate the berth cannot sustain, a draft that needs lightening, or laytime that ignores tide windows. Because Globelink also works vessels at Kandla and Mundra every day, we check these points before fixture. That means fewer claims, realistic laytime and no surprises at the berth.

• Laytime is the time allowed in the charter party for loading or discharging, usually expressed in tonnes per day or as a fixed number of days.
• Demurrage is what the charterer pays the owner if loading or discharge takes longer than the laytime allowed.
• Despatch is the reward some charters pay the charterer for finishing early, often half the demurrage rate.

Laytime normally starts after a valid Notice of Readiness and the agreed turn time, and stops at completion, subject to exceptions such as weather and holidays. A statement of facts kept accurately by the port agent is the basis of every calculation.

1. Cargo brief: commodity, quantity, laycan, load and discharge ports, and terms you need.
2. Market check: we circulate the enquiry and shortlist suitable vessels.
3. Negotiation: freight, laytime, demurrage and key clauses.
4. Port check: we confirm the vessel suits the berths and handling rates.
5. Fixture and recap: main terms agreed and the charter party finalised.
6. Voyage and settlement: agency and stevedoring support, then laytime and demurrage settled.

• Importers of bulk commodities such as coal, fertiliser, salt and agri products, who buy on FOB terms and need to arrange the ship themselves
• Exporters of clinker, minerals and agri bulk shipping full cargoes from Kandla or Mundra
• Traders who need part-cargo space or a series of shipments under one contract
• Operators looking for a cargo or a reliable local partner for their vessel's call

Once the vessel is fixed, the rest of the chain follows: custom clearance for the cargo, port storage, and road or rail evacuation, all arranged by the same team. For containerised or smaller lots, our freight forwarding service is usually a better fit than a charter.