Egypt is a market where the paperwork starts earlier than almost anywhere else we ship. Since 2021 every sea freight shipment into the country has needed an electronic advance filing, and the obligation sits partly on the exporter rather than entirely on the importer, which surprises American sellers who are used to the importer handling everything at the far end. Get that right and Egypt is a straightforward lane with real demand for used American machinery.
The ACI filing, which starts before the cargo moves
Egypt operates an Advance Cargo Information system, usually called ACI, running through the national single window known as NAFEZA. Electronic ACI filing has been mandatory for all sea freight to Egypt since 1 October 2021. The shipment is identified by an ACID number, which is obtained before the goods move and which ties the Egyptian importer, the exporter and the consignment together.
The part that catches American sellers out is where the work sits. The Egyptian importer obtains the ACID number, but the exporter has to register on the filing platform and complete company verification first, because only fully verified companies can file. On sea freight the foreign freight forwarder does not upload the documents. The exporter submits them, or formally delegates that to another verified company.
In practice this means two things for you. First, the Egyptian buyer needs your company details early, not at the point of shipping, because they cannot get the ACID without them. Second, somebody on this side has to be a verified filer. When we are handling your shipment that is us, so it is not a platform registration you have to go and do yourself.
On timing, the published guidance does not set a hard hour-by-hour deadline, but filing only shortly before the vessel arrives loses the faster release the system is designed to give. The sensible approach is to file as soon as the documents are issued and the booking is firm. We do not have a verified statement of what happens to cargo that ships with no ACID at all, and rather than guess at a penalty we will simply say that it is not a situation anyone wants to be in, and it is entirely avoidable.
The ports
- Alexandria and El Dekheila, the historic gateway pair serving the Delta and Cairo, and where most general and project cargo lands.
- Port Said, at the northern mouth of the Suez Canal.
- Damietta, also on the Mediterranean coast.
- Ain Sokhna, on the Gulf of Suez, serving Cairo from the south and increasingly important for industrial cargo.
Alexandria is usually the default for machinery heading to Cairo and the Delta. For a large out of gauge or breakbulk piece the question becomes which terminal can discharge it, which is worth settling before booking rather than on arrival, and we confirm that as part of routing the shipment.
Service from the US East Coast and Gulf to Egypt is frequently routed through a Mediterranean hub rather than running direct, which affects transit time. We give you a concrete timeline with the quote rather than a generic range.
Machinery versus vehicles, which are not the same question
Egypt has historically been restrictive on used passenger cars, and anybody who has looked into bringing a used car in will have found that out quickly. It does not follow that the same answer applies to a used machine.
Across this region the general pattern is that governments restrict used vehicles to manage the national fleet while remaining considerably more open to machinery that serves industry and construction. Egypt has a large construction sector and real demand for used American plant, which is why the lane exists.
What we are not going to do is give you a confident age limit for used machinery into Egypt, because we could not verify one to a standard we would publish, and a wrong number here would cost you a machine. Your licensed customs agent in Egypt will know the current position for your specific machine class and HS code. Ask them before you bid, and ask us too, because we see what clears on this lane.
How we get the machine there
Most machines on this lane travel in containers, including a good many that other companies would quote on a flat rack, because we dismantle machines ourselves at our Baltimore facility rather than only booking space.
- Backhoe loaders go into a container with the cab off, the bucket off and the arm off where length requires it.
- Wheel loaders in the Caterpillar 950 class dismantle into a 40ft high cube.
- Large excavators can be split across containers. We have shipped a Hitachi EX300, around the 30 tonne class, as one 40ft high cube plus one 20ft with the track side frames removed.
- Mini excavators and skid steers go in as they stand, often two to a box.
A container moves cheaper than a flat rack, so the dismantling normally pays for itself, and on a lane that often involves a transshipment it has the further advantage that the machine and all its parts stay together in one sealed unit through the transfer.
Been quoted a flat rack for Egypt?
Send us the model and we will price the container option alongside it so you can compare properly.
Get a QuotePreparation and the US side
- Collection nationwide, including from Ritchie Bros., IronPlanet and Purple Wave. Most yards will not load a machine that can reasonably be driven, and they require a bill of lading for anything going to a foreign country, which we issue as the ocean carrier.
- The export filing, submitted by us through the Automated Export System. You supply the bill of sale or auction invoice, proof of ownership and the exact serial number.
- The ACI side, where we act as the verified filer so you do not have to register yourself.
- Cleaning, where required, for anything that has worked on soil.
- Fluids and batteries, prepared to the requirements of the booked route, which differ between container, breakbulk and roll-on roll-off.
Duty, clearance and inland delivery in Egypt are handled by your own licensed customs agent there, and we supply the documents they need. We do not quote Egyptian duty, because it is set by the Egyptian government rather than by us.
Egypt equipment questions
What is the ACID number and do I need one?
It is the identifier for an Advance Cargo Information filing, which has been mandatory for all sea freight into Egypt since 1 October 2021. Every shipment needs one. It ties the Egyptian importer, the exporter and the consignment together, and it is obtained before the goods move.
Who obtains the ACID, me or my buyer in Egypt?
The Egyptian importer obtains the number, but it cannot happen without you. The exporter has to register on the filing platform and complete company verification first, because only fully verified companies can file, and on sea freight it is the exporter who submits the documents rather than a foreign freight forwarder.
Do I have to register on the filing platform myself?
Not when we are handling your shipment. The filing can be formally delegated to another verified company, and that is us. What your Egyptian buyer does need from you early is your company details, because they cannot get the ACID without them.
How early does the filing need to happen?
The published guidance does not set a hard hour-by-hour deadline, but filing only shortly before the vessel arrives loses the faster release the system is designed to give. File as soon as the documents are issued and the booking is firm.
What happens if cargo ships without an ACID?
We do not have a verified statement of the specific penalty, and rather than invent one we will say plainly that it is a situation to avoid and that it is entirely avoidable. The filing is not difficult when it is started at the right time.
Does the ACID number go on the bill of lading?
The requirement to carry the number on the transport document is clearly established for air freight, where it goes in a specific segment of the air waybill. For sea freight we follow the carrier and NAFEZA requirements current at the time of booking rather than relying on a general rule, and we will tell you what applies to your shipment.
Can I import used construction machinery into Egypt?
Egypt has real demand for used American plant and a large construction sector, which is why this lane exists. What we will not do is quote you an age limit for used machinery, because we could not verify one to a standard we would publish and a wrong number would cost you a machine. Confirm your specific machine class with a licensed customs agent in Egypt before you bid.
Egypt restricts used cars. Does that apply to machinery?
Not necessarily, and the two should not be read together. Across this region governments commonly restrict used vehicles to manage the national fleet while staying much more open to machinery that serves industry. Check the machinery rule rather than assuming the car rule carries across.
Who confirms whether my machine can be imported?
Your licensed customs agent in Egypt, against the specific HS code and machine class. Ask us as well, because we see what clears on this lane, but the agent in the importing country is the one whose answer counts.
Which Egyptian port should my machine go to?
Alexandria is usually the default for machinery heading to Cairo and the Delta, with El Dekheila alongside it. Port Said and Damietta serve the Mediterranean coast and Ain Sokhna serves Cairo from the Gulf of Suez. The choice usually follows the inland destination.
How long does the ocean leg take?
It depends on the service and the load port, and sailings from the US East Coast and Gulf to Egypt are frequently routed through a Mediterranean hub rather than running direct, which adds time. We give you a concrete timeline with the quote rather than a generic range.
Can the port handle a large machine?
For a large out of gauge or breakbulk piece the discharge capability is worth settling before booking rather than on arrival, because it is not identical across the terminals. We confirm it as part of routing the shipment.
Will my excavator fit in a container for Egypt?
More often than you have probably been told. Mini excavators go in as they stand, mid-sized machines go in dismantled, and we have shipped a Hitachi EX300 at around 30 tonnes as one 40ft high cube plus one 20ft with the track side frames off. Send us the model and we will check it properly.
Why containerize rather than use a flat rack on this lane?
Two reasons. A container moves cheaper than a flat rack so the dismantling pays for itself, and because Egypt sailings often involve a transshipment, a sealed container keeps the machine and all its removed parts together through the transfer rather than relying on loose pieces staying with the unit.
Can you ship a machine that does not run?
Yes, though it costs more to handle at both ends because it has to be winched or lifted rather than driven, and it rules out roll-on roll-off. Tell us at quoting stage because it changes the number.
Can you collect from a US machinery auction?
Yes, anywhere in the USA, including Ritchie Bros., IronPlanet and Purple Wave. Most yards will not load a machine that can reasonably be driven, and equipment going to a foreign country needs a bill of lading at the gate, which we issue as the ocean carrier.
Do you quote Egyptian duty?
No. Duty is set by the Egyptian government and handled by your licensed customs agent there. We carry the machine to the port of discharge and supply the documents your agent needs.
What do you need from me to quote?
Make, model and year, where the machine is in the USA, the destination port or just the city, whether it runs and drives, and any attachments travelling with it. The model number alone gets us most of the way. Quotes normally come back within 24 to 48 hours.
Are you a broker or the carrier?
We are the carrier. Cassandra Logistics is a federally licensed Ocean Transportation Intermediary under FMC license OTI No. 025125NF, legally Royal Port Container Lines, Inc. DBA Cassandra Logistics. The license is public and verifiable with the Federal Maritime Commission.
Import rules change. The customs information on this page comes from official government sources and was accurate when published, but duties, age limits, inspection regimes and eligibility requirements are set by the destination country and can change without notice. Cassandra Logistics is a licensed ocean carrier, not a customs authority or a legal adviser. We are not responsible for changes to foreign import law, or for decisions made by customs at destination. Always confirm current requirements with a licensed customs agent in the destination country before you buy a machine.