Ship machinery and cargo from the USA to Guyana

You can ship one, but it may not be the right purchase. Guyana drives on the left and the vehicle fleet is predominantly right-hand drive, with the established used-car supply coming from Japan. A left-hand-drive American car is not the natural fit, so confirm registration eligibility with a Guyanese broker before buying.

Because Guyana drives on the left, so right-hand-drive Japanese stock ships without any steering conversion and matches the road configuration. That established supply chain is well understood by local buyers and dealers, which reinforces the pattern and makes American left-hand-drive stock the exception rather than the norm.

No, and that is precisely why machinery is the lane worth building here. Excavators, loaders, dozers, generators and plant do not care which side the road runs on. Combined with the oil and construction boom, that makes equipment a far stronger opportunity than vehicles.

Offshore oil development and the construction and infrastructure work that follows it. That translates into sustained demand for construction plant, generators, industrial equipment and oilfield support cargo, much of which is sourced from the USA. It is one of the more genuinely growing markets we serve.

Yes. We export excavators, loaders, dozers and other used construction machinery, collected from anywhere in the USA. Depending on size and weight we ship containerized, on flat-rack, or by heavy haulage, with dismantling and securing where the dimensions require it.

Yes. We collect from Ritchie Bros., IronPlanet and Purple Wave sites anywhere in the USA, arrange dismantling and securing where required, handle the export filing, and ship to Georgetown. US machinery auctions are the normal source for this lane.

Many mini and midi excavators will once the boom and arm are removed, and some fit with the cab lowered. Larger machines travel on flat-rack or by heavy haulage. The deciding numbers are the transport dimensions with attachments off and the weight against the payload limit.

Yes. Generators, compressors, processing equipment and industrial plant are normal cargo on this lane given the construction and energy activity. Tell us the equipment, its dimensions and weight, and where it sits in the USA, and we will work out the most economical method.

Yes, by flat-rack, breakbulk or heavy haulage depending on the piece. Lead times are longer than for containers because suitable sailings are less frequent and the loading requires more coordination, so plan further ahead than you would for a standard booking.

Agricultural and earth-moving equipment is commonly subject to cleanliness requirements because of pest and disease controls. Steam cleaning before loading costs very little against the risk of a machine being held at the port for cleaning at your expense, so we build it into preparation where it applies.

Georgetown is the principal port, on the Demerara river, and it handles the bulk of the country's containerised trade. Because access is via river rather than open coast, there are practical limits on vessel size that affect how larger cargo is handled.

It can, and this is the detail most worth raising early. River access places practical constraints on vessel size and on how oversized pieces are discharged. Tell us the dimensions and weight at quote stage rather than at booking, because it can change the method and the schedule.

Commonly, yes. Much Guyana-bound cargo from the USA transships through Caribbean hub ports rather than sailing direct, which affects schedule and the frequency of options available to you. We tell you the realistic routing with the quote rather than implying a direct service that may not exist.

Heavy-lift capability is not unlimited and this should be settled before booking rather than on arrival. For flat-rack and breakbulk cargo the crane capacity and yard equipment at the discharge point matter. We check it as part of routing your shipment rather than assuming.

Our warehouses in New Jersey, Savannah, Houston and Baltimore all serve this lane. East Coast and Gulf departures are the usual routings toward the Caribbean and the Guianas. Which one suits depends on where the cargo is bought and which service is running.

It depends on the US origin, the container size, the cargo, and whether pickup is needed. Because we are a direct NVOCC rather than a broker, the rate you get is the carrier rate rather than a resold one. Tell us the cargo and origin and we will price it properly. Get a free quote in 24 to 48 hours.

It scales with distance from the auction site or seller to our loading warehouse in New Jersey, Savannah, Houston, or Baltimore. Machinery collection costs more than vehicle towing because the transport equipment differs. We build the figure into the quote.

Often because they have quoted a container rate for a machine that will not actually fit, or they exclude collection, dismantling, loading or export filing, or they are broker quotes that move once booked. Ask what shipping method the price assumes and what happens if the cargo does not fit it.

Often yes with smaller units, since two mini excavators or a machine with attachments can share a container. Larger machines can sometimes share a flat-rack booking. If you are buying multiple lots at the same auction, tell us before you bid and we will look at consolidation.

Customs duty and taxes, port handling, your broker's fee, and inland transport. These are set by Guyanese authorities and charged at that end. Our quote covers the US side and the ocean leg to Georgetown.

It depends on the US loading port, the carrier's schedule and the Caribbean transshipment that is common on this route. Flat-rack and breakbulk cargo generally takes longer because suitable sailings are less frequent. We give a concrete timeline with the quote.

Yes. Full container load commercial cargo from any US origin to Georgetown is normal work for us, with nationwide collection and US export filing handled the same way as any other shipment. Tell us the commodity, weight and volume and we will quote it.

Consolidation is available on request. For smaller commercial shipments it can be considerably cheaper than paying for a full container you cannot fill. Tell us the volume and weight and we will advise whether consolidation or a 20ft container works out better.

Yes, and it is a growing part of this lane given the construction activity. Building materials, fixtures and supplies ship containerised from any US origin. Tell us the commodity and volume and we will quote it alongside any equipment moving at the same time.

Sometimes, but everything must be declared and mixed loads can complicate clearance at destination. Undeclared or poorly described goods are among the most common causes of clearance delays. Send us the full inventory and we will tell you whether combining makes sense.

Yes, containerised household effects move on this lane, often alongside people relocating for work in the energy and construction sectors. Everything must be declared properly and destination clearance rules for personal effects are handled by your broker.

We handle the US side, including the filing in the Automated Export System, known as AES or EEI. You provide the commercial invoice, packing list and ownership documents as applicable. Guyanese import duty, clearance and any regulatory approvals are handled at destination by your broker.

No. Clearance is handled by a licensed customs broker in Guyana. We are the ocean carrier, we deliver to the port of discharge, and we provide the documentation your broker needs. Be cautious with any company claiming to clear customs everywhere.

Within 24 to 48 hours in normal cases. Send the cargo details including the machine model where applicable, the dimensions and weight, the US location, and your destination. For equipment the model number lets us look up most of the transport data. Request a quote

We are the NVOCC. 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 licence number is public and verifiable with the Federal Maritime Commission before you send anyone money.