Ship a car, container or heavy equipment from the USA to Latin America

Book directly with a licensed NVOCC rather than a broker, and fill the container. Cassandra Logistics is FMC-licensed under OTI No. 025125NF, so you pay the carrier rate rather than a marked-up one. Loading three or four vehicles into a single 40ft container is the largest saving available on almost every lane in the region. Get a free quote in 24 to 48 hours.

It depends on the destination country and port, the US origin, the container size, and whether pickup and towing are needed. Rates vary widely across the region because the routings are genuinely different. We quote your actual shipment rather than publishing a rate card that would be wrong for most bookings.

Freight cost is usually the smaller variable. What decides your total cost is whether the vehicle can legally enter and what duty applies when it does. A cheap freight rate into a country that will not admit your vehicle is the most expensive shipment you can book. Ask us about the specific country before you compare numbers.

Usually because they are broker quotes that get revised after booking, or they exclude pickup, towing, loading, or export filing, or they quote port to port while implying door delivery. Ask any cheaper quote in writing what is excluded and where their liability ends.

It depends on the distance from the auction yard or seller to our loading warehouse in New Jersey, Savannah, Houston, or Baltimore. Buying nearer a warehouse that serves your lane can meaningfully lower the total. We include the figure in your quote.

Filling it, clearly. Ocean freight is charged on the container, so each extra vehicle spreads the same cost further. Regular auction buyers should time purchases so several vehicles ship on one booking.

It varies enormously and this is the question to settle first. Some countries permit used vehicles subject to age and emissions conditions, some allow them only through free zones, and some prohibit them outright. Tell us the destination and we will tell you what we know, then confirm it with a customs agent there before you buy.

We publish full country guides with thirty questions each for Chile via Iquique, Bolivia, Paraguay, Ecuador, the Dominican Republic, Peru, Uruguay and Guyana. Each one covers that country's own import rules, ports, and what actually clears there. Start with the guide for your destination rather than relying on a regional summary. See the country guides.

Ask the customs authority in that country, or a licensed customs agent there, and get the answer before you bid rather than after. We will also tell you what we know for free at quote stage. Our country guides set out what each destination's own rules say, with the source named so you can verify it.

Because vehicle import policy is used as industrial and environmental policy rather than just trade policy. Countries protecting a domestic assembly industry restrict used imports. Countries without one are often more open. Others use age limits to manage emissions and road safety. The result is that neighbouring countries can have opposite rules.

A free zone is an area treated as outside the country's normal customs territory, where goods can be stored, traded and re-exported under different rules. In Latin America they matter enormously for vehicles, because some countries that restrict used imports into general circulation permit them into free zones. That single distinction opens lanes that otherwise look closed.

Often enough that you should never rely on a guide alone, including ours. Age limits, duty rates and eligibility conditions move with each government's policy priorities, sometimes at short notice and sometimes without a transition period. Confirm the current position with an agent in the destination country before you commit money to a vehicle.

It becomes expensive quickly. You face storage charges while the situation is resolved, and the realistic options are re-export at your cost or abandonment. This is why we push eligibility checks before purchase so insistently. A shipment that cannot clear costs far more than the vehicle you decided not to buy.

Before you bid, not after you win. Auction purchases are binding, and discovering an eligibility problem afterwards leaves you owning a vehicle you cannot ship where you intended. Checking costs nothing and takes a day. We give our reading free at quote stage and your customs agent confirms it.

Cargo arrives through a neighbouring country's port and continues overland or by river, which means two legs with two sets of formalities. We carry the ocean leg to the gateway port and are explicit about where our responsibility ends. Our country guides for the landlocked destinations explain the specific corridor each one uses.

We cover the major container ports across the region, including Iquique and the Chilean ports, Guayaquil in Ecuador, the Caribbean and Central American ports, and the southern cone via the River Plate. Tell us the destination city and we will tell you the sensible port for it.

Most major container ports in the region handle vehicles, but heavy-lift capability and yard equipment vary, which matters more for machinery than for cars. River ports and free zone terminals also behave differently from ordinary container terminals. Tell us the cargo and the inland destination and we will route it.

We load from our exporting warehouses in New Jersey, Savannah, Houston, and Baltimore. Which one serves your shipment depends on the destination lane and where the vehicle is bought. Gulf departures often suit the Pacific and Caribbean lanes while East Coast departures suit others.

Our core service is containerized export, which gives better protection and lets you consolidate several vehicles into one booking. Container is also what makes the per-vehicle cost drop when you ship more than one. Tell us your cargo and we will advise honestly on what suits it.

Yes, and it is the majority of what moves on these lanes. We collect directly from Copart, IAA, Manheim, and eBay Motors yards anywhere in the USA with nationwide vehicle pickup and towing, then load and ship. The constraint is never our side, it is what your destination country admits.

This is the most important question a US auction buyer can ask, and the answer differs by country. Several markets in the region exclude salvage or written-off vehicles explicitly, and some assess the physical condition as well as the paperwork. Never assume, and never bid before you have confirmed the position for your specific destination.

Yes, nationwide vehicle pickup and towing from any state in the USA. Getting the vehicle off the yard promptly is often the first real saving in the shipment, because auction storage fees accumulate faster than most buyers expect.

The vehicle cannot be exported until the title or equivalent ownership document is in hand, because the US export filing requires it. We can collect and hold the car at our warehouse while the title clears so storage charges stop building. Tell us early.

Yes. Pickup trucks are among the most requested vehicles on the Latin American lanes. They take more container space than a sedan, which affects how many units fit in a 40ft box, and some countries classify trucks under different age rules than cars. We factor both into the quote.

Typically three or four depending on the vehicles. Sedans and compact SUVs load more efficiently than full-size pickup trucks. We confirm the loading plan once we know the specific units, and each extra vehicle lowers the per-car cost.

Yes, consolidation is available on most Latin American lanes. It splits the container cost rather than paying for empty space. The timing of both shipments needs to align, so raise it early in the booking.

For a single vehicle the 20ft is often cheaper. From two vehicles upward the 40ft usually wins on cost per unit, and it is the standard choice for buyers shipping multiple auction cars. We price both against your actual cargo.

Sometimes, but everything must be declared on the export filing and it affects treatment at destination. Undeclared goods packed inside vehicles are among the most common causes of clearance problems across this region. Tell us exactly what is going into the container.

Yes, and machinery is frequently the easier cargo. Several countries that restrict used cars are noticeably more open to used construction and agricultural equipment. We ship containerized, on flat-rack, or by heavy haulage depending on dimensions and weight.

Yes. Machinery bought at Ritchie Bros., IronPlanet, and Purple Wave is regular export work for us. We collect from the auction site anywhere in the USA and prepare the machine for ocean transit. Read the equipment guide.

Often, yes. Ecuador prohibits used vehicles yet permits free importation of used road-building and agricultural equipment within a fifteen-year age window. Paraguayan law likewise authorizes the free import of used vehicles, agricultural machinery and construction machinery. The pattern is common enough that machinery buyers face fewer closed doors than car buyers.

It depends on the machine. Smaller excavators and loaders often fit a 40ft container with the boom or arm removed, while larger units go on flat-rack or by heavy haulage. We assess each machine and quote the cheapest safe method.

We handle the US side, including the export filing in the Automated Export System (AES/EEI). You supply the title or auction certificate and the bill of sale. Import duties, permits and nationalization at destination are handled by your customs agent in that country.

No, and you should be careful with anyone who says they do everywhere. Destination clearance is handled by a licensed customs agent in that country. We are the ocean carrier, we deliver to the port of discharge, and we give your agent the documentation they need. Being clear about that boundary is how shipments avoid stranded costs.

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 is public and verifiable with the Federal Maritime Commission before you book.

You get a bill of lading issued by us as carrier, showing the vessel and booking details. That is a transport document, not a broker's confirmation email. If a company quoting you a Latin American shipment cannot issue one in its own name, you are dealing with an intermediary.