Ship vehicles, machinery and cargo from the USA to Libya

It depends on the US origin, the container size, the cargo, the Libyan port, and whether pickup is needed. Western and eastern ports have different service frequency, which affects both cost and timing. As a direct NVOCC rather than a broker, the rate you get is the carrier rate. Get a free quote in 24 to 48 hours.

Fill the container. Ocean freight is charged on the box rather than per vehicle, so three or four cars in a 40ft container costs dramatically less per unit than one shipped alone. If you buy regularly, timing several purchases onto one booking is the single biggest saving on this lane.

Usually because they are broker quotes that get revised once the booking is real, or they exclude collection, loading or the export filing. On a lane with this much documentation risk, also ask what happens to their price if the cargo is held at the port.

It scales with distance from the auction yard or seller to our loading warehouse in New Jersey, Savannah, Houston, or Baltimore. East Coast purchases usually position most efficiently for Mediterranean sailings. We include the figure in the quote so the comparison is complete.

Port services charges, customs assessments, your clearing agent's fee, and inland transport. These are set and charged in Libya and vary between the western and eastern administrations. Our quote covers the US side and the ocean leg to the port of discharge.

Neither is automatically cheaper and the decision should follow your cargo and destination rather than a small freight difference. Misrata's free zone status often means more predictable processing. Tripoli handles the largest volume of vehicle imports. We price both against your actual shipment.

Yes, and we load them into containers rather than using roll-on roll-off. Containers protect the vehicle, allow several cars to share one booking, and suit ports where scheduled vehicle services are less frequent. We collect from anywhere in the USA with nationwide vehicle pickup and towing.

Typically three or four depending on the vehicles. Sedans and compact SUVs load efficiently while full-size American pickup trucks take more room and often reduce the count to two or three. We confirm the loading plan once we know the exact units.

Yes. We collect vehicles won at Copart, IAA, Manheim and eBay Motors directly from the yard in any US state, load them at our warehouse in New Jersey, Savannah, Houston or Baltimore, and ship them to your Libyan port. Read the auction export guide.

The vehicle cannot be exported until the title or equivalent ownership document is in hand, since the US export filing requires it. We can collect and hold the car at our warehouse while the title clears, which stops auction storage charges accumulating at the yard. Flag it at quote stage.

Container, on this lane. Roll-on roll-off services to Libya are limited and less predictable, and container shipping gives better protection plus the ability to consolidate several vehicles into one booking. It also handles non-running vehicles, which RoRo generally cannot.

Yes. A vehicle that cannot be driven is winched into the container rather than driven in, which needs different equipment at both collection and loading but is entirely routine. Tell us in advance, because a car described as running that arrives seized changes the loading plan on the day.

Yes, and reconstruction and infrastructure work keeps demand steady. We export excavators, loaders, dozers, generators and plant, shipping containerised, on flat-rack, or by heavy haulage depending on dimensions and weight, with dismantling and securing where required.

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, arrange dismantling and securing where required, and prepare the machine for ocean transit.

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.

Capability varies between terminals, and this is worth settling before booking rather than on arrival. For flat-rack and breakbulk cargo the crane capacity and yard equipment at the discharge port matter. We check it as part of routing your shipment rather than assuming.

Yes, and it is usually the efficient thing to do. Buckets, breakers, spare tracks and parts travel far more cheaply in the same container than shipped separately later. Everything must be listed on the export filing, so send the full inventory rather than adding items on loading day.

Because Libya operates two competing administrations, with the western region including Tripoli and Misrata under one and the eastern region including Benghazi and Tobruk under another. Customs enforcement and document acceptance differ between them. The destination has to be settled before booking, not after.

Misrata is Libya's busiest port and the port and surrounding area have held free trade zone status since 2000. That free zone status generally means more predictable customs processing than the alternatives, which is why a good deal of cargo routes there even when the final destination is elsewhere in the west.

Yes, though scheduled container service to the eastern ports is less frequent than to the west, which affects timing more than cost. If your cargo is destined for the east, book earlier and expect fewer sailing options. We tell you the realistic schedule with the quote.

Physically it happens, but it means crossing between areas administered differently, with its own formalities and risk. Whether it makes sense for your cargo is a question for your Libyan clearing agent. We would rather discharge at the right port than create an inland problem for you.

Our warehouses in New Jersey, Savannah, Houston and Baltimore all serve Mediterranean sailings, with East Coast departures most common. Routings to Libya commonly involve transshipment through a Mediterranean hub, so the sailing schedule matters as much as the loading point.

The Libyan Customs Authority operates an advance cargo registration system known as ACI, aimed at strengthening control and coordination of inbound shipments to Libya. In practice it means your shipment details need to be registered in advance rather than presented on arrival. Your Libyan clearing agent handles it.

Typically the bill of lading, commercial invoice, packing list and certificate of origin, with consistency across all of them. Arabic documentation is commonly expected. Discrepancies between documents are one of the most common causes of delay, so the file should be clean before the vessel sails.

No. Clearance is handled by a licensed clearing agent in Libya. We are the ocean carrier, we deliver to the port of discharge, and we provide the documentation your agent needs. On this lane in particular, an agent physically present at the destination port is worth far more than a remote arrangement.

We handle the US side, including the filing in the Automated Export System, known as AES or EEI. You provide the title or ownership documents and the commercial invoice as applicable. Libyan import charges and clearance are handled at destination by your clearing agent.

Get the file right before departure. Consistent documents across bill of lading, invoice and packing list, advance registration handled by your agent, an accurate commodity description, and nothing undeclared inside vehicles or containers. Most holds we see anywhere trace back to paperwork rather than the cargo itself.

Yes. Full container load commercial cargo from any US origin is normal work for us, including building materials, industrial goods and equipment supporting construction and reconstruction. Tell us the commodity, weight and volume and we will quote it.

It depends on the US loading port, the carrier's schedule, and the Mediterranean transshipment that is common on this route. Eastern Libyan ports generally take longer because service is less frequent. We give a concrete timeline with the quote rather than a generic range.

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.