Ship cargo, machinery and vehicles from the USA to the Netherlands and Belgium

It depends on the US origin, the container size and the commodity. This is the highest-frequency European lane from the United States, with deep carrier competition, which generally means better pricing than smaller European ports. As a direct NVOCC we quote the carrier rate rather than a resold one. Get a free quote in 24 to 48 hours.

Book direct with the carrier and fill the container, since ocean freight is charged on the box rather than its contents. On this lane, sailing frequency also means you have real choice about timing, which is worth using rather than accepting the first available slot.

Because it is the most brokered lane in Europe, so there are many intermediaries reselling the same space. Ask any cheaper quote who issues the bill of lading. If they cannot issue one in their own name, you are paying somebody a margin to forward your booking to a carrier.

It scales with distance from the origin to our loading warehouse in New Jersey, Savannah, Houston, or Baltimore. East Coast origins position most efficiently for North Europe sailings. We include the figure in the quote so the comparison is complete.

Import duty where applicable, VAT at the national rate, port handling, your customs agent's fee, and inland delivery. VAT differs between the Netherlands and Belgium because it is set nationally. Our quote covers the US side and the ocean leg.

It usually follows the inland destination and the sailing schedule rather than any difference in capability. Rotterdam has unmatched Rhine barge and rail connections into Germany and central Europe. Antwerp sits deep inland on the Scheldt and is a major vehicle handling centre. We price both.

Often, yes. Sailing frequency into Rotterdam and Antwerp is higher than into German ports, and the inland connections are excellent. A shorter ocean leg with a fast inland move frequently beats waiting for a direct sailing. Tell us the delivery city and we will compare the options honestly. See our Germany guide.

Yes, both are available depending on cargo type and the sailing schedule. They handle lower volumes than Rotterdam and Antwerp, which sometimes means less congestion and sometimes means fewer options. We suggest the routing that fits your cargo rather than defaulting to the largest port.

Our warehouses in New Jersey, Savannah, Houston and Baltimore all serve North Europe sailings, with East Coast departures most common and most frequent. Which loading point suits depends on where the cargo originates and which service is running.

This is one of the shorter and more predictable transatlantic lanes, with high sailing frequency from the US East Coast. Actual transit depends on the loading port and the carrier's schedule. Breakbulk and flat-rack cargo takes longer because suitable sailings are less frequent.

Our service ends at the port of discharge. Inland delivery is arranged by your customs agent, who is also handling clearance. Tell us the final destination anyway, since on this lane the inland leg is often what decides which port makes sense.

Collectors' motor vehicles of historical interest fall under heading 9705 of the Combined Nomenclature. EU customs authorities set the conditions: the vehicle must be in its original state without substantial changes to the chassis, steering, braking, transmission or suspension system, be at least thirty years old, and be of a model or type no longer in production.

No, within limits. Repairing and restoring is allowed and worn or broken parts, accessories and units may be replaced, provided the vehicle is preserved and maintained in its historically correct condition. Substantial modification is what falls outside the classification, not sympathetic restoration.

Documentation establishing the year of manufacture and the vehicle's originality. Reference books, specialist literature, photographs, purchase documents, official vehicle documents, or the opinion of an independent inspection and valuation professional are the kinds of evidence customs authorities look for. Assemble it before shipping.

No. Customs classification is set at EU level but VAT rates and registration procedures are national, and they differ between the two countries and change over time. We do not publish rates that may be out of date by the time you read them. Ask your agent for the current figure.

Yes, and it catches people out. Importing and registering are two separate hurdles with two different authorities. National technical approval standards apply at registration and are demanding, particularly on structurally repaired vehicles. Settle both questions before shipping rather than after arrival.

For a valuable, restored or original vehicle, yes. A sole-use or enclosed container means the car is loaded once, secured properly, and not handled again until your port. Shared space is cheaper but involves more handling. On a car you cannot replace, the container is not where you economise. Read the classic car guide.

Yes, and both ports handle machinery and heavy lift better than most European alternatives. We ship containerised, on flat-rack, or by heavy haulage depending on dimensions and weight, with dismantling and securing where required.

Yes, by flat-rack, breakbulk or heavy haulage. The Benelux ports are among the best-equipped in the world for oversized and project cargo, with strong onward barge connections for pieces that cannot travel by road. This makes them the natural European entry point for heavy machinery.

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. Send us the make, model, transport dimensions and weight and we will tell you which method is cheapest.

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.

Frequently. Agricultural and earth-moving equipment is commonly subject to cleanliness requirements because of pest and disease controls, and this applies across the EU. Steam cleaning before loading costs very little against the risk of a machine held at the port for cleaning at your expense.

Yes. Full container load commercial cargo from any US origin is routine on this lane, and the high sailing frequency makes schedules more reliable than most destinations we serve. Tell us the commodity, weight and volume and we will quote it.

Consolidation is available on request. On a lane with this much traffic, consolidation options are better than most, which makes it a realistic choice for smaller commercial shipments rather than a compromise. Tell us the volume and weight and we will advise.

Yes, containerised household effects move regularly on this lane. Duty and tax treatment for personal effects depends on national rules and your residence status, which your customs agent confirms. Tell us the full contents at quote stage so the export filing is right from the start.

Container shipping allows a vehicle and household effects to travel together, which suits relocations. The vehicle is treated differently from ordinary effects at clearance and must be identified with its full details. Tell us everything going into the container before loading.

Everything must be declared on the export filing, and undeclared goods packed inside vehicles are among the most common causes of clearance problems anywhere. The consequence falls on the importer rather than the shipper. Send us the full inventory rather than adding items at loading.

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. EU import duty, VAT and clearance are handled at destination by your customs agent.

No. Clearance is handled by a licensed customs agent in that country, and registration for vehicles is a separate national process. We are the ocean carrier, we deliver to the port of discharge, and we provide the documentation your agent needs.

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.