Ship a car, truck or machinery from the USA to Panama

In a container to Colon or Manzanillo, booked with the licensed carrier rather than a broker. Container protects the vehicle and lets three or four share one box so the freight splits. Cassandra Logistics is FMC-licensed under OTI No. 025125NF and issues the bill of lading in its own name. Get a price in 24 to 48 hours.

We do, as a licensed US NVOCC. We collect from any state, load and brace at our own warehouse in New Jersey, Savannah, Houston or Baltimore, file the US export declaration and ship to Colon, Manzanillo, Cristobal or Balboa. The bill of lading comes from us as the carrier, which means one accountable party rather than a chain of intermediaries passing messages along.

Yes. We collect directly from Copart, IAA, Manheim and eBay Motors yards anywhere in the United States, bring the vehicle to our warehouse and ship it. You never need to be in the country, and most of our clients on this lane never are.

Yes. Nationwide pickup and towing from any state, from an auction yard, a dealer or a private seller. Non-runners get winched rather than driven, which is routine. Distance affects what it costs, not whether we can do it. Tell us the pickup address and the condition when you ask for a price, so the right truck and equipment are sent the first time rather than on a second visit.

Yes. Tractor units, box trucks and commercial vehicles move on this lane by container where they fit and by flat-rack where they do not. Send us the make, model and transport dimensions and we will work out the most economical method. Import eligibility for commercial vehicles is often assessed differently from passenger cars at destination, so confirm it with your agent before you buy.

Yes. Excavators, loaders, dozers and plant bought at Ritchie Bros., IronPlanet or Purple Wave move regularly. Depending on size we ship containerised, on flat-rack or by heavy haulage, with dismantling where required. Send the make, model and year and we will confirm the transport dimensions ourselves rather than asking you to measure the machine. See the equipment guide.

Yes. Full container freight from any US origin, including trade goods, building materials, spare parts and equipment. A great deal of it is destined for the Colon Free Zone rather than the Panamanian domestic market. We handle the US export filing on commercial cargo exactly as we do on vehicles, so the paperwork side is one process rather than two.

Yes, and it is the biggest saving available. Ocean freight is charged on the box rather than per vehicle, so filling a 40ft container drops the cost per car sharply. Tell us the exact vehicles and we will confirm the loading plan.

It is the largest free zone in the Americas, sitting at the Atlantic end of the canal. Goods enter it for storage, trade and onward re-export across Latin America and the Caribbean without going through ordinary Panamanian import. For a trader it turns Panama into a regional base rather than a single market.

Yes, and the distinction matters from the first document. Goods entering the Free Zone for re-export follow a different route through customs from goods being imported into Panama proper. Tell us and your corredor de aduana which one applies at the outset, not after arrival.

Vehicles do move through the zone toward regional buyers, and it is one of the reasons Panama sits where it does in the trade. The specific treatment depends on your operation and your registration in the zone, which is a question for your Panamanian agent rather than for us.

Operating within the zone generally requires the appropriate registration, and that should exist before your first container arrives rather than being arranged afterwards. Establish it with your agent at quote stage so the cargo is not sitting while paperwork catches up. It is worth confirming this before the container sails, because cargo arriving where nobody is able to clear it starts accruing charges immediately.

It depends on the US origin, the container size and which Panamanian port. Gulf-coast departures from Houston are usually the shortest and cheapest routing to the Caribbean side. Because we are the NVOCC rather than a reseller, the number is the carrier rate. Request a quote

Collection from the US seller, transport to our warehouse, loading and bracing, the US export filing, and the ocean freight to your Panamanian port. Panamanian duties, taxes, port handling, your agent's fee and inland delivery sit outside it and are paid at that end.

Usually because they are broker prices that get revised once the booking is real, or they exclude collection, loading or the export declaration. Ask what is left out and who issues the bill of lading. A company that cannot issue one in its own name is reselling space.

It scales with the distance from the seller to whichever warehouse suits the routing. On this lane Houston is usually the shortest path, so vehicles bought in Texas and the Gulf states position particularly cheaply. We build the figure into the quote.

Yes. We can hold vehicles or machines at our warehouse while you buy others, then load them together in one container. Auction yards charge daily storage while our warehouse does not work that way, so waiting usually saves money. Tell us your buying pattern when you first make contact and we will plan the holding window around your auction schedule.

Colon and Manzanillo on the Atlantic side for the Free Zone and most containerised cargo. Balboa on the Pacific side for Panama City and cargo continuing along the Pacific coast. Cristobal also serves the Atlantic entrance. Tell us the final destination and we will route it.

It follows where the cargo is going. The Atlantic side puts you at the Free Zone and the regional re-export trade. The Pacific side suits Panama City and onward movement down the coast. Sailing frequency from the US Gulf and East Coast favours the Atlantic side.

Houston is usually shortest for the Caribbean side, with New Jersey, Savannah and Baltimore also serving this lane. Which one suits depends on where the cargo is bought and which service is running. We choose the loading point around your purchase. We pick the loading point around where your cargo actually sits rather than defaulting to whichever warehouse is most convenient for us.

This is one of the shorter ocean legs we run, with frequent sailings from the US Gulf and East Coast. Transit depends on the loading port and the carrier's schedule. We give a concrete timeline with the quote rather than a generic range.

Our service ends at the port of discharge. Inland delivery is arranged by your corredor de aduana, who is also handling clearance. Tell us the final destination anyway, since it decides which side of the canal makes sense for your cargo. We can also recommend agents we have worked with before if you do not already have one in place at that end.

Usually three or four depending on the vehicles. Sedans and compact SUVs load efficiently, full-size pickups take more room and often drop the count to two or three. We confirm the loading plan once we know the exact units. If you tell us the exact years and models we will confirm the count before you commit, rather than discovering it on loading day.

Loaded on its own wheels, chocked, strapped at the wheels or suspension rather than over the bodywork, and blocked so it cannot shift at sea. Where the straps attach is what separates a careful load from a damaged car. We photograph the finished load as well, so there is a record of exactly how the vehicle was braced if a question ever comes up.

Yes. We photograph the cargo when it reaches our warehouse and again once it is loaded and braced, before the doors close. That record also supports a claim if anything goes wrong in transit, which is why we do it as standard.

Only if they are declared on the export filing. Undeclared goods packed inside vehicles are among the most common causes of clearance problems anywhere, and the consequence lands on the importer. Send us the list and we will file it properly. Send the list when you book and we will tell you whether anything on it is likely to cause a problem at your destination.

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 it clears, which stops auction storage charges building. Tell us early.

Within 24 to 48 hours in normal cases. Send the cargo details including the VIN or machine model, where it sits in the United States, the Panamanian port, and whether the cargo stays in Panama or moves onward through the Free Zone.

We arrange collection, bring the cargo to our warehouse, photograph it, book the container, load and brace it, file the US export declaration and send you the bill of lading. Your Panamanian agent takes it from the port of discharge. You get the booking reference as soon as the space is confirmed, so you can track the sailing rather than waiting to hear from us.

We are the NVOCC. Cassandra Logistics is a federally licensed Ocean Transportation Intermediary under FMC licence OTI No. 025125NF, legally Royal Port Container Lines, Inc. The number is public and verifiable with the Federal Maritime Commission before you send anyone money. Ask any company quoting you for their FMC number, and if they cannot give you one they are not the carrier.