Ship a vehicle, container or machinery from the USA to Peru

Only within very narrow limits. Official Peruvian guidance states that used petrol vehicles must meet minimum quality requirements covering age, mileage, accident history, left-hand drive and emissions, and that the age must not exceed two years counted from the model year. That rules out the great majority of US auction stock.

Official guidance states the age must not exceed two years, counted from the model year. That is among the strictest limits in South America and it means an eligible vehicle is nearly new, with a price to match. There is little value advantage left once a vehicle is that recent.

No, in most categories. Official guidance states that importing used vehicles with compression-ignition engines, meaning diesel, in categories L, M and N is prohibited, with the exception of subcategories M3 and N3. Those exceptions cover larger buses and heavy trucks, not passenger cars or pickups.

Accident history is one of the minimum quality requirements Peru applies to used vehicle imports, which works directly against salvage and rebuilt stock. If you are shopping US auctions for value on damaged vehicles, Peru is one of the destinations where that strategy does not translate.

No. Left-hand drive is among the minimum quality requirements stated in official Peruvian guidance. American vehicles are left-hand drive from the factory, so US-sourced stock satisfies this particular requirement automatically. It is the age and diesel rules that cause the problems, not the steering.

Yes, and new vehicles avoid the used-vehicle quality requirements entirely. New vehicle imports carry their own documentation requirements including vehicle identification and homologation details. Tell us what you are moving and we will handle the shipping while your agent confirms the regulatory side.

Yes, and it is the more open category by a wide margin. Peru is a major mining country with substantial demand for used American construction and mining support equipment, and machinery does not face the passenger-vehicle age cap. We ship containerized, on flat-rack, or by heavy haulage.

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 to Callao or Matarani.

Matarani serves the south and the mining corridor toward Arequipa, which often makes it the sensible discharge point for equipment heading to southern operations. Callao suits the central corridor and Lima. Tell us the final site rather than the port and we will route it.

Often. Smaller excavators and loaders fit a 40ft container once the boom or arm is removed, while larger machines travel on flat-rack or by heavy haulage. The dismantling cost is usually far less than the freight difference. Send the make and model and we will check rather than estimate.

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

It depends on the US origin, the container size, the cargo, and whether pickup is required. Pacific coast routings from the USA generally transit the Panama Canal from East and Gulf coast ports. Because we are a direct NVOCC, the rate you get is the carrier rate. Get a free quote in 24 to 48 hours.

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

Sometimes because they are broker quotes that move after booking, and sometimes because they have quoted a vehicle that cannot legally enter. A cheap quote for a five-year-old used car into Peru is not a saving. Ask whether they have confirmed the cargo meets the minimum quality requirements.

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, taxes, port handling, your customs agent's fee, and inland transport. These are set by Peruvian authorities and charged at that end. Our quote covers the US side and the ocean leg to the port of discharge.

Callao is the principal container port and serves Lima and the central corridor. Paita serves the north and Matarani the south and the mining region. The right choice usually follows the inland destination rather than which port is largest.

Our warehouses in New Jersey, Savannah, Houston and Baltimore all serve this lane. Gulf and East Coast departures transit the Panama Canal for Pacific coast destinations. Which one suits depends on where the cargo is bought and which service is running.

It depends on the US loading port, the carrier's schedule and any transshipment, with Panama Canal transit involved from the East and Gulf coasts. Flat-rack and breakbulk cargo generally takes longer because suitable sailings are less frequent. We give a concrete timeline with the quote.

Our service ends at the port of discharge. Inland delivery within Peru is arranged by your customs agent, who is also handling clearance. Tell us the final destination anyway, since it decides which port makes sense for the ocean leg.

Peru operates special economic and free zone regimes with their own treatment for goods, which sometimes offer routes that ordinary import does not. How those apply to your specific cargo is a question for a Peruvian customs adviser. Tell us what you are considering and we will help you frame it.

Typically three or four depending on the vehicles, though on this lane the constraint is usually eligibility rather than space. Sedans and compact SUVs load more efficiently than full-size pickup trucks. We confirm the loading plan once we know the specific units.

Yes, consolidation is available. It splits the container cost between shipments rather than paying for unused space, which suits smaller shipments on a lane where sailings are less frequent. Timing has to align, so raise it early in the booking.

Yes. Full container load commercial cargo from any US origin 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.

Sometimes, but everything must be declared on the export filing and it changes treatment at destination. Undeclared goods are among the most common causes of clearance problems across the region and the consequence falls on the importer. Send us the full inventory before loading.

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

No. Clearance is handled by a licensed Peruvian customs agent. We are the ocean carrier, we deliver to the port of discharge, and we provide the documentation your agent needs. On a lane with strict eligibility rules, an agent who knows the vehicle regime is worth having.

Within 24 to 48 hours in normal cases, and usually with an eligibility view faster than that. Send the cargo details including the VIN or machine model, the US location, and your destination port. If what you are describing cannot enter Peru we will say so rather than quote it. Request a quote

On this lane, always. Peru's requirements are strict enough that eligibility should be settled before you bid rather than after. We will give you our reading for free, and your Peruvian customs agent should confirm it. A container that cannot be cleared is the most expensive shipment you can book.

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.