Ship a car, container or machinery from the USA to Uruguay

Because it is the natural ocean gateway for the River Plate basin, including landlocked Paraguay. Cargo lands at Montevideo and continues by barge up the Parana and Paraguay river system or by road. For a large share of the region's containerised imports, Montevideo is where the sea leg ends.

No, and the distinction matters from the start. Cargo in transit to another country is handled differently from cargo being imported into Uruguay, with different paperwork. Tell us and your agent the final destination at the outset rather than after the container has arrived. See our Paraguay guide.

The Parana and Paraguay river system carries a large share of the region's containerised trade upriver from the River Plate. It is slower than road but generally cheaper for containers. Which method suits your cargo is a question for your agent, and it is worth asking before you choose a gateway port.

No. We deliver the container to the port of discharge and hand over the bill of lading and documentation. The onward river or road leg is arranged by your agent. We state this plainly because exporters who blur that line are the ones whose clients meet unexpected costs at the port.

Uruguay operates free zone and free port arrangements widely used for regional distribution and transit, which is part of why Montevideo carries so much cargo destined elsewhere. How they apply to your specific shipment is a question for a Uruguayan customs agent, and worth asking early because it can change the whole structure.

Storage and transit arrangements are available and are part of what makes Montevideo useful as a regional hub. The terms are set by the terminal and your agent rather than by us. If your shipment involves a wait before the onward leg, plan it with your agent before the container sails.

It depends on the US origin, the container size, the cargo, and whether pickup is needed. Because we are a direct NVOCC rather than a broker, the rate you get is the carrier rate rather than a resold one. Tell us the cargo and origin and we will price it properly. Get a free quote in 24 to 48 hours.

No, and this is where buyers get caught. A Montevideo quote covers the ocean leg to the port. Reaching Asuncion involves a river or road leg beyond that, arranged separately. Any company quoting a single door figure for Paraguay should be asked exactly which legs it includes.

Often because they quote only to the gateway port while implying delivery further inland, or they are broker quotes that move once booked, or they exclude US collection and export filing. Ask in writing exactly which port the price reaches and where their responsibility ends.

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 South Atlantic sailings. We include the figure in the quote so the comparison is complete.

Considerably, per unit. Ocean freight is charged on the container rather than per vehicle or per machine, so each additional item spreads the same cost further. If you are buying more than one thing, timing the purchases onto a single booking is the main saving available.

Customs duty and taxes, port handling, your agent's fee, and the onward leg if the cargo is in transit. These are charged at that end and depend on whether the cargo is being imported into Uruguay or moving through it. Our quote covers the US side and the ocean leg.

Yes. We ship cars, pickup trucks and classic vehicles in shared, sole-use or enclosed containers, collected from anywhere in the USA through our nationwide vehicle pickup and towing service. Import eligibility and duty are matters for your Uruguayan customs agent, and worth confirming before you buy.

Yes. We collect directly from Copart, IAA, Manheim and eBay Motors yards anywhere in the USA, load at our warehouse and ship to Montevideo. Whether a specific vehicle can be imported and registered at destination is a question for your agent, particularly with salvage or rebuilt stock.

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. Flag it at quote stage.

For a valuable, restored or original car, yes. A sole-use or enclosed container means the vehicle 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.

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

Yes, and it is a significant part of this lane given the agricultural economies of the region. We export tractors, harvesters and implements alongside construction plant, shipping containerized, on flat-rack, or by heavy haulage depending on dimensions and weight.

Yes. We collect from Ritchie Bros., IronPlanet and Purple Wave sites anywhere in the USA, arrange dismantling and securing where required, and prepare the machine for ocean transit. Machinery bound for Paraguay in particular benefits from that country's absence of an age limit on used equipment.

Frequently. Agricultural and earth-moving equipment is commonly required to arrive free of soil and plant material because of pest and disease controls, and this applies across the region. Steam cleaning before loading is cheap against the cost of a machine held at the port for cleaning.

Many mini and midi excavators will once the boom and arm are removed. 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. Send the model and we will check rather than estimate.

Yes. Booms, arms, buckets, cabs and counterweights come off and travel in the same container, documented so the machine can be reassembled at destination. Dismantling usually costs far less than the freight difference between a container and a flat-rack booking.

Our warehouses in New Jersey, Savannah, Houston and Baltimore all serve South Atlantic sailings. Which one suits depends on where the cargo is bought and which service is running. East Coast departures are common on this lane.

It depends on the US loading port, the carrier's schedule and any transshipment. Add time for the onward river or road leg if the cargo is continuing to Paraguay. We give a concrete timeline for our portion with the quote rather than a figure for a journey we do not control end to end.

Nueva Palmira is an upriver terminal on the Uruguay river used for regional and transit cargo, and it can suit certain shipments. Whether it beats Montevideo depends on the cargo and the onward routing. Tell us the final destination and we will advise on the sensible discharge point.

Yes. Full container load commercial cargo from any US origin to Montevideo is normal work, 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.

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. Uruguayan or transit clearance is handled at destination by your customs agent.

No. Clearance and transit formalities are handled by a licensed Uruguayan customs agent. We are the ocean carrier, we deliver to the port of discharge, and we provide the documentation your agent needs. On transit cargo, an agent experienced in the regime is worth having.

Within 24 to 48 hours in normal cases. Send the cargo details, the US pickup location, and the final destination including whether the cargo is staying in Uruguay or moving onward. That last detail changes the shipment more than most people expect. Request a quote

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.