Canada, Mexico, and overseas: questions and answers

No. A used self-propelled vehicle leaving the United States is a Customs process under 19 CFR 192.2. For export by vessel, the documents and the vehicle must be presented at least 72 hours before export. At a land border, the documents are due at least 72 hours before export and the vehicle is presented when it leaves. A road leg inside the United States, to a port you name, is the only piece this site can request quotes for.

Ocean freight, a container, foreign duty, and the steamship's own rules are not in a U.S. highway range. What this site can show is a domestic range to a U.S. port, after you see the estimate without giving contact details. If you then ask for quotes, you give your name, email, and phone and tick consent. Licensed companies that serve that U.S. route may contact you. The export cost comes from the forwarder and from Customs, not from this page.

You arrange the export yourself, or with a forwarder. For a used vehicle, 19 CFR 192.2 requires the title paperwork and, if a lease or a recorded lien exists, a separate signed writing from that company on its letterhead, with the VIN. Vessel exports need the documents and the vehicle presented at least 72 hours before export. After the car is at a U.S. port, the ship is a different booking. This site can only request quotes for a domestic road leg to a U.S. address. It does not file the export or insure the car.

A vacation in Europe is still an export from the United States, plus whatever the destination country requires to enter and register the car. A temporary trip does not remove the U.S. export rule in 19 CFR 192.2. If you only need the car moved inside the United States to a port, that road leg can be quoted. Ask a forwarder for the ship, and ask the destination country's consulate what a visitor's car needs. Those answers change, and this page will not invent them.

Height is a separate problem even before an export. Many open car trailers cannot take a high-roof van, so a domestic quote needs the measured height, not the model name alone. The export is still 19 CFR 192.2, and the ship decides whether that van fits its deck. Measure length, width, and height, including anything that sticks up. Then ask an ocean forwarder. This site can request quotes only for a U.S. road move of a van that a carrier agrees to load.

There is no RideShipper price for the United Kingdom. A U.S. highway range stops at a U.S. port. The ocean fare, UK import rules, and any registration there belong to the companies and agencies that handle that entry. Get those numbers from the forwarder and from the UK authority, dated the day you ask. If the car only needs to reach a U.S. dock, use the calculator for that domestic leg and treat it as a different bill.

Service members should read their orders and ask the transportation office before paying a private shipper, because a government POV shipment is a different program. Everyone else should price the ship with a forwarder and ask what the UK requires for that car. A domestic range on this site is not that decision.

Those are foreign exports, not a longer U.S. truck route. Biosecurity and import rules at the far end are that country's, and this page will not guess them. What you can price here is a U.S. road shipment to a port on the mainland or in Hawaii. The ocean bill, the container if one is used, and the foreign entry are separate contracts. Ask the forwarder for a written fare and a cutoff. Do not treat a website band as that fare.

Jamaica is a foreign country. Under 19 CFR 192.2, a used vehicle exported by vessel needs the paperwork and the vehicle presented to Customs at least 72 hours before export. A truck to a Florida port, if that is the plan, is a U.S. domestic shipment and can be quoted on its own. The sailing and Jamaica's entry are yours to book with a forwarder.

No. The U.S. side is an export under 19 CFR 192.2. Costa Rica's rules for a foreign car are Costa Rica's, and they are not stated on this page. If you need the car driven to a U.S. port, that is a domestic quote. Ask a forwarder what ship they actually have and what documents Costa Rica wants before you buy a ticket for yourself.

RideShipper has no Greece fare. Greece is an export plus a European entry, and this site books neither. Do not add miles across the Atlantic to a U.S. calculator and treat the result as a ship price. The calculator is a highway model. Ask an ocean forwarder for a written rate, what port they use, and the cutoff. On the U.S. side, 19 CFR 192.2 still sets the document timing for a used vehicle. A lien or a lease needs a separate letter from that company.

No. Kenya is outside what RideShipper arranges. A used vehicle leaving the United States still follows 19 CFR 192.2, including the 72-hour presentation rule for a vessel export. Kenya's import limits, age rules, and duty are Kenya's to publish. Check that government's current page or a forwarder who will put the rule in writing. The only quote this site can start is a U.S. road move to a port. It is not the voyage.

The highway planning page on this site excludes ocean routes on purpose. A sailing calendar would be the steamship's, and it changes. Ask the forwarder for the cutoff at the U.S. port and the advertised voyage, and treat both as estimates until they are on a booking. The U.S. export clock in 19 CFR 192.2 is separate: documents and the vehicle at least 72 hours before a vessel export. That is a minimum notice, not a sailing date.

Manila is in the Philippines, so the trip is an export, not a Hawaii-to-mainland barge. Hawaii-to-mainland shipping is a different product, on lines such as Matson or Pasha, and it stays inside U.S. points those lines publish. If you only need the car on the U.S. mainland, use the Hawaii page. If you need Manila, use a forwarder.

Two separate stops apply. The export is 19 CFR 192.2. The ship may also refuse the battery. Matson has suspended electric vehicles and plug-in hybrids. TOTE Maritime Alaska and TOTE Maritime Puerto Rico said the same, effective 1 August 2025. Those bans are for their vessels, not a world rule. Ask the line that would actually sail. A damaged battery is a different hazardous-materials problem, not an ordinary car on a trailer.

A travel trailer is not the same load as a passenger car on a multi-car truck. Whether a carrier will haul the trailer inside the United States depends on size, brakes, and whether it can be towed or decked. Ask with the measurements. The ocean leg, Australian biosecurity, and import entry are a forwarder's job, not a quote on this site. A rental car big enough to tow is the rental company's inventory.

RideShipper can request quotes only to a U.S. address. It does not drive the car into Mexico or clear it there. If the car will be exported at a land border, 19 CFR 192.2 says the documents go to Customs at least 72 hours before export, and the vehicle is presented at the time of export. A lease or a recorded lien needs a separate signed letter on that company's letterhead, with the VIN. Mexico's rules for a foreign car are Mexico's. Book the U.S. delivery, then handle the crossing with the agency and any Mexican broker you choose.

Bring a Trailer is an auction, not RideShipper. Who arranges the truck is in that listing, and it can change. A carrier on a RideShipper request can deliver to a U.S. point, including a U.S. meeting point near the border. If the car will be exported by land, 19 CFR 192.2 requires the documents at least 72 hours before export. You still have to arrange whatever Canada requires to enter or register the car.

The border and the truck are two jobs. A vehicle offered for importation needs a declaration under 49 CFR 591.5, and EPA has its own import process for vehicles and engines. After the car is legally in the United States, a carrier can price a road move to Florida only if you say whether it rolls, steers, and brakes. A car that will not roll may be refused. This site can request quotes for that U.S. road leg. It does not clear the border and it does not winch the car itself.

It never touches a Canadian export, a U.S. transit, and a Philippine import as one booking. If the car enters the United States, 49 CFR 591.5 is the safety-declaration rule and EPA has a separate vehicle-import page. If it then leaves the United States for the Philippines, 19 CFR 192.2 is the export rule. Either border is yours. The only piece this site can quote is a road move between two U.S. addresses after the car is already legal to transport here.

If the vehicle is 25 or more years old, 49 CFR 591.5(i) is one declaration an importer can file. A newer vehicle that was not built to U.S. standards needs a different declaration in that same section, which can mean a registered importer and a bond. EPA has a separate process for vehicles and engines. Read both before you buy. After the car is legally in the country, a U.S. road shipment can be quoted. The import itself cannot.

A vehicle that is 25 or more years old can be declared under 49 CFR 591.5(i). A newer Hilux that was not certified to U.S. standards is not an ordinary driveway import. Other boxes in 591.5 exist, including registered-importer entries, and they are narrower. EPA's import rules are separate. Check both agencies for that VIN before you pay for a ship. It quotes U.S. domestic moves only.

If the Hilux is already legal to operate or transport in the United States, the cost is a domestic carrier price, and it depends on the cities, the date, and whether the truck runs and fits the trailer. Use the calculator for that U.S. lane. Age and certification decide whether 49 CFR 591.5 even allows the entry. Get the ship and the duty from a forwarder and from Customs. Do not add those bills to a highway range.

A current model is not 25 or more years old, so the 49 CFR 591.5(i) declaration does not fit. Importing a vehicle that does not conform to U.S. safety standards requires one of the other declarations in that section, often a registered importer NHTSA has found eligible. EPA has its own rules. Those are filings, not a truck quote.

Ask your transportation office. Military OneSource says you may have an entitlement to ship or store one privately owned vehicle at government expense on PCS orders, and that OCONUS locations can have extra restrictions. A kei truck's size, title, and road legality can change the answer. Get it in writing from the office before you pay a private shipper.

Ramstein is a government POV question if your orders authorize one. Military OneSource says only one POV may be shipped at government expense on the OCONUS patterns it describes, and the government ships one POV of 20 metric tons or less, with excess that you may have to pay. Modifications can change whether that program, or a ship, will accept the car. Ask the transportation office before you assume it goes.

That letter is the lender's decision. If you export the car yourself, 19 CFR 192.2 requires a separate writing from the lienholder when a recorded lien exists. The writing has to be on that company's letterhead, describe the vehicle including the VIN, name the lienholder, give phone numbers, carry an original signature, and state the date. Ask the lender whether they will sign that, and ask your transportation office if a government POV shipment has its own form. One is not the other.

Military OneSource tells you to contact your transportation office for an OCONUS move, and it warns that some OCONUS locations add restrictions. The office, and the POV process it assigns, set the pickup window and the vessel. If the office says the car is your expense instead of a government shipment, a U.S. road leg after the car arrives can be quoted. The ocean leg from Germany cannot.

Start at the transportation office, not at RideShipper. Military OneSource says one POV may be shipped at government expense on OCONUS orders, with exceptions, and that some locations restrict POVs because of customs or base policy. Korea's rules are in your orders and at that office. If the office says a second car, or this car, is your expense, you still cannot export it through RideShipper. A private export is 19 CFR 192.2 and a forwarder. Storage, if offered, is also the office's answer.

Maybe, and only the transportation office can say so for your orders. Military OneSource says you may have an entitlement to ship or store one POV at government expense when you have PCS orders. That is not a promise that a commercial storage lot is covered, and it is not a second free car. Ask the office what storage they authorize, for how long, and who signs the car in. A private storage contract is a different bill if the office says no.

The gap is whatever the government shipment actually takes, which your transportation office can describe. A rental is a separate contract with a rental company, with that company's one-way or overseas rules. Do not assume the government pays the rental unless the office or your orders say so. This page states no rental allowance. If the car is your expense instead, a private export is arranged with a forwarder.

Those are U.S. domestic shipments, not border jobs. RideShipper can show a highway range for them. The range depends on the cities, the date, open or enclosed, and whether the car runs. It is a model, not a carrier's price. The carrier that accepts the load sets the real number. You see the range before you give contact details. New Mexico title fees are a state motor-vehicle question, not part of the truck price. Look up the fee on the New Mexico motor vehicle site. This page does not print it.