A Freight Forwarder in Elizabeth, New Jersey

Our office is at One Slater Drive, Elizabeth, NJ 07206, in the industrial strip that runs alongside the Port Newark and Elizabeth marine terminals. It is a working address rather than a mailing one, and the reason it matters to a customer is narrow and practical: the gates our vehicles load through are minutes away rather than a day's drive away.

A vehicle export page written in another state can be perfectly accurate about the regulation and still have nobody who can walk into a terminal office when a dock receipt is wrong. Proximity does not change what US Customs requires, and we would not claim it does. What it changes is how quickly a problem at a gate stops being a problem.

Until August 2026 this page told you about two Port Newark auto terminals a few minutes from our door. Both are gone from our ports of loading, and we would rather tell you that than leave a convenient claim standing. We do not load roll-on roll-off out of New Jersey.

What New Jersey does is containers. We stuff and ship containers here, alongside Baltimore, Savannah, Miami, Houston, Los Angeles and Seattle, and that is the work the location actually serves: a vehicle collected from an auction in the North East can be at a loading bay the same day rather than on a trailer to another state.

For a single running car going roll-on roll-off, the gate is elsewhere: Baltimore, Wilmington, Providence, Davisville, Jacksonville or Freeport in Texas, depending on the carrier and the sailing. Every one of those, with its delivery address, receiving hours, telephone number, TWIC rule and document set, is on loading ports.

It would have been easy to leave the Port Newark records up. Nobody complains about a page that lists a terminal too many, until somebody trailers a car to it.

The same principle runs through the rest of our record. Since ASI restated it on 20 August 2026, every roll-on roll-off gate we book asks for the same set at the gate, the original title, five copies of the front and back of it, and five dock receipts, with the vehicle bill of sale added at Freeport and Jacksonville where one applies. What still differs from gate to gate is the TWIC rule and the receiving hours, and at Freeport the two carriers at the same street address take different views on TWIC. That is the sort of detail a page written in another state gets wrong.

One thing our record does not contain is a New York terminal. If a page tells you it loads from New York and New Jersey as a matched pair, ask which terminal, because the two sides of the harbour are not one operation.

Every gate in our record receives Monday to Friday only, most of them 8 AM to 4 PM, Jacksonville until 3 PM, and several shut for an hour at midday. That single line does more damage to more shipments than any regulation, because of what it collides with.

US Customs requires the documentation, and for a vessel export the vehicle itself, to be presented at least 72 hours before export, and the export filing for a used vehicle runs to the same 72-hour clock rather than the 24 hours general vessel cargo works to. Stack that against a gate that is shut at the weekend and the arithmetic gets unforgiving quickly. A title that surfaces on a Friday afternoon is not three days from a Monday cut-off in any practical sense, it is one working day from it.

This is why we ask for the destination and the state of the title before we talk about trucks. The sequence is fixed by the regulation and the receiving hours, and the only variable anyone actually controls is how early the paperwork starts moving. What being here adds is that the vehicle, the container and the people handling the paperwork are in the same place, so a title that arrives late meets a loading bay rather than a courier deadline.

This is the most common question we get from individuals delivering a vehicle themselves, and the honest answer has two layers.

The legal rule. A TWIC is required for unescorted access to a secure area of a maritime facility. A person without one may be admitted under escort with a compliant photo ID, and each facility's own security plan sets out how it handles escorting.

The practical rule. Escorting costs the terminal labour, so terminals reach different answers. Our record notes TWIC explicitly on some gates and not others, which is exactly why it is recorded per terminal rather than stated once as a site-wide policy. Check the specific gate before you drive, or let us deliver the vehicle for you.

Two quite different customers use the same terminals through us.

Dealers and exporters buying at auction. Repeat buyers at IAA, Copart and the equipment sales who need units collected from the yard, routed to the right carrier's terminal and gated in with the correct document set. The work here is mostly sequencing: titles arriving at different times to different lots, several sailings in play at once, and a different paperwork requirement at each gate. If that is you, the process end to end is set out on exporting a vehicle you bought at auction.

Individuals shipping one vehicle. A car being sent to family, a vehicle following an owner overseas, or a single purchase that needs to reach a port it cannot be driven to. The requirements are identical to the dealer's, which surprises people. There is no simplified route for a single private vehicle, and the export filing applies regardless of what the vehicle is worth. Start with how to export a car from the USA.

We also collect vehicles from auctions and dealerships across the region and deliver them to the closest suitable port, aiming to have units picked up within 2 to 3 days depending on the location and the driver's availability.