Shipping a non-running salvage vehicle internationally is a different operation from shipping a standard used car. The vehicle cannot be driven onto a carrier, it may have structural damage that affects how it can be moved, and it will spend anywhere from 35 to 90 days inside a container crossing multiple seas before it arrives at Poti. What happens in the loading bay before that container is sealed has a direct bearing on what condition the vehicle is in when Georgian customs inspects it on the other side.
Most loading problems are preventable. They tend to trace back to the same sources: inaccurate condition reporting at the booking stage, the wrong equipment arriving for a vehicle that cannot roll, or inadequate securing inside the container for a long ocean voyage. None of these are complicated to get right, but they all require preparation before the vehicle arrives at the warehouse rather than improvisation on the day.
This guide covers the full container loading process for non-running salvage vehicles heading to Georgia, from condition assessment through fluid management, securing methods, and documentation.
For salvage and non-running vehicles, container shipping is not one option among several. It is the appropriate method, and understanding why helps clarify everything that follows.
RoRo service requires vehicles to be driven or rolled onto the vessel by port staff under controlled conditions. A vehicle that does not start, has locked wheels, or has compromised steering cannot meet that requirement. Attempting to move a non-running vehicle through a RoRo terminal creates handling problems for the terminal and potential damage to a vehicle that is already in a vulnerable condition. RoRo is the right method for oversized equipment and heavy machinery that cannot fit in a container. For a damaged Dodge Charger or a flood-affected Toyota RAV4, container shipping is the correct choice.
Beyond the practicality argument, containers offer meaningful protection advantages for salvage vehicles specifically. A damaged car with missing body panels, exposed mechanical components, or a compromised roof structure is more vulnerable to weather and handling impacts than an intact vehicle. Container shipping encloses the vehicle entirely from the point of loading through to port arrival at Poti, protecting it from rain, salt air, and the physical activity of port handling throughout the voyage.
For the transit times involved on the Georgia routes, 35 days from Florida and up to 90 days from New York or California, that protection matters. A vehicle that arrives in worse condition than when it was loaded is a problem for the repair economics and potentially for the customs declaration as well.
A standard 20-foot container holds one vehicle comfortably, with enough clearance for loading equipment to manoeuvre during the process. A 40-foot container can hold two to four vehicles depending on their dimensions and whether any of them are particularly wide or have damage that affects their footprint.
For importers moving multiple salvage units, the 40-foot consolidation option is worth planning around. West Coast Shipping operates private warehouse facilities in California, Florida, and New Jersey, which means vehicles purchased at inland auctions across different states can be transported to the appropriate warehouse, assessed, prepared for loading, and consolidated into a single container before departure. The per-unit freight cost on a 40-foot container with three vehicles is significantly lower than three separate 20-foot shipments, and the documentation and coordination overhead is lower too.
The single most common source of loading day problems is a mismatch between what was reported at the booking stage and what the vehicle actually is when it arrives at the warehouse. Loading equipment is allocated based on the condition information provided. If that information is incomplete or inaccurate, the right equipment may not be present.
Before booking, the importer should be able to answer the following questions about each vehicle:
Does the vehicle roll freely when placed in neutral?
Does it steer, even without power steering?
Are all four wheels present and inflated enough to support the vehicle's weight?
Is the transmission locked, seized, or otherwise non-functional in neutral?
Is there significant structural deformation that affects the vehicle's width or undercarriage clearance?
Are there active fluid leaks from the fuel system, cooling system, or hydraulic lines?
These are not questions that require a mechanical inspection. Most of them can be answered from the auction listing photographs and the condition report that Copart and IAAI provide with every lot. The damage category, the key/start information, and the run and drive designation on the auction listing are all directly relevant to loading preparation. Reviewing them before booking rather than after is the most efficient use of that information.
For planning purposes, non-running salvage vehicles generally fall into one of four practical loading categories:
Rolls and steers. The vehicle has intact wheels, can be placed in neutral, and can be manually steered. This is the most straightforward category and requires a winch and basic loading ramp at minimum.
Rolls but does not steer. The vehicle moves but the steering is locked or the steering column is damaged. Loading requires winch operation with crew members physically guiding the front wheels, which takes more time and coordination than a rolling and steering vehicle.
Does not roll. Locked transmission, seized wheel bearings, destroyed tyres, or missing wheels. This category requires wheel skates or forklift assistance to move the vehicle into the container.
Structurally compromised. Frame damage, collapsed suspension, or missing major components that affect the vehicle's ability to support its own weight. This is the most demanding loading scenario and requires assessment before the vehicle arrives to determine the appropriate equipment and method.
Providing this categorisation at the booking stage rather than leaving it for the warehouse team to determine on arrival removes the most common source of loading day delays.
For salvage vehicles that roll and steer, winch loading is the standard method. A heavy-duty winch cable or nylon strap is attached to a solid structural anchor point on the vehicle, such as a tow hook, subframe crossmember, or factory recovery point, never to damaged or weak components like bumper covers or body panels.
The vehicle is pulled slowly onto the ramp and into the container, with a crew member guiding the steering if needed. The process must remain controlled to avoid risks like the cable pulling through a weakened point or the vehicle shifting on the ramp.
For vehicles that roll but do not steer, the same method applies, but two crew members are required to manually manage the front wheels. This is common in flood-damaged vehicles or those with steering system damage.
Vehicles with locked wheels, missing tyres, or seized drivetrains cannot be winched in the usual way. Wheel skates are used instead, allowing the vehicle to be moved without the wheels turning. The vehicle is positioned on skates, pushed or pulled into the container, and the skates are removed afterward.
If the vehicle cannot support its weight on skates due to severe undercarriage damage, forklift loading is required. The vehicle is lifted from reinforced points and placed into the container, which requires proper equipment and sufficient warehouse clearance. West Coast Shipping warehouse facilities are equipped to handle both skate and forklift loading scenarios.
Salvage vehicles that arrive at the warehouse missing one or more wheels present a specific challenge. A vehicle sitting on a bare rotor or a brake assembly cannot be moved by any standard method without risking further damage to the undercarriage or brake components.
The practical options are to source appropriate replacement wheels or tyres before the vehicle arrives at the warehouse, or to accept that forklift loading will be required and ensure the warehouse team is advised in advance. Attempting to improvise a solution on loading day without prior planning typically results in delays and occasionally in damage to components that were undamaged before loading.
Container shipping regulations require that vehicles with active fluid leaks be addressed before loading. A ruptured fuel tank, a split coolant hose, or a leaking hydraulic line inside a sealed container creates a contamination problem that affects the container itself and potentially other cargo if the container is used for consolidation.
Beyond regulatory compliance, fluid management is a practical necessity for the vehicle. Fuel sitting in a damaged tank throughout a 35 to 90-day ocean voyage can cause additional corrosion and contamination of mechanical systems that may have survived the original damage intact.
Flood-damaged vehicles are the most fluid-intensive category. Standing water in the cabin, engine bay, and boot needs to be drained or removed before loading. Water trapped in the cabin saturates carpet and padding, promotes mould growth during the voyage, and adds unnecessary weight. More importantly, water in the mechanical systems, particularly in the engine, transmission, and differential, can cause progressive corrosion damage throughout the transit period.
For flood vehicles, tipping the vehicle to drain standing water where possible, removing saturated interior materials if practical, and ensuring drainage points in the floor are unobstructed are all steps worth taking before loading.
Fire-damaged vehicles may have melted fuel lines, compromised fuel tanks, and residual fuel or hydraulic fluid in damaged systems. Draining the fuel tank and cutting fuel supply before loading is standard practice for fire-damaged units. The risk of residual fuel vapour in a sealed container is the reason this step is not optional.
Collision-damaged vehicles with ruptured coolant systems should have residual coolant drained before loading. Coolant is corrosive to metal components and can cause long-term damage to brake components and suspension parts if it pools during the voyage.
Once the vehicle is positioned inside the container, it must be secured to prevent movement during the ocean voyage, which is more complex for salvage vehicles.
The standard method uses axle straps attached to axle shafts and secured to container lashing rings, distributing the load safely. Chain hooks are avoided, as damaged components may not withstand stress during transit.
Wheel chocks are placed at the front and rear of each tyre to prevent rolling. For vehicles with damaged or missing tyres, chocks are positioned against available load-bearing surfaces.
Vehicles with significant structural damage, particularly those with open cabin areas, missing doors, or collapsed roof sections, may need additional dunnage or bracing to prevent components from shifting during the voyage. Loose parts that move inside the container can damage other components and create a hazard when the container is opened at Poti.
Loose components that cannot be secured to the vehicle should be removed, packaged separately, and loaded into the container alongside the vehicle with their own securing. Georgian customs inspectors at Poti assess the vehicle as it arrives, and a vehicle with parts scattered around the container floor creates questions about the condition that was declared at export.
The bill of lading, commercial invoice, and AES/ITN export declaration should all reflect the vehicle's condition as it was loaded. If the vehicle is non-operational, the bill of lading should state non-operational. If the vehicle was loaded without wheels, that should be noted. If loose parts were packaged and loaded separately, those should be listed.
A Georgian customs inspector opening a container that contains a vehicle in a condition significantly different from what the documentation describes will have questions that take time to resolve. The documentation package is not just a formality. It is the paper record that allows the customs clearance process to proceed without interruption.
For importers shipping multiple vehicles in one container, each vehicle needs its own complete documentation package. Commingling documentation across multiple vehicles in a single set of paperwork creates confusion at the Georgian customs stage that experienced customs agents can resolve but that costs time and potentially additional fees.
For a complete overview of the Georgian customs process covering title type treatment, value declaration best practices, and the full import framework, the main guide to shipping salvage cars to Georgia covers all three topics in one place.
Georgia's primary vehicle import port is Poti on the Black Sea coast. Container services from all three major US departure regions connect to Poti on regular schedules.
| Origin | Destination | Estimated Cost | Transit Time |
|---|---|---|---|
| New York | Poti | ~$3,300 | ~80 to 90 days |
| Florida | Poti | ~$3,400 | ~35 days |
| California | Poti | ~$5,800 | ~80 to 90 days |
Florida is the fastest and most cost-efficient departure point for Georgia-bound salvage shipments. For importers sourcing vehicles from US auction locations across multiple states, consolidation at a WCS warehouse in California, Florida, or New Jersey allows vehicles to be brought together, prepared, and loaded into a single container before departure, reducing per-unit freight costs on multi-vehicle shipments.
These are approximate estimates and should not be considered final prices. Actual costs vary depending on vehicle dimensions, container type, and market conditions. For an accurate quote, use our shipping calculator or contact our team directly.
Note: Freight costs and transit times are subject to change based on carrier schedules and market conditions.
For current container availability, consolidation options, and freight quotes for salvage shipments from the US to Poti, the WCS Georgia shipping page is the right starting point.
Whether you are moving a single non-running auction purchase or consolidating multiple salvage units into one container, use our shipping calculator to get a freight quote based on your vehicle, US origin location, and Poti destination. West Coast Shipping's team handles condition assessment, container loading, export documentation, AES filing, and full coordination through arrival at Poti.