Are new cars shipped in containers?

Mostly no: brand‑new cars are typically moved on roll‑on/roll‑off (RoRo) vehicle carriers, not in containers, because RoRo is faster and more cost‑effective at scale. Containers are used selectively—for high‑value or prototype vehicles, small batches, certain electric vehicles, overflow during capacity crunches, destinations without RoRo service, and for knock‑down kits sent to assembly plants.

How new cars are usually transported

The global auto industry relies on purpose‑built car carriers—known as pure car carriers (PCC) or pure car and truck carriers (PCTC)—that let vehicles be driven on and off decks. These ships can carry thousands of vehicles per voyage and integrate with specialized terminals and inland distribution networks, making them the standard for mass‑market exports from major hubs in Asia, Europe, and North America.

When containers are used instead

Although RoRo dominates, containerization plays an important niche role, especially when scale, protection, routing, or timing make it the better fit.

• Small volumes and trial launches: Early shipments for new markets or low-volume models.
• High‑value, rare, or prototype vehicles: Added physical security and reduced handling.
• Overflow or disrupted RoRo capacity: During rate spikes or space shortages, containers can be a relief valve.
• Routes without reliable RoRo service: Remote, feeder, or backhaul lanes where containers call more often.
• Knock‑down kits (CKD/SKD): Parts and subassemblies shipped in containers for final assembly overseas.
• Special handling needs: Some EV shipments, armored vehicles, or custom builds with unique requirements.
• Dealer or private imports: One‑off shipments, including classic or collectible cars.

In these cases, containers offer flexibility and protection that can outweigh the efficiency of RoRo, particularly when the shipment count is too small to justify a dedicated vehicle-carrier booking.

How containerized car shipping works

Putting a car in a container is more than just parking and closing the doors; operators use purpose‑designed racks and securing systems to maximize safety and space.

1. Preparation: Vehicles are inspected, fluids and battery states are checked, and protective coverings are added.
2. Racking and loading: Systems such as modular steel racks allow 2–4 cars in a 40’ high‑cube container (fewer for large SUVs or pickups); cars are strapped and chocked to prevent movement.
3. Documentation and compliance: Customs, fumigation (where required), and dangerous‑goods declarations are filed—EVs and hybrids can trigger additional rules.
4. Intermodal move: Containers shift seamlessly between truck, rail, and deep‑sea ships, then on to deconsolidation at destination.
5. Unloading and inspection: Vehicles are carefully de‑racked, re‑inspected, and prepped for delivery or onward transport.

This process reduces handling touches compared with terminal driving, which can be an insurance and quality-control advantage for certain shippers.

Pros and cons: Containers vs. RoRo

Choosing between methods comes down to volume, cost, risk tolerance, and network coverage.

• Efficiency: RoRo moves thousands of cars per call; containers handle a handful per box, even with racking.
• Cost: RoRo is usually cheaper per vehicle at scale; containers can be competitive for small lots or on backhaul lanes.
• Speed and frequency: RoRo schedules are optimized for auto hubs; containers may offer more weekly sailings to secondary ports.
• Protection and security: Containers provide sealed, weather‑proof transit and lower pilferage risk.
• Port access: Containers reach many ports that lack dedicated RoRo facilities or where berth windows are tight.
• Handling risk: RoRo requires multiple starts/stops and terminal driving; containers reduce handling but add racking complexity.

For mainstream production, RoRo’s density wins; for niche needs, containers’ flexibility and protection can be decisive.

Capacity, cost, and safety considerations

Capacity realities

Modern PCTCs routinely carry 6,000–8,500 cars per voyage, with newbuilds pushing higher. By contrast, a 40’ high‑cube container typically fits 2–4 sedans with racking (often 2–3 SUVs; 1–2 large pickups). That disparity drives most OEMs to RoRo for volume programs.

Cost dynamics

Per‑unit costs favor RoRo at scale, but market conditions matter. During 2023–2024, tight RoRo capacity and elevated rates led some automakers—especially newer exporters—to lean on container services, with ocean carriers and specialized logistics firms offering “cars‑in‑containers” solutions. When RoRo rates normalize or dedicated capacity comes online, shippers often revert to RoRo for core lanes.

EV and hazard rules

Complete EVs are shipped under vehicle provisions rather than standalone battery rules, but carriers and ports may impose extra fire‑safety protocols. Some RoRo operators restrict certain battery chemistries or require specific state‑of‑charge levels; containerization can be used where policies are more accommodating or risk profiles differ. Requirements vary by line and port, so shippers confirm case‑by‑case.

Global trends to watch

Auto exports—especially EVs from Asia—have surged, straining RoRo capacity and spurring large orderbooks for new PCTC vessels delivering through 2026–2027. In the interim, containerized car flows remain a useful pressure release. Some fast‑growing OEMs are chartering or even commissioning their own car carriers, while logistics providers continue to refine multi‑level racking systems to squeeze more cars safely into each container.

What determines the right method

The choice depends on a handful of practical criteria that shippers weigh before booking.

• Shipment size and cadence: Steady, high volumes favor RoRo; sporadic or small batches may fit containers.
• Origin/destination network: Availability of RoRo calls, port congestion, and inland intermodal links.
• Vehicle mix: Dimensions, ground clearance, and value class (e.g., luxury vs. fleet).
• Risk and quality controls: Tolerance for handling, weather exposure, and theft risk.
• Timing and price: Spot capacity, seasonality, and relative RoRo/container rates on the lane.
• Regulatory constraints: Local port policies, EV handling rules, and customs requirements.

Aligning these factors usually makes the decision clear: RoRo for mainstream flows, containers for specialized or constrained moves.

Bottom line

New cars are not usually shipped in containers; RoRo is the industry standard for mass distribution. Containers are a strategic alternative for specific scenarios—small volumes, special vehicles, constrained routes, or during capacity crunches—offering extra protection and flexibility at the cost of lower density. As fleet capacity expands over the next few years, expect most volume to stay on RoRo, with containers continuing to serve targeted needs.

Summary

Most new cars travel on RoRo vessels because they offer unmatched scale and efficiency. Containers are used selectively for high‑value units, early market launches, overflow, certain EV movements, and CKD/SKD parts. With RoRo capacity tight but expanding, shippers mix methods based on volume, routing, risk, and cost, keeping containers as a flexible tool rather than the default choice.

Do cars get shipped in containers?

Yes, cars can be shipped in standard containers, particularly Roll-on/Roll-off (RoRo) ships or even dedicated container vessels, but containerized shipping is often used for high-value or low-volume shipments like classic cars, where a 20-ft or 40-ft container may be used to ship one or multiple vehicles. While RoRo vessels are the most common method for international vehicle transport, the containerized method offers enhanced security and can be a cost-effective option when sharing a large container with other vehicles.
 
Methods of Shipping Cars via Container

• Shared Container: Opens in new tabMultiple vehicles are loaded into a single 40-ft container using special racking systems, which helps to share costs and is a popular method for sending several cars. 
• Sole Container: Opens in new tabHigher-end luxury or classic cars may be shipped alone in a 20-ft or 40-ft container for added security and privacy. 
• Specialized Racking Systems: Opens in new tabModular racking systems are used to securely hold vehicles within the container, preventing them from shifting during transit and allowing for efficient use of space. 

When Container Shipping is Used

• High-Security Shipments: Opens in new tabFor expensive or collectible vehicles, containerization provides increased protection from theft and the elements compared to other methods. 
• Cost-Effective for Multiple Vehicles: Opens in new tabBy using a 40-ft container, the delivery cost can be split among several vehicles, making it a budget-friendly choice when shipping several cars. 
• Lack of RoRo Capacity: Opens in new tabDuring periods of low RoRo capacity, such as during the COVID-19 pandemic, the use of containers for car shipping saw a notable increase. 

Alternatives to Container Shipping

• Roll-on/Roll-off (RoRo) Ships: Opens in new tabThis is the most common and economical method for shipping cars internationally, where vehicles are driven on and off large, dedicated auto carrier ships. 
• Air Freight: Opens in new tabFor urgent or extremely high-value shipments, air freight is an option but is significantly more expensive than container or RoRo shipping. 

How are brand new cars transported?

Most vehicles travel by truck at some point during transport, especially during shipments to small-town dealers. These car haulers are usually double-deck trailers that can hold about 12 vehicles. Car haulers have ramps that raise and lower to ensure smooth and quick loading.

Will a full-size car fit in a shipping container?

Generally, any container smaller than 20ft will not be suitable to store most cars, unless you have small vintage roadsters to store. As mentioned earlier, a standard 20ft container can usually comfortably fit one car, sometimes two small cars.

How are cars transported on ships?

Cars are transported on ships using one of two methods: Roll-on/Roll-off (RORO) carriers or container ships. For RORO shipping, vehicles are driven directly onto the ship via ramps, then secured in place on various decks. For container shipping, cars are first loaded into specially designed shipping containers, which are then loaded onto a container ship.
 
Roll-on/Roll-off (RORO) Shipping

1. Loading: RORO ships have specialized ramps that allow vehicles to be driven directly from the port onto the vessel. 
2. Stowage: Cars are then driven to designated spaces on multiple decks, following a stowage plan to ensure ship stability and maximize space. 
3. Securing: Once parked, the vehicles are secured using chains, straps, and wheel chocks to prevent movement during the journey. 
4. Voyage: The ship’s crew continuously monitors the vehicles to ensure they remain secure and undamaged throughout the voyage. 
5. Unloading: At the destination, a crew unlatches the vehicles, and they are then driven off the ship, following the same plan. 

Container Shipping

1. Container Loading: The car is driven into a specialized container, which is a sturdy metal box. 
2. Container Securing: Inside the container, the car is also secured to prevent any movement during transit. 
3. Ship Loading: The entire container is then hoisted by a crane and placed onto a standard container ship. 
4. Voyage: The container ship transports the container to its destination. 
5. Unloading: At the port, the container is removed, taken to a distribution center, and then the car is unloaded. 

Which method is used?
RORO is the most common method for factory-new cars, while container shipping is often used for individual vehicles, smaller batches, or for greater security.