$1,800 to $2,000 for an operable mid-size car on an open trailer, over 2,850 miles and seven to ten days on the road. That is a measured figure from real loads on this corridor rather than a national estimate, and it is current as of September 2026.

Close to it. The Seattle area up to New York runs $1,850 to $2,000, so the two directions sit almost on top of each other. On some corridors one direction is far cheaper than the other; this is not one of them, and that is worth knowing if you are planning a move in either direction.

Snoqualmie Pass, where Interstate 90 crosses the Cascades about sixty miles east of Seattle at just over 3,000 feet. It is the main commercial road into the city from the east, and in winter it can call for chains on large trucks and occasionally closes outright when conditions turn extreme.

In winter it often does. The rest of the route across the northern states is ordinary interstate driving that a driver handles without drama. The pass is the single point where weather can hold a truck for a few hours or, rarely, a day. It is the last thing between your car and Seattle.

The area around the pass averages over 400 inches a year, which is why it has chain rules and avalanche control built into how it operates. None of that is unusual for the people who run this route. It is simply part of the job between November and March.

Not at all, and we do it every winter. What it asks for is a day of slack in your plans rather than a change of season. Tell us if your delivery date is fixed and we will build the schedule with that margin in it rather than cutting it fine.

They wait it out, usually for hours rather than days, and they call you. Carriers who work this corridor watch the pass reports the way everyone else watches the weather, and they will sit east of it rather than push into a closure. That is the right call every time.

There are other Cascade crossings but I-90 is the lowest of the year-round routes and the one built for commercial traffic. A carrier is not going to take a loaded seventy-five foot rig over a smaller mountain highway to save an afternoon, and you would not want him to.

Seven to ten days on the road once the car is loaded, plus your collection window before it. Two to three weeks from booking to delivery is the realistic planning figure on a standard order, and a little more if you are moving in deep winter.

Federal rules cap how many hours a driver can be at the wheel and he has other cars to drop across the northern states on the way. A day named before the car is loaded would be invented. You get a dependable range, then a call as he approaches Washington.

Honestly, not as much as it would elsewhere. What you buy is a shorter wait for collection, three days instead of six. The crossing stays at seven to ten regardless, and since the crossing dominates the timeline on this route, most of your wait is untouched.

Aim for two to three weeks, stretching that through summer when demand peaks across the country. Where you have an immovable date at the far end, booking sooner simply makes everything else easier on a journey this long.

The city and the whole Puget Sound region: Bellevue, Redmond, Kirkland, Everett, Renton, Kent, Federal Way, Auburn, Tacoma and down to Olympia. The suburbs are generally easier for a carrier than the city itself.

It is the one local wrinkle at the delivery end. Queen Anne, Capitol Hill, Fremont and parts of Ballard combine hills with narrow streets and parked cars, which is hard work for a long trailer. We agree a flatter, wider spot nearby when you book, at no charge.

In the denser blocks, usually not to the door, and that is routine. At booking we pick a workable spot close by, a broader cross street or an open lot within a few minutes, and it costs you nothing. The driver has that location before he sets off.

Bring it up to street level on the day. Parking structures are off limits to a car carrier and the clearance in nearly all of them is far below what the truck needs. A couple of minutes' work, and it is the detail New York customers most often overlook.

A trailer leaves full, and filling one bound for the Pacific Northwest takes longer to arrange than filling one going two states over. Standard orders work to a six day spread around your chosen date and expedited tightens it to three.

Only if you want the journey for its own sake. The realistic arithmetic is four or five demanding days at the wheel, fuel and food across ten states, three or four nights paid for, and then the identical trip in reverse to get yourself home. Shipping generally undercuts that on money and hands you back the better part of two weeks.

Work backward from your arrival date rather than forward from today. The road alone is seven to ten days and the collection window sits in front of it, so the booking wants to go in two to three weeks ahead rather than the same week as your flight.

Considerably. Booked as one job, each car comes in under what it would cost alone, and across 2,850 miles that gap is wider than it would be on a regional move. The driver does barely any additional work for the second vehicle and the price reflects that.

Yes, and it is routine. The wheels have to turn, the steering has to work and the brakes have to hold so a winch can draw it up the ramp, and the assigned truck has to carry winch gear, which not all do. No flat fee applies. Allow from about $200 upward and say so at booking.

Almost certainly not. Full-size pickups and large SUVs make this crossing constantly. Pricing tracks the space taken on the deck, so raised suspension, wider tires or a long bed each shift it. Pass on the year, make, model and any alterations and we will be accurate first time.

It runs about 80 percent above open, and the length of this trip is a genuine argument for it. Your car is outdoors for seven to ten days, some of it through winter weather across the mountain states. For a classic or fresh paintwork that is worth weighing carefully.

Only if the car is on an open trailer through a winter crossing, and even then it is the same exposure the car would get sitting outside at either end. If that bothers you for a particular vehicle, enclosed transport is the answer rather than a different season.

A wash, so the condition report is unambiguous. Fuel down near a quarter tank, toll transponder out, cabin cleared of loose items, mirrors folded in, and a photograph of every panel that already carries a mark. Set a spare key aside.

Keep it to roughly a hundred pounds, stowed low. Bear in mind the cargo policy protects the car and not what is inside it, and that whatever you add counts against the rig's permitted weight. Over 2,850 miles, send nothing you could not stand to lose.

The trucking company we assign it to, under Carrier Cargo Insurance. The policy is theirs rather than ours. It takes effect as the car goes up the ramp in New York and stays in force until it comes down again in Seattle. We receive the certificate on acceptance and will send it over if you want to see it.

No, and on a crossing this long that matters. One truck and one driver carry it from New York to Seattle, with no yard stop in the middle and no second company involved. Handover points are where most damage claims in this industry begin.

Perfectly fine, and common here since people often fly out on different days. Put their name and a cell number on the booking and they can accept the vehicle and sign the condition report exactly as you could.

It will not. We do not run outbound sales calls, and your details are never passed along. Everything we send you relates to the shipment itself and nothing besides. Tell us you prefer writing and the whole thing happens over email.