U.S. slaps antidumping duties on Canadian, Mexican van trailers

Transport Topics

By Keiron Greenhalgh | Staff Reporter

U.S. dry and refrigerated van trailer imports from Canada and Mexico are now subject
to antidumping duties, although the levies are substantially lower than a trio of
complainants requested.

“Dumping” refers to flooding a market with goods and products to drive down prices,
but one trailer manufacturer told Transport Topics the determination may have the
opposite effect and raise prices at a time of increasing demand.

The Department of Commerce determined the tariffs should be applied after an
investigation of imports of van-type trailers and subassemblies following a November
2025 petition by three of the largest U.S.-based trailer manufacturers — Great Dane,
Stoughton Trailers and Wabash.

The tariffs were much lower than the 223.13% to 297.26% duties sought for Canadian
trailer exporters and 209.47% to 431.89% levies requested on the output of their
Mexican peers.

Many of the Mexican manufacturers are also subject to countervailing duties after a
June 2 determination by Commerce following a concurrent investigation. The coalition
withdrew its countervailing complaint against Canadian manufacturers May 27.
Assigned margins

Preliminary dumping margins assigned to Canadian and Mexican manufacturers:
Canada: Di-Mond Sales, Innovative Trailer Design Industries, Morgan Canada
Corp., all others 4.29%. Collins Manufacturing Co., Gincor Werx 44.86%.
Mexico: Utility Trailer Manufacturing de Mexico, 3.21%. Hyundai de Mexico,
10.19%. Commercialzador Nimmka, BRD Trailers, Gallegos Trailers, Industrias
Kuzzy de Mexico, Manufacturas Industriales Gami, 79.92%. All others 8.72%.
Source: U.S. Department of Commerce

The periods under scrutiny in the investigations were Oct. 1, 2024, through Sept. 30,
2025.

Unsurprisingly, the coalition that submitted the petition was pleased with Commerce’s
determination.

“These preliminary determinations represent another meaningful step toward restoring
fair competition in the U.S. trailer market,” said Robert DeFrancesco, trade counsel to
the coalition.

When DeFrancesco and the coalition filed the petition, demand was weak, and tariffs on
steel and aluminum imports cut into U.S. trailer manufacturer margins.

Since then, however, trailer demand started to return incrementally and went on a tear
in the second quarter of 2026.

April orders soared 126% year over year, May orders rose 12% and June orders jumped
144%, according to ACT Research data. In addition, June orders jumped 133%
compared with May.

Indeed, Wabash CEO Brent Yeagy told investors July 29 that the ongoing freight market
recovery had favorably altered trailer demand in a fashion unseen in 40 years.
Wabash on July 9 said it was opening its order book for 2027 dry van trailer production
slots a couple of months earlier than usual, citing the turnaround in demand from
carriers.

Utility warns of consequences

But on the other side of the dispute, Utility Trailer Manufacturing President and Chief
Operating Officer Steve Bennett warned that the coalition’s efforts could stall the flow of
trailers to carriers and raise prices simultaneously.

“We operate in a highly cyclical industry where demand surges often extend lead times
to 12 to 18 months. The coalition’s efforts to restrict competition will likely result in
higher prices and extended lead times, costs that will ultimately be borne by
consumers,” Bennett told TT.

“These measures will also decrease the competitiveness of the U.S. transport industry
when operating in Canadian and Mexican markets,” he added.

Utility is reviewing the determinations. The company plans to comply with Commerce’s
requirements.

City of Industry, Calif.-headquartered Utility operates dry van manufacturing facilities
in Arkansas and Virginia, refrigerated trailer manufacturing facilities in Utah, Virginia
and Piedras Negras, Mexico, and produces flatbeds in Alabama.

Fellow trailer major Hyundai Translead declined to comment.

The company operates a plant in Rosarito, Mexico, but in March unveiled plans for two
manufacturing sites in Joliet, Ill., due to the rebound in the freight market and
consequent upturn in trailer demand.

An investigation of Chinese exporters lodged by the coalition — filed at the same time as
the petition against Canadian and Mexican manufacturers — is ongoing.

Data shows U.S. dry van and refrigerated trailer imports from the three targeted
countries totaled 72,333 units in 2023, 48,751 trailers in 2024 and 21,082 in the first
half of 2025.

Imports from Mexico totaled 71,657 trailers in 2023, 47,441 units in 2024 and 20,060 in
the first six months of 2025.

Canadian dry van and refrigerated trailer and subassembly exports to the U.S. totaled
653 units in 2023, 1,272 trailers in 2024 and 1,017 between Jan. 1 and June 30 in 2025.