ITC Investigation 701-TA-3813 is a U.S. International Trade Commission antidumping (AD) proceeding on Chassis and Subassemblies from Mexico, Thailand, and Vietnam; Inv. No. 701-TA-755-756 and 731-TA-1734-1736 (Preliminary) from Mexico, Vietnam, and Thailand. It's in the preliminary phase and currently in completed status. Commerce initiated the underlying investigation on March 24, 2025. No AD/CVD order has been issued from this investigation yet — the case will appear here once Commerce publishes a final determination.
Phase, parties, documents, and full text from USITC IDS
Chassis and Subassemblies from Mexico, Thailand, and Vietnam; Inv. No. 701-TA-755-756 and 731-TA-1734-1736 (Preliminary)
Pending ITC investigation (preliminary/completed) on "Chassis and Subassemblies".
Parties
Documents
Full text (885,157 chars)
=== USITC Institution === 11180 Federal Register / Vol. 90, No. 41 / Tuesday, March 4, 2025 / Notices the Federal Register to obtain comments from the public and affected agencies. DATES : Comments are encouraged and must be submitted (no later than May 5, 2025) to be assured of consideration. ADDRESSES : Written comments and/or suggestions regarding the item(s) contained in this notice must include the OMB Control Number 1651–0127 in the subject line and the agency name. Please submit written comments and/or suggestions in English. Please use the following method to submit comments: Email. Submit comments to: CBP_ PRA@cbp.dhs.gov. FOR FURTHER INFORMATION CONTACT : Requests for additional PRA information should be directed to Seth Renkema, Chief, Economic Impact Analysis Branch, U.S. Customs and Border Protection, Office of Trade, Regulations and Rulings, 90 K Street NE, 10th Floor, Washington, DC 20229–1177, Telephone number 202–325–0056 or via email CBP_PRA@cbp.dhs.gov. Please note that the contact information provided here is solely for questions regarding this notice. Individuals seeking information about other CBP programs should contact the CBP National Customer Service Center at 877–227–5511, (TTY) 1–800–877–8339, or CBP website at https://www.cbp.gov/. SUPPLEMENTARY INFORMATION : CBP invites the general public and other Federal agencies to comment on the proposed and/or continuing information collections pursuant to the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 et seq.). This process is conducted in accordance with 5 CFR 1320.8. Written comments and suggestions from the public and affected agencies should address one or more of the following four points: (1) whether the proposed collection of information is necessary for the proper performance of the functions of the agency, including whether the information will have practical utility; (2) the accuracy of the agency’s estimate of the burden of the proposed collection of information, including the validity of the methodology and assumptions used; (3) suggestions to enhance the quality, utility, and clarity of the information to be collected; and (4) suggestions to minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, e.g., permitting electronic submission of responses. The comments that are submitted will be summarized and included in the request for approval. All comments will become a matter of public record. Overview of This Information Collection Title: Guarantee of Payment. OMB Number: 1651–0127. Form Number: I–510. Current Actions: Extension without change. Type of Review: Extension without change. Affected Public: Businesses. Abstract: Section 253 of the Immigration and Nationality Act (INA), 8 U.S.C. 1283, requires that an alien crewman found to be or suspected of having any of the diseases named in section 255 of the INA must be hospitalized or otherwise treated, with the associated expenses paid by the carrier. The owner, agent, consignee, commanding officer, or master of the vessel or aircraft must complete CBP Form I–510, Guarantee of Payment, that certifies the guarantee of payment for medical and other related expenses required by section 253 of the INA. No vessel or aircraft can be granted clearance until such expenses are paid or the payment is appropriately guaranteed. CBP Form I–510 collects information such as the name of the owner, agent, commander officer or master of the vessel or aircraft; the name of the crewmember; the port of arrival; and signature of the guarantor. This form is provided for by 8 CFR 253.1(a) and is accessible at: https://www.cbp.gov/ newsroom/publications/forms?title=I- 510. Type of Information Collection: CBP Form I–510. Estimated Number of Respondents: 100. Estimated Number of Annual Responses per Respondent: 1. Estimated Number of Total Annual Responses: 100. Estimated Time per Response: 0.083 hours. Estimated Total Annual Burden Hours: 8. Dated: February 26, 2025. Seth D. Renkema, Branch Chief, Economic Impact Analysis Branch, U.S. Customs and Border Protection. [FR Doc. 2025–03409 Filed 3–3–25; 8:45 am] BILLING CODE 9111–14–P INTERNATIONAL TRADE COMMISSION [Investigation Nos. 701–TA–755–756 and 731–TA–1734–1736 (Preliminary)] Chassis and Subassemblies From Mexico, Thailand, and Vietnam; Institution of Antidumping and Countervailing Duty Investigations and Scheduling of Preliminary Phase Investigations AGENCY : United States International Trade Commission. ACTION : Notice. SUMMARY : The Commission hereby gives notice of the institution of investigations and commencement of preliminary phase antidumping and countervailing duty investigation Nos. 701–TA–755– 756 and 731–TA–1734–1736 (Preliminary) pursuant to the Tariff Act of 1930 (‘‘the Act’’) to determine whether there is a reasonable indication that an industry in the United States is materially injured or threatened with material injury, or the establishment of an industry in the United States is materially retarded, by reason of imports of chassis and subassemblies from Mexico, Thailand, and Vietnam, provided for in subheadings 8716.39.00 and 8716.90.50 of the Harmonized Tariff Schedule of the United States, that are alleged to be sold in the United States at less than fair value and alleged to be subsidized by the Governments of Mexico and Thailand. Unless the Department of Commerce (‘‘Commerce’’) extends the time for initiation, the Commission must reach a preliminary determination in antidumping and countervailing duty investigations in 45 days, or in this case by April 14, 2025. The Commission’s views must be transmitted to Commerce within five business days thereafter, or by April 21, 2025. DATES : February 26, 2025. FOR FURTHER INFORMATION CONTACT : Stamen Borisson ((202) 205–3125), Office of Investigations, U.S. International Trade Commission, 500 E Street SW, Washington, DC 20436. Hearing-impaired persons can obtain information on this matter by contacting the Commission’s TDD terminal on 202– 205–1810. Persons with mobility impairments who will need special assistance in gaining access to the Commission should contact the Office of the Secretary at 202–205–2000. General information concerning the Commission may also be obtained by accessing its internet server (https:// www.usitc.gov). The public record for these investigations may be viewed on VerDate Sep<11>2014 17:36 Mar 03, 2025 Jkt 265001 PO 00000 Frm 00033 Fmt 4703 Sfmt 4703 E:\FR\FM\04MRN1.SGM 04MRN1 ddrumheller on DSK120RN23PROD with NOTICES1 11181Federal Register / Vol. 90, No. 41 / Tuesday, March 4, 2025 / Notices the Commission’s electronic docket (EDIS) at https://edis.usitc.gov. SUPPLEMENTARY INFORMATION : Background.—These investigations are being instituted, pursuant to sections 703(a) and 733(a) of the Tariff Act of 1930 (19 U.S.C. 1671b(a) and 1673b(a)), in response to a petition filed on February 26, 2025, by the U.S. Chassis Manufacturers Coalition, whose members are Cheetah Chassis Corporation, Berwick, Pennsylvania and Stoughton Trailers, LLC, Stoughton, Wisconsin. For further information concerning the conduct of these investigations and rules of general application, consult the Commission’s Rules of Practice and Procedure, part 201, subparts A and B (19 CFR part 201), and part 207, subparts A and B (19 CFR part 207). Participation in the investigations and public service list.—Persons (other than petitioners) wishing to participate in the investigations as parties must file an entry of appearance with the Secretary to the Commission, as provided in §§ 201.11 and 207.10 of the Commission’s rules, not later than seven days after publication of this notice in the Federal Register. Industrial users and (if the merchandise under investigation is sold at the retail level) representative consumer organizations have the right to appear as parties in Commission antidumping duty and countervailing duty investigations. The Secretary will prepare a public service list containing the names and addresses of all persons, or their representatives, who are parties to these investigations upon the expiration of the period for filing entries of appearance. Limited disclosure of business proprietary information (BPI) under an administrative protective order (APO) and BPI service list.—Pursuant to § 207.7(a) of the Commission’s rules, the Secretary will make BPI gathered in these investigations available to authorized applicants representing interested parties (as defined in 19 U.S.C. 1677(9)) who are parties to the investigations under the APO issued in the investigations, provided that the application is made not later than seven days after the publication of this notice in the Federal Register. A separate service list will be maintained by the Secretary for those parties authorized to receive BPI under the APO. Conference.—The Office of Investigations will hold a staff conference in connection with the preliminary phase of these investigations beginning at 9:30 a.m. on March 19, 2025. Requests to appear at the conference should be emailed to preliminaryconferences@usitc.gov (DO NOT FILE ON EDIS) on or before noon on March 17, 2025. Please provide an email address for each conference participant in the email. Information on conference procedures, format, and participation, including guidance for requests to appear as a witness via videoconference, will be available on the Commission’s Public Calendar (Calendar (USITC) | United States International Trade Commission). A nonparty who has testimony that may aid the Commission’s deliberations may request permission to participate by submitting a short statement. Please note the Secretary’s Office will accept only electronic filings during this time. Filings must be made through the Commission’s Electronic Document Information System (EDIS, https:// edis.usitc.gov). No in-person paper- based filings or paper copies of any electronic filings will be accepted until further notice. Written submissions.—As provided in §§ 201.8 and 207.15 of the Commission’s rules, any person may submit to the Commission on or before 5:15 p.m. on March 24, 2025, a written brief containing information and arguments pertinent to the subject matter of the investigations. Parties shall file written testimony and supplementary material in connection with their presentation at the conference no later than 4:00 p.m. on March 18, 2025. All written submissions must conform with the provisions of § 201.8 of the Commission’s rules; any submissions that contain BPI must also conform with the requirements of §§ 201.6, 207.3, and 207.7 of the Commission’s rules. The Commission’s Handbook on Filing Procedures, available on the Commission’s website at https://www.usitc.gov/documents/ handbook_on_filing_procedures.pdf, elaborates upon the Commission’s procedures with respect to filings. In accordance with §§ 201.16(c) and 207.3 of the rules, each document filed by a party to the investigations must be served on all other parties to the investigations (as identified by either the public or BPI service list), and a certificate of service must be timely filed. The Secretary will not accept a document for filing without a certificate of service. Certification.—Pursuant to § 207.3 of the Commission’s rules, any person submitting information to the Commission in connection with these investigations must certify that the information is accurate and complete to the best of the submitter’s knowledge. In making the certification, the submitter will acknowledge that any information that it submits to the Commission during these investigations may be disclosed to and used: (i) by the Commission, its employees and Offices, and contract personnel (a) for developing or maintaining the records of these or related investigations or reviews, or (b) in internal investigations, audits, reviews, and evaluations relating to the programs, personnel, and operations of the Commission including under 5 U.S.C. Appendix 3; or (ii) by U.S. government employees and contract personnel, solely for cybersecurity purposes. All contract personnel will sign appropriate nondisclosure agreements. Authority: These investigations are being conducted under authority of title VII of the Tariff Act of 1930; this notice is published pursuant to § 207.12 of the Commission’s rules. By order of the Commission. Issued: February 27, 2025. Lisa Barton, Secretary to the Commission. [FR Doc. 2025–03484 Filed 3–3–25; 8:45 am] BILLING CODE 7020–02–P INTERNATIONAL TRADE COMMISSION [Investigation Nos. 701–TA–611 and 731– TA–1428 (Review)] Aluminum Wire and Cable From China; Scheduling of Expedited Five-Year Reviews AGENCY : United States International Trade Commission. ACTION : Notice. SUMMARY : The Commission hereby gives notice of the scheduling of expedited reviews pursuant to the Tariff Act of 1930 (‘‘the Act’’) to determine whether revocation of the antidumping duty and countervailing duty orders on aluminum wire and cable from China would be likely to lead to continuation or recurrence of material injury within a reasonably foreseeable time. DATES : February 4, 2025. FOR FURTHER INFORMATION CONTACT : Laurel Schwartz (202) 205–2398, Office of Investigations, U.S. International Trade Commission, 500 E Street SW, Washington, DC 20436. Hearing- impaired persons can obtain information on this matter by contacting the Commission’s TDD terminal on 202– 205–1810. Persons with mobility impairments who will need special assistance in gaining access to the Commission should contact the Office of the Secretary at 202–205–2000. General information concerning the VerDate Sep<11>2014 17:36 Mar 03, 2025 Jkt 265001 PO 00000 Frm 00034 Fmt 4703 Sfmt 4703 E:\FR\FM\04MRN1.SGM 04MRN1 ddrumheller on DSK120RN23PROD with NOTICES1 ──────────────────────────────────────────────────────────── === Initiation – CVD === 13452 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 11 See Order, 84 FR at 47057. 1 The members of the U.S. Chassis Manufacturers Coalition are Cheetah Chassis Corporation and Stoughton Trailers, LLC. 2 See Petitioner’s Letter, ‘‘Petitions for the Imposition of Antidumping and Countervailing Duties,’’ dated February 26, 2025 (Petitions). 3 Id. 4 See Commerce’s Letters, ‘‘Supplemental Questions,’’ dated February 28, 2025 (First General Issues Questionnaire); see also Country-Specific Supplemental Questionnaires: Mexico Supplemental and Thailand Supplemental, dated March 3, 2025; Memorandum, ‘‘Phone Call with Counsel to the Petitioner,’’ dated March 7, 2025 (March 7, 2025 Scope Memorandum); and Commerce’s Letter, ‘‘Supplemental Questions,’’ dated March 10, 2025 (Third General Issues Questionnaire). 5 See Petitioner’s Letters, ‘‘Petitioner Response to 1st Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 4, 2025 (First General Issues Supplement); Country-Specific CVD Supplemental Responses: Mexico CVD Supplement, dated March 5, 2025; First Thailand CVD Supplement, dated March 7, 2025; and Second Thailand CVD Supplement, dated March 10, 2025; ‘‘Petitioner Response to 2nd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 10, 2025 (Second General Issues Supplement); and ‘‘Petitioner Response to 3rd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 11, 2025 (Third General Issues Supplement). The petitioner also filed a supplement correcting a clerical error and providing a complete replacement of Exhibit I–13 of Volume I of the Petitions. See Petitioner’s Letter, ‘‘Supplement to Exhibit I–13 of Volume I General Issues Petition,’’ dated February 27, 2025 (Revised Exhibit I–13). 6 The members of the petitioning coalition are interested parties under section 771(9)(C) of the Act. Federal Register, as provided by section 751(a)(2)(C) of the Act: (1) the cash deposit rate for Interpipe will be equal to the weighted-average dumping margin listed in the table above; (2) for companies that were previously reviewed or investigated in this proceeding that are not listed in the table above, the cash deposit rate will continue to be the rate assigned to the company in the most recently completed segment of this proceeding in which the company was examined; (3) if the exporter of the subject merchandise does not have a company- specific rate but the producer of the subject merchandise does, then the cash deposit rate will be the rate assigned to the producer of the subject merchandise in the most recently completed segment of this proceeding in which the producer was examined; and (4) the cash deposit rate for all other producers or exporters will continue to be the all- others rate of 23.75 percent that was established in the less-than-fair-value investigation in this proceeding. 11 These cash deposit requirements, when imposed, shall remain in effect until further notice. Notification to Importers This notice serves as a final reminder to importers of their responsibility under 19 CFR 351.402(f)(2) to file a certificate regarding the reimbursement of antidumping duties prior to liquidation of the relevant entries during this review period. Failure to comply with this requirement could result in Commerce’s presumption that reimbursement of antidumping duties occurred and the subsequent assessment of double antidumping duties. Administrative Protective Order (APO) This notice serves as the only reminder to parties subject to an APO of their responsibility concerning the disposition of proprietary information disclosed under APO in accordance with 19 CFR 351.305(a)(3), which continues to govern business proprietary information in this segment of the proceeding. Timely written notification of the return or destruction of APO materials or conversion to judicial protective order, is hereby requested. Failure to comply with the regulations and the terms of an APO is a sanctionable violation. Notification to Interested Parties We are issuing and publishing these final results of review in accordance with sections 751(a)(1) and 777(i) of the Act, and 19 CFR 351.221(b)(5). Dated: March 17, 2025. Christopher Abbott, Deputy Assistant Secretary for Policy and Negotiations, performing the non-exclusive functions and duties of the Assistant Secretary for Enforcement and Compliance. Appendix List of Topics Discussed in the Issues and Decision Memorandum I. Summary II. Background III. Scope of the Order IV. Discussion of the Issues Comment 1: Whether to Grant Interpipe a Constructed Export Price (CEP) Offset Comment 2: Whether Commerce Erred in Calculating Indirect Selling Expenses Comment 3: Whether to Classify Barge Expenses as Movement or CEP Expenses V. Recommendation [FR Doc. 2025–04915 Filed 3–21–25; 8:45 am] BILLING CODE 3510–DS–P DEPARTMENT OF COMMERCE International Trade Administration [C–201–866, C–549–855] Certain Chassis and Subassemblies Thereof From Mexico and Thailand: Initiation of Countervailing Duty Investigations AGENCY : Enforcement and Compliance, International Trade Administration, Department of Commerce. DATES : Applicable March 18, 2025. FOR FURTHER INFORMATION CONTACT : Jose Rivera at (202) 482–0842 (Mexico) and Ian Riggs at (202) 482–3810 (Thailand), AD/CVD Operations, Enforcement and Compliance, International Trade Administration, U.S. Department of Commerce, 1401 Constitution Avenue NW, Washington, DC 20230. SUPPLEMENTARY INFORMATION : The Petitions On February 26, 2025, the U.S. Department of Commerce (Commerce) received countervailing duty (CVD) petitions concerning imports of certain chassis and subassemblies thereof (chassis) from Mexico and Thailand filed in proper form on behalf of the U.S. Chassis Manufacturers Coalition (the petitioner), 1 the members of which are domestic producers of chassis.2 The CVD Petitions were accompanied by antidumping duty (AD) petitions concerning imports of chassis from Mexico, Thailand, and the Socialist Republic of Vietnam.3 Between February 28, and March 10, 2025, Commerce requested supplemental information pertaining to certain aspects of the Petitions in supplemental questionnaires. 4 Between March 4 and 11, 2025, the petitioner filed timely responses to these requests for additional information. 5 In accordance with section 702(b)(1) of the Tariff Act of 1930, as amended (the Act), the petitioner alleges that the Government of Mexico (GOM) and Government of Thailand (GOT) (collectively, Governments) are providing countervailable subsidies, within the meaning of sections 701 and 771(5) of the Act, to producers of chassis in Mexico and Thailand, and that such imports are materially injuring, or threatening material injury to, the domestic industry producing chassis in the United States. Consistent with section 702(b)(1) of the Act and 19 CFR 351.202(b), for those alleged programs on which we are initiating CVD investigations, the Petitions were accompanied by information reasonably available to the petitioner supporting its allegations. Commerce finds that the petitioner filed the Petitions on behalf of the domestic industry, because the petitioner is an interested party, as defined in section 771(9)(F) of the Act. 6 Commerce also finds that the petitioner VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00004 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13453Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 7 See section on ‘‘Determination of Industry Support for the Petitions,’’ infra. 8 See 19 CFR 351.204(b)(2). 9 See First General Issues Questionnaire; see also March 7, 2025, Memorandum. 10 See First General Issues Supplement at 2–6 and Exhibits I-Supp-4 through I-Supp-6; see also Second General Issues Supplement at 1–8 and Exhibits I- Supp2–1 and I-Supp2–2. 11 See Antidumping Duties; Countervailing Duties; Final Rule, 62 FR 27296, 27323 (May 19, 1997) (Preamble). 12 See 19 CFR 351.102(b)(21) (defining ‘‘factual information’’). 13 See Antidumping and Countervailing Duty Proceedings: Electronic Filing Procedures; Administrative Protective Order Procedures, 76 FR 39263 (July 6, 2011); see also Enforcement and Compliance; Change of Electronic Filing System Name, 79 FR 69046 (November 20, 2014), for details of Commerce’s electronic filing requirements, effective August 5, 2011. Information on using ACCESS can be found at https://access.trade.gov/ help.aspx and a handbook can be found at https:// access.trade.gov/help/Handbook_on_Electronic_ Filing_Procedures.pdf. 14 See Commerce’s Letters, ‘‘Invitation for Consultations to Discuss the Countervailing Duty Petition,’’ dated February 27, 2025. 15 See Memorandum, ‘‘Consultations with the Government of Mexico,’’ dated March 14, 2025; see also GOM’s Letter, ‘‘GOM’s Submission,’’ dated March 14, 2025. 16 See Memorandum, ‘‘Consultations with the Government of Thailand,’’ dated March 12, 2025; see also GOT’s Letter, ‘‘Statement for the Consultations Regarding the Petition to Initiate a Countervailing Duty Investigation,’’ dated March 12, 2025. 17 See Commerce’s Letter, ‘‘Alleged Transnational Subsidy Programs,’’ dated February 27, 2025. 18 The GOC submitted comments on the CVD petitions. See GOC’s Letters, ‘‘Alleged Transnational Subsidy Programs,’’ dated March 14, 2025. demonstrated sufficient industry support with respect to the initiation of the requested CVD investigations. 7 Periods of Investigation Because the Petitions were filed on February 26, 2025, the period of investigation for the Mexico and Thailand CVD investigations is January 1, 2024, through December 31, 2024.8 Scope of the Investigations The products covered by these investigations are chassis from Mexico and Thailand. For a full description of the scope of these investigations, see the appendix to this notice. Comments on the Scope of the Investigations On February 28, and March 7, 2025, Commerce requested information and clarification from the petitioner regarding the proposed scope to ensure that the scope language in the Petition is an accurate reflection of the products for which the domestic industry is seeking relief.9 On March 4, and 10, 2025, the petitioner provided clarifications and revised the scope.10 The description of merchandise covered by these investigations, as described in the appendix to this notice, reflects these clarifications. As discussed in the Preamble to Commerce’s regulations, we are setting aside a period for interested parties to raise issues regarding product coverage (i.e., scope). 11 Commerce will consider all comments received from interested parties and, if necessary, will consult with interested parties prior to the issuance of the preliminary determinations. If scope comments include factual information, all such factual information should be limited to public information.12 Commerce requests that interested parties provide at the beginning of their scope comments a public executive summary for each comment or issue raised in their submission. Commerce further requests that interested parties limit their public executive summary of each comment or issue to no more than 450 words, not including citations. Commerce intends to use the public executive summaries as the basis of the comment summaries included in the analysis of scope comments. To facilitate preparation of its questionnaires, Commerce requests that scope comments be submitted by 5:00 p.m. Eastern Time (ET) on April 7, 2025, which is 20 calendar days from the signature date of this notice. Any rebuttal comments, which may include factual information, and should also be limited to public information, must be filed by 5:00 p.m. ET on April 17, 2025, which is 10 calendar days from the initial comment deadline. Commerce requests that any factual information that parties consider relevant to the scope of these investigations be submitted during that time period. However, if a party subsequently finds that additional factual information pertaining to the scope of the investigations may be relevant, the party must contact Commerce and request permission to submit the additional information. All scope comments must be filed simultaneously on the records of the concurrent AD and CVD investigations. Filing Requirements All submissions to Commerce must be filed electronically via Enforcement and Compliance’s Antidumping Duty and Countervailing Duty Centralized Electronic Service System (ACCESS), unless an exception applies.13 An electronically filed document must be received successfully in its entirety by the time and date it is due. Consultations Pursuant to sections 702(b)(4)(A)(i) and (ii) of the Act, Commerce notified the GOM and GOT of the receipt of the Petitions and provided an opportunity for consultations with respect to the Petition.14 Commerce held consultations with the GOM on March 14, 2025, 15 and the GOT on March 12, 2025.16 Additionally, given the nature of certain subsidy programs alleged in the Petitions, on February 27, 2025, Commerce issued a letter to the Government of the People’s Republic of China (China), providing the Government of China (GOC) with the opportunity to meet with Commerce officials.17 The GOC did not request to meet with meet with Commerce officials.18 Determination of Industry Support for the Petitions Section 702(b)(1) of the Act requires that a petition be filed on behalf of the domestic industry. Section 702(c)(4)(A) of the Act provides that a petition meets this requirement if the domestic producers or workers who support the petition account for: (i) at least 25 percent of the total production of the domestic like product; and (ii) more than 50 percent of the production of the domestic like product produced by that portion of the industry expressing support for, or opposition to, the petition. Moreover, section 702(c)(4)(D) of the Act provides that, if the petition does not establish support of domestic producers or workers accounting for more than 50 percent of the total production of the domestic like product, Commerce shall: (i) poll the industry or rely on other information in order to determine if there is support for the petition, as required by subparagraph (A); or (ii) determine industry support using a statistically valid sampling method to poll the ‘‘industry.’’ Section 771(4)(A) of the Act defines the ‘‘industry’’ as the producers as a whole of a domestic like product. Thus, to determine whether a petition has the requisite industry support, the statute directs Commerce to look to producers and workers who produce the domestic like product. The U.S. International Trade Commission (ITC), which is responsible for determining whether ‘‘the domestic industry’’ has been injured, must also determine what constitutes a domestic like product in VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00005 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13454 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 19 See section 771(10) of the Act. 20 See USEC, Inc. v. United States, 132 F. Supp. 2d 1, 8 (CIT 2001) (citing Algoma Steel Corp., Ltd. v. United States, 688 F. Supp. 639, 644 (CIT 1988), aff’d Algoma Steel Corp., Ltd. v. United States, 865 F.2d 240 (Fed. Cir. 1989)). 21 See Petition at Volume I (pages 22–26 and Exhibits I–3, I–17, and I–18); see also First General Issues Supplement at 8–10; and Third General Issues Supplement at 1–4 and Exhibits I-Supp3–1 and I-Supp3–2. 22 For a discussion of the domestic like product analysis as applied to these cases and information regarding industry support, see Checklists, ‘‘Countervailing Duty Investigation Initiation Checklists: Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam,’’ dated concurrently with, and hereby adopted by, this notice (Country-Specific CVD Initiation Checklists), at Attachment II, Analysis of Industry Support for the Antidumping and Countervailing Duty Petitions Covering Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam (Attachment II). These checklists are on file electronically via ACCESS. 23 Id. 24 For further discussion, see Attachment II of the Country-Specific CVD Initiation Checklists. 25 Id. 26 Id.; see also section 702(c)(4)(D) of the Act. 27 See Attachment II of the Country-Specific CVD Initiation Checklists. 28 Id. 29 Id. 30 For further information regarding negligibility and the injury allegation, see Country-Specific CVD Initiation Checklists at Attachment III, Analysis of Allegations and Evidence of Material Injury and Causation for the Antidumping Duty and Countervailing Duty Petitions Covering Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam (Attachment III). 31 Id. 32 Id. order to define the industry. While both Commerce and the ITC apply the same statutory definition regarding the domestic like product, 19 they do so for different purposes and pursuant to a separate and distinct authority. In addition, Commerce’s determination is subject to limitations of time and information. Although this may result in different definitions of the like product, such differences do not render the decision of either agency contrary to law. 20 Section 771(10) of the Act defines the domestic like product as ‘‘a product which is like, or in the absence of like, most similar in characteristics and uses with, the article subject to an investigation under this title.’’ Thus, the reference point from which the domestic like product analysis begins is ‘‘the article subject to an investigation’’ (i.e., the class or kind of merchandise to be investigated, which normally will be the scope as defined in the petition). With regard to the domestic like product, the petitioner does not offer a definition of the domestic like product distinct from the scope of the investigations.21 Based on our analysis of the information submitted on the record, we have determined that chassis, as defined in the scope, constitute a single domestic like product, and we have analyzed industry support in terms of that domestic like product.22 In determining whether the petitioner has standing under section 702(c)(4)(A) of the Act, we considered the industry support data contained in the Petitions with reference to the domestic like product as defined in the ‘‘Scope of the Investigations,’’ in the appendix to this notice. To establish industry support, the petitioner provided the 2024 production of the domestic like product for the U.S. producers that support the Petitions and compared this to the estimated total production of the domestic like product in 2024 by the entire U.S. chassis industry.23 We relied on data provided by the petitioner for purposes of measuring industry support.24 Our review of the data provided in the Petitions, the First General Issues Supplement, and other information readily available to Commerce indicates that the petitioner has established industry support for the Petitions.25 First, the Petitions established support from domestic producers (or workers) accounting for more than 50 percent of the total production of the domestic like product and, as such, Commerce is not required to take further action in order to evaluate industry support (e.g., polling).26 Second, the domestic producers (or workers) have met the statutory criteria for industry support under section 702(c)(4)(A)(i) of the Act because the domestic producers (or workers) who support the Petitions account for at least 25 percent of the total production of the domestic like product. 27 Finally, the domestic producers (or workers) have met the statutory criteria for industry support under section 702(c)(4)(A)(ii) of the Act because the domestic producers (or workers) who support the Petitions account for more than 50 percent of the production of the domestic like product produced by that portion of the industry expressing support for, or opposition to, the Petitions.28 Accordingly, Commerce determines that the Petitions were filed on behalf of the domestic industry within the meaning of section 702(b)(1) of the Act.29 Injury Test Because Mexico and Thailand are ‘‘Subsidies Agreement Countries’’ within the meaning of section 701(b) of the Act, section 701(a)(2) of the Act applies to these investigations. Accordingly, the ITC must determine whether imports of the subject merchandise from Mexico and/or Thailand materially injure, or threaten material injury to, a U.S. industry. Allegations and Evidence of Material Injury and Causation The petitioner alleges that imports of the subject merchandise are benefiting from countervailable subsidies and that such imports are causing, or threaten to cause, material injury to the U.S. industry producing the domestic like product. In addition, the petitioner alleges that subject imports from Mexico and Thailand exceed the negligibility threshold provided for under section 771(24)(A) of the Act.30 The petitioner contends that the industry’s injured condition is illustrated by the significant increase in the volumes of subject imports; reduced market share; underselling and price depression and/or suppression; lost sales and revenues; declines in domestic producers’ U.S. shipments, production, and capacity utilization; decline in employment variables; adverse impact on financial performance; and negative impact on the existing development and production efforts of the domestic industry. 31 We assessed the allegations and supporting evidence regarding material injury, threat of material injury, causation, cumulation, as well as negligibility, and we have determined that these allegations are properly supported by adequate evidence and meet the statutory requirements for initiation.32 Initiation of CVD Investigations Based upon the examination of the Petitions and supplemental responses, we find that they meet the requirements of section 702 of the Act. Therefore, we are initiating CVD investigations to determine whether imports of chassis from Mexico and Thailand benefit from countervailable subsidies conferred by the GOM and GOT, respectively. In accordance with section 703(b)(1) of the Act and 19 CFR 351.205(b)(1), unless postponed, we will make our preliminary determinations no later than 65 days after the date of this initiation. Mexico Based on our review of the Petitions, we find that there is sufficient information to initiate a CVD investigation on 19 of the 19 programs VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00006 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13455Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 33 See Petitions at Volume I (page 18 and Exhibit I–13); see also Revised Exhibit I–13; and First General Issues Supplement at 1–2 and Exhibits I- Supp-1 and I-Supp-17. 34 See section 703(a)(1) of the Act. 35 Id. 36 See 19 CFR 351.301(b). 37 See 19 CFR 351.301(b)(2). 38 See 19 CFR 351.301(c)(1)(i)–(v). alleged by the petitioner. For a full discussion of the basis for our decision to initiate on each program, see the Mexico CVD Initiation Checklist. A public version of the initiation checklist for this investigation is available on ACCESS. Thailand Based on our review of the Petitions, we find that there is sufficient information to initiate a CVD investigation on 20 of the 20 programs alleged by the petitioner. For a full discussion of the basis for our decision to initiate on each program, see the Thailand CVD Initiation Checklist. A public version of the initiation checklist for this investigation is available on ACCESS. Respondent Selection In the Petitions, the petitioner identified 13 companies in Mexico and three companies in Thailand as producers and/or exporters of chassis.33 Commerce intends to follow its standard practice in CVD investigations and calculate company-specific subsidy rates in these investigations. In the event that Commerce determines that the number of companies is large and it cannot individually examine each company based on Commerce’s resources, Commerce normally selects mandatory respondents in CVD investigations using U.S. Customs and Border Protection (CBP) entry data for U.S. imports under the appropriate Harmonized Tariff Schedule of the United States (HTSUS) subheading(s) listed in the ‘‘Scope of the Investigations’’ in the appendix. However, for these investigations, the main HTSUS subheadings under which the subject merchandise would enter (8716.39.0090 and 8716.90.5060) are basket categories under which non- subject merchandise may also enter. Therefore, instead of relying on CBP entry data in selecting respondents, we intend to issue quantity and value (Q&V) questionnaires to each potential respondent for which there is complete address information on the record. Commerce will post the Q&V questionnaires along with filing instructions on Commerce’s website at https://www.trade.gov/ec-adcvd-case- announcements. Producers/exporters of chassis from Mexico and Thailand that do not receive Q&V questionnaires may still submit a response to the Q&V questionnaire and can obtain a copy of the Q&V questionnaire from Commerce’s website. Responses to the Q&V questionnaire must be submitted by the relevant producers/exporters no later than 5:00 p.m. ET on April 1, 2025, which is two weeks from the signature date of this notice. All Q&V questionnaire responses must be filed electronically via ACCESS. An electronically filed document must be received successfully, in its entirety, by ACCESS no later than 5:00 p.m. ET on the deadline noted above. Interested parties must submit applications for disclosure under administrative protective order (APO) in accordance with 19 CFR 351.305(b). Instructions for filing such applications may be found on Commerce’s website at https://www.trade.gov/administrative- protective-orders. Distribution of Copies of the Petitions In accordance with section 702(b)(4)(A) of the Act and 19 CFR 351.202(f), a copy of the public version of the Petitions has been provided to the GOM and GOT via ACCESS. To the extent practicable, we will attempt to provide a copy of the public version of the Petitions to each exporter named in the Petitions, as provided under 19 CFR 351.203(c)(2). ITC Notification Commerce will notify the ITC of its initiation, as required by section 702(d) of the Act. Preliminary Determinations by the ITC The ITC will preliminarily determine, within 45 days after the date on which the Petitions were filed, whether there is a reasonable indication that imports of chassis from Mexico and/or Thailand are materially injuring, or threatening material injury to, a U.S. industry.34 A negative ITC determination for either country will result in the investigation being terminated with respect to that country.35 Otherwise, these CVD investigations will proceed according to statutory and regulatory time limits. Submission of Factual Information Factual information is defined in 19 CFR 351.102(b)(21) as: (i) evidence submitted in response to questionnaires; (ii) evidence submitted in support of allegations; (iii) publicly available information to value factors of production under 19 CFR 351.408(c) or to measure the adequacy of remuneration under 19 CFR 351.511(a)(2); (iv) evidence placed on the record by Commerce; and (v) evidence other than factual information described in (i)–(iv). Section 351.301(b) of Commerce’s regulations requires any party, when submitting factual information, to specify under which subsection of 19 CFR 351.102(b)(21) the information is being submitted 36 and, if the information is submitted to rebut, clarify, or correct factual information already on the record, to provide an explanation identifying the information already on the record that the factual information seeks to rebut, clarify, or correct. 37 Time limits for the submission of factual information are addressed in 19 CFR 351.301, which provides specific time limits based on the type of factual information being submitted. Interested parties should review the regulations prior to submitting factual information in these investigations. Time Limits for Submission of Factual Information in Response to Questionnaires Section 351.301(c) of Commerce’s regulations states that during a proceeding, Commerce may issue to any person questionnaires, which includes both and initial and supplemental questionnaires. For all investigations initiated after January 15, 2025, the following time limits apply: 38 (i) Initial questionnaire responses are due 30 days from the date of receipt of such questionnaire. The time limit for response to individual sections of the questionnaire, if Commerce requests a separate response to such sections, may be less than the 30 days allotted for response to the full questionnaire. In general, the date of receipt will be considered to be seven days from the date on which the initial questionnaire was transmitted. (ii) Supplemental questionnaire responses are due on the date specified by Commerce. (iii) A notification by an interested party, under section 782(c)(1) of the Act, of difficulties in submitting information in response to a questionnaire issued by Commerce is to be submitted in writing within 14 days after the date of the questionnaire or, if the questionnaire is due in 14 days or less, within the time specified by Commerce. (iv) A respondent interested party may request in writing that Commerce conduct a questionnaire presentation. Commerce may conduct a questionnaire presentation if Commerce notifies the government of the affected country and that government does not object. VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00007 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13456 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 39 See 19 CFR 351.302. 40 See 19 CFR 351.301; see also Extension of Time Limits; Final Rule, 78 FR 57790 (September 20, 2013) (Time Limits Final Rule), available at https:// www.gpo.gov/fdsys/pkg/FR-2013-09-20/html/2013- 22853.htm. 41 See section 782(b) of the Act. 42 See Certification of Factual Information to Import Administration During Antidumping and Countervailing Duty Proceedings, 78 FR 42678 (July 17, 2013) (Final Rule); see also frequently asked questions regarding the Final Rule, available at https://enforcement.trade.gov/tlei/notices/factual_ info_final_rule_FAQ_07172013.pdf. 43 See Administrative Protective Order, Service, and Other Procedures in Antidumping and Countervailing Duty Proceedings, 88 FR 67069 (September 29, 2023). (v) Factual information submitted to rebut, clarify, or correct questionnaire responses. Within 14 days after an initial questionnaire response and within 10 days after a supplemental questionnaire response has been filed with Commerce, an interested party other than the original submitter is permitted one opportunity to submit factual information to rebut, clarify, or correct factual information contained in the questionnaire response. Within seven days of the filing of such rebuttal, clarification, or correction to a questionnaire response, the original submitter of the questionnaire response is permitted one opportunity to submit factual information to rebut, clarify, or correct factual information submitted in the interested party’s rebuttal, clarification or correction. Commerce will reject any untimely filed rebuttal, clarification, or correction submission and provide, to the extent practicable, written notice stating the reasons for rejection. If insufficient time remains before the due date for the final determination or final results of review, Commerce may specify shorter deadlines under this section. Extensions of Time Limits Parties may request an extension of time limits before the expiration of a time limit established under 19 CFR 351.301, or as otherwise specified by Commerce. In general, an extension request will be considered untimely if it is filed after the expiration of the time limit established under 19 CFR 351.301, or as otherwise specified by Commerce. 39 For submissions that are due from multiple parties simultaneously, an extension request will be considered untimely if it is filed after 10:00 a.m. ET on the due date. Under certain circumstances, Commerce may elect to specify a different time limit by which extension requests will be considered untimely for submissions which are due from multiple parties simultaneously. In such a case, we will inform parties in a letter or memorandum of the deadline (including a specified time) by which extension requests must be filed to be considered timely. An extension request must be made in a separate, standalone submission; under limited circumstances we will grant untimely filed requests for the extension of time limits, where we determine, based on 19 CFR 351.302, that extraordinary circumstances exist. Parties should review Commerce’s regulations concerning the extension of time limits and the Time Limits Final Rule prior to submitting factual information in these investigations.40 Certification Requirements Any party submitting factual information in an AD or CVD proceeding must certify to the accuracy and completeness of that information.41 Parties must use the certification formats provided in 19 CFR 351.303(g). 42 Commerce intends to reject factual submissions if the submitting party does not comply with the applicable certification requirements. Notification to Interested Parties Interested parties must submit applications for disclosure under APO in accordance with 19 CFR 351.305. Parties wishing to participate in these investigations should ensure that they meet the requirements of 19 CFR 351.103(d) (e.g., by filing the required letters of appearance). Note that Commerce has amended certain of its requirements pertaining to the service of documents in 19 CFR 351.303(f). 43 This notice is issued and published pursuant to sections 702 and 777(i) of the Act, and 19 CFR 351.203(c). Dated: March 18, 2025. Christopher Abbott, Deputy Assistant Secretary for Policy and Negotiations, performing the non-exclusive functions and duties of the Assistant Secretary for Enforcement and Compliance. Appendix Scope of the Investigations The merchandise covered by these investigations consists of chassis and subassemblies thereof, whether finished or unfinished, whether assembled or unassembled, whether coated or uncoated, regardless of the number of axles, for carriage of containers, or other payloads (including self-supporting payloads) for road, marine roll-on/roll-off (RORO) and/or rail transport. Chassis are typically, but are not limited to, rectangular framed trailers with a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system or systems to secure the shipping container or containers to the chassis using twistlocks, slide pins or similar attachment devices to engage the corner fittings on the container or other payload. Subject merchandise includes, but is not limited to, the following subassemblies: • Chassis frames, or sections of chassis frames, including kingpin assemblies, bolsters consisting of transverse beams with locking or support mechanisms, goosenecks, drop assemblies, extension mechanisms and/ or rear impact guards; • Running gear assemblies or axle assemblies for connection to the chassis frame, whether fixed in nature or capable of sliding fore and aft or lifting up and lowering down, which may or may not include suspension(s) (mechanical or pneumatic), wheel end components, slack adjusters, dressed axles, brake chambers, locking pins, and tires and wheels; and • Assemblies that connect to the chassis frame or a section of the chassis frame, such as but not limited to, pintle hooks or B-trains (which include a fifth wheel), which are capable of connecting a chassis to a converter dolly or another chassis. Importation of any of these subassemblies, whether assembled or unassembled, constitutes an unfinished chassis for purposes of these investigations. Subject merchandise also includes chassis, whether finished or unfinished, entered with components such as, but not limited to: hub and drum assemblies, brake assemblies (either drum or disc), bare axles, brake chambers, suspensions and suspension components, wheel end components, landing gear legs, spoke or disc wheels, tires, brake control systems, electrical harnesses and lighting systems. Processing of finished and unfinished chassis and components such as trimming, cutting, grinding, notching, punching, drilling, painting, coating, staining, finishing, assembly, or any other processing either in the country of manufacture of the in-scope product or in a third country does not remove the product from the scope. Inclusion of other components not identified as comprising the finished or unfinished chassis does not remove the product from the scope. Individual components entered and sold by themselves are not subject to the investigations, but components entered with a finished or unfinished chassis are subject merchandise. A finished chassis is ultimately comprised of several different types of subassemblies. Within each subassembly there are numerous components that comprise a given subassembly. This scope excludes dry van trailers, refrigerated van trailers and flatbed trailers. Dry van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer itself. Refrigerated van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00008 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13457Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 1 The members of the U.S. Chassis Manufacturers Coalition are Cheetah Chassis Corporation and Stoughton Trailers, LLC. 2 See Petitioner’s Letter, ‘‘Petitions for the Imposition of Antidumping and Countervailing Duties,’’ dated February 26, 2025 (Petitions). 3 Id. 4 See Commerce’s Letters, ‘‘Supplemental Questions,’’ dated February 28, 2025 (First General Issues Questionnaire); see also Country-Specific Supplemental Questionnaires: Mexico Supplemental, Thailand Supplemental, and Vietnam Supplemental, dated February 28, 2025; Memorandum, ‘‘Phone Call with Counsel to the Petitioner,’’ dated March 7, 2025; Memorandum, ‘‘Phone Call with Counsel to the Petitioner,’’ dated March 7, 2025 (March 7, 2025, Scope Memorandum); and Commerce’s Letter, ‘‘Supplemental Questions,’’ dated March 10, 2025. 5 See Petitioner’s Letters, ‘‘Petitioner Response to 1st Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 4, 2025 (First General Issues Supplement); see also Country-Specific AD Supplemental Responses: Mexico AD Supplement, Thailand AD Supplement, and Vietnam AD Supplement, dated March 4, 2025; Second Thailand AD Supplement, dated March 10, 2025; ‘‘Petitioners Response to 2nd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 10, 2025 (Second General Issues Supplement); and ‘‘Petitioner Response to 3rd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 11, 2025 (Third General Issues Supplement). The petitioner also filed a supplement correcting a clerical error and providing a complete replacement of Exhibit I–13 of Volume I of the Petitions. See Petitioner’s Letter, ‘‘Supplement to Exhibit I–13 of Volume I General Issues Petition,’’ dated February 27, 2025 (Revised Exhibit I–13). 6 The members of the petitioning coalition are interested parties under section 771(9)(C) of the Act. 7 See section on ‘‘Determination of Industry Support for the Petitions,’’ infra. 8 See First General Issues Questionnaire; see also March 7, 2025, Scope Memorandum. 9 See First General Issues Supplement at 2–6 and Exhibit I–Supp–4 through I–Supp–6; see also Second General Issues Supplement at 1–8 and Exhibits I–Supp2–1 and I–Supp2–2. 10 See Antidumping Duties; Countervailing Duties, Final Rule, 62 FR 27296, 27323 (May 19, 1997) (Preamble); see also 19 CFR 351.312. 11 See 19 CFR 351.102(b)(21) (defining ‘‘factual information’’). incorporated in the trailer and being insulated, possessing specific thermal properties intended for use with self- contained refrigeration systems. Flatbed (or platform) trailers consist of load carrying main frames and a solid, flat or stepped loading deck or floor permanently incorporated with and supported by frame rails and cross members. The finished and unfinished chassis subject to these investigations are typically classified in the Harmonized Tariff Schedule of the United States (HTSUS) at subheadings: 8716.39.0090 and 8716.90.5060. Imports of finished and unfinished chassis may also enter under HTSUS subheading 8716.90.5010. While the HTSUS subheadings are provided for convenience and customs purposes, the written description of the merchandise under investigation is dispositive. [FR Doc. 2025–04942 Filed 3–21–25; 8:45 am] BILLING CODE 3510–DS–P DEPARTMENT OF COMMERCE International Trade Administration [A–201–865, A–549–854, A–552–849] Certain Chassis and Subassemblies Thereof From Mexico, Thailand, and the Socialist Republic of Vietnam: Initiation of Less-Than-Fair-Value Investigations AGENCY : Enforcement and Compliance, International Trade Administration, Department of Commerce. DATES : Applicable March 18, 2025. FOR FURTHER INFORMATION CONTACT : Jun Jack Zhao at (202) 482–1396 (Mexico), Aleksandras Nakutis at (202) 482–3147 (Thailand), and Benito Ballesteros at (202) 482–7425 (the Socialist Republic of Vietnam (Vietnam)), AD/CVD Operations, Enforcement and Compliance, International Trade Administration, U.S. Department of Commerce, 1401 Constitution Avenue NW, Washington, DC 20230. SUPPLEMENTARY INFORMATION : The Petitions On February 26, 2025, the U.S. Department of Commerce (Commerce) received antidumping duty (AD) petitions concerning imports of certain chassis and subassemblies thereof (chassis) from Mexico, Thailand, and Vietnam filed in proper form on behalf of the U.S. Chassis Manufacturers Coalition (the petitioner), 1 the members of which are domestic producers of chassis.2 The AD Petitions were accompanied by countervailing duty (CVD) petitions concerning imports of chassis from Mexico and Thailand.3 Between February 28 and March 11, 2025, Commerce requested supplemental information pertaining to certain aspects of the Petitions in supplemental questionnaires. 4 Between March 4 and 11, 2025, the petitioner filed timely responses to these requests for additional information. 5 In accordance with section 732(b) of the Tariff Act of 1930, as amended (the Act), the petitioner alleges that imports of chassis from Mexico, Thailand, and Vietnam are being, or are likely to be, sold in the United States at less than fair value (LTFV) within the meaning of section 731 of the Act, and that imports of such products are materially injuring, or threatening material injury to, the chassis industry in the United States. Consistent with section 732(b)(1) of the Act, the Petitions were accompanied by information reasonably available to the petitioner to support its allegations. Commerce finds that the petitioner filed the Petitions on behalf of the domestic industry because the petitioner is an interested party, as defined in section 771(9)(F) of the Act. 6 Commerce also finds that the petitioner demonstrated sufficient industry support for the initiation of the requested LTFV investigations.7 Periods of Investigation Because the Petitions were filed on February 26, 2025, pursuant to 19 CFR 351.204(b)(1), the period of investigation (POI) for the Mexico and Thailand LTFV investigations is January 1, 2024, through December 31, 2024. Because Vietnam is a non-market economy (NME) country, pursuant to 19 CFR 351.204(b)(1), the POI for the Vietnam LTFV investigation is July 1, 2024, through December 31, 2024. Scope of the Investigations The products covered by these investigations are chassis from Mexico, Thailand, and Vietnam. For a full description of the scope of these investigations, see the appendix to this notice. Comments on the Scope of the Investigations On February 28 and March 7, 2025, Commerce requested information and clarification from the petitioner regarding the proposed scope to ensure that the scope language in the Petitions is an accurate reflection of the products for which the domestic industry is seeking relief.8 On March 4 and 10, 2025, the petitioner provided clarifications and revised the scope.9 The description of merchandise covered by these investigations, as described in the appendix to this notice, reflects these clarifications. As discussed in the Preamble to Commerce’s regulations, we are setting aside a period for interested parties to raise issues regarding product coverage (i.e., scope).10 Commerce will consider all scope comments received from interested parties and, if necessary, will consult with interested parties prior to the issuance of the preliminary determinations. If scope comments include factual information,11 all such factual information should be limited to public information. Commerce requests that interested parties provide at the beginning of their scope comments a public executive summary for each comment or issue raised in their submission. Commerce further requests that interested parties limit their public executive summary of each comment or issue to no more than 450 words, not VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00009 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 ──────────────────────────────────────────────────────────── === Initiation – AD === 13457Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 1 The members of the U.S. Chassis Manufacturers Coalition are Cheetah Chassis Corporation and Stoughton Trailers, LLC. 2 See Petitioner’s Letter, ‘‘Petitions for the Imposition of Antidumping and Countervailing Duties,’’ dated February 26, 2025 (Petitions). 3 Id. 4 See Commerce’s Letters, ‘‘Supplemental Questions,’’ dated February 28, 2025 (First General Issues Questionnaire); see also Country-Specific Supplemental Questionnaires: Mexico Supplemental, Thailand Supplemental, and Vietnam Supplemental, dated February 28, 2025; Memorandum, ‘‘Phone Call with Counsel to the Petitioner,’’ dated March 7, 2025; Memorandum, ‘‘Phone Call with Counsel to the Petitioner,’’ dated March 7, 2025 (March 7, 2025, Scope Memorandum); and Commerce’s Letter, ‘‘Supplemental Questions,’’ dated March 10, 2025. 5 See Petitioner’s Letters, ‘‘Petitioner Response to 1st Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 4, 2025 (First General Issues Supplement); see also Country-Specific AD Supplemental Responses: Mexico AD Supplement, Thailand AD Supplement, and Vietnam AD Supplement, dated March 4, 2025; Second Thailand AD Supplement, dated March 10, 2025; ‘‘Petitioners Response to 2nd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 10, 2025 (Second General Issues Supplement); and ‘‘Petitioner Response to 3rd Supplemental Questionnaire Regarding Common Issues and Injury Volume I of the Petition,’’ dated March 11, 2025 (Third General Issues Supplement). The petitioner also filed a supplement correcting a clerical error and providing a complete replacement of Exhibit I–13 of Volume I of the Petitions. See Petitioner’s Letter, ‘‘Supplement to Exhibit I–13 of Volume I General Issues Petition,’’ dated February 27, 2025 (Revised Exhibit I–13). 6 The members of the petitioning coalition are interested parties under section 771(9)(C) of the Act. 7 See section on ‘‘Determination of Industry Support for the Petitions,’’ infra. 8 See First General Issues Questionnaire; see also March 7, 2025, Scope Memorandum. 9 See First General Issues Supplement at 2–6 and Exhibit I–Supp–4 through I–Supp–6; see also Second General Issues Supplement at 1–8 and Exhibits I–Supp2–1 and I–Supp2–2. 10 See Antidumping Duties; Countervailing Duties, Final Rule, 62 FR 27296, 27323 (May 19, 1997) (Preamble); see also 19 CFR 351.312. 11 See 19 CFR 351.102(b)(21) (defining ‘‘factual information’’). incorporated in the trailer and being insulated, possessing specific thermal properties intended for use with self- contained refrigeration systems. Flatbed (or platform) trailers consist of load carrying main frames and a solid, flat or stepped loading deck or floor permanently incorporated with and supported by frame rails and cross members. The finished and unfinished chassis subject to these investigations are typically classified in the Harmonized Tariff Schedule of the United States (HTSUS) at subheadings: 8716.39.0090 and 8716.90.5060. Imports of finished and unfinished chassis may also enter under HTSUS subheading 8716.90.5010. While the HTSUS subheadings are provided for convenience and customs purposes, the written description of the merchandise under investigation is dispositive. [FR Doc. 2025–04942 Filed 3–21–25; 8:45 am] BILLING CODE 3510–DS–P DEPARTMENT OF COMMERCE International Trade Administration [A–201–865, A–549–854, A–552–849] Certain Chassis and Subassemblies Thereof From Mexico, Thailand, and the Socialist Republic of Vietnam: Initiation of Less-Than-Fair-Value Investigations AGENCY : Enforcement and Compliance, International Trade Administration, Department of Commerce. DATES : Applicable March 18, 2025. FOR FURTHER INFORMATION CONTACT : Jun Jack Zhao at (202) 482–1396 (Mexico), Aleksandras Nakutis at (202) 482–3147 (Thailand), and Benito Ballesteros at (202) 482–7425 (the Socialist Republic of Vietnam (Vietnam)), AD/CVD Operations, Enforcement and Compliance, International Trade Administration, U.S. Department of Commerce, 1401 Constitution Avenue NW, Washington, DC 20230. SUPPLEMENTARY INFORMATION : The Petitions On February 26, 2025, the U.S. Department of Commerce (Commerce) received antidumping duty (AD) petitions concerning imports of certain chassis and subassemblies thereof (chassis) from Mexico, Thailand, and Vietnam filed in proper form on behalf of the U.S. Chassis Manufacturers Coalition (the petitioner), 1 the members of which are domestic producers of chassis.2 The AD Petitions were accompanied by countervailing duty (CVD) petitions concerning imports of chassis from Mexico and Thailand.3 Between February 28 and March 11, 2025, Commerce requested supplemental information pertaining to certain aspects of the Petitions in supplemental questionnaires. 4 Between March 4 and 11, 2025, the petitioner filed timely responses to these requests for additional information. 5 In accordance with section 732(b) of the Tariff Act of 1930, as amended (the Act), the petitioner alleges that imports of chassis from Mexico, Thailand, and Vietnam are being, or are likely to be, sold in the United States at less than fair value (LTFV) within the meaning of section 731 of the Act, and that imports of such products are materially injuring, or threatening material injury to, the chassis industry in the United States. Consistent with section 732(b)(1) of the Act, the Petitions were accompanied by information reasonably available to the petitioner to support its allegations. Commerce finds that the petitioner filed the Petitions on behalf of the domestic industry because the petitioner is an interested party, as defined in section 771(9)(F) of the Act. 6 Commerce also finds that the petitioner demonstrated sufficient industry support for the initiation of the requested LTFV investigations.7 Periods of Investigation Because the Petitions were filed on February 26, 2025, pursuant to 19 CFR 351.204(b)(1), the period of investigation (POI) for the Mexico and Thailand LTFV investigations is January 1, 2024, through December 31, 2024. Because Vietnam is a non-market economy (NME) country, pursuant to 19 CFR 351.204(b)(1), the POI for the Vietnam LTFV investigation is July 1, 2024, through December 31, 2024. Scope of the Investigations The products covered by these investigations are chassis from Mexico, Thailand, and Vietnam. For a full description of the scope of these investigations, see the appendix to this notice. Comments on the Scope of the Investigations On February 28 and March 7, 2025, Commerce requested information and clarification from the petitioner regarding the proposed scope to ensure that the scope language in the Petitions is an accurate reflection of the products for which the domestic industry is seeking relief.8 On March 4 and 10, 2025, the petitioner provided clarifications and revised the scope.9 The description of merchandise covered by these investigations, as described in the appendix to this notice, reflects these clarifications. As discussed in the Preamble to Commerce’s regulations, we are setting aside a period for interested parties to raise issues regarding product coverage (i.e., scope).10 Commerce will consider all scope comments received from interested parties and, if necessary, will consult with interested parties prior to the issuance of the preliminary determinations. If scope comments include factual information,11 all such factual information should be limited to public information. Commerce requests that interested parties provide at the beginning of their scope comments a public executive summary for each comment or issue raised in their submission. Commerce further requests that interested parties limit their public executive summary of each comment or issue to no more than 450 words, not VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00009 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13458 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 12 See Antidumping and Countervailing Duty Proceedings: Electronic Filing Procedures; Administrative Protective Order Procedures, 76 FR 39263 (July 6, 2011); see also Enforcement and Compliance: Change of Electronic Filing System Name, 79 FR 69046 (November 20, 2014) for details of Commerce’s electronic filing requirements, effective August 5, 2011. Information on using ACCESS can be found at https://access.trade.gov/ help.aspx and a handbook can be found at https:// access.trade.gov/help/Handbook_on_Electronic_ Filing_Procedures.pdf. 13 See section 771(10) of the Act. 14 See USEC, Inc. v. United States, 132 F. Supp. 2d 1, 8 (CIT 2001) (citing Algoma Steel Corp., Ltd. v. United States, 688 F. Supp. 639, 644 (CIT 1988), aff’d 865 F.2d 240 (Fed. Cir. 1989)). 15 See Petitions at Volume I (pages 22–26 and Exhibits I–3, I–17, and I–18); see also Third General Issues Supplement at 1–4 and Exhibits I–Supp3–1 and I–Supp3–2. 16 For a discussion of the domestic like product analysis as applied to these cases and information regarding industry support, see Checklists, ‘‘Antidumping Duty Investigation Initiation Checklists: Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam,’’ dated concurrently with, and hereby adopted by, this notice (Country-Specific AD Initiation Checklists), at Attachment II, Analysis of Industry Support for the Antidumping and Countervailing Duty Petitions Covering Certain Chassis and Subassemblies Thereof from Mexico, including citations. Commerce intends to use the public executive summaries as the basis of the comment summaries included in the analysis of scope comments. To facilitate preparation of its questionnaires, Commerce requests that scope comments be submitted by 5:00 p.m. Eastern Time (ET) on April 7, 2025, which is 20 calendar days from the signature date of this notice. Any rebuttal comments, which may include factual information, and should also be limited to public information, must be filed by 5:00 p.m. ET on April 17, 2025, which is 10 calendar days from the initial comment deadline. Commerce requests that any factual information that parties consider relevant to the scope of these investigations be submitted during that period. However, if a party subsequently finds that additional factual information pertaining to the scope of the investigations may be relevant, the party must contact Commerce and request permission to submit the additional information. All scope comments must be filed simultaneously on the records of the concurrent LTFV and CVD investigations. Filing Requirements All submissions to Commerce must be filed electronically via Enforcement and Compliance’s Antidumping Duty and Countervailing Duty Centralized Electronic Service System (ACCESS), unless an exception applies.12 An electronically filed document must be received successfully in its entirety by the time and date it is due. Comments on Product Characteristics Commerce is providing interested parties an opportunity to comment on the appropriate physical characteristics of chassis to be reported in response to Commerce’s AD questionnaires. This information will be used to identify the key physical characteristics of the subject merchandise in order to report the relevant factors of production (FOP) or cost of production (COP) accurately, as well as to develop appropriate product comparison criteria. Interested parties may provide any information or comments that they feel are relevant to the development of an accurate list of physical characteristics. Specifically, they may provide comments as to which characteristics are appropriate to use as: (1) general product characteristics; and (2) product comparison criteria. We note that it is not always appropriate to use all product characteristics as product comparison criteria. We base product comparison criteria on meaningful commercial differences among products. In other words, although there may be some physical product characteristics utilized by manufacturers to describe chassis, it may be that only a select few product characteristics take into account commercially meaningful physical characteristics. In addition, interested parties may comment on the order in which the physical characteristics should be used in matching products. Generally, Commerce attempts to list the most important physical characteristics first and the least important characteristics last. In order to consider the suggestions of interested parties in developing and issuing the AD questionnaires, all product characteristics comments must be filed by 5:00 p.m. ET on April 7, 2025, which is 20 calendar days from the signature date of this notice. Any rebuttal comments must be filed by 5:00 p.m. ET on April 17, 2025, which is 10 calendar days from the initial comment deadline. All comments and submissions to Commerce must be filed electronically using ACCESS, as explained above, on the record of the each of the LTFV investigations. Determination of Industry Support for the Petitions Section 732(b)(1) of the Act requires that a petition be filed on behalf of the domestic industry. Section 732(c)(4)(A) of the Act provides that a petition meets this requirement if the domestic producers or workers who support the petition account for: (i) at least 25 percent of the total production of the domestic like product; and (ii) more than 50 percent of the production of the domestic like product produced by that portion of the industry expressing support for, or opposition to, the petition. Moreover, section 732(c)(4)(D) of the Act provides that, if the petition does not establish support of domestic producers or workers accounting for more than 50 percent of the total production of the domestic like product, Commerce shall: (i) poll the industry or rely on other information in order to determine if there is support for the petition, as required by subparagraph (A); or (ii) determine industry support using a statistically valid sampling method to poll the ‘‘industry.’’ Section 771(4)(A) of the Act defines the ‘‘industry’’ as the producers as a whole of a domestic like product. Thus, to determine whether a petition has the requisite industry support, the statute directs Commerce to look to producers and workers who produce the domestic like product. The U.S. International Trade Commission (ITC), which is responsible for determining whether ‘‘the domestic industry’’ has been injured, must also determine what constitutes a domestic like product in order to define the industry. While both Commerce and the ITC must apply the same statutory definition regarding the domestic like product,13 they do so for different purposes and pursuant to a separate and distinct authority. In addition, Commerce’s determination is subject to limitations of time and information. Although this may result in different definitions of the like product, such differences do not render the decision of either agency contrary to law. 14 Section 771(10) of the Act defines the domestic like product as ‘‘a product which is like, or in the absence of like, most similar in characteristics and uses with, the article subject to an investigation under this title.’’ Thus, the reference point from which the domestic like product analysis begins is ‘‘the article subject to an investigation’’ (i.e., the class or kind of merchandise to be investigated, which normally will be the scope as defined in the petition). With regard to the domestic like product, the petitioner does not offer a definition of the domestic like product distinct from the scope of the investigations.15 Based on our analysis of the information submitted on the record, we have determined that chassis, as defined in the scope, constitute a single domestic like product, and we have analyzed industry support in terms of that domestic like product.16 VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00010 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13459Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices Thailand, and the Socialist Republic of Vietnam (Attachment II). These checklists are on file electronically via ACCESS. 17 For further discussion, see Attachment II of the Country-Specific AD Initiation Checklists. 18 Id. 19 Id. 20 Id.; see also section 732(c)(4)(D) of the Act. 21 See Attachment II of the Country-Specific AD Initiation Checklists. 22 Id. 23 Id. 24 For further discussion, see Country-Specific AD Initiation Checklists at Attachment III, Analysis of Allegations and Evidence of Material Injury and Causation for the Antidumping and Countervailing Duty Petitions Covering Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam. 25 Id. 26 Id. 27 See Country-Specific AD Initiation Checklists. 28 See Thailand AD Initiation Checklist. 29 See Country-Specific AD Initiation Checklists. 30 In accordance with section 773(b)(2) of the Act, for the Mexico and Thailand LTFV investigations, Commerce will request information necessary to calculate the constructed value (CV) and COP to determine whether there are reasonable grounds to believe or suspect that sales of the foreign like product have been made at prices that represent less than the COP of the product. 31 See Mexico AD Initiation Checklist. 32 See Thailand AD Initiation Checklist. 33 See, e.g., Raw Honey from the Socialist Republic of Vietnam: Final Results of Antidumping Duty Changed Circumstances Review, 89 FR 64411 (August 7, 2024), and accompanying NME Analysis Memorandum at 5. 34 See Vietnam AD Initiation Checklist. 35 Id. In determining whether the petitioner has standing under section 732(c)(4)(A) of the Act, we considered the industry support data contained in the Petitions with reference to the domestic like product as defined in the ‘‘Scope of the Investigations,’’ in the appendix to this notice. To establish industry support, the petitioner provided the 2024 production of the domestic like product for the supporters of the Petitions and compared this to the estimated total production of the domestic like product for the entire domestic industry.17 We relied on data provided by the petitioner for purposes of measuring industry support. 18 Our review of the data provided in the Petitions, the First General Issues Supplement, and other information readily available to Commerce indicates that the petitioner has established industry support for the Petitions.19 First, the Petitions established support from domestic producers (or workers) accounting for more than 50 percent of the total production of the domestic like product and, as such, Commerce is not required to take further action in order to evaluate industry support (e.g., polling).20 Second, the domestic producers (or workers) have met the statutory criteria for industry support under section 732(c)(4)(A)(i) of the Act because the domestic producers (or workers) who support the Petitions account for at least 25 percent of the total production of the domestic like product. 21 Finally, the domestic producers (or workers) have met the statutory criteria for industry support under section 732(c)(4)(A)(ii) of the Act because the domestic producers (or workers) who support the Petitions account for more than 50 percent of the production of the domestic like product produced by that portion of the industry expressing support for, or opposition to, the Petitions.22 Accordingly, Commerce determines that the Petitions were filed on behalf of the domestic industry within the meaning of section 732(b)(1) of the Act.23 Allegations and Evidence of Material Injury and Causation The petitioner alleges that the U.S. industry producing the domestic like product is being materially injured, or is threatened with material injury, by reason of the imports of the subject merchandise sold at LTFV. In addition, the petitioner alleges that subject imports exceed the negligibility threshold provided for under section 771(24)(A) of the Act. 24 The petitioner contends that the industry’s injured condition is illustrated by a significant increase in the volume of subject imports; reduced market share; underselling and price depression and/or suppression; lost sales and revenues; declines in domestic producers’ U.S. shipments, production, and capacity utilization; decline in employment variables; adverse impact on financial performance; negative impact on the existing development and production efforts of the domestic industry; and the magnitude of the alleged dumping margins. 25 We assessed the allegations and supporting evidence regarding material injury, threat of material injury, causation, as well as negligibility, and we have determined that these allegations are properly supported by adequate evidence, and meet the statutory requirements for initiation. 26 Allegations of Sales at LTFV The following is a description of the allegations of sales at LTFV upon which Commerce based its decision to initiate LTFV investigations of imports of chassis from Mexico, Thailand, and Vietnam. The sources of data for the deductions and adjustments relating to U.S. price and normal value (NV) are discussed in greater detail in the Country-Specific AD Initiation Checklists. U.S. Price For Mexico and Vietnam, the petitioner based export price (EP) on pricing information for chassis produced in each country and sold or offered for sale in the U.S. market during the POI.27 For Thailand, because the petitioner had reason to believe the sale or sales offer was made through a U.S. affiliate, the petitioner based constructed export price (CEP) on pricing information for chassis produced in Thailand and sold or offered for sale in the U.S. market during the POI.28 For each country, the petitioner made certain adjustments to U.S. price to calculate a net ex-factory U.S. price, where applicable. 29 Normal Value 30 For Mexico, the petitioner based NV on home market pricing information obtained for chassis produced in and sold or offered for sale in Mexico during the POI.31 For Thailand, the petitioner stated that it was unable to obtain home market or third-country pricing information for chassis in Thailand to use as a basis for NV. 32 Therefore, for Thailand, the petitioner calculated NV based on CV. For further discussion of CV, see the section ‘‘Normal Value Based on Constructed Value.’’ Commerce considers Vietnam to be an NME country.33 In accordance with section 771(18)(C)(i) of the Act, any determination that a foreign country is an NME country shall remain in effect until revoked by Commerce. Therefore, we continue to treat Vietnam as an NME country for purposes of the initiation of this LTFV investigation. Accordingly, we base NV on FOPs valued in a surrogate market economy country in accordance with section 773(c) of the Act. The petitioner claims that Indonesia is an appropriate surrogate country for Vietnam because it is a market economy that is at a level of economic development comparable to that of Vietnam and is a significant producer of comparable merchandise.34 The petitioner provided publicly available information from Indonesia to value all FOPs.35 Based on the information provided by the petitioner, we believe it is appropriate to use Indonesia as a surrogate country for Vietnam to value all FOPs for initiation purposes. VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00011 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13460 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 36 Id. 37 Id. 38 See Thailand AD Initiation Checklist. 39 Id. 40 Id. 41 Id. 42 See Country-Specific AD Initiation Checklists. 43 See Petitions at Volume I (page 17 and Exhibit I–13); see also Revised Exhibit I–13; and First General Issues Supplement at 1–2 and Exhibits I– Supp–1 and I–Supp–17. 44 See Petitions at Volume I (page 27 and Exhibit I–13); see also Revised Exhibit I–13; and First General Issues Supplement at 1 and Exhibit I-Supp- 1. Interested parties will have the opportunity to submit comments regarding surrogate country selection and, pursuant to 19 CFR 351.301(c)(3)(i), will be provided an opportunity to submit publicly available information to value FOPs within 30 days before the scheduled date of the preliminary determination. Factors of Production Because information regarding the volume of inputs consumed by Vietnamese producers/exporters was not reasonably available, the petitioner used the production experience and product-specific consumption rates of a U.S. producer of chassis as a surrogate to value Vietnamese manufacturers’ FOPs. 36 Additionally, for Vietnam, the petitioner calculated factory overhead, selling, general, and administrative expenses (SG&A), and profit based on the experience of an Indonesian producer of comparable merchandise. 37 Normal Value Based on Constructed Value As noted above for Thailand, the petitioner stated that it was unable to obtain home market or third-country prices for chassis to use as a basis for NV. Therefore, for Thailand, the petitioner calculated NV based on CV.38 Pursuant to section 773(e) of the Act, the petitioner calculated CV as the sum of the cost of manufacturing, SG&A expenses, financial expenses, and profit.39 For Thailand, in calculating the cost of manufacturing, the petitioner relied on the production experience and input consumption rates of a U.S. producer of chassis, valued using publicly available information applicable to Thailand.40 In calculating SG&A expenses, financial expenses, and profit ratios, the petitioner relied on the 2024 financial statements of a producer of comparable merchandise domiciled in Thailand. 41 Fair Value Comparisons Based on the data provided by the petitioner, there is reason to believe that imports Chassis from Mexico, Thailand, and Vietnam are being, or are likely to be, sold in the United States at LTFV. Based on comparisons of EP or CEP to NV in accordance with sections 772 and 773 of the Act, the estimated dumping margins for chassis from each of the countries covered by this initiation are as follows: (1) Mexico—32.37 percent; (2) Thailand—181.57 percent; (3) and Vietnam—302.52 percent.42 Initiation of LTFV Investigations Based upon the examination of the Petitions and supplemental responses, we find that they meet the requirements of section 732 of the Act. Therefore, we are initiating LTFV investigations to determine whether imports of chassis from Mexico, Thailand, and Vietnam are being, or are likely to be, sold in the United States at LTFV. In accordance with section 733(b)(1)(A) of the Act and 19 CFR 351.205(b)(1), unless postponed, we will make our preliminary determinations no later than 140 days after the date of these initiations. Respondent Selection Mexico and Thailand In the Petitions, the petitioner identified 13 companies in Mexico and three companies in Thailand as producers and/or exporters of chassis. 43 Following standard practice in AD investigations involving market economy countries, Commerce would normally select respondents based on U.S. Customs and Border Protection (CBP) entry data for imports under the appropriate Harmonized Tariff Schedule of the United States (HTSUS) subheading(s) listed in the ‘‘Scope of the Investigations’’ in the Appendix. However, for this investigation, the main HTSUS subheadings under which the subject merchandise would enter (8716.39.0090 and 8716.90.5060) are basket categories under which non- subject merchandise may also enter. Therefore, instead of relying on CBP entry data in selecting respondents, we intend to issue Q&V questionnaires to each potential respondent for which there is complete address information on the record. Commerce will also post the Q&V questionnaires along with filing instructions on Commerce’s website at https://www.trade.gov/ec-adcvd-case- announcements. Exporters/producers of chassis from Mexico and Thailand that do not receive Q&V questionnaires may still submit a response to the Q&V questionnaire and can obtain a copy of the Q&V questionnaire from Commerce’s website. Responses to the Q&V questionnaire must be submitted by the relevant producers/exporters no later than 5:00 p.m. on April 1, 2025, which is two weeks from the signature date of this notice. An electronically filed document must be received successfully, in its entirety, by ACCESS no later than 5:00 p.m. ET on the deadline noted above. Interested parties must submit applications for disclosure under an administrative protective order (APO) in accordance with 19 CFR 351.305(b). As stated above, instructions for filing such applications may be found on Commerce’s website at https:// www.trade.gov/administrative- protective-orders. Vietnam In the Petitions, the petitioner identified four companies in Vietnam as producers and/or exporters of chassis.44 Our standard practice for respondent selection in AD investigations involving NME countries is to select respondents based on Q&V questionnaires in cases where Commerce has determined that the number of companies is large, and it cannot individually examine each company based upon its resources. Therefore, considering the number of producers and/or exporters identified in the Petitions, Commerce will solicit Q&V information that can serve as a basis for selecting exporters for individual examination in the event that Commerce determines that the number is large and decides to limit the number of respondents individually examined pursuant to section 777A(c)(2) of the Act. Because there are four Vietnamese producers and/or exporters identified in the Petitions, Commerce has determined that it will issue Q&V questionnaires to each potential respondent for which there is complete address information on the record. Commerce will post the Q&V questionnaires along with filing instructions on Commerce’s website at https://www.trade.gov/ec-adcvd-case- announcements. Producers/exporters of chassis from Vietnam that do not receive Q&V questionnaires may still submit a response to the Q&V questionnaire and can obtain a copy of the Q&V questionnaire from Commerce’s website. Responses to the Q&V questionnaire must be submitted by the relevant Vietnamese producers/ exporters no later than 5:00 p.m. ET on April 1, 2025, which is two weeks from the signature date of this notice. All Q&V questionnaire responses must be filed electronically via ACCESS. An electronically filed document must be received successfully, in its entirety, by VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00012 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13461Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 45 See Regulations Enhancing the Administration of the Antidumping and Countervailing Duty Trade Remedy Laws, 89 FR 101694, 101759–60 (December 16, 2024). 46 See 19 CFR 351.108(d)(1). 47 See 19 CFR 351.108(e). 48 See Enforcement and Compliance’s Policy Bulletin No. 05.1, regarding, ‘‘Separate-Rates Practice and Application of Combination Rates in Antidumping Investigation involving NME Countries,’’ (April 5, 2005), at 6 (emphasis added), available on Commerce’s website at https:// access.trade.gov/Resources/policy/bull05-1.pdf. 49 See section 733(a) of the Act. 50 Id. 51 See 19 CFR 351.301(b). ACCESS no later than 5:00 p.m. ET on the deadline noted above. Interested parties must submit applications for disclosure under APO in accordance with 19 CFR 351.305(b). As stated above, instructions for filing such applications may be found on Commerce’s website at https:// www.trade.gov/administrative- protective-orders. Separate Rates In order to obtain separate rate status in an NME investigation, exporters and producers must submit a separate rate application. The specific requirements for submitting a separate rate application in an NME investigation are outlined in detail in the application itself, which is available on Commerce’s website at https://access.trade.gov/ Resources/nme/nme-sep-rate.html. Note that Commerce recently promulgated new regulations pertaining to separate rates, including the separate rate application deadline and eligibility for separate rate status, in 19 CFR 351.108. 45 Pursuant to 19 CFR 351.108(d)(1), the separate rate application will be due 21 days after publication of this initiation notice.46 Exporters and producers must file a timely separate rate application if they want to be considered for individual examination. In addition, pursuant to 19 CFR 351.108(e), exporters and producers who submit a separate rate application and have been selected as mandatory respondents will be eligible for consideration for separate rate status only if they fully respond to all parts of Commerce’s AD questionnaire and participate in the LTFV proceeding as mandatory respondents.47 Commerce requires that companies from Vietnam submit a response both to the Q&V questionnaire and to the separate rate application by the respective deadlines to receive consideration for separate rate status. Companies not filing a timely Q&V questionnaire response will not receive separate rate consideration. Use of Combination Rates Commerce will calculate combination rates for certain respondents that are eligible for a separate rate in an NME investigation. The Separate Rates and Combination Rates Bulletin states: {w}hile continuing the practice of assigning separate rates only to exporters, all separate rates that {Commerce} will now assign in its NME investigation will be specific to those producers that supplied the exporter during the period of investigation. Note, however, that one rate is calculated for the exporter and all of the producers which supplied subject merchandise to it during the period of investigation. This practice applies both to mandatory respondents receiving an individually calculated separate rate as well as the pool of non-investigated firms receiving the {weighted average} of the individually calculated rates. This practice is referred to as the application of ‘‘combination rates’’ because such rates apply to specific combinations of exporters and one or more producers. The cash-deposit rate assigned to an exporter will apply only to merchandise both exported by the firm in question and produced by a firm that supplied the exporter during the period of investigation.48 Distribution of Copies of the Petitions In accordance with section 732(b)(3)(A) of the Act and 19 CFR 351.202(f), a copy of the public version of the Petitions has been provided to the governments of Mexico, Thailand, and Vietnam via ACCESS. To the extent practicable, we will attempt to provide a copy of the public version of the Petitions to each exporter named in the Petitions, as provided under 19 CFR 351.203(c)(2). ITC Notification Commerce will notify the ITC of our initiation, as required by section 732(d) of the Act. Preliminary Determinations by the ITC The ITC will preliminarily determine, within 45 days after the date on which the Petitions were filed, whether there is a reasonable indication that imports of chassis from Mexico, Thailand, and/ or Vietnam are materially injuring, or threatening material injury to, a U.S. industry. 49 A negative ITC determination for any country will result in the investigation being terminated with respect to that country.50 Otherwise, these LTFV investigations will proceed according to statutory and regulatory time limits. Particular Market Situation Allegation Section 773(e) of the Act addresses the concept of particular market situation (PMS) for purposes of CV, stating that ‘‘if a particular market situation exists such that the cost of materials and fabrication or other processing of any kind does not accurately reflect the cost of production in the ordinary course of trade, the administering authority may use another calculation methodology under this subtitle or any other calculation methodology.’’ When an interested party submits a PMS allegation pursuant to section 773(e) of the Act (i.e., a cost- based PMS allegation), the submission must be filed in accordance with the requirements of 19 CFR 351.416(b), and Commerce will respond to such a submission consistent with 19 CFR 351.301(c)(2)(v). If Commerce finds that a cost-based PMS exists under section 773(e) of the Act, then it will modify its dumping calculations appropriately. Neither section 773(e) of the Act, nor 19 CFR 351.301(c)(2)(v), sets a deadline for the submission of cost-based PMS allegations and supporting factual information. However, in order to administer section 773(e) of the Act, Commerce must receive PMS allegations and supporting factual information with enough time to consider the submission. Thus, should an interested party wish to submit a cost-based PMS allegation and supporting new factual information pursuant to section 773(e) of the Act, it must do so no later than 20 days after submission of a respondent’s initial section D questionnaire response. We note that a PMS allegation filed pursuant to sections 773(a)(1)(B)(ii)(III) or 773(a)(1)(C)(iii) of the Act (i.e., a sales-based PMS allegation) must be filed within 10 days of submission of a respondent’s initial section B questionnaire response, in accordance with 19 CFR 351.301(c)(2)(i) and 19 CFR 351.404(c)(2). Submission of Factual Information Factual information is defined in 19 CFR 351.102(b)(21) as: (i) evidence submitted in response to questionnaires; (ii) evidence submitted in support of allegations; (iii) publicly available information to value factors under 19 CFR 351.408(c) or to measure the adequacy of remuneration under 19 CFR 351.511(a)(2); (iv) evidence placed on the record by Commerce; and (v) evidence other than factual information described in (i)–(iv). Section 351.301(b) of Commerce’s regulations requires any party, when submitting factual information, to specify under which subsection of 19 CFR 351.102(b)(21) the information is being submitted 51 and, if the information is submitted to rebut, clarify, or correct factual information already on the record, to provide an explanation identifying the information already on the record that the factual information seeks to rebut, clarify, or VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00013 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13462 Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices 52 See 19 CFR 351.301(b)(2). 53 See 19 CFR 351.301(c)(1)(i)–(v). 54 See 19 CFR 351.301; see also Extension of Time Limits; Final Rule, 78 FR 57790 (September 20, 2013) (Time Limits Final Rule), available at https:// www.gpo.gov/fdsys/pkg/FR-2013-09-20/html/2013- 22853.htm. 55 See 19 CFR 351.302; see also, e.g., Time Limits Final Rule. 56 See section 782(b) of the Act. 57 See Certification of Factual Information to Import Administration During Antidumping and Countervailing Duty Proceedings, 78 FR 42678 (July 17, 2013) (Final Rule). Additional information regarding the Final Rule is available at https:// access.trade.gov/Resources/filing/index.html. 58 See Administrative Protective Order, Service, and Other Procedures in Antidumping and Countervailing Duty Proceedings, 88 FR 67069 (September 29, 2023). correct. 52 Time limits for the submission of factual information are addressed in 19 CFR 351.301, which provides specific time limits based on the type of factual information being submitted. Interested parties should review the regulations prior to submitting factual information in these investigations. Time Limits for Submission of Factual Information in Response to Questionnaires Section 351.301(c) of Commerce’s regulations states that during a proceeding, Commerce may issue to any person questionnaires, which includes both and initial and supplemental questionnaires. For all investigations initiated after January 15, 2025, the following time limits apply: 53 (i) Initial questionnaire responses are due 30 days from the date of receipt of such questionnaire. The time limit for response to individual sections of the questionnaire, if Commerce requests a separate response to such sections, may be less than the 30 days allotted for response to the full questionnaire. In general, the date of receipt will be considered to be seven days from the date on which the initial questionnaire was transmitted. (ii) Supplemental questionnaire responses are due on the date specified by Commerce. (iii) A notification by an interested party, under section 782(c)(1) of the Act, of difficulties in submitting information in response to a questionnaire issued by Commerce is to be submitted in writing within 14 days after the date of the questionnaire or, if the questionnaire is due in 14 days or less, within the time specified by Commerce. (iv) A respondent interested party may request in writing that Commerce conduct a questionnaire presentation. Commerce may conduct a questionnaire presentation if Commerce notifies the government of the affected country and that government does not object. (v) Factual information submitted to rebut, clarify, or correct questionnaire responses. Within 14 days after an initial questionnaire response and within 10 days after a supplemental questionnaire response has been filed with Commerce, an interested party other than the original submitter is permitted one opportunity to submit factual information to rebut, clarify, or correct factual information contained in the questionnaire response. Within seven days of the filing of such rebuttal, clarification, or correction to a questionnaire response, the original submitter of the questionnaire response is permitted one opportunity to submit factual information to rebut, clarify, or correct factual information submitted in the interested party’s rebuttal, clarification or correction. Commerce will reject any untimely filed rebuttal, clarification, or correction submission and provide, to the extent practicable, written notice stating the reasons for rejection. If insufficient time remains before the due date for the final determination or final results of review, Commerce may specify shorter deadlines under this section. Extensions of Time Limits Parties may request an extension of time limits before the expiration of a time limit established under 19 CFR 351.301, or as otherwise specified by Commerce. In general, an extension request will be considered untimely if it is filed after the expiration of the time limit established under 19 CFR 351.301, or as otherwise specified by Commerce. 54 For submissions that are due from multiple parties simultaneously, an extension request will be considered untimely if it is filed after 10:00 a.m. ET on the due date. Under certain circumstances, Commerce may elect to specify a different time limit by which extension requests will be considered untimely for submissions which are due from multiple parties simultaneously. In such a case, we will inform parties in a letter or memorandum of the deadline (including a specified time) by which extension requests must be filed to be considered timely. An extension request must be made in a separate, standalone submission; under limited circumstances we will grant untimely filed requests for the extension of time limits, where we determine, based on 19 CFR 351.302, that extraordinary circumstances exist. Parties should review Commerce’s regulations concerning the extension of time limits and the Time Limits Final Rule prior to submitting factual information in these investigations.55 Certification Requirements Any party submitting factual information in an AD or CVD proceeding must certify to the accuracy and completeness of that information.56 Parties must use the certification formats provided in 19 CFR 351.303(g). 57 Commerce intends to reject factual submissions if the submitting party does not comply with the applicable certification requirements. Notification to Interested Parties Interested parties must submit applications for disclosure under APO in accordance with 19 CFR 351.305. Parties wishing to participate in these investigations should ensure that they meet the requirements of 19 CFR 351.103(d) (e.g., by filing the required letter of appearance). Note that Commerce has amended certain of its requirements pertaining to the service of documents in 19 CFR 351.303(f). 58 This notice is issued and published pursuant to sections 732(c)(2) and 777(i) of the Act, and 19 CFR 351.203(c). Dated: March 18, 2025. Christopher Abbott, Deputy Assistant Secretary for Policy and Negotiations, performing the non-exclusive functions and duties of the Assistant Secretary for Enforcement and Compliance. Appendix Scope of the Investigations The merchandise covered by these investigations consists of chassis and subassemblies thereof, whether finished or unfinished, whether assembled or unassembled, whether coated or uncoated, regardless of the number of axles, for carriage of containers, or other payloads (including self-supporting payloads) for road, marine roll-on/roll-off (RORO) and/or rail transport. Chassis are typically, but are not limited to, rectangular framed trailers with a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system or systems to secure the shipping container or containers to the chassis using twistlocks, slide pins or similar attachment devices to engage the corner fittings on the container or other payload. Subject merchandise includes, but is not limited to, the following subassemblies: • Chassis frames, or sections of chassis frames, including kingpin assemblies, bolsters consisting of transverse beams with locking or support mechanisms, goosenecks, drop assemblies, extension mechanisms and/ or rear impact guards; • Running gear assemblies or axle assemblies for connection to the chassis frame, whether fixed in nature or capable of VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00014 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 13463Federal Register / Vol. 90, No. 55 / Monday, March 24, 2025 / Notices sliding fore and aft or lifting up and lowering down, which may or may not include suspension(s) (mechanical or pneumatic), wheel end components, slack adjusters, dressed axles, brake chambers, locking pins, and tires and wheels; and • Assemblies that connect to the chassis frame or a section of the chassis frame, such as but not limited to, pintle hooks or B-trains (which include a fifth wheel), which are capable of connecting a chassis to a converter dolly or another chassis. Importation of any of these subassemblies, whether assembled or unassembled, constitutes an unfinished chassis for purposes of these investigations. Subject merchandise also includes chassis, whether finished or unfinished, entered with components such as, but not limited to: hub and drum assemblies, brake assemblies (either drum or disc), bare axles, brake chambers, suspensions and suspension components, wheel end components, landing gear legs, spoke or disc wheels, tires, brake control systems, electrical harnesses and lighting systems. Processing of finished and unfinished chassis and components such as trimming, cutting, grinding, notching, punching, drilling, painting, coating, staining, finishing, assembly, or any other processing either in the country of manufacture of the in-scope product or in a third country does not remove the product from the scope. Inclusion of other components not identified as comprising the finished or unfinished chassis does not remove the product from the scope. Individual components entered and sold by themselves are not subject to the investigations, but components entered with a finished or unfinished chassis are subject merchandise. A finished chassis is ultimately comprised of several different types of subassemblies. Within each subassembly there are numerous components that comprise a given subassembly. This scope excludes dry van trailers, refrigerated van trailers and flatbed trailers. Dry van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer itself. Refrigerated van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer and being insulated, possessing specific thermal properties intended for use with self- contained refrigeration systems. Flatbed (or platform) trailers consist of load carrying main frames and a solid, flat or stepped loading deck or floor permanently incorporated with and supported by frame rails and cross members. The finished and unfinished chassis subject to these investigations are typically classified in the Harmonized Tariff Schedule of the United States (HTSUS) at subheadings: 8716.39.0090 and 8716.90.5060. Imports of finished and unfinished chassis may also enter under HTSUS subheading 8716.90.5010. While the HTSUS subheadings are provided for convenience and customs purposes, the written description of the merchandise under investigation is dispositive. [FR Doc. 2025–04938 Filed 3–21–25; 8:45 am] BILLING CODE 3510–DS–P DEPARTMENT OF COMMERCE National Oceanic and Atmospheric Administration [RTID 0648–XE769] Fisheries of the US Caribbean; Southeast Data, Assessment, and Review (SEDAR); Public Meeting; Cancellation AGENCY : National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce. ACTION : Notice of cancellation; SEDAR 101 Data Workshop for Highly Migratory Species (HMS) Sandbar Sharks. SUMMARY : The SEDAR 101 assessment process of HMS sandbar sharks will consist of a Data Workshop, an Assessment Workshop and a Center for Independent Experts (CIE) Desk Review. See SUPPLEMENTARY INFORMATION. DATES : The SEDAR 101 Data Workshop was scheduled for May 12–16, 2025. ADDRESSES : Meeting address: The meeting was to be held at the Northeast Fishery Science Center Narraganset Laboratory, 28 Tarzwell Drive, Narragansett, RI 02882. SEDAR address: 4055 Faber Place Drive, Suite 201, North Charleston, SC 29405. FOR FURTHER INFORMATION CONTACT : Emily Ott, SEDAR Coordinator; (843) 302–8434; email: Emily.Ott@safmc.net. SUPPLEMENTARY INFORMATION : The meeting notice published on March 18, 2025 (90 FR 12528). This announces that the meeting is cancelled and will be rescheduled at a later date. Authority: 16 U.S.C. 1801 et seq. Dated: March 19, 2025. Rey Israel Marquez, Acting Deputy Director, Office of Sustainable Fisheries, National Marine Fisheries Service. [FR Doc. 2025–04958 Filed 3–21–25; 8:45 am] BILLING CODE 3510–22–P DEPARTMENT OF COMMERCE National Oceanic and Atmospheric Administration [RTID 0648–XE746] Takes of Marine Mammals Incidental to Specified Activities; Taking Marine Mammals Incidental to the Alaska Department of Transportation and Public Facilities Angoon Ferry Terminal Modification Project in Angoon, Alaska AGENCY : National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce. ACTION : Notice; proposed incidental harassment authorization; request for comments on proposed authorization and possible renewal. SUMMARY : NMFS has received a request from the Alaska Department of Transportation and Public Facilities (ADOT&PF) for authorization to take marine mammals incidental to Angoon Ferry Terminal Modification Project in Angoon, Alaska. Pursuant to the Marine Mammal Protection Act (MMPA), NMFS is requesting comments on its proposal to issue an incidental harassment authorization (IHA) to incidentally take marine mammals during the specified activities. NMFS is also requesting comments on a possible one-time, 1- year renewal that could be issued under certain circumstances and if all requirements are met, as described in Request for Public Comments at the end of this notice. NMFS will consider public comments prior to making any final decision on the issuance of the requested MMPA authorization and agency responses will be summarized in the final notice of our decision. DATES : Comments and information must be received no later than April 23, 2025. ADDRESSES : Comments should be addressed to Jolie Harrison, Chief, Permits and Conservation Division, Office of Protected Resources, National Marine Fisheries Service and should be submitted via email to ITP.davis@ noaa.gov. Electronic copies of the application and supporting documents, as well as a list of the references cited in this document, may be obtained online at: https:// www.fisheries.noaa.gov/national/ marine-mammal-protection/incidental- take-authorizations-construction- activities. In case of problems accessing these documents, please call the contact listed below. Instructions: NMFS is not responsible for comments sent by any other method, VerDate Sep<11>2014 17:28 Mar 21, 2025 Jkt 265001 PO 00000 Frm 00015 Fmt 4703 Sfmt 4703 E:\FR\FM\24MRN1.SGM 24MRN1 lotter on DSK11XQN23PROD with NOTICES1 ──────────────────────────────────────────────────────────── === USITC Determination - Preliminary === 16553Federal Register / Vol. 90, No. 74 / Friday, April 18, 2025 / Notices 1 The record is defined in § 207.2(f) of the Commission’s Rules of Practice and Procedure (19 CFR 207.2(f)). 2 90 FR 13452 and 90 FR 13457 (March 24, 2025). the United States after importation of certain components for injection molding machines, and products containing the same by reason of the infringement of certain claims of U.S. Patent Nos. 9,713,891; 11,794,375; 10,093,053; 8,834,149 and 7,645,132 (the ‘‘Asserted Patents’’). Id. at 102953. The Commission’s notice of investigation (‘‘NOI’’) named AOSIMI of Yuyao, Zhejiang, China as the sole respondent. Id. at 102954. The Office of Unfair Import Investigations was not named as a party. On January 24, 2025, the Chief Administrative Law Judge issued an order directing AOSIMI to show cause, no later than February 7, 2025, why it should not be found in default for failing to respond to the complaint and NOI. See Order No. 5 (January 24, 2025), at 3. AOSIMI did not respond to the order to show cause. On February 28, 2025, the Commission issued a notice determining AOSIMI to be in default. See Order No. 7 (February 14, 2025), unreviewed by Comm’n Notice, 90 FR 11437–38 (Feb. 28, 2025) (the ‘‘Remedy Notice’’). In the same notice, the Commission asked parties to the investigation, interested government agencies, and any other interested parties to file written submissions on the issues of remedy, the public interest, and bonding. Id. On March 14, 2025, Complainants filed a written submission, requesting the Commission to issue a limited exclusion order (‘‘LEO’’) and a cease and desist order against AOSIMI. The Commission received no other written submissions in response to the Remedy Notice. When the conditions in section 337(g)(1)(A)–(E) (19 U.S.C. 1337(g)(1)(A)–(E)) have been satisfied, section 337(g)(1) and Commission Rule 210.16(c) (19 CFR 210.16(c)) direct the Commission, upon request, to issue a limited exclusion order or a cease and desist order or both against a respondent found in default, based on the allegations regarding a violation of section 337 in the Complaint, which are presumed to be true, unless after consideration of the public interest factors in section 337(g)(1), it finds that such relief should not issue. Having examined the record of this investigation, including the Complainants’ submission in response to the Remedy Notice, the Commission has determined, pursuant to section 337(g)(1) (19 U.S.C. 1337(g)(1)), that the appropriate remedy in this investigation is an LEO prohibiting the unlicensed entry of certain components for injection molding machines, and products containing the same by reason of the infringement of certain claims of the Asserted Patents. The Commission has determined that the public interest factors enumerated in subsection 337(g)(1) do not preclude the issuance of the requested LEO. Although Complainants requested the Commission to issue a cease and desist order (‘‘CDO’’) directed to AOSIMI, the Commission has determined not to issue the requested CDO because of the lack of evidence or allegations that AOSIMI maintains commercially significant inventories and/or engages in significant commercial operations in the United States. Chair Karpel agrees that section 337(g)(1) is the appropriate authority for issuance of relief in this investigation but disagrees with the determination not to issue the CDO requested by Complainants. Specifically, Chair Karpel supports issuance of both the requested LEO and the requested CDO against AOSIMI because the criteria for issuance of such relief under section 337(g)(1)(A)–(E) are met as to AOSIMI. (19 U.S.C. 1337(g)(1)(A)–(E); see Order No. 7 (February 14, 2025), unreviewed by Comm’n Notice, 90 FR 11437–38 (Feb. 28, 2025). Here, in addition to an exclusion order, Complainants have requested a CDO as to AOSIMI in their remedy submission before the Commission. Given that sections 337(g)(1)(A)–(E) are satisfied, in Chair Karpel’s view, the statute directs the Commission to issue the requested CDO, subject to consideration of the public interest. Chair Karpel further finds that the public interest factors enumerated in section 337(g)(1) do not preclude the issuance of the CDO directed to AOSIMI. Accordingly, Chair Karpel supports issuance of the CDO, in addition to the issuance of the LEO discussed above, under section 337(g)(1). The Commission has further determined that the bond during the period of Presidential review pursuant to section 337(j) (19 U.S.C. 1337(j)) shall be in the amount of one hundred percent (100%) of the entered value of the imported articles that are subject to the LEO. The investigation is terminated. The Commission’s vote for this determination took place on April 15, 2025. The authority for the Commission’s determination is contained in section 337 of the Tariff Act of 1930, as amended (19 U.S.C. 1337), and in part 210 of the Commission’s Rules of Practice and Procedure (19 CFR part 210). By order of the Commission. Issued: April 15, 2025. Lisa Barton, Secretary to the Commission. [FR Doc. 2025–06719 Filed 4–17–25; 8:45 am] BILLING CODE 7020–02–P INTERNATIONAL TRADE COMMISSION [Investigation Nos. 701–TA–755–756 and 731–TA–1734–1736 (Preliminary)] Chassis and Subassemblies From Mexico, Thailand, and Vietnam Determinations On the basis of the record 1 developed in the subject investigations, the United States International Trade Commission (‘‘Commission’’) determines, pursuant to the Tariff Act of 1930 (‘‘the Act’’), that there is a reasonable indication that an industry in the United States is materially injured by reason of imports of chassis and subassemblies from Mexico, Thailand, and Vietnam, provided for in subheadings 8716.39.00 and 8716.90.50 of the Harmonized Tariff Schedule of the United States, that are alleged to be sold in the United States at less than fair value (‘‘LTFV’’) and subsidized by the governments of Mexico and Thailand. 2 Commencement of Final Phase Investigations Pursuant to section 207.18 of the Commission’s rules, the Commission also gives notice of the commencement of the final phase of its investigations. The Commission will issue a final phase notice of scheduling, which will be published in the Federal Register as provided in § 207.21 of the Commission’s rules, upon notice from the U.S. Department of Commerce (‘‘Commerce’’) of affirmative preliminary determinations in the investigations under §§ 703(b) or 733(b) of the Act, or, if the preliminary determinations are negative, upon notice of affirmative final determinations in those investigations under §§ 705(a) or 735(a) of the Act. Parties that filed entries of appearance in the preliminary phase of the investigations need not enter a separate appearance for the final phase of the investigations. Any other party may file an entry of appearance for the final phase of the investigations after publication of the final phase notice of scheduling. Industrial users, and, if the merchandise under investigation is sold VerDate Sep<11>2014 17:07 Apr 17, 2025 Jkt 265001 PO 00000 Frm 00063 Fmt 4703 Sfmt 4703 E:\FR\FM\18APN1.SGM 18APN1 lotter on DSK11XQN23PROD with NOTICES1 16554 Federal Register / Vol. 90, No. 74 / Friday, April 18, 2025 / Notices at the retail level, representative consumer organizations have the right to appear as parties in Commission antidumping and countervailing duty investigations. The Secretary will prepare a public service list containing the names and addresses of all persons, or their representatives, who are parties to the investigations. As provided in section 207.20 of the Commission’s rules, the Director of the Office of Investigations will circulate draft questionnaires for the final phase of the investigations to parties to the investigations, placing copies on the Commission’s Electronic Document Information System (EDIS, https:// edis.usitc.gov), for comment. Background On February 26, 2025, the U.S. Chassis Manufacturers Coalition, whose members are Cheetah Chassis Corporation, Berwick, Pennsylvania and Stoughton Trailers LLC, Stoughton, Wisconsin, filed petitions with the Commission and Commerce, alleging that an industry in the United States is materially injured or threatened with material injury by reason of subsidized imports of chassis and subassemblies from Mexico and Thailand and LTFV imports of chassis and subassemblies from Mexico, Thailand, and Vietnam. Accordingly, effective February 26, 2025, the Commission instituted countervailing duty investigation Nos. 701–TA–755–756 and antidumping duty investigation Nos. 731–TA–1734– 1736 (Preliminary). Notice of the institution of the Commission’s investigations and of a public conference to be held in connection therewith was given by posting copies of the notice in the Office of the Secretary, U.S. International Trade Commission, Washington, DC, and by publishing the notice in the Federal Register of March 4, 2025 (90 FR 11180). The Commission conducted its conference on March 19, 2025. All persons who requested the opportunity were permitted to participate. The Commission made these determinations pursuant to §§ 703(a) and 733(a) of the Act (19 U.S.C. 1671b(a) and 1673b(a)). It completed and filed its determinations in these investigations on April 14, 2025. The views of the Commission are contained in USITC Publication 5612 (April 2025), entitled Chassis and Subassemblies from Mexico, Thailand, and Vietnam: Investigation Nos. 701–TA–755–756 and 731–TA–1734–1736 (Preliminary). By order of the Commission. Issued: April 14, 2025. Lisa Barton, Secretary to the Commission. [FR Doc. 2025–06672 Filed 4–17–25; 8:45 am] BILLING CODE 7020–02–P DEPARTMENT OF JUSTICE Drug Enforcement Administration [Docket No. DEA–1527] Importer of Controlled Substances Application: Scottsdale Research Institute AGENCY : Drug Enforcement Administration, Justice. ACTION : Notice of application. SUMMARY : Scottsdale Research Institute has applied to be registered as an importer of basic class(es) of controlled substance(s). Refer to Supplementary Information listed below for further drug information. DATES : Registered bulk manufacturers of the affected basic class(es), and applicants, therefore, may submit electronic comments on or objections to the issuance of the proposed registration on or before May 19, 2025. Such persons may also file a written request for a hearing on the application on or before May 19, 2025. ADDRESSES : The Drug Enforcement Administration requires that all comments be submitted electronically through the Federal eRulemaking Portal, which provides the ability to type short comments directly into the comment field on the web page or attach a file for lengthier comments. Please go to https://www.regulations.gov and follow the online instructions at that site for submitted comments. Upon submission of your comment, you will receive a Comment Tracking Number. Please be aware that submitted comments are not instantaneously available for public view on https://www.regulations.gov. If you have received a Comment Tracking Number, your comment has been successfully submitted and there is no need to resubmit the same comment. All requests for a hearing must be sent to: (1) Drug Enforcement Administration, Attn: Hearing Clerk/OALJ, 8701 Morrissette Drive, Springfield, Virginia 22152, and (2) Drug Enforcement Administration, Attn: DEA Federal Register Representative/DPW, 8701 Morrissette Drive, Springfield, Virginia 22152. All requests for a hearing should also be sent to: Drug Enforcement Administration, Atn: Administrator, 8701 Morrissette Drive, Springfield, Virginia 22152. SUPPLEMENTARY INFORMATION : In accordance with 21 CFR 1301.34(a), this is notice that on January 13, 2025, Scottsdale Research Institute, 12815 North Cave Creek Road, Phoenix, Arizona 85022, applied to be registered as an importer of the following basic class(es) of controlled substance(s): Controlled substance Drug code Schedule Marihuana ............. 7360 I The company plans to import Active Pharmaceutical Ingredients for clinical research by Schedule I registrants. The company aim to meet the needs of Schedule I researchers with these novel compounds. In reference to drug codes7360 (Marihuana), the company plans to import a synthetic cannabidiol. No other activity for this drug code is authorized for this registration. Approval of permit applications will occur only when the registrant’s business activity is consistent with what is authorized under 21 U.S.C. 952(a)(2). Authorization will not extend to the import of Food and Drug Administration approved or non- approved finished dosage forms for commercial sale. Matthew Strait, Deputy Assistant Administrator. [FR Doc. 2025–06705 Filed 4–17–25; 8:45 am] BILLING CODE P DEPARTMENT OF JUSTICE Drug Enforcement Administration [Docket No. DEA–1529] Bulk Manufacturer of Controlled Substances Application: Patheon API Services Inc. AGENCY : Drug Enforcement Administration, Justice. ACTION : Notice of application. SUMMARY : Patheon API Services Inc. has applied to be registered as a bulk manufacturer of basic class(es) of controlled substance(s). Refer to Supplementary Information listed below for further drug information. DATES : Registered bulk manufacturers of the affected basic class(es), and applicants, therefore, may submit electronic comments on or objections to the issuance of the proposed registration on or before June 17, 2025. Such persons may also file a written request for a hearing on the application on or before June 17, 2025. ADDRESSES : The Drug Enforcement Administration requires that all VerDate Sep<11>2014 17:07 Apr 17, 2025 Jkt 265001 PO 00000 Frm 00064 Fmt 4703 Sfmt 4703 E:\FR\FM\18APN1.SGM 18APN1 lotter on DSK11XQN23PROD with NOTICES1 ──────────────────────────────────────────────────────────── === Publication 5612 === Chassis and Subassemblies from Mexico, Thailand, and Vietnam Investigation Nos. 701-TA-755–756 and 731-TA-1734–1736 (Preliminary) Publication 5612 April 2025 U.S. International Trade Commission Washington, DC 20436 COMMISSIONERS Amy A. Karpel, Chair David S. Johanson Jason E. Kearns Catherine DeFilippo Director of Operations Staff assigned Stamen Borisson, Investigator Alec Resch, International Trade Specialist David Coffin, Industry Analyst Narmada Variyam, Industry Analyst James Horne, Economist Joanna Lo, Accountant Aboubakari Kpeitoni, Statistician Jason F. Miller, Attorney Douglas Corkran, Supervisory Investigator U.S. International Trade Commission Address all communications to Secretary to the Commission United States International Trade Commission Washington, DC 20436 Washington, DC 20436 www.usitc.gov Chassis and Subassemblies from Mexico, Thailand, and Vietnam Investigation Nos. 701-TA-755–756 and 731-TA-1734–1736 (Preliminary) U.S. International Trade Commission Publication 5612 April 2025 CONTENTS Page i Introduction ........................................................................................................ 1.1 Background............................................................................................................................... 1.1 Statutory criteria ...................................................................................................................... 1.2 Organization of report.............................................................................................................. 1.3 Market summary ...................................................................................................................... 1.3 Summary data and data sources .............................................................................................. 1.4 Previous and related investigations ......................................................................................... 1.4 Nature and extent of alleged subsidies and sales at LTFV ....................................................... 1.5 Alleged subsidies .................................................................................................................. 1.5 Alleged sales at LTFV ............................................................................................................ 1.5 The subject merchandise ......................................................................................................... 1.5 Commerce’s scope ............................................................................................................... 1.5 Tariff treatment .................................................................................................................... 1.7 The product .............................................................................................................................. 1.8 Description and applications ................................................................................................ 1.8 Manufacturing processes ................................................................................................... 1.13 Domestic like product issues.................................................................................................. 1.19 CONTENTS Page ii Part 2: Conditions of competition in the U.S. market ....................................................... 2.1 U.S. market characteristics....................................................................................................... 2.1 Impact of tariffs ........................................................................................................................ 2.1 Channels of distribution ........................................................................................................... 2.2 Geographic distribution ........................................................................................................... 2.3 Supply and demand considerations ......................................................................................... 2.3 U.S. supply ............................................................................................................................ 2.3 U.S. demand ......................................................................................................................... 2.8 Substitutability issues............................................................................................................. 2.11 Factors affecting purchasing decisions............................................................................... 2.12 Comparison of U.S.-produced and imported chassis ......................................................... 2.12 Part 3: U.S. producers’ production, shipments, and employment .................................... 3.1 U.S. producers .......................................................................................................................... 3.1 U.S. production, capacity, and capacity utilization .................................................................. 3.5 Alternative products ............................................................................................................. 3.9 U.S. producers’ U.S. shipments and exports .......................................................................... 3.10 U.S. producers’ inventories .................................................................................................... 3.11 U.S. producers’ imports from subject sources ....................................................................... 3.11 U.S. producers' purchases of imports from subject sources ................................................. 3.12 U.S. employment, wages, and productivity ........................................................................... 3.13 CONTENTS Page iii Part 4: U.S. imports, apparent U.S. consumption, and market shares .............................. 4.1 U.S. importers........................................................................................................................... 4.1 U.S. imports .............................................................................................................................. 4.3 Negligibility ............................................................................................................................... 4.9 Cumulation considerations .................................................................................................... 4.10 Fungibility ........................................................................................................................... 4.10 Geographical markets ........................................................................................................ 4.15 Presence in the market ...................................................................................................... 4.17 Apparent U.S. consumption and market shares .................................................................... 4.21 Quantity .............................................................................................................................. 4.21 Value ................................................................................................................................... 4.23 Part 5: Pricing data ......................................................................................................... 5.1 Factors affecting prices ............................................................................................................ 5.1 Raw material costs ............................................................................................................... 5.1 Transportation costs to the U.S. market .............................................................................. 5.3 U.S. inland transportation costs ........................................................................................... 5.3 Pricing practices ....................................................................................................................... 5.3 Pricing methods .................................................................................................................... 5.3 Sales terms and discounts .................................................................................................... 5.4 Price data.................................................................................................................................. 5.5 Price trends......................................................................................................................... 5.14 Price comparisons .............................................................................................................. 5.18 Lost sales and lost revenue .................................................................................................... 5.19 CONTENTS Page iv Part 6: Financial experience of U.S. producers ................................................................. 6.1 Background............................................................................................................................... 6.1 Operations on chassis .............................................................................................................. 6.3 Net sales ............................................................................................................................. 6.13 Cost of goods sold and gross profit or loss......................................................................... 6.13 SG&A expenses and operating income or loss................................................................... 6.15 All other expenses and net income or loss ........................................................................ 6.16 Capital expenditures and research and development expenses ........................................... 6.17 Assets and return on assets ................................................................................................... 6.19 Capital and investment .......................................................................................................... 6.21 Threat considerations and information on nonsubject countries .......................... 7.1 Subject countries ...................................................................................................................... 7.3 Changes in operations .......................................................................................................... 7.6 Installed and practical overall capacity .............................................................................. 7.10 Constraints on capacity ...................................................................................................... 7.10 Operations on chassis......................................................................................................... 7.12 Alternative products ........................................................................................................... 7.18 Exports ................................................................................................................................ 7.19 U.S. inventories of imported merchandise ............................................................................ 7.20 U.S. importers’ outstanding orders........................................................................................ 7.21 Third-country trade actions ................................................................................................... 7.22 Information on nonsubject countries .................................................................................... 7.22 CONTENTS Page v Appendixes A. Federal Register notices .................................................................................................. A.1 B. List of staff conference witnesses ................................................................................... B.1 C. Summary data ................................................................................................................. C.1 D. Semi-finished product analysis narrative responses ....................................................... D.1 E. U.S. shipments by product type ...................................................................................... E.1 F. Assembler trade data and expanded producer trade data............................................. F.1 G. Assembler price data incorporated as a U.S. producer and a U.S. importer .................. G.1 H. Assembler financial data and expanded producer financial data ................................... H.1 Note.—Information that would reveal confidential operations of individual firms may not be published. Such information is identified by brackets ([ ]) in confidential reports and is deleted and replaced with asterisks (***) in public reports. Zeroes, null values, and undefined calculations are suppressed and shown as em dashes (—) in tables. If using a screen reader, we recommend increasing the verbosity setting. UNITED STATES INTERNATIONAL TRADE COMMISSION Investigation Nos. 701-TA-755-756 and 731-TA-1734-1736 (Preliminary) Chassis and Subassemblies from Mexico, Thailand, and Vietnam DETERMINATIONS On the basis of the record1 developed in the subject investigations, the United States International Trade Commission (“Commission”) determines, pursuant to the Tariff Act of 1930 (“the Act”), that there is a reasonable indication that an industry in the United States is materially injured by reason of imports of chassis and subassemblies from Mexico, Thailand, and Vietnam, provided for in subheadings 8716.39.00 and 8716.90.50 of the Harmonized Tariff Schedule of the United States, that are alleged to be sold in the United States at less than fair value (“LTFV”) and subsidized by the governments of Mexico and Thailand.2 COMMENCEMENT OF FINAL PHASE INVESTIGATIONS Pursuant to section 207.18 of the Commission’s rules, the Commission also gives notice of the commencement of the final phase of its investigations. The Commission will issue a final phase notice of scheduling, which will be published in the Federal Register as provided in § 207.21 of the Commission’s rules, upon notice from the U.S. Department of Commerce (“Commerce”) of affirmative preliminary determinations in the investigations under §§ 703(b) or 733(b) of the Act, or, if the preliminary determinations are negative, upon notice of affirmative final determinations in those investigations under §§ 705(a) or 735(a) of the Act. Parties that filed entries of appearance in the preliminary phase of the investigations need not enter a separate appearance for the final phase of the investigations. Any other party may file an entry of appearance for the final phase of the investigations after publication of the final phase notice of scheduling. Industrial users, and, if the merchandise under investigation is sold at the retail level, representative consumer organizations have the right to appear as parties in Commission antidumping and countervailing duty investigations. The Secretary will prepare a public service list containing the names and addresses of all persons, or their representatives, 1 The record is defined in § 207.2(f) of the Commission’s Rules of Practice and Procedure (19 CFR 207.2(f)). 2 90 FR 13452 and 90 FR 13457 (March 24, 2025). 1 who are parties to the investigations. As provided in section 207.20 of the Commission’s rules, the Director of the Office of Investigations will circulate draft questionnaires for the final phase of the investigations to parties to the investigations, placing copies on the Commission’s Electronic Document Information System (EDIS, https://edis.usitc.gov), for comment. BACKGROUND On February 26, 2025, the U.S. Chassis Manufacturers Coalition, whose members are Cheetah Chassis Corporation, Berwick, Pennsylvania and Stoughton Trailers LLC, Stoughton, Wisconsin, filed petitions with the Commission and Commerce, alleging that an industry in the United States is materially injured or threatened with material injury by reason of subsidized imports of chassis and subassemblies from Mexico and Thailand and LTFV imports of chassis and subassemblies from Mexico, Thailand, and Vietnam. Accordingly, effective February 26, 2025, the Commission instituted countervailing duty investigation Nos. 701-TA-755-756 and antidumping duty investigation Nos. 731-TA-1734-1736 (Preliminary). Notice of the institution of the Commission’s investigations and of a public conference to be held in connection therewith was given by posting copies of the notice in the Office of the Secretary, U.S. International Trade Commission, Washington, DC, and by publishing the notice in the Federal Register of March 4, 2025 (90 FR 11180). The Commission conducted its conference on March 19, 2025. All persons who requested the opportunity were permitted to participate. 2 3 Views of the Commission Based on the record in the preliminary phase of these investigations, we determine that there is a reasonable indication that an industry in the United States is materially injured by reason of imports of chassis and subassemblies from Mexico, Thailand, and Vietnam that are allegedly sold in the United States at less than fair value and imports of chassis and subassemblies from Mexico and Thailand that are allegedly subsidized by the governments of Mexico and Thailand. I. The Legal Standard for Preliminary Determinations The legal standard for preliminary antidumping and countervailing duty determinations requires the Commission to determine, based upon the information available at the time of the preliminary determinations, whether there is a reasonable indication that a domestic industry is materially injured or threatened with material injury, or that the establishment of an industry is materially retarded, by reason of the allegedly unfairly traded imports.1 In applying this standard, the Commission weighs the evidence before it and determines whether “(1) the record as a whole contains clear and convincing evidence that there is no material injury or threat of such injury; and (2) no likelihood exists that contrary evidence will arise in a final investigation.”2 II. Background The U.S. Chassis Manufacturers Coalition (“Petitioner”), an association of domestic chassis producers,3 filed the petitions in these investigations on February 26, 2025.4 Petitioner appeared at the staff conference accompanied by counsel and submitted a postconference brief. 1 19 U.S.C. §§ 1671b(a), 1673b(a) (2000); see also American Lamb Co. v. United States, 785 F.2d 994, 1001-04 (Fed. Cir. 1986); Aristech Chem. Corp. v. United States, 20 CIT 353, 354-55 (1996). No party argues that the establishment of an industry in the United States is materially retarded by the allegedly unfairly traded imports. 2 American Lamb Co., 785 F.2d at 1001; see also Texas Crushed Stone Co. v. United States, 35 F.3d 1535, 1543 (Fed. Cir. 1994). 3 The Coalition comprises Cheetah Chassis Corporation (“Cheetah”) and Stoughton Trailers, LLC (“Stoughton”). 4 See Petitions, EDIS Doc. 844417. See also Confidential Staff Report, INV-XX-039 (April 7, 2025) (“CR”); Chassis and Subassemblies from Mexico, Thailand, and Vietnam: Inv. Nos. 701-TA-755-756 and 731-TA-1734-1736 (Prelim.), USITC Pub. 5612 (April 2025) (“PR”) at I.4. 4 Several respondent entities participated in these investigations. CIMC Intermodal Equipment LLC (dba CIE manufacturing) (“CIE”) and Dee Siam Manufacturing Company (“DS”), an assembler of finished chassis in the United States and a producer/exporter of subject merchandise in Thailand, respectively, appeared at the staff conference accompanied by counsel and submitted a joint postconference brief. Hyundai Translead and Hyundai de Mexico S.A. de C.V. (collectively “Hyundai”), a U.S. importer of subject merchandise from Mexico and a producer/exporter of subject merchandise in Mexico, respectively, appeared at the staff conference accompanied by counsel and submitted a joint postconference brief. The Institute of International Container Lessors (“IICL”), a trade association of domestic chassis lessors, submitted a postconference brief, as did Panus USA LLC (“Panus”), an importer of subject merchandise from Thailand. Data Coverage. U.S. industry data are based on the questionnaire responses of seven firms that accounted for virtually all U.S. production of chassis in 2024.5 U.S. import data are based on the questionnaire responses of twelve U.S. importers accounting for an estimated majority of imports of chassis from Mexico, virtually all imports of chassis from Thailand, and at least half of the imports of chassis from nonsubject sources in 2024.6 U.S. import data for chassis from Vietnam are based on the exports from Vietnam to the United States reported in response to the Commission’s foreign producers’ questionnaire.7 The Commission received usable responses to its questionnaire from eight foreign producers/exporters of chassis: two producers/exporters in Mexico, accounting for an estimated *** percent of chassis production 5 CR/PR at I.4. An eighth firm, CIE, also submitted a response to the Commission’s U.S. producer questionnaire. Id. at 3.1, n.1. In Chassis and Subassemblies from China, the Commission determined that CIE’s assembly-only operations were insufficient to qualify it as a domestic producer. See Chassis and Subassemblies from China, Inv. No. 701-TA-657 (Final), USITC Pub. 5187 (May 2021) (“Chassis from China”) at 20-25. As discussed below, we find that CIE continues to perform assembly-only operations, which are insufficient to qualify it as a domestic producer. 6 CR/PR at 1.4, 4.1-4.2. Because of the coverage of the imports from Mexico afforded by the responses to the Commission’s importer questionnaire, imports from Mexico as measured based on questionnaire responses are likely understated. Additionally, as discussed below, because the current record indicates that apparent U.S. consumption fell by *** percent from 2022 to 2024, estimates of coverage based on 2024 data may not be representative of coverage in the earlier part of the period of investigation (“POI”). In any final phase of these investigations, we will further evaluate this issue and endeavor to improve data coverage for the entire POI. 7 CR/PR at 4.1, nn. 3, 5. The import data reported in response to the Commission’s U.S. importer questionnaire account for an estimated *** percent of imports from Vietnam in 2024. Consequently, we have based U.S. imports from Vietnam on the exports to the United States from Vietnam reported in response to the Commission’s foreign producer questionnaire; foreign producers responding to the Commission’s questionnaire accounted for approximately *** percent of chassis production in Vietnam. Id. 5 in Mexico in 2024; two producers/exporters in Thailand, accounting for an estimated *** percent of chassis production in Thailand in 2024; and four producers/exporters in Vietnam, accounting for an estimated *** percent of chassis production in Vietnam in 2024.8 III. Domestic Like Product In determining whether there is a reasonable indication that an industry in the United States is materially injured or threatened with material injury by reason of imports of the subject merchandise, the Commission first defines the “domestic like product” and the “industry.”9 Section 771(4)(A) of the Tariff Act of 1930, as amended (“the Tariff Act”), defines the relevant domestic industry as the “producers as a whole of a domestic like product, or those producers whose collective output of a domestic like product constitutes a major proportion of the total domestic production of the product.”10 In turn, the Tariff Act defines “domestic like product” as “a product which is like, or in the absence of like, most similar in characteristics and uses with, the article subject to an investigation.”11 By statute, the Commission’s “domestic like product” analysis begins with the “article subject to an investigation,” i.e., the subject merchandise as determined by the U.S. Department of Commerce (“Commerce”).12 Therefore, Commerce’s determination as to the scope of the imported merchandise that is subsidized and/or sold at less than fair value is “necessarily the starting point of the Commission’s like product analysis.”13 The Commission then defines the domestic like product in light of the imported articles Commerce has identified.14 The decision regarding the appropriate domestic like product(s) in an investigation 8 CR/PR at Table 7.1. 9 19 U.S.C. § 1677(4)(A). 10 19 U.S.C. § 1677(4)(A). 11 19 U.S.C. § 1677(10). 12 19 U.S.C. § 1677(10). The Commission must accept Commerce’s determination as to the scope of the imported merchandise that is subsidized and/or sold at less than fair value. See, e.g., USEC, Inc. v. United States, 34 Fed. App’x 725, 730 (Fed. Cir. 2002) (“The ITC may not modify the class or kind of imported merchandise examined by Commerce.”); Algoma Steel Corp. v. United States, 688 F. Supp. 639, 644 (Ct. Int’l Trade 1988), aff’d, 865 F.3d 240 (Fed. Cir.), cert. denied, 492 U.S. 919 (1989). 13 Cleo Inc. v. United States, 501 F.3d 1291, 1298 (Fed. Cir. 2007); see also Hitachi Metals, Ltd. v. United States, Case No. 19-1289, slip op. at 8-9 (Fed. Cir. Feb. 7, 2020) (the statute requires the Commission to start with Commerce’s subject merchandise in reaching its own like product determination). 14 Cleo, 501 F.3d at 1298 n.1 (“Commerce’s {scope} finding does not control the Commission’s {like product} determination.”); Hosiden Corp. v. Advanced Display Mfrs., 85 F.3d 1561, 1568 (Fed. Cir. 1996) (the Commission may find a single like product corresponding to several different classes or kinds defined by Commerce); Torrington Co. v. United States, 747 F. Supp. 744, 748–52 (Ct. Int’l Trade 1990), 6 is a factual determination, and the Commission has applied the statutory standard of “like” or “most similar in characteristics and uses” on a case-by-case basis.15 No single factor is dispositive, and the Commission may consider other factors it deems relevant based on the facts of a particular investigation.16 The Commission looks for clear dividing lines among possible like products and disregards minor variations.17 It may, where appropriate, include domestic articles in the domestic like product in addition to those described in the scope.18 In its notices of initiation, Commerce defined the imported merchandise within the scope of these investigations as follows: The merchandise covered by these investigations consists of chassis and subassemblies thereof, whether finished or unfinished, whether assembled or unassembled, whether coated or uncoated, regardless of the number of axles, for carriage of containers, or other payloads (including self-supporting payloads) for road, marine roll-on/roll-off (RORO) and/or rail transport. Chassis are typically, but are not limited to, rectangular framed trailers with a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system or systems to secure the shipping container or containers to the chassis using aff’d, 938 F.2d 1278 (Fed. Cir. 1991) (affirming the Commission’s determination defining six like products in investigations where Commerce found five classes or kinds). 15 See, e.g., Cleo, 501 F.3d at 1299; NEC Corp. v. Dep’t of Commerce, 36 F. Supp. 2d 380, 383 (Ct. Int’l Trade 1998); Nippon Steel Corp. v. United States, 19 CIT 450, 455 (1995); Torrington, 747 F. Supp. 744, 749 n.3 (Ct. Int’l Trade 1990), aff’d, 938 F.2d 1278 (Fed. Cir. 1991) (“every like product determination ‘must be made on the particular record at issue’ and the ‘unique facts of each case’”). The Commission generally considers a number of factors including the following: (1) physical characteristics and uses; (2) interchangeability; (3) channels of distribution; (4) customer and producer perceptions of the products; (5) common manufacturing facilities, production processes, and production employees; and, where appropriate, (6) price. See Nippon, 19 CIT at 455 n.4; Timken Co. v. United States, 913 F. Supp. 580, 584 (Ct. Int’l Trade 1996). 16 See, e.g., S. Rep. No. 96-249 at 90–91 (1979). 17 See, e.g., Nippon, 19 CIT at 455; Torrington, 747 F. Supp. at 748–49; see also S. Rep. No. 96-249 at 90–91 (Congress has indicated that the like product standard should not be interpreted in “such a narrow fashion as to permit minor differences in physical characteristics or uses to lead to the conclusion that the product and article are not ‘like’ each other, nor should the definition of ‘like product’ be interpreted in such a fashion as to prevent consideration of an industry adversely affected by the imports under consideration.”). 18 See, e.g., Pure Magnesium from China and Israel, Inv. Nos. 701-TA-403 and 731-TA-895-96 (Final), USITC Pub. 3467 at 8 n.34 (Nov. 2001); Torrington, 747 F. Supp. at 748-49 (holding that the Commission is not legally required to limit the domestic like product to the product advocated by the petitioner, coextensive with the scope). 7 twistlocks, slide pins or similar attachment devices to engage the corner fittings on the container or other payload. Subject merchandise includes, but is not limited to, the following subassemblies: • Chassis frames, or sections of chassis frames, including kingpin assemblies, bolsters consisting of transverse beams with locking or support mechanisms, goosenecks, drop assemblies, extension mechanisms and/or rear impact guards; • Running gear assemblies or axle assemblies for connection to the chassis frame, whether fixed in nature or capable of sliding fore and aft or lifting up and lowering down, which may or may not include suspension(s) (mechanical or pneumatic), wheel end components, slack adjusters, dressed axles, brake chambers, locking pins, and tires and wheels; and • Assemblies that connect to the chassis frame or a section of the chassis frame, such as but not limited to, pintle hooks or B-trains (which include a fifth wheel), which are capable of connecting a chassis to a converter dolly or another chassis. Importation of any of these subassemblies, whether assembled or unassembled, constitutes an unfinished chassis for purposes of these investigations. Subject merchandise also includes chassis, whether finished or unfinished, entered with components such as, but not limited to: hub and drum assemblies, brake assemblies (either drum or disc), bare axles, brake chambers, suspensions and suspension components, wheel end components, landing gear legs, spoke or disc wheels, tires, brake control systems, electrical harnesses and lighting systems. Processing of finished and unfinished chassis and components such as trimming, cutting, grinding, notching, punching, drilling, painting, coating, staining, finishing, assembly, or any other processing either in the country of manufacture of the in-scope product or in a third country does not remove the product from the scope. Inclusion of other components not identified as comprising the finished or unfinished chassis does not remove the product from the scope. 8 Individual components entered and sold by themselves are not subject to the investigations, but components entered with a finished or unfinished chassis are subject merchandise. A finished chassis is ultimately comprised of several different types of subassemblies. Within each subassembly there are numerous components that comprise a given subassembly. This scope excludes dry van trailers, refrigerated van trailers and flatbed trailers. Dry van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer itself. Refrigerated van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer and being insulated, possessing specific thermal properties intended for use with self-contained refrigeration systems. Flatbed (or platform) trailers consist of load carrying main frames and a solid, flat or stepped loading deck or floor permanently incorporated with and supported by frame rails and cross members. The finished and unfinished chassis subject to these investigations are typically classified in the Harmonized Tariff Schedule of the United States (HTSUS) at subheadings: 8716.39.0090 and 8716.90.5060. Imports of finished and unfinished chassis may also enter under HTSUS subheading 8716.90.5010. While the HTSUS subheadings are provided for convenience and customs purposes, the written description of the merchandise under investigation is dispositive.19 Chassis are skeletal rectangular-framed trailers used to transport shipping containers. They are made of steel and include a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system. Chassis are designed to carry containers typically ranging between 20 and 53 feet in 19 Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam: Initiation of Less-Than-Fair-Value Investigations, 90 Fed. Reg. 13452, 13462 (Mar. 18, 2025); Certain Chassis and Subassemblies Thereof from Mexico and Thailand: Initiation of Countervailing Duty Investigations, 90 Fed. Reg. 13452, 13456 (Mar. 18, 2025). 9 length. Although 20- and 40-foot chassis comprise most chassis sold in the United States, demand for 53-foot chassis has increased in recent years. Chassis subassemblies (including, but not limited to, chassis frames, running gear assemblies, and assemblies that connect a chassis to another chassis) are also included within the scope, as are components that enter with a finished or unfinished chassis.20 A. Parties’ Arguments Petitioners’ Arguments. Petitioner argues that the Commission should define a single domestic like product coextensive with the scope, as it did in Chassis from China, based on an examination of its semifinished product factors. Applying these factors to the current record, it contends, compels the same conclusion with respect to the definition of the domestic like product that the Commission reached in Chassis from China.21 Respondents’ Arguments. Panus argues that the Commission should define subassemblies and finished chassis separately based on an examination of its semifinished product factors. It acknowledges that the Commission defined them within the same domestic like product in Chassis from China but contends that there is more evidentiary support on the record of these investigations for defining them separately than there was on the Chassis from China record.22 The other respondents do not address the issue. B. Analysis and Conclusion We consider below whether chassis, subassemblies, and in-scope components should be included within the same domestic like product. Because this question concerns whether articles at different stages of processing should be included in the same domestic like product, we analyze the issue using a semifinished products analysis.23 Based on the following analysis, 20 CR/PR at 1.8-1-10. The scope of these investigations differs from the scope in the Chassis from China investigations in two respects. Compare 90 Fed. Reg. 13452, 13462 with 85 Fed. Reg 52552, 52556; see also Conference Transcript (“Conf. Tr.”), EDIS Doc. 847386 at 65 (DeFrancesco). First, the current scope clarifies that individual components are only subject to the investigations if they enter with other subject merchandise. Id. Second, the current scope removes the description of landing gears that was included in the illustrative listing of subject subassemblies in the Chassis from China scope. Id. 21 Exhibit 1 to Petitioner’s Postconference Br. at 9-15. 22 Pansus’s Postconference Brief at 5-13. 23 In a semifinished products analysis, the Commission examines the following: (1) the significance and extent of the processes used to transform the upstream into the downstream articles; (2) whether the upstream article is dedicated to the production of the downstream article or has independent uses; (3) differences in the physical characteristics and functions of the upstream and downstream articles; (4) whether there are perceived to be separate markets for the upstream and 10 we define a single domestic like product consisting of chassis, subassemblies, and in-scope components, coextensive with Commerce’s scope. Dedication for Use. Nearly all U.S. producers (six of seven) and U.S. importers (nine of 11) reported that there are no uses for subassemblies other than to produce finished chassis.24 Other evidence further supports that subassemblies are dedicated to the production of finished chassis. There were *** U.S. shipments of domestically produced subassemblies in 2024, reflecting that the domestic industry internally consumed *** the subassemblies it fabricated to produce finished chassis that year.25 Thus, in 2024, *** domestically produced subassemblies in the United States were dedicated to the production of finished chassis. We additionally note that the subassemblies specifically identified in the scope – chassis frames, running gears, and connectors – can only be used to produce finished chassis. Chassis frames, by definition, can only be used for this purpose.26 And, as the running gears and connectors identified in the scope are limited to those “for connection to the chassis frame,” they likewise can only be used for this purpose.27 Similarly, because all components described by the scope can only be used in the production of chassis, domestic production of such components would necessarily be dedicated to the production of finished chassis.28 Separate Markets. All seven U.S. producers and most importers (six of 11) reported that there is no market for subassemblies separate from that for finished chassis.29 Moreover, as discussed above, U.S. producers reported *** U.S. shipments of subassemblies in 2024, downstream articles; and (5) differences in the costs or value of the vertically differentiated articles. See, e.g., Glycine from India, Japan, and Korea, Inv. Nos. 731-TA-1111-1113 (Preliminary), USITC Pub. 3921 (May 2007) at 7; Artists' Canvas from China, Inv. No. 731-TA-1091 (Final), USITC Pub. 3853 (May 2006) at 6; Live Swine from Canada, Inv. No. 731-TA-1076 (Final), USITC Pub. 3766 (Apr. 2005) at 8 n.40; Certain Frozen Fish Fillets from Vietnam, Inv. No. 731-TA-1012 (Preliminary), USITC Pub. 3533 (Aug. 2002) at 7. 24 CR/PR at Table 1.2. 25 CR/PR at Table 4.5. 26 See 90 Fed. Reg. 13452, 13462 (Mar. 18, 2025) and 90 Fed. Reg. 13452, 13456 (Mar. 18, 2025); see also CR at 1.10 (“The chassis frame is only used in chassis production”); Conf. Tr. at 67 (DeFrancesco) (“Obviously, the chassis frames are chassis frames. They can't be used for anything else.”). 27 See 90 Fed. Reg. 13452, 13462 (Mar. 18, 2025) and 90 Fed. Reg. 13452, 13456 (Mar. 18, 2025); see also Conf. Tr. at 67 (DeFrancesco) (“The running gear subassembly discussion {in the scope} talks about the combination of fully dressed axles and suspensions . . . At that point, that is dedicated to be attached to the chassis . . . frame.”). 28 The subassemblies described by the scope are limited to those that “enter{} with a finished or unfinished chassis.” 90 Fed. Reg. 13452, 13462 (Mar. 18, 2025); 90 Fed. Reg. 13452, 13456 (Mar. 18, 2025). This language makes clear that the subassemblies described by the scope are limited to those for use in chassis. 29 CR/PR at Table 1.2. 11 reflecting that the domestic industry internally consumed *** the subassemblies it fabricated to manufacture finished chassis that year.30 Given that U.S. producers incorporate *** of their production of subassemblies into finished chassis, there would not appear to be a sales market for such subassemblies distinct from the market for finished chassis. Nor is there any evidence on the record of a separate market for in-scope components, which are to be used in the production of finished chassis. Differences in Physical Characteristics and Functions of the Upstream and Downstream Articles. Five of seven U.S. producers reported that there are no differences in physical characteristics and functions for subassemblies and finished chassis.31 Although nine of 11 importers reported such differences, they generally did so on the basis that no individual subassembly can function as a finished chassis.32 Because *** domestically produced subassemblies and in-scope components are incorporated into finished chassis, however, they ultimately have the same end use as finished chassis, which is to transport shipping containers. The record also indicates that subassemblies (and their constituent components) and finished chassis share essential physical characteristics. A finished chassis is produced by installing subassemblies into a chassis frame.33 Because the installation process does not significantly alter the physical characteristics of any individual subassembly or component,34 subassemblies, components, and finished chassis share the same essential physical characteristics. Difference in Cost or Value. Five of seven U.S. producers reported that there is not a significant difference in the cost or value between subassemblies and finished chassis.35 Although eight of ten importers reported such differences, the record also indicates that the domestic industry’s raw material costs, primarily consisting of the cost of subassemblies and components,36 accounted for a substantial majority of its total cost of goods sold (“COGS”) for finished chassis throughout the January 1, 2022 through December 31, 2024 POI.37 Notably, running gears (and constituent components) accounted for *** percent of the industry’s raw material costs and fabricated steel components accounted for *** percent of these costs in 30 CR/PR at Table 4.5. 31 CR/PR at Table 1.2. 32 See, e.g., *** U.S. Importer Questionnaire Response at II-10c (“***”); *** U.S. Importers Questionnaire Response at II-10c (“***”). 33 CR/PR at 1.13. 34 See, e.g., CR/PR at Figures 1.13-1.15. 35 CR/PR at Table I.1. 36 CR/PR at Table 6.4. 37 Specifically, its raw material costs accounted for between *** percent and *** percent of its total COGS for finished chassis over the POI. CR at Table 6.1. 12 2024.38 In light of subassemblies and components accounting for a substantial portion of the total cost of finished chassis, there does not appear to be a significant difference in the cost or value between subassemblies and finished chassis. Extent of Processes Used to Transform Upstream Product into Downstream Product. Six of seven U.S. producers reported that the process for transforming subassemblies into fully assembled chassis is not capital or labor intensive,39 while seven of ten U.S. importers reported that it is.40 The record indicates that transforming components into subassemblies is more intensive than transforming subassemblies into finished chassis.41 However, no party – including Panus – has argued that components should be defined as their own separate domestic like product. Conclusion. The record indicates that subassemblies and in-scope components are dedicated to the production of – and have the same market as – finished chassis. Subassemblies and components and finished chassis share the same essential characteristics and functions, and the former account for a substantial portion of the latter’s production costs. Finally, the record indicates that the process for transforming subassemblies into fully assembled chassis is not capital or labor intensive. While the record indicates that the process of transforming upstream components into downstream subassemblies may be intensive, no party has argued that components should be defined as their own separate domestic like product. Based on the record of the preliminary phase of the investigations, we define in-scope components, subassemblies, and finished chassis within the same domestic like product. Consequently, we define a single domestic like product, coextensive with the scope. IV. Domestic Industry The domestic industry is defined as the domestic “producers as a whole of a domestic like product, or those producers whose collective output of a domestic like product constitutes a major proportion of the total domestic production of the product.”42 In defining the domestic industry, the Commission’s general practice has been to include in the industry producers of all domestic production of the like product, whether toll-produced, captively consumed, or sold in the domestic merchant market. 38 CR/PR at Table 6.4. 39 CR/PR at Table 1.2. 40 CR/PR at Table 1.2. 41 See, e.g., *** U.S. Producer Questionnaire Response at V-1e (“***”); *** U.S. Producer Questionnaire Response at V-1e (“***”). 42 19 U.S.C. § 1677(4)(A). 13 These investigations raise two sets of domestic industry issues. The first concerns whether CIE’s “assembly-only” domestic operations, in which it assembles finished chassis from subassemblies it has imported or purchased rather than fabricated itself, are sufficient to qualify it as a domestic producer.43 The second concerns whether appropriate circumstances exist to exclude any domestic producers from the domestic industry under the related parties provision of the statute. A. Sufficient Production-Related Activities In deciding whether a firm qualifies as a domestic producer of the domestic like product, the Commission generally analyzes the overall nature of a firm’s U.S. production-related activities, although production-related activity at minimum levels could be insufficient to constitute domestic production.44 1. Parties’ Arguments Petitioner’s Arguments. Petitioner argues that the Commission should define the domestic industry as all U.S. producers of chassis and should not consider CIE to be such a producer, as it did in Chassis from China. It asserts that, notwithstanding CIE’s claims to the contrary, CIE remains engaged in the same assembly-only operations that were determined insufficient to constitute domestic production in Chassis from China.45 Respondents’ Arguments. While CIE and DS do not contest that CIE continues to engage in assembly-only operations, they argue that these operations are sufficient to qualify it as a domestic producer.46 43 Petitioner asserts that another domestic firm, Jansteel USA (“Jansteel”), also engages in assembly-only operations. See Exhibit 1 to Petitioner’s Postconference Brief at 1. However, because Jansteel did not respond to the Commission’s domestic producers’ questionnaire, there is no information on the record that would permit us to analyze its production-related activities. Moreover, for the same reason, the issue of whether Jansteel’s operations qualify it as a domestic producer is moot. 44 The Commission generally considers six factors: (1) source and extent of the firm’s capital investment; (2) technical expertise involved in U.S. production activities; (3) value added to the product in the United States; (4) employment levels; (5) quantity and type of parts sourced in the United States; and (6) any other costs and activities in the United States directly leading to production of the like product. No single factor is determinative and the Commission may consider any other factors it deems relevant in light of the specific facts of any investigation. Dioctyl Terephthalate (DOTP) from Korea, Inv. No. 731-TA-1330 (Final), USITC Pub. 4713 at 7, n.23 (Aug. 2017). 45 Exhibit 1 to Petitioner’s Postconference Brief at 3-6. 46 CIE/DS’s Postconference Brief at 5-6. 14 2. Analysis and Conclusion We consider below whether CIE’s assembly-only production-related activities are sufficient to qualify it as a domestic producer. We find that CIE does not engage in sufficient production-related activities to qualify as a domestic producer, based on the following analysis.47 Source and Extent of Capital Investment. CIE estimated the greenfield capital investment costs for replicating its current assembly-only facilities to be $***.48 By comparison, the integrated producers estimated the greenfield capital investment costs for replicating their current facilities to be ***, including $*** for Pratt Industries (“Pratt”), $*** for Hercules Enterprises (“Hercules”), $*** for PIC, $*** for Pro Haul Manufacturing (“Pro Haul”), and $*** for Cheetah, or approximately $*** in the aggregate.49 CIE’s annual capital expenditures during the POI ranged between $*** and $***.50 By comparison, most of the integrated producers’ annual capital expenditures during the same period were ***, ranging between $*** and $*** for Cheetah, between $*** and $*** for Stoughton, between $*** and $*** for Hercules, and between $*** and $*** for PIC.51 On the other hand, CIE’s assets during the POI – which ranged between $*** and $*** – were *** than those of any individual integrated producer, but *** the integrated producers’ assets in the aggregate. PIC, the integrated producer with assets ***, reported assets ranging between $*** and $*** during the POI.52 Technical Expertise Involved. *** responding integrated produces rated the complexity of assembly-only operations as either a 1 or a 2 on a 1-5 scale, with 1 being minimally complex, 47 In this analysis, we refer to the seven firms responding to our U.S. producer questionnaire other than CIE as the “integrated producers,” as each of these firms fabricates subassemblies from components and then assembles these subassemblies into finished chassis. See CR at 3.1, n.1. 48 CR/PR, Appendix F, at Table F.5. CIE has two domestic assembly facilities, one in South Gate, California and one in Emporia, Virginia. CR at 3.1, n.1. 49 CR/PR, Appendix F, at Table F.5. Neither Pitts Enterprises (“Pitts”) nor Stoughton provided an estimation of the greenfield capital investment costs for replicating their current facilities. Id. 50 CR/PR, Appendix F, at Table F.5. CIE emphasizes that, “by the POI,” it had spent $***. CIE/DS’s Postconference Brief at 6. Consistent with the instructions in the U.S. producers’ questionnaire, however, we focus our analysis on the capital expenditures made by CIE and the integrated producers during the POI. 51 CR/PR, Appendix F, at Table F.5. Only the minority of integrated producers reported annual capital expenditures during the POI that were *** those reported by CIE. *** reported *** capital expenditures during the POI. Id. *** reported *** in annual capital expenditures during the POI and *** reported *** in annual capital expenditures during this period. Id. 52 CR/PR, Appendix F, at Table F.5. We note, however, that CIE generally describes its assets during the POI as comprising ***, rather than, e.g., ***. CIE’s U.S. Producer Questionnaire Response at VII-7b. 15 intense, and important and 5 being extremely complex, intense, and important. While CIE rated the complexity of such operations as a 4 on this scale, it attributed this complexity in part to ***, which does not concern the assembly process itself.53 Consistent with the integrated producers’ assessment of the complexity of assembly-only operations, six of seven U.S. producers reported that the process for transforming subassemblies into fully assembled chassis is not capital or labor intensive.54 CIE’s annual research and development (“R&D”) expenses ranged between $*** and $*** during the POI.55 By comparison, most of the integrated producers’ annual R&D expenses during the same period were ***, ranging between $*** and $*** for Hercules, between $*** and $*** for PIC, between $*** and $*** for Pro Haul, and between $*** and $*** for Stoughton.56 The hourly wages that the integrated producers paid to their production related workers (“PRWs”) were also *** than the hourly wages that CIE paid to its PRWs in each year of the POI.57 Value Added. As calculated by the aggregate of annual total conversion costs (including direct labor and other factory costs) divided by total annual COGS for finished chassis, the value added annually by CIE’s assembly-only operations ranged from *** percent to *** percent during the POI.58 By comparison, the value added annually during the same period by each of the integrated producer’s operations was ***: *** to *** percent for Cheetah; *** to *** percent for Hercules; *** to *** percent for PIC; *** to *** percent for Pitts; *** to *** percent for Pratt; *** to *** percent for Pro Haul; and *** to *** percent for Stoughton.59 Employment Levels. The average annual number of PRWs involved CIE’s operations ranged from *** during the POI. By comparison, the average annual number of PRWs involved in the integrated producers’ operations during this period ranged from *** for Cheetah, *** for Stoughton, *** for PIC, *** for Hercules, *** for Pitts, *** for Pratt, and *** for Pro Haul.60 53 CR/PR, Appendix F, at Table F.6. 54 CR/PR at Table 1.2. 55 CR/PR, Appendix F, at Table F.5. 56 CR/PR, Appendix F, at Table F.5. Only a minority of integrated producers reported annual R&D expenses during the POI that were *** than those reported by CIE. ***, while *** reported approximately $*** in annual R&D expenses during this period. Id. ***. See ***’s Producer Questionnaire Response at III-13c (explaining that ***). 57 Compare CR/PR Table 3.15 with CR/PR Table F.14. The integrated U.S. producers’ hourly wages to their PRWs were $*** in 2022, $*** in 2023 and $*** in 2024. CIE’s hourly wages to its PRWs was $*** in 2022, $*** in 2023 and $*** in 2024. Id. 58 CR/PR, Appendix F, at Table F.5. 59 CR/PR, Appendix F, at Table F.5. 60 CRPR, Appendix F, at Table F.5. 16 Quantity and Type of Parts Sourced in the United States. CIE states that it sources *** in the United States.61 However, the *** that it cites as support for this proposition does not list the country origin of its parts.62 Moreover, at several places in its questionnaire response, CIE refers to sourcing parts from ***.63 Of note, CIE sources all of its chassis frames from its affiliated supplier DS in Thailand.64 At the staff conference, a CIE industry witness estimated that the chassis frame – by itself – accounts for 30 percent of a finished chassis’ total value.65 Petitioner asserts that the frame’s share of a finished chassis’ total value is even greater.66 Thus, the record indicates that CIE sources one of the most significant subassemblies that is assembled into its chassis from a subject foreign source. Other Costs and Activities in the United States. CIE describes the totality of its activities in the United States as follows: ***.67 Conclusion. While the value of CIE’s assets was *** than those of the integrated producers, its estimated greenfield costs were ***. Its capital investments were likewise *** than those reported by most of the integrated producers. Although CIE rates the complexity of the technical expertise required for its assembly-only operations highly, the integrated producers consider that assembly-only operations do not require technical expertise that is particularly complex or intense, and CIE’s R&D expenses were *** than those of the integrated producers. The value added by CIE’s assembly operations is *** than the value added by the integrated producers’ activities. Although the extent to which CIE sources parts in the United States is unclear, CIE sources a particularly significant part, the frame, exclusively from Thailand. On the other hand, CIE’s employment levels are *** those reported by most of the integrated producers. On balance, we find that CIE’s assembly-only operations are insufficient to qualify it as a domestic producer. B. Related Parties We must determine whether any producer of the domestic like product should be excluded from the domestic industry pursuant to Section 771(4)(B) of the Tariff Act. This provision allows the Commission, if appropriate circumstances exist, to exclude from the 61 CIE/DS’s Postconference Brief at 6 (citing Attachment 1 to CIE’s U.S. Producer Questionnaire Response). 62 See Attachment 1 to CIE’s U.S. Producer Questionnaire Response (***). 63 See CIE’s US Producer Questionnaire Response at VI-2 (referring to its ***) and at VI-1 (referring to its ***). 64 CR at 3.1, n.1. 65 Conf. Tr. at 143 (Evans). 66 See Exhibit 1 to Petitioner’s Postconference Br. at 4. 67 CIE’s US Producer Questionnaire Response at VI-1. 17 domestic industry producers that are related to an exporter or importer of subject merchandise or which are themselves importers.68 Exclusion of such a producer is within the Commission’s discretion based upon the facts presented in each investigation.69 Domestic producer *** is subject to possible exclusion from the domestic industry under the related parties provision because it imported finished chassis from *** during the 68 See Torrington Co. v. United States, 790 F. Supp. 1161, 1168 (Ct. Int’l Trade 1992), aff’d without opinion, 991 F.2d 809 (Fed. Cir. 1993); Sandvik AB v. United States, 721 F. Supp. 1322, 1331–32 (Ct. Int’l Trade 1989), aff’d mem., 904 F.2d 46 (Fed. Cir. 1990); Empire Plow Co. v. United States, 675 F. Supp. 1348, 1352 (Ct. Int’l Trade 1987). 69 The primary factors the Commission has examined in deciding whether appropriate circumstances exist to exclude a related party include the following: (1) the percentage of domestic production attributable to the importing producer; (2) the reason the U.S. producer has decided to import the product subject to investigation (whether the firm benefits from the LTFV sales or subsidies or whether the firm must import in order to enable it to continue production and compete in the U.S. market); (3) whether inclusion or exclusion of the related party will skew the data for the rest of the industry; (4) the ratio of import shipments to U.S. production for the imported product; and (5) whether the primary interest of the importing producer lies in domestic production or importation. Changzhou Trina Solar Energy Co. v. USITC, 100 F. Supp.3d 1314, 1326-31 (Ct. Int’l. Trade 2015), aff’d, 839 F.3d 1377 (Fed. Cir. 2018); see also Torrington Co., 790 F. Supp. at 1168. 18 POI.70 71 No party has argued for *** exclusion.72 We find that appropriate circumstances do not exist to exclude *** from the domestic industry under the related parties provision. *** accounted for *** percent of U.S. production in 2024, making it *** largest of the seven domestic producers that year.73 It ***.74 *** reported importing *** units of finished chassis from *** in 2022 (equivalent to *** percent of its domestic production), *** units in 70 CR/PR at 3.11; 19 U.S.C. § 1677(4)(B)(i). 71 While domestic producer *** did not itself import subject merchandise and is not related to any exporter or U.S. importer of subject merchandise, it reported purchasing subject merchandise from *** during the POI from importer ***. CR/PR at 3.12 and Table 3.14. A domestic producer that does not itself import subject merchandise or does not share a corporate affiliation with an importer may nonetheless be subject to the related parties provision if it controls a purchaser of large volumes of subject imports. See SAA at 858. The Commission has found such control to exist, for example, where the domestic producer’s purchases were responsible for a predominant proportion of an importer’s subject imports and the importer’s subject imports were substantial. See, e.g., Iron Construction Castings from Brazil, Canada, and China, Inv. Nos. 701-TA-248, 731-TA-262-263, 265 (Fourth Review), USITC Pub. 4655 at 11 (Dec. 2016); Chlorinated Isocyanurates from China and Spain, Inv. Nos. 731-TA- 1082-1083 (Second Review), USITC Pub. 4646 at 12 (Nov. 2016). Because *** did not respond to the importer questionnaire, there is no information on the record concerning whether *** accounted for a predominant proportion of *** subject imports. However, even if *** were subject to exclusion under the related parties provision, appropriate circumstances do not exist to exclude *** from the domestic industry. *** accounted for the *** share, *** percent, of domestic production in 2023, the *** of the POI in which it reported purchasing subject imports. Calculated from CR/PR at Table 3.7. It also accounted for the *** share of domestic production in 2024, at *** percent, and *** the petitions. CR/PR at Tables 3.1 and 3.7. *** purchased only *** units of subject chassis from ***, resulting in a ratio of *** purchases of subject imports to its domestic production in 2023 that was only *** percent, indicating that its primary interest is in domestic production. Calculated from CR/PR at Tables 3.7, 3.13. *** explained that it purchased subject imports ***. CR/PR at Table 3.14. Accordingly, the current record does not indicate that *** purchases benefited its domestic production operations in such a way as to mask injury or otherwise support the exclusion of the firm from the domestic industry in these investigations. While Commissioner Kearns joins the above finding, he believes that the Commission inappropriately limits the discretion Congress gave to it by focusing on whether *** accounted for a predominant share of *** subject imports, as other factors may be informative of the firm’s related party status. Thus, when a U.S. producer is purchasing subject imports, his view is that it is better to begin by determining whether exclusion of the firm would be appropriate in the first place, assuming the party were found to be related. 72 Petitioner has argued for, and CIE against, CIE’s exclusion from the domestic industry under the related parties provision. See Exhibit 1 to Petitioner’s Postconference Brief at 6-7; CIE/DS’s Postconference Br. at 7-8. Because we have found that CIE does not qualify as a domestic producer, we do not reach the issue of its possible exclusion from the domestic industry under the related parties provision. 73 CR/PR at Table 3.1. 74 *** U.S. Producer Questionnaire Response at I-4. 19 2023, and *** units in 2024 (equivalent to *** percent of its domestic production).75 *** explains its reason for importing as follows: “***.”76 *** operating and net income to net sales ratios were *** than the domestic industry average throughout the POI, and *** of the industry in 2022 and 2023.77 Given that *** imported subject merchandise in appreciable volumes only in 2022, after which its subject imports dropped to *** in 2023 and *** units in 2024, its primary interest would appear to be in domestic production. While *** margins were *** of the industry in 2022 and 2023, there is no information on record that links this to any benefit that *** domestic production operations may have received from its imports of subject merchandise in 2022 such that its inclusion in the domestic industry would skew industry data or mask a reasonable indication of injury to the domestic industry from cumulated subject imports. For these reasons, and in the absence of any contrary argument, we find that appropriate circumstances do not exist to exclude *** from the domestic industry. Accordingly, consistent with our definition of the domestic like product, we define the domestic industry to include all domestic producers of chassis as defined in the scope, but not to include the domestic assembler of chassis, CIE. V. Negligible Imports Pursuant to Section 771(24) of the Tariff Act, imports from a subject country of merchandise corresponding to a domestic like product that account for less than 3 percent of all such merchandise imported into the United States during the most recent 12 months for which data are available preceding the filing of the petition shall be deemed negligible.78 75 CR/PR at Table 3.11. 76 CR/PR at Table 3.12. The record indicates that the *** produces only a limited number of chassis that ***. See, e.g., *** Foreign Producer Questionnaire at II-11 (indicating that the supply of subassemblies “having {an} origin from countries other than China . . . was limited.”); CR/PR at Table 3.11 (indicating that *** imported *** chassis from Vietnam in 2024). 77 CR/PR at Tables 6.1 and 6.3. *** operating and net income to net sales ratios were both *** percent in 2022, *** percent in 2023, and *** percent in 2024. Id. By comparison, the domestic industry’s average operating income margin was *** percent in 2022, *** percent in 2023, and *** percent in 2024, and its average net income margin was *** percent in 2022, *** percent in 2023, and *** percent in 2024. Id. *** operating and net income to net sales ratios were also *** of the industry in 2022 and 2023, and ***. Id. 78 19 U.S.C. §§ 1671b(a), 1673b(a), 1677(24)(A)(i), 1677(24)(B); see also 15 C.F.R. § 2013.1 (developing countries for purposes of 19 U.S.C. § 1677(36)). 20 During the most recent 12-month period preceding the filing of the petitions in these investigations (February 2023 through January 2024), based on U.S. importers’ questionnaire responses, subject imports from Mexico accounted for *** percent of total imports, and subject imports from Thailand accounted for *** percent of total imports.79 During this same period, based on reported exports from Vietnam to the United States from the foreign producers’ questionnaire responses, subject imports from Vietnam accounted for *** percent of total imports.80 Because subject imports from each source exceed the 3 percent negligibility threshold, we find that the imports from Mexico, Thailand, and Vietnam subject to the antidumping duty investigations, and the imports from Mexico and Thailand subject to the countervailing duty investigations, are not negligible. VI. Cumulation For purposes of evaluating the volume and effects for a determination of reasonable indication of material injury by reason of subject imports, section 771(7)(G)(i) of the Tariff Act requires the Commission to cumulate subject imports from all countries as to which petitions were filed and/or investigations self-initiated by Commerce on the same day, if such imports compete with each other and with the domestic like product in the U.S. market. In assessing whether subject imports compete with each other and with the domestic like product, the Commission generally has considered four factors: (1) the degree of fungibility between subject imports from different countries and between subject imports and the domestic like product, including consideration of specific customer requirements and other quality related questions; (2) the presence of sales or offers to sell in the same geographic markets of subject imports from different countries and the domestic like product; (3) the existence of common or similar channels of distribution for subject imports from different countries and the domestic like product; and (4) whether the subject imports are simultaneously present in the market.81 79 CR/PR at Table 4.4. The volume of subject imports from Mexico and Thailand is the same for the antidumping and countervailing duty investigations. 80 CR/PR at Table 4.4. 81 See Certain Cast-Iron Pipe Fittings from Brazil, the Republic of Korea, and Taiwan, Inv. Nos. 731-TA-278-80 (Final), USITC Pub. 1845 (May 1986), aff’d, Fundicao Tupy, S.A. v. United States, 678 F. Supp. 898 (Ct. Int’l Trade), aff’d, 859 F.2d 915 (Fed. Cir. 1988). 21 While no single factor is necessarily determinative, and the list of factors is not exclusive, these factors are intended to provide the Commission with a framework for determining whether the subject imports compete with each other and with the domestic like product.82 Only a “reasonable overlap” of competition is required.83 A. Parties’ Arguments Petitioner’s Arguments. Petitioner argues that the Commission should cumulate subject imports from all subject sources because the petitions were filed on the same day and there is a reasonable overlap of competition between and among subject imports from each source and the domestic like product.84 Respondents’ Arguments. At the staff conference, both CIE/DS and Hyundai indicated that they are not contesting cumulation for purposes of the preliminary phase of these investigations.85 The other respondent entities do not address the issue. B. Analysis and Conclusion We consider subject imports from Mexico, Thailand, and Vietnam on a cumulated basis because the statutory criteria for cumulation are satisfied. As an initial matter, Petitioner filed the antidumping and countervailing duty petitions with respect to all subject countries on the same day, February 26, 2025.86 There also appears to be a reasonable overlap of competition between subject imports from Mexico, Thailand, and Vietnam, and among subject imports from each of these sources and the domestic like product, as discussed below. Fungibility. All U.S. producers reported that subject imports from Mexico, Thailand, and Vietnam are always or frequently interchangeable with both each other and the domestic like product.87 Similarly, the majority of importers reported that subject imports from each source 82 See, e.g., Wieland Werke, AG v. United States, 718 F. Supp. 50 (Ct. Int’l Trade 1989). 83 The Statement of Administrative Action (SAA) to the Uruguay Round Agreements Act (URAA), expressly states that “the new section will not affect current Commission practice under which the statutory requirement is satisfied if there is a reasonable overlap of competition.” H.R. Rep. No. 103- 316, Vol. I at 848 (1994) (citing Fundicao Tupy, 678 F. Supp. at 902); see Goss Graphic Sys., Inc. v. United States, 33 F. Supp. 2d 1082, 1087 (Ct. Int’l Trade 1998) (“cumulation does not require two products to be highly fungible”); Wieland Werke, AG, 718 F. Supp. at 52 (“Completely overlapping markets are not required.”). 84 Petitioner’s Postconference Brief at 5-7. 85 Conf. Tr. at 172 (Kendler, Kahn). 86 None of the statutory exceptions to cumulation applies. 87 CR/PR at Table 2.9. The sole exception to this is that a single U.S. producer reported that subject imports from Thailand and Vietnam are sometimes interchangeable. However, all three of the 22 are always or frequently interchangeable with the domestic like product. The majority of importers reported that subject imports from Thailand and Vietnam are always or frequently interchangeable with each other. The one importer comparing imports from Mexico and Vietnam reported that they are sometimes interchangeable with each other. Similarly, the one importer comparing imports from Mexico and Thailand reported that they are sometimes interchangeable with each other.88 The record also indicates that subject imports from each source overlap with each other and the domestic like product in terms of product type and finished chassis subtype. With respect to product type, finished chassis (as opposed to subassemblies) accounted for *** U.S. shipments of the domestic like product, subject imports from Mexico, and subject imports from Vietnam in 2024, and a *** of the U.S. shipments of subject imports from Thailand that year.89 With respect to finished chassis subtype, extendable chassis for use with both 20- and 40-foot containers accounted for a *** of U.S. shipments of both domestically produced finished chassis and subject imported finished chassis from each source in 2024.90 Other evidence further corroborates that subject imports from each source are fungible with each other and the domestic like product. At the staff conference, a respondent industry witness testified that chassis are all “physically” interchangeable, regardless of source.91 The record also indicates that all chassis sold in the United States, regardless of source, must meet the same standards. For example, the brakes and bumpers on all chassis sold in the United States, regardless of source, must meet the same safety standards.92 Finally, purchasers responding to the Commission’s lost sales/lost revenue survey reported switching from the domestic like product to subject imports from Mexico, Thailand, and Vietnam, again indicating fungibility between the domestic like product and subject imports from each of these sources.93 other U.S. producers that rated the interchangeability of these products reported that subject imports from Thailand and Vietnam are always interchangeable. Id. 88 CR/PR at Table 2.10. 89 CR/PR at Table 4.5. 90 CR/PR at Tables 4.6 and E.1. Specifically, extendable chassis accounted for *** percent of the total U.S. shipments of finished chassis from Thailand in 2024; *** percent of the total U.S. shipments of finished chassis from Vietnam in 2024; *** percent of the total U.S. shipments of finished chassis from Mexico in 2024; and *** percent of the total U.S. shipments of finished chassis from U.S. producers in 2024. Id. 91 Conf. Tr. at 168 (Kenney). This industry witness stated, however, that they may not be “operationally” interchangeable. Id. 92 CR/PR at 1.11 (brakes must comply with Federal Motor Vehicle Safety Standard 121) and 1.12 (rear bumpers must comply with Federal Motor Vehicle Safety Standards 223 and 224). 93 See generally Purchaser Responses to Lost Sales/Lost Revenue Survey at 3(a). 23 Channels of Distribution. Domestically produced chassis and subject imports from Mexico, Thailand, and Vietnam were sold in overlapping channels of distribution – *** to end users, with the *** sold to distributors – throughout the POI.94 Geographic Overlap. Domestically produced chassis and subject imports from Mexico, Thailand, and Vietnam were sold in overlapping geographic markets in the United States during the POI. Specifically, chassis from each of these sources were sold in the Northeast, Midwest, Southeast, and Pacific Coast regions of the country.95 Domestically produced chassis and subject imports from Mexico and Vietnam were also sold in the Central Southwest and Mountain regions, and thus overlapped in all six regions of the contiguous United States.96 Moreover, chassis from Mexico, Thailand, and Vietnam all overlapped with respect to borders of entry in 2024, with chassis from each source having entered the United States through all borders that year.97 Simultaneous Presence in Market. Domestically produced chassis and subject imports from Mexico, Thailand, and Vietnam were simultaneously present in the U.S. market throughout the POI.98 Conclusion. The record of the preliminary phase of these investigations indicates that subject imports from Mexico, Thailand, and Vietnam are fungible with the domestic like product and each other. The record also indicates that imports from each of the subject countries and the domestic like product were sold in overlapping channels of distribution and geographic markets and were simultaneously present in the U.S. market throughout the POI. Because there appears to be a reasonable overlap of competition between and among the domestic like product and subject imports from Mexico, Thailand, and Vietnam, we cumulate subject imports from these sources for purposes of our present material injury analysis. VII. Reasonable Indication of Material Injury by Reason of Subject Imports A. Legal Standard In the preliminary phase of antidumping and countervailing duty investigations, the Commission determines whether there is a reasonable indication that an industry in the United 94 The report mistakenly inverted these figures. See CR/PR at Table 2.2; U.S. Producer Questionnaire responses at II-9; U.S. Importer Questionnaire responses at II-5b, II-6b, and II-7b. 95 CR/PR at Table 2.3. 96 CR/PR at Table 2.3. 97 CR/PR at Table 4.7. 98 CR/PR at Table 4.8 (showing subject imports from Mexico, Thailand, and Vietnam present in every month of the POI) and Tables 5.4-5.7 (showing domestically produced chassis present in every quarter of the POI). 24 States is materially injured or threatened with material injury by reason of the imports under investigation.99 In making this determination, the Commission must consider the volume of subject imports, their effect on prices for the domestic like product, and their impact on domestic producers of the domestic like product, but only in the context of U.S. production operations.100 The statute defines “material injury” as “harm which is not inconsequential, immaterial, or unimportant.”101 In assessing whether there is a reasonable indication that the domestic industry is materially injured by reason of subject imports, we consider all relevant economic factors that bear on the state of the industry in the United States.102 No single factor is dispositive, and all relevant factors are considered “within the context of the business cycle and conditions of competition that are distinctive to the affected industry.”103 Although the statute requires the Commission to determine whether there is a reasonable indication that the domestic industry is “materially injured or threatened with material injury by reason of” unfairly traded imports,104 it does not define the phrase “by reason of,” indicating that this aspect of the injury analysis is left to the Commission’s reasonable exercise of its discretion.105 In identifying a causal link, if any, between subject imports and material injury to the domestic industry, the Commission examines the facts of record that relate to the significance of the volume and price effects of the subject imports and any impact of those imports on the condition of the domestic industry. This evaluation under the “by reason of” standard must ensure that subject imports are more than a minimal or tangential cause of injury and that there is a sufficient causal, not merely a temporal, nexus between subject imports and material injury.106 99 19 U.S.C. §§ 1671b(a), 1673b(a). 100 19 U.S.C. § 1677(7)(B). The Commission “may consider such other economic factors as are relevant to the determination” but shall “identify each {such} factor … and explain in full its relevance to the determination.” 19 U.S.C. § 1677(7)(B). 101 19 U.S.C. § 1677(7)(A). 102 19 U.S.C. § 1677(7)(C)(iii). 103 19 U.S.C. § 1677(7)(C)(iii). 104 19 U.S.C. §§ 1671b(a), 1673b(a). 105 Angus Chemical Co. v. United States, 140 F.3d 1478, 1484-85 (Fed. Cir. 1998) (“{T}he statute does not ‘compel the commissioners’ to employ {a particular methodology}.”), aff’d, 944 F. Supp. 943, 951 (Ct. Int’l Trade 1996). 106 The Federal Circuit, in addressing the causation standard of the statute, observed that “{a}s long as its effects are not merely incidental, tangential, or trivial, the foreign product sold at less than fair value meets the causation requirement.” Nippon Steel Corp. v. USITC, 345 F.3d 1379, 1384 (Fed. Cir. 2003). This was further ratified in Mittal Steel Point Lisas Ltd. v. United States, 542 F.3d 867, 873 (Fed. Cir. 2008), where the Federal Circuit, quoting Gerald Metals, Inc. v. United States, 132 F.3d 716, 722 (Fed. Cir. 1997), stated that “this court requires evidence in the record ‘to show that the harm occurred 25 In many investigations, there are other economic factors at work, some or all of which may also be having adverse effects on the domestic industry. Such economic factors might include nonsubject imports; changes in technology, demand, or consumer tastes; competition among domestic producers; or management decisions by domestic producers. The legislative history explains that the Commission must examine factors other than subject imports to ensure that it is not attributing injury from other factors to the subject imports, thereby inflating an otherwise tangential cause of injury into one that satisfies the statutory material injury threshold.107 In performing its examination, however, the Commission need not isolate the injury caused by other factors from injury caused by unfairly traded imports.108 Nor does the “by reason of” standard require that unfairly traded imports be the “principal” cause of injury or contemplate that injury from unfairly traded imports be weighed against other factors, such as nonsubject imports, which may be contributing to overall injury to an industry.109 It is “by reason of” the LTFV imports, not by reason of a minimal or tangential contribution to material harm caused by LTFV goods.’” See also Nippon Steel Corp. v. United States, 458 F.3d 1345, 1357 (Fed. Cir. 2006); Taiwan Semiconductor Industry Ass’n v. USITC, 266 F.3d 1339, 1345 (Fed. Cir. 2001). 107 SAA at 851-52 (“{T}he Commission must examine other factors to ensure that it is not attributing injury from other sources to the subject imports.”); S. Rep. 96-249 at 75 (1979) (the Commission “will consider information which indicates that harm is caused by factors other than less- than-fair-value imports.”); H.R. Rep. 96-317 at 47 (1979) (“in examining the overall injury being experienced by a domestic industry, the ITC will take into account evidence presented to it which demonstrates that the harm attributed by the petitioner to the subsidized or dumped imports is attributable to such other factors;” those factors include “the volume and prices of nonsubsidized imports or imports sold at fair value, contraction in demand or changes in patterns of consumption, trade restrictive practices of and competition between the foreign and domestic producers, developments in technology and the export performance and productivity of the domestic industry”); accord Mittal Steel, 542 F.3d at 877. 108 SAA at 851-52 (“{T}he Commission need not isolate the injury caused by other factors from injury caused by unfair imports.”); Taiwan Semiconductor Industry Ass’n, 266 F.3d at 1345 (“{T}he Commission need not isolate the injury caused by other factors from injury caused by unfair imports ... Rather, the Commission must examine other factors to ensure that it is not attributing injury from other sources to the subject imports.” (emphasis in original)); Asociacion de Productores de Salmon y Trucha de Chile AG v. United States, 180 F. Supp. 2d 1360, 1375 (Ct. Int’l Trade 2002) (“{t}he Commission is not required to isolate the effects of subject imports from other factors contributing to injury” or make “bright-line distinctions” between the effects of subject imports and other causes.); see also Softwood Lumber from Canada, Inv. Nos. 701-TA-414 and 731-TA-928 (Remand), USITC Pub. 3658 at 100-01 (Dec. 2003) (Commission recognized that “{i}f an alleged other factor is found not to have or threaten to have injurious effects to the domestic industry, i.e., it is not an ‘other causal factor,’ then there is nothing to further examine regarding attribution to injury”), citing Gerald Metals, 132 F.3d at 722 (the statute “does not suggest that an importer of LTFV goods can escape countervailing duties by finding some tangential or minor cause unrelated to the LTFV goods that contributed to the harmful effects on domestic market prices.”). 109 S. Rep. 96-249 at 74-75; H.R. Rep. 96-317 at 47. 26 clear that the existence of injury caused by other factors does not compel a negative determination.110 Assessment of whether material injury to the domestic industry is “by reason of” subject imports “does not require the Commission to address the causation issue in any particular way” as long as “the injury to the domestic industry can reasonably be attributed to the subject imports.”111 The Commission ensures that it has “evidence in the record” to “show that the harm occurred ‘by reason of’ the LTFV imports,” and that it is “not attributing injury from other sources to the subject imports.” 112 The Federal Circuit has examined and affirmed various Commission methodologies and has disavowed “rigid adherence to a specific formula.”113 The question of whether the material injury threshold for subject imports is satisfied notwithstanding any injury from other factors is factual, subject to review under the substantial evidence standard.114 Congress has delegated this factual finding to the Commission because of the agency’s institutional expertise in resolving injury issues.115 B. Conditions of Competition and the Business Cycle The following conditions of competition inform our analysis of whether there is a reasonable indication of material injury by reason of subject imports. 110 See Nippon Steel Corp., 345 F.3d at 1381 (“an affirmative material-injury determination under the statute requires no more than a substantial-factor showing. That is, the ‘dumping’ need not be the sole or principal cause of injury.”). 111 Mittal Steel, 542 F.3d at 876 & 78; see also id. at 873 (“While the Commission may not enter an affirmative determination unless it finds that a domestic industry is materially injured ‘by reason of’ subject imports, the Commission is not required to follow a single methodology for making that determination ... {and has} broad discretion with respect to its choice of methodology.”), citing United States Steel Group v. United States, 96 F.3d 1352, 1362 (Fed. Cir. 1996) and S. Rep. 96-249 at 75. In its decision in Swiff-Train v. United States, 793 F.3d 1355 (Fed. Cir. 2015), the Federal Circuit affirmed the Commission’s causation analysis as comporting with the Court’s guidance in Mittal. 112 Mittal Steel, 542 F.3d at 873 (quoting from Gerald Metals, 132 F.3d at 722), 877-79. We note that one relevant “other factor” may involve the presence of significant volumes of price-competitive nonsubject imports in the U.S. market, particularly when a commodity product is at issue. In appropriate cases, the Commission collects information regarding nonsubject imports and producers in nonsubject countries in order to conduct its analysis. 113 Nucor Corp. v. United States, 414 F.3d 1331, 1336, 1341 (Fed. Cir. 2005); see also Mittal Steel, 542 F.3d at 879 (“Bratsk did not read into the antidumping statute a Procrustean formula for determining whether a domestic injury was ‘by reason’ of subject imports.”). 114 We provide in our discussion below a full analysis of other factors alleged to have caused any material injury experienced by the domestic industry. 115 Mittal Steel, 542 F.3d at 873; Nippon Steel Corp., 458 F.3d at 1350, citing U.S. Steel Group, 96 F.3d at 1357; S. Rep. 96-249 at 75 (“The determination of the ITC with respect to causation is ... complex and difficult, and is a matter for the judgment of the ITC.”). 27 1. Demand Conditions Apparent U.S. consumption of chassis declined from *** units in 2022 to *** units in 2023 and *** units in 2024, a level *** percent lower than in 2022.116 117 Similarly, the number of new registered chassis in 2024, as compiled by Polk Data Services, a service of S&P Global (“Polk”), was no more than *** of the number of new registered chassis in 2022.118 Likewise, data from the Americas Commercial Transportation Research Company (“ACT”) indicate that the number of chassis produced and shipped from the factory in 2024 were approximately *** of the number of chassis produced and shipped from the factory in 2022.119 Most U.S. producers (five of seven) and importers (10 of 11) reported that U.S. demand for chassis had either fluctuated downwards or steadily decreased since January 1, 2022. The other two responding U.S. producers reported that it had fluctuated upwards or steadily increased, and the other responding importer reported that it had steadily increased.120 Relying on U.S. merchandise trade for 2022-2024,121 Petitioner argues that demand for chassis remained relatively stable throughout the POI. While acknowledging that apparent U.S. consumption declined over the period, it contends that this decline resulted from purchasers drawing down their existing inventories in lieu of purchasing new chassis, rather than any change in underlying demand.122 Relying on the apparent U.S. consumption data, the respondents argue that demand for chassis was high in 2022 – reflecting the increase in demand for consumer goods as the COVID- 19 pandemic kept people home – but significantly declined thereafter as the pandemic waned and consumer demand shifted from goods to services.123 116 CR/PR at Tables 4.9 and C.1. 117 Apparent U.S. consumption is based on U.S. shipments of domestically produced chassis reported in response to the U.S. producer questionnaire, U.S. shipments of imported chassis from Mexico, Thailand, and nonsubject sources reported in response to the U.S. importer questionnaire, and the quantity of exports to the United States from Vietnam reported in response to the foreign producer questionnaire. See Note to CR/PR Table 4.9. Due to the coverage of subject imports from Mexico and nonsubject imports afforded by the responses to the U.S. importer questionnaire, apparent U.S. consumption is likely understated. 118 CR/PR at 2.10-2.11. 119 CR/PR at 2.11. 120 CR/PR at Table 2.6. 121 U.S. merchandise trade is an indicator of the volume of goods being transported around the United States. CR/PR at 2.9. U.S. merchandise trade decreased by 3.9 percent from 2022 to 2023 and increased by 4.6 percent from 2023 to 2024. Derived from CR/PR Table 2.7. 122 Petitioner’s Postconference Br. at 9-10. 123 See, e.g., CIE/DS’s Postconference Br. at 9-11. 28 2. Supply Conditions The domestic industry was the *** source of supply to the U.S. market in 2022 and *** source of supply in the remainder of the POI. Its share of apparent U.S. consumption increased by *** percentage points from 2022 to 2024, from *** percent in 2022 to *** percent in 2023 and *** percent in 2024.124 U.S. producer Stoughton ***.125 U.S. producers *** reported curtailments to their production operations during the POI.126 Only one domestic producer reported supply constraints in 2022, with none reporting such constraints in 2023 or 2024,127 and the domestic industry maintained substantial excess capacity throughout the POI.128 Cumulated subject imports were *** source of supply to the U.S. market in 2022, and the *** source of supply in the remainder of the POI. Their share of apparent U.S. consumption decreased overall by *** percentage points from 2022 to 2024, declining from *** percent in 2022 to *** percent in 2023, then increasing to *** percent in 2024.129 Three importers reported supply constraints in 2022, one reported supply constraints in 2023, and one reported supply constraints in 2024.130 Foreign producers/exporters in *** reported production bottlenecks and capacity constraints during the POI.131 Nonsubject imports were *** source of supply to the U.S. market throughout the POI. Their share of apparent U.S. consumption increased irregularly by *** percentage points from 2022 to 2024, increasing from *** percent in 2022 to *** percent in 2023, then decreasing to *** percent in 2024.132 The largest sources of nonsubject imports in 2024 were ***.133 Petitioner argues that cumulated subject imports significantly oversupplied the U.S. market in 2022, offering particularly low prices that motivated purchasers to buy quantities in excess of their then-current need for chassis. Petitioner alleges that purchasers stocked these significant volumes of imports as inventories for future use and drew this “inventory overhang” down in 2023 and 2024 in lieu of purchasing new domestic chassis.134 124 CR/PR at Tables 4.10 and C.1. 125 CR/PR at Table 3.4. 126 CR/PR at Table 3.4. 127 CR/PR at Table 2.5. 128 CR/PR at Tables 3.7 and C.1. The domestic industry’s excess capacity ranged between *** percent and *** percent of its total practical production capacity during the POI. Id. 129 CR/PR at Tables 4.10 and C.1. 130 CR/PR at Table 2.5. 131 CR/PR at Table 7.10. 132 CR/PR at Tables 4.10 and C.1. 133 CR/PR at 2.6. 134 Petitioner’s Postconference Br. at 10-18. 29 CIE/DS and Hyundai argue that there was no “inventory overhang” of subject imports, emphasizing that neither Hyundai Translead nor CIE maintains significant inventories.135 3. Substitutability and Other Conditions We find that there is a high degree of substitutability between the domestic like product and cumulated subject imports.136 As discussed in Section VI.B. above, all U.S. producers and a majority of importers reported that subject imports from Mexico, Thailand, and Vietnam are always or frequently interchangeable with the domestic like product.137 Moreover, and as also discussed above, the record indicates that subject imports from each source overlap with the domestic like product in terms of both product type and product subtype,138 and that all chassis in the United States, regardless of source, must meet the same standards.139 We also find that price is an important factor in chassis purchasing decisions, among other important factors. Purchasers responding to the Commission’s lost sales/lost revenue survey generally ranked quality, availability, and price as being among the top three factors influencing their purchasing decisions.140 All responding U.S. producers reported that factors other than price are never significant in purchasing decisions,141 while the reporting by U.S. importers was mixed.142 U.S. producers reported producing *** percent of their commercial shipments to order, with lead times averaging 60 days.143 Importers reported producing *** percent of their 135 CIE/DS’s Postconference Br. at 32-33; Hyundai’s Postconference Brief at 16-18. We intend to further explore the allegations of inventory overhang as well as purchasers’ needs for new chassis during the POI in any final phase of these investigations, and we invite parties to propose ways to obtain data appropriate to assessing these claims in comments on the draft questionnaires. 136 CR/PR at 2.11. 137 CR/PR at Tables 2.9 and 2.10. 138 CR/PR at Tables 4.5, 4.6, and E.1. 139 CR/PR at 1.11-1.12. 140 Specifically, four purchasers ranked quality, three ranked availability, and two ranked price as being among the top three factors influencing their purchasing decisions. CR/PR at Table 2.8. With respect to quality, we note that the respondents have alleged that domestic chassis have been subject to recalls and delivered out of spec. See, e.g., CIE/DS’s Postconference Brief at 18-19. In any final phase of these investigations, we intend to further explore quality issues. 141 CR/PR at Table 2.11. 142 Specifically, in purchasing decisions between domestic chassis and subject imported chassis from Thailand, most U.S. importers (four of six) reported that factors other than price are only sometimes or never significant, while in purchasing decisions between domestic chassis and subject imported chassis from Mexico and from Vietnam, most U.S. importers (four of six and three of five, respectively) reported that such factors are always or frequently significant. CR/PR at Table 2.12. 143 CR/PR at 2.12. The remaining *** percent of the domestic industry’s commercial shipments were from inventories, with lead time averaging 19 days. Id. 30 commercial shipments to order, with lead times averaging 94 days.144 Inventories of chassis are held domestically by U.S. producers145 and subject importers,146 and in each subject country by the subject foreign industries.147 Inventories held by U.S. producers rose overall by *** percent from 2022 to 2024, increasing from *** units in 2022 to *** units in 2023 and then decreasing to *** units in 2024.148 Inventories held domestically by subject importers fell by *** percent from 2022 to 2024, from *** units in 2022 to *** units in 2023 and *** units in 2024.149 U.S. producers sold most of their chassis in 2024 on the spot market, with most of the balance sold under short- and long-term contracts and only a small amount sold under annual contracts.150 Subject importers sold most of their chassis in 2024 under short-term contracts, with the remainder sold on the spot market.151 As previously discussed, both domestic chassis and imported chassis from each subject source are *** sold to end users, with the *** sold to distributors.152 Raw material costs accounted for a *** of the domestic industry’s COGS throughout the POI.153 The primary raw material inputs for chassis and subassemblies are steel and steel components.154 The producer price index for hot-rolled steel bars, plates, and structural shapes fluctuated downwards over the POI to a level in December 2024 that was 17.4 percent lower than in January 2022.155 Effective March 4, 2025, chassis originating in Mexico became subject to an additional 25 percent ad valorem duty under the International Emergency Economic Powers Act (“IEEPA”). Effective March 7, 2025, only products originating in Mexico that did not enter with duty free 144 CR/PR at 2.12. 145 CR/PR at Table 3.10. 146 CR/PR at Table 7.18. 147 CR/PR at Tables 7.15. 148 CR/PR at Table C.1. 149 CR/PR at Table 7.18. Inventories held domestically by subject importers are based on responses to the U.S. Importer Questionnaire. Id. Due to the coverage of the subject imports from Vietnam and Mexico afforded by the responses to this questionnaire, the inventories held domestically by U.S. importers may be understated. In any final phase of these investigations, we intend to further explore whether and to what extent purchasers or other market participants retained overstocks or inventories of chassis, and we invite parties to propose ways to obtain data appropriate to assessing this issue in comments on the draft questionnaires. 150 CR/PR at Table 5.3. 151 CR/PR at Table 5.3. 152 See generally U.S. Producer and U.S. importer questionnaire responses. 153 CR/PR at Table 6.1. 154 CR/PR at 5.1. 155 CR/PR at Figure 5.1 and Table 5.1 31 treatment under the United States-Mexico-Canada Agreement (“USMCA”) were subject to the additional 25 percent ad valorem duty under IEEPA.156 Effective April 3, 2025, chassis classified under HTSUS subheading 8716.90.50 became subject to an additional 25 percent ad valorem duty under Section 232 of the Trade Expansion Act of 1962 (“Section 232”). Only chassis classified under this subheading originating in Mexico that did not enter with duty free treatment under USMCA became subject to the additional 25 percent ad valorem duty under section 232.157 Effective April 5, 2025, chassis originating in both Thailand and Vietnam became subject to additional 10 percent ad valorem reciprocal duties under IEEPA. Effective April 9, 2025, these additional duties increased to 46 percent ad valorem for chassis from Thailand and to 36 percent ad valorem for chassis from Vietnam.158 Effective April 10, 2025, these 46 percent and 36 percent additional duties were suspended for 90 days and the applicable additional reciprocal duty rate under IEEPA for chassis from both Thailand and Vietnam reverted to 10 percent ad valorem.159 C. Volume of Cumulated Subject Imports Section 771(7)(C)(i) of the Tariff Act provides that the “Commission shall consider whether the volume of imports of the merchandise, or any increase in that volume, either in absolute terms or relative to production or consumption in the United States, is significant.”160 Cumulated subject import volume was *** units in 2022, *** units in 2023, and *** units in 2024.161 162 Cumulated subject imports as a share of apparent U.S. consumption was *** percent in 2022, *** percent in 2023, and *** percent in 2024.163 The volume of cumulated subject imports relative to U.S. production was *** percent in 156 CR/PR at 1.7. 157 CR/PR at 1.8. 158 CR/PR at 1.8. 159 See Executive Order Modifying Reciprocal Tariff Rates to Reflect Trading Partner Retaliation and Alignment, EDIS Doc. 2357909. 160 19 U.S.C. § 1677(7)(C)(i). 161 CR/PR Tables 4.2 and 4.3. Due to the coverage of U.S. imports from Mexico afforded by the responses to the U.S. importer questionnaire, the volume of cumulated subject imports may be understated. 162 As discussed below in Section VII.D., the downward trend in subject import volume during the POI may be explained by purchasers’ overstocking of low-priced subject imports in 2022 that overhung the U.S. market for the rest of the POI, as petitioner has claimed. 163 CR/PR at Table C.1. 32 2022, *** percent in 2023, and *** percent in 2024.164 Based on the foregoing, we find that the volume of cumulated subject imports was significant in absolute terms and relative to consumption and production in the United States during the POI. D. Price Effects of the Cumulated Subject Imports Section 771(7)(C)(ii) of the Tariff Act provides that, in evaluating the price effects of subject imports, the Commission shall consider whether – (I) there has been significant price underselling by the imported merchandise as compared with the price of domestic like products of the United States, and (II) the effect of imports of such merchandise otherwise depresses prices to a significant degree or prevents price increases, which otherwise would have occurred, to a significant degree.165 As addressed in Section VII.B.3. above, we have found that there is a high degree of substitutability between the domestic like product and cumulated subject imports and that price is an important factor in chassis purchasing decisions, among other important factors. The Commission collected quarterly pricing data for the total quantity and f.o.b. value of four products shipped by U.S. producers and importers to unrelated customers.166 167 Six 164 CR/PR at Tables 4.2 and 4.3. 165 19 U.S.C. § 1677(7)(C)(ii). 166 CR/PR at 5.5. The four pricing products are: Product 1.-- Unused (“non-remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Product 2.-- Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Product 3.-- Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Product 4.-- Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. 167 Several respondents have argued that the pricing data in the preliminary phase of these investigations is unrepresentative because the Commission has not defined a pricing product corresponding to 53-foot chassis, which they assert now account for the largest segment of the chassis market. See CIE/DS’ Postconference Brief at 23-24; Hyundai’s Postconference Brief at 9; IICL’s Postconference Brief at 8. In any final phase investigations, we invite the parties in their comments on 33 domestic producers and four importers provided usable pricing data for sales of the requested products, although not all firms reported pricing for all products for all quarters.168 Pricing data reported by these firms accounted for approximately *** percent of U.S. producers’ U.S. shipments of chassis, *** percent of U.S. shipments of chassis from Mexico, and *** percent of U.S. shipments of chassis from Vietnam in 2024.169 The pricing data show that subject imports undersold the domestic like product in 40 of 50 quarterly comparisons, or in 80.0 percent of the comparisons, at margins ranging between *** and *** percent and averaging *** percent. In contrast, subject imports oversold the domestic like product in 10 of 50 quarterly comparisons, or in 20.0 percent of the comparisons, at margins ranging between *** and *** percent and averaging *** percent.170 Quarters in which there was underselling accounted for *** percent of the total reported subject import sales volume (*** units) covered by the Commission’s pricing data, and quarters in which there was overselling accounted for *** percent of the total reported subject import sales volume (*** units) covered by the Commission’s pricing data.171 While subject import underselling predominated throughout the POI, the underselling was most pervasive in 2022. The subject import volume that undersold the domestic like product that year (*** units) was *** greater than the volume that undersold the domestic like product in the following two years combined (*** units).172 Moreover, the average margin of subject import underselling was at its highest in 2022, at *** percent.173 our draft questionnaires to suggest pricing products that are likely to provide greater coverage of their sales in the U.S. market so that we may get a clearer impression of how and the extent to which products from different sources compete in the U.S. market. 168 CR/PR at 5.3. 169 CR/PR at 5.5. No importer reported pricing data for finished chassis from Thailand. See CR/PR at Tables 5.4-5.8. CIE, however, reported pricing data for finished chassis assembled in the United States from frames manufactured in Thailand. Id. As additional considerations may be warranted before a proper comparison can be made between CIE’s pricing data and the domestic producers’ pricing data, CIE’s pricing data were not included in the pricing comparisons for these preliminary phase investigations. We welcome comments from the parties on what additional information the Commission should collect and consider for such a comparison in any final phase of these investigations. 170 CR/PR at Table 5.14. 171 CR/PR at Table 5.14. 172 Derived from CR/PR Table 5.14. 173 CR/PR at 5.14. Similarly, we also note that subject imported ***. See CR/PR at Table 5.4 and Figure 5.2. The record indicates that imports of *** that the domestic industry faced from subject imports in 2022, as they comprised *** percent of the U.S. shipments of all subject imported finished chassis that year. CR/PR at Table E.7. 34 We have also considered lost sales information. All four responding purchasers reported that they had purchased subject imports in lieu of the domestic like product during the POI. Two of those four reported that subject imports were priced lower than the domestic like product. Neither of these two reported that price was a primary reason for their purchases of subject imports in lieu of the domestic like product.174 Given the high degree of substitutability between cumulated subject imports and the domestic like product, the importance of price in purchasing decisions, the pricing data showing predominant underselling on a quarterly basis and *** underselling on a volume basis, and the purchaser reports that subject imports were priced lower than the domestic like product, we find that cumulated subject import underselling was significant during the POI, particularly in 2022. We further find on this record that we cannot conclude that the underselling by subject imports in 2022 did not lead purchasers to overbuy these imports that year, thereby creating an inventory overhang that deprived the domestic industry of sales in 2023 and 2024. Several market participants responding to the Commission’s questionnaires indicated that an inventory overhang of subject imports in 2022 led to fewer chassis sales in 2023 and 2024.175 176 Other evidence on the record likewise supports the existence of a substantial build-up in purchasers’ inventories of subject merchandise in 2022 that significantly displaced the domestic industry’s sales later in the POI. Based on the difference between the number of subject chassis that entered in 2022 (***) and the number of subject chassis that were registered by end users for use that year (***), Petitioner has estimated that at least *** subject imports have been stored as inventories in 2022.177 To put this estimate, if accurate, into perspective, purchaser 174 CR/PR at Table 5.16. 175 U.S. producer *** reported that the significant volume of low-priced subject imports in 2022 resulted in high purchaser inventories that year, in turn leading to a decline in its sales “well beyond normal fluctuations”. U.S. producer *** reported that customers ordered chassis from foreign sources in excess of their needs in 2022, creating an “inventory overhang” and consequent drop in demand for chassis from the domestic industry in 2023 and 2024. U.S. importer *** likewise reported the existence of an “inventory overhang”. U.S. producer *** reported that customers overpurchased chassis in 2022, causing demand for new chassis to crater in later in the POI. U.S. purchaser *** reported decreasing its purchasers over the POI “due to fewer overall new chassis needs.” See CR/PR at 2.7-2.8; *** Lost Sales/Lost Revenue Survey Response at 2, *** U.S. Producer Questionnaire Response at IV-14. 176 However, we note that Hyundai and CIE/DS have placed on the record articles from industry publications indicating that there was a chassis supply shortage in 2022. See, e.g., Exhibits 4-6 to Hyundai’s Postconference Brief; Exhibits 8-12 to CIE/DS’s Postonference Brief. As discussed above, we intend to further explore the allegations of inventory overhang and purchasers’ needs in any final phase of these investigations. 177 See Petitioner’s Postconference Br. at 16; Exhibit I-22 to Petition. 35 inventories in 2022 were equivalent to almost *** of apparent U.S. consumption in 2023 and *** apparent U.S. consumption in 2024.178 Moreover, the domestic industry’s inventories were *** in both 2023 and 2024, at *** units and *** units, respectively, than in 2022, at *** units,179 which is consistent with the displacement of domestic shipments and sales in 2023 and 2024.180 We have also considered price trends during the POI. The prices for all four domestically produced pricing products increased overall during the POI.181 Prices for most of the subject imported pricing products for which data are available also increased over the POI, from *** to *** percent depending on the product.182 Only prices for *** decreased over the period.183 We have also considered whether subject imports prevented price increases that otherwise would have occurred to a significant degree. The domestic industry’s ratio of COGS to net sales decreased from *** percent in 2022 to *** percent in 2023 and then increased to *** percent in 2024, a level *** percentage points higher than in 2022.184 The industry’s total unit COGS increased from $*** in 2022 to $*** in 2023 and $*** in 2024.185 The average unit 178 See id. (calculating purchaser inventories of subject imports in excess of *** units in 2022) and CR/PR at Table 4.9 (showing apparent U.S. consumption by quantity of *** units in 2023 and *** units in 2024). 179 CR/PR at Table C.1. 180 Although both CIE/DS and Hyundai contest the existence of an inventory overhang, they do so on the basis that CIE’s and Hyundai’s importer inventories are both small. See CIE/DS’s Postconference Brief at 33; Hyundai’s Postconference Brief at 16-17. However, these importers’ inventory levels are not necessarily probative of inventory levels held elsewhere. 181 Prices for domestically produced pricing product 1 *** from the first quarter of 2022 through the first quarter of 2023, then *** through the fourth quarter of 2024 to a price *** than in the first quarter of 2022. CR/PR at Figure 5.2 and Table 5.8. Prices for domestically produced pricing product 2 *** from the first quarter of 2022 through the fourth quarter of 2022, then *** through the fourth quarter of 2024 to a price *** than in the first quarter of 2022. CR/PR at Figure 5.3 and Table 5.8. Prices for domestically produced pricing product 3 *** from the first through the third quarter of 2022, then *** through the fourth quarter of 2022, then *** through the fourth quarter of 2024 to a price *** than in the first quarter of 2022. CR/PR at Figure 5.4 and Table 5.8. Prices for domestically produced pricing product 4 *** from the first quarter of 2022 through the fourth quarter of 2023, then *** through the first quarter of 2024, then *** through the fourth quarter of 2024 to a price *** than in the first quarter of 2022. CR/PR at Figure 5.5 and Table 5.8. 182 From the first quarter of 2022 to the fourth quarter of 2024, prices for pricing product one from Mexico and Vietnam ***, respectively, and prices for pricing product four from Mexico ***. CR/PR at Table 5.8. 183 From the first quarter of 2022 to the fourth quarter of 2024, prices for *** percent. CR/PR at Table 5.8. 184 CR/PR at Tables 6.1 and C.1. 185 CR/PR at Tables 6.1 and C.1. 36 value (“AUV”) of the industry’s net sales increased from $*** in 2022 to $*** in 2023 and $*** in 2024.186 In sum, we find that cumulated subject imports significantly undersold the domestic like product during the POI, and that this underselling was particularly significant in 2022. Because we cannot conclude on the current record that the particularly significant underselling that year did not lead to a subject inventory overhang that deprived the domestic industry of significant sales later in the POI, we cannot conclude that cumulated subject imports have not had significant adverse price effects on the domestic industry.187 188 E. Impact of the Cumulated Subject Imports189 Section 771(7)(C)(iii) of the Tariff Act provides that the Commission, in examining the impact of the subject imports on the domestic industry, “shall evaluate all relevant economic factors which have a bearing on the state of the industry.” These factors include output, sales, inventories, capacity utilization, market share, employment, wages, productivity, gross profits, net profits, operating profits, cash flow, return on investment, return on capital, ability to raise capital, ability to service debt, R&D, and factors affecting domestic prices. No single factor is dispositive and all relevant factors are considered “within the context of the business cycle and conditions of competition that are distinctive to the affected industry.”190 Measures of the domestic industry’s output increased *** from 2022 to 2023, then *** declined in 2024. The industry’s capacity decreased overall by *** percent from 2022 to 2024, 186 CR/PR at Tables 6.1 and C.1. 187 If there was a significant inventory overhang due to a significant volume of low-priced subject imports entering the U.S. market in 2022 as we note above and as Petitioner alleges, that overhang may have not only have deprived domestic producers of sales in 2023 and 2024; it may also have depressed or suppressed domestic prices. Declining demand caused by an influx of subject imports and a buildup of significant inventories could force domestic producers to lower prices to compete for the dwindling sales in the market. Such pricing pressure could account for declining domestic producer prices and an inability to increase prices commensurate with rising costs (as evident by a rise in domestic producers’ COGS/NS ratio) in 2024. CR/PR at Table C.1. We intend to further examine the impact of any significant inventory overhang on domestic producer prices in any final phase of these investigation. 188 Commissioner Johanson does not join the preceding footnote. 189 Commerce initiated its antidumping duty investigations based on an estimated dumping margin of 32.37 percent for subject imports from Mexico, an estimated dumping margin of 181.57 percent for subject imports from Thailand, and an estimated dumping margin of 302.52 percent for imports from Vietnam. Certain Chassis and Subassemblies Thereof from Mexico, Thailand, and the Socialist Republic of Vietnam: Initiation of Less-Than-Fair-Value Investigations, 90 Fed. Reg. 13452, 13462 (Mar. 18, 2025); CR/PR at I.5. 190 19 U.S.C. § 1677(7)(C)(iii). This provision was amended by the Trade Preferences Extension Act (“TPEA”) of 2015, Pub. L. 114-27. 37 increasing from *** units in 2022 to *** units in 2023, then decreasing to *** units in 2024.191 The domestic industry’s production decreased overall by *** percent from 2022 to 2024, increasing from *** units in 2022 to *** units in 2023, then decreasing to *** units in 2024.192 The industry’s capacity utilization rate decreased overall by *** percentage points from 2022 to 2024, increasing from *** percent in 2022 to *** percent in 2023, then decreasing to *** percent in 2024.193 The domestic industry’s employment indicia, including its employment,194 hours worked,195 wages paid,196 and productivity,197 followed the same trend as its output indicia, increasing *** from 2022 to 2023, then declining *** in 2024. The industry’s U.S. shipments decreased overall by *** percent from 2022 to 2024, increasing from *** units in 2022 to *** units in 2023, then decreasing to *** units in 2024.198 The domestic industry’s share of apparent U.S. consumption increased by *** percentage points from 2022 to 2024, from *** percent in 2022 to *** percent in 2023 and *** percent in 2024.199 The industry’s end-of-period inventories increased overall by *** percent from 2022 to 2024, increasing from *** units in 2022 to *** units in 2023, then decreasing to *** units in 2024.200 As a ratio of total shipments, the industry’s end-of-period inventories increased from *** percent in 2022 to *** percent in 2023 and *** percent in 2024.201 Along with its shipments declining overall during the POI, most of the domestic industry’s financial performance indicators declined overall from 2022 to 2024. The industry’s net sales revenue decreased overall by *** percent from 2022 to 2024, increasing from $*** in 2022 to $*** in 2023, then decreasing to $*** in 2024.202 The industry’s gross profits 191 CR/PR at Tables 3.5 and C.1. 192 CR/PR at Tables 3.5 and C.1. 193 CR/PR at Tables 3.5 and C.1. 194 Employment decreased overall by *** percent from 2022 to 2024, increasing from *** PRWs in 2022 to *** PRWs in 2023, then declining to *** PRWs in 2024. CR/PR at Tables 3.15 and C.1. 195 Total hours worked decreased overall by *** percent from 2022 to 2024, increasing from *** hours in 2022 to *** hours in 2023, then declining to *** hours in 2024. CR/PR at Tables 3.15 and C.1. 196 Wages paid decreased overall by *** percent from 2022 to 2024, increasing from $*** in 2022 to $*** in 2023, then declining to $*** in 2024. CR/PR at Tables 3.15 and C.1. 197 As measured in units per 1,000 hours, productivity decreased overall by *** percent from 2022 to 2024, increasing from *** in 2022 to *** in 2023, then declining to *** in 2024. CR/PR at Tables 3.15 and C.1. 198 CR/PR at Tables 3.9 and C.1. 199 CR/PR at Tables 4.9 and C.1. 200 CR/PR at Tables 3.10 and C.1. 201 CR/PR at Tables 3.10 and C.1. 202 CR/PR at Tables 6.1 and C.1. 38 decreased overall by *** percent from 2022 to 2024, increasing from $*** in 2022 to $*** in 2023, then decreasing to $*** in 2024.203 The domestic industry’s operating income increased from $*** in 2022 to $*** in 2023, then decreased to $*** in 2024.204 As a ratio to net sales, the domestic industry’s operating income margin declined overall by *** percentage points from 2022 to 2024, increasing from *** percent in 2022 to *** percent in 2023, then decreasing to *** percent in 2024.205 The industry’s net income increased from $*** in 2022 to $*** in 2023, then declined to $*** in 2024.206 The industry’s net income margin decreased overall by *** percentage points from 2022 to 2024, increasing from *** percent in 2022 to *** percent in 2023, then decreasing to *** percent in 2024.207 The domestic industry’s return on assets increased from *** percent in 2022 to *** percent in 2023, then decreased to *** percent in 2023.208 The industry’s capital expenditures decreased by *** percent from 2022 to 2024, from $*** in 2022 to $*** in 2023 and $*** in 2024.209 The domestic industry reported negative effects on investment, growth, and development due to subject imports.210 For the reasons discussed in Section VII.D. above, based on the information available on the current record, we cannot conclude that purchasers did not significantly overbuy subject imports in 2022, when subject import underselling was most intense, resulting in an inventory overhang that led to reduced domestic chassis sales in 2023 and 2024. Consequently, we cannot conclude that the domestic industry’s capacity utilization, production, U.S. shipments, and net sales values were not lower, and its financial performance not weaker, in 2023 and 2024 than they would have otherwise been absent cumulated subject imports. We have also considered whether there are other factors that may have had an adverse impact on the domestic industry during the POI to ensure that we are not attributing injury from such other factors to subject imports. Nonsubject imports were only a small part of the market throughout the POI.211 While several demand indicators – including the apparent U.S. consumption data, the ACT data, and the Polk data – suggest that demand for chassis significantly declined during the POI, for the reasons discussed, we cannot conclude on this record that the significant volume of low-priced cumulated subject imports that entered in 203 CR/PR at Tables 6.1 and C.1. 204 CR/PR at Tables 6.1 and C.1. 205 CR/PR at Tables 6.1 and C.1. 206 CR/PR at Tables 6.1 and C.1. 207 CR/PR at Tables 6.1 and C.1. 208 CR/PR at Table 6.10. 209 CR/PR at Tables 6.5 and C.1. 210 CR/PR at Tables 6.12-6.13. 211 CR/PR at Table C.1. 39 2022 did not result in a significant inventory overhang that depressed shipments and purchases of chassis in the U.S. market in 2023 and 2024. In sum, based on the record in the preliminary phase of these investigations, we determine that there is a reasonable indication that an industry in the United States is materially injured by reason of cumulated subject imports. VIII. Conclusion For the reasons stated above, we determine that there is a reasonable indication that an industry in the United States is materially injured by reason of imports of chassis and subassemblies from Mexico, Thailand, and Vietnam that are allegedly sold in the United States at less than fair value and imports of chassis and subassemblies from Mexico and Thailand that are allegedly subsidized by the governments of Mexico and Thailand. 1.1 Introduction Background These investigations result from petitions filed with the U.S. Department of Commerce (“Commerce”) and the U.S. International Trade Commission (“USITC” or “Commission”) by the U.S. Chassis Manufacturers Coalition, whose members are Cheetah Chassis Corporation (“Cheetah”), Berwick, Pennsylvania and Stoughton Trailers, LLC (“Stoughton”), Stoughton, Wisconsin, alleging that an industry in the United States is materially injured and threatened with material injury by reason of subsidized and/or less-than-fair-value (“LTFV”) imports of certain chassis and subassemblies thereof (“chassis”)1 from Mexico, Thailand, and Vietnam. Table 1.1 presents information relating to the background of these investigations.2 3 Table 1.1 Chassis: Information relating to the background and schedule of this proceeding Effective date Action February 26, 2025 Petitions filed with Commerce and the Commission; institution of the Commission investigations (90 FR 11180, March 4, 2025) March 19, 2025 Commission’s conference March 18, 2025 Commerce’s notices of initiation (90 FR 13452 and 90 FR 13457, March 24, 2025) April 11, 2025 Commission’s vote April 14, 2025 Commission’s determinations April 21, 2025 Commission’s views 1 See the section entitled “The subject merchandise” in Part 1 of this report for a complete description of the merchandise subject in this proceeding. 2 Pertinent Federal Register notices are referenced in appendix A and may be found at the Commission’s website (www.usitc.gov). 3 A list of witnesses appearing at the conference is presented in appendix B of this report. 1.2 Statutory criteria Section 771(7)(B) of the Tariff Act of 1930 (the “Act”) (19 U.S.C. § 1677(7)(B)) provides that in making its determinations of injury to an industry in the United States, the Commission-- shall consider (Ⅰ) the volume of imports of the subject merchandise, (Ⅱ) the effect of imports of that merchandise on prices in the United States for domestic like products, and (Ⅲ) the impact of imports of such merchandise on domestic producers of domestic like products, but only in the context of production operations within the United States; and. . . may consider such other economic factors as are relevant to the determination regarding whether there is material injury by reason of imports. Section 771(7)(C) of the Act (19 U.S.C. § 1677(7)(C)) further provides that--4 In evaluating the volume of imports of merchandise, the Commission shall consider whether the volume of imports of the merchandise, or any increase in that volume, either in absolute terms or relative to production or consumption in the United States is significant.. . .In evaluating the effect of imports of such merchandise on prices, the Commission shall consider whether. . .(Ⅰ) there has been significant price underselling by the imported merchandise as compared with the price of domestic like products of the United States, and (Ⅱ) the effect of imports of such merchandise otherwise depresses prices to a significant degree or prevents price increases, which otherwise would have occurred, to a significant degree.. . . In examining the impact required to be considered under subparagraph (B)(ⅰ)(Ⅲ), the Commission shall evaluate (within the context of the business cycle and conditions of competition that are distinctive to the affected industry) all relevant economic factors which have a bearing on the state of the industry in the United States, including, but not limited to. . . (Ⅰ) actual and potential decline in output, sales, market share, gross profits, operating profits, net profits, ability to service debt, productivity, return on investments, return on assets, and utilization of capacity, (Ⅱ) factors affecting domestic prices, (Ⅲ) actual and potential negative effects on cash flow, inventories, employment, wages, growth, ability to raise capital, and investment, (Ⅳ) actual and potential negative effects on the existing development and production efforts of the domestic industry, including efforts to develop a derivative or more advanced version of the domestic like product, and (Ⅴ) in {an antidumping investigation}, the magnitude of the margin of dumping. 4 Amended by PL 114-27 (as signed, June 29, 2015), Trade Preferences Extension Act of 2015. 1.3 In addition, Section 771(7)(J) of the Act (19 U.S.C. § 1677(7)(J)) provides that—5 (J) EFFECT OF PROFITABILITY.—The Commission may not determine that there is no material injury or threat of material injury to an industry in the United States merely because that industry is profitable or because the performance of that industry has recently improved. Organization of report Part 1 of this report presents information on the subject merchandise, alleged subsidy rates/dumping margins, and domestic like product. Part 2 of this report presents information on conditions of competition and other relevant economic factors. Part 3 presents information on the condition of the U.S. industry, including data on capacity, production, shipments, inventories, and employment. Parts 4 and 5 present the volume of subject imports and pricing of domestic and imported products, respectively. Part 6 presents information on the financial experience of U.S. producers. Part 7 presents the statutory requirements and information obtained for use in the Commission’s consideration of the question of threat of material injury as well as information regarding nonsubject countries. Market summary Chassis are skeletal rectangular-framed trailers used to transport shipping containers. The leading U.S. producers of chassis are Pratt Intermodal Chassis (“PIC”), Cheetah, Hercules Enterprises LLC (“Hercules”), and Stoughton, while leading producers of chassis outside the United States include Hyundai de Mexico S.A. de C.V. (“Hyundai Mexico”) of Mexico, Dee Siam Manufacturing Co., Ltd. (“Dee Siam”) of Thailand and Thaco Special Vehicles Manufacturing Company Limited (CTSV) and Thaco Industries Trailers and Heavy Steel Structures Manufacturing Limited Liability Company (Thaco Trailers) (“Thaco”) of Vietnam. The leading U.S. importer of chassis from Mexico is Hyundai Translead, while the leading importer of chassis from Thailand is CIE Manufacturing, and the leading importer of chassis from Vietnam is ***. The leading importer of chassis from nonsubject countries (primarily ***) is ***. U.S. purchasers of chassis are firms that provide logistical services or lease chassis; the leading responding purchaser of chassis is ***. 5 Amended by PL 114-27 (as signed, June 29, 2015), Trade Preferences Extension Act of 2015. 1.4 Apparent U.S. consumption of chassis totaled *** units ($***) in 2024. Currently, seven firms are known to produce chassis in the United States.6 U.S. producers’ U.S. shipments of chassis totaled *** units ($***) in 2024 and accounted for *** percent of apparent U.S. consumption by quantity and *** percent by value. U.S. imports from subject sources totaled *** units ($***) in 2024 and accounted for *** percent of apparent U.S. consumption by quantity and *** percent by value. U.S. imports from nonsubject sources totaled *** units ($***) in 2024 and accounted for *** percent of apparent U.S. consumption by quantity and *** percent by value. Summary data and data sources A summary of data collected in these investigations is presented in appendix C, tables C.1 and C.2. The Commission’s questionnaires collected data for the years 2022 to 2024. Except as noted, U.S. industry data are based on questionnaire responses of seven firms that accounted for virtually all U.S. production of chassis during 2024. U.S. imports are based on data submitted in response to Commission questionnaires.7 Previous and related investigations Chassis has been the subject of one prior countervailing and antidumping duty investigations in the United States. In 2021, the Commission conducted final phase antidumping duty and countervailing duty investigations on chassis and subassemblies from China. The Commission determined that an industry in the United States was materially injured by reason of imports of chassis and subassemblies from China8 that Commerce determined to be subsidized and sold in the United States at LTFV.9 In 2021, Commerce issued antidumping and countervailing duty orders on chassis and subassemblies from China.10 6 One U.S. firm reported the use of chassis assembly-only operations in the United States. Specifically, the firm imports subject chassis subassembly frames that it processes into finished chassis. Because the Commission has previously found such operations insufficient to constitute domestic chassis production, such data are not included with those of integrated U.S. producers, but are presented in Appendixes F, G, and H, and Table C-2. 7 Data on U.S. imports from Vietnam are based on responding foreign producers' exports to the United States for quantity, and value is derived from AUVs of responding U.S. importers for imports from Vietnam. 8 86 FR 24665, May 7, 2021; 86 FR 36158, July 8, 2021. 9 86 FR 15186, March 22, 2021, 86 FR 26694, May 17, 2021. 10 86 FR 24844, May 10, 2021; 86 FR 36093, July 8, 2021. 1.5 Nature and extent of alleged subsidies and sales at LTFV Alleged subsidies On March 24, 2025, Commerce published a notice in the Federal Register of the initiation of its countervailing duty investigations on chassis from Mexico and Thailand. Commerce initiated CVD investigations on 19 programs in Mexico and 20 programs in Thailand.11 Alleged sales at LTFV On March 24, 2025, Commerce published a notice in the Federal Register of the initiation of its antidumping duty investigations on chassis from Mexico, Thailand, and Vietnam.12 Commerce has initiated antidumping duty investigations based on estimated dumping margins of 32.37 percent for chassis from Mexico, 181.57 percent for chassis from Thailand and 302.52 percent for chassis from Vietnam. The subject merchandise Commerce’s scope In the current proceeding, Commerce has defined the scope as follows:13 The merchandise covered by these investigations consists of chassis and subassemblies thereof, whether finished or unfinished, whether assembled or unassembled, whether coated or uncoated, regardless of the number of axles, for carriage of containers, or other payloads (including self-supporting payloads) for road, marine roll-on/roll-off (RORO) and/or rail transport. Chassis are typically, but are not limited to, rectangular framed trailers with a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system or systems to secure the shipping container or containers to the chassis using twistlocks, slide pins or similar attachment devices to engage the corner fittings on the container or other payload. 11 90 FR 13452, March 24, 2025. 12 90 FR 13457, March 24, 2025. 13 90 FR 13452 and 90 FR 13457, March 24, 2025. 1.6 Subject merchandise includes, but is not limited to, the following subassemblies: Chassis frames, or sections of chassis frames, including kingpin assemblies, bolsters consisting of transverse beams with locking or support mechanisms, goosenecks, drop assemblies, extension mechanisms and/or rear impact guards; Running gear assemblies or axle assemblies for connection to the chassis frame, whether fixed in nature or capable of sliding fore and aft or lifting up and lowering down, which may or may not include suspension(s) (mechanical or pneumatic), wheel end components, slack adjusters, dressed axles, brake chambers, locking pins, and tires and wheels; and Assemblies that connect to the chassis frame or a section of the chassis frame, such as but not limited to, pintle hooks or B-trains (which include a fifth wheel), which are capable of connecting a chassis to a converter dolly or another chassis. Importation of any of these subassemblies, whether assembled or unassembled, constitutes an unfinished chassis for purposes of these investigations. Subject merchandise also includes chassis, whether finished or unfinished, entered with components such as, but not limited to: hub and drum assemblies, brake assemblies (either drum or disc), bare axles, brake chambers, suspensions and suspension components, wheel end components, landing gear legs, spoke or disc wheels, tires, brake control systems, electrical harnesses and lighting systems. Processing of finished and unfinished chassis and components such as trimming, cutting, grinding, notching, punching, drilling, painting, coating, staining, finishing, assembly, or any other processing either in the country of manufacture of the in-scope product or in a third country does not remove the product from the scope. Inclusion of other components not identified as comprising the finished or unfinished chassis does not remove the product from the scope. Individual components entered and sold by themselves are not subject to the investigations, but components entered with a finished or unfinished chassis are subject merchandise. A finished chassis is ultimately comprised of several different types of subassemblies. Within each subassembly there are numerous components that comprise a given subassembly. 1.7 This scope excludes dry van trailers, refrigerated van trailers and flatbed trailers. Dry van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer itself. Refrigerated van trailers are trailers with a wholly enclosed cargo space comprised of fixed sides, nose, floor and roof, with articulated panels (doors) across the rear and occasionally at selected places on the sides, with the cargo space being permanently incorporated in the trailer and being insulated, possessing specific thermal properties intended for use with self-contained refrigeration systems. Flatbed (or platform) trailers consist of load carrying main frames and a solid, flat or stepped loading deck or floor permanently incorporated with and supported by frame rails and cross members. Tariff treatment Based upon the scope set forth by Commerce, information available to the Commission indicates that the merchandise subject to these investigations are imported under statistical reporting numbers 8716.39.0090 and 8716.90.5060 of the Harmonized Tariff Schedule of the United States (“HTS”).14 The 2025 general rate of duty is free for HTS subheading 8716.39.00 and 3.1 percent ad valorem for HTS subheading 8716.90.50. Decisions on the tariff classification and treatment of imported goods are within the authority of U.S. Customs and Border Protection. Effective March 4, 2025, chassis originating in Mexico were subject to an additional 25 percent ad valorem duty under the International Emergency Economic Powers Act (“IEEPA”). Effective March 7, 2025, only products originating in Mexico that did not enter with duty free treatment under the United States-Mexico-Canada Agreement (“USMCA”) were subject to the additional 25 percent ad valorem duty under IEEPA.15 14 Subject merchandise may also be imported under secondary statistical reporting number 8716.90.5010. 15 90 FR 9117, February 7, 2025; 90 FR 9185, February 10, 2025; 90 FR 11746, March 11, 2025. See also HTS headings 9903.01.01, 9903.01.04, and 9903.01.05 and U.S. notes 2(a) and 2(c) to subchapter III of chapter 99 and related tariff provisions for this duty treatment. USITC, HTS (2025) Revision 2, Publication 5590, February 2025, pp. 99.3.1, 99.3.278. 1.8 Effective April 3, 2025, chassis classified under 8716.90.50 were subject to an additional 25 percent ad valorem duty under the Section 232 of the Trade Expansion Act of 1962. Only chassis classified under 8716.90.50 originating in Mexico that did not enter with duty free treatment under the United States-Mexico-Canada Agreement (“USMCA”) were subject to the additional 25 percent ad valorem duty under section 232.16 Effective April 5, 2025, chassis originating in Thailand and Vietnam were subject to an additional 10 percent ad valorem reciprocal duty under the IEEPA.17 This duty increased to 46 percent for Thailand and 36 percent for Vietnam on April 9, 2025.18 The product Description and applications Chassis are skeletal rectangular-framed trailers used to transport shipping containers (figure 1.1). The rectangular frame is made of steel and consists of a suspension and axle system, wheels and tires, brakes, a lighting and electrical system, a coupling for towing behind a truck tractor, and a locking system to secure the shipping container or containers attached to the chassis. Chassis are designed to carry containers of various sizes, typically 20’, 40’, 45’, or 53’. They can also be built to carry more than one size of container (referred to as “combos”).19 Chassis can be “extendable” to enable the chassis to carry containers of multiple lengths. The extensions may take the form of a sliding or adjustable suspension (figure 1.2) or a protracting frame that elongates the chassis (figure 1.3). A significant majority of chassis in the U.S. are 20’ and 40’, in recent years there has been an increase in the demand of 53’ chassis.20 16 Other products subject to this investigation (8716.39.00) were not included in the list of automobiles and automobile parts subject to section 232 tariffs. 90 FR 14705, March 26, 2025. See also HTS headings 9903.94.01, 9903.94.02, 9903.94.03, and 9903.94.04 and U.S. note 33 to subchapter III of chapter 99 and related tariff provisions for this duty treatment. USITC, HTS (2025) Revision 6, Publication 5590, February 2025, pp. 99.3.284 to 99.3.285, 99.3.348 to 99.3.349. 17 Products subject to section 232 tariffs, including chassis classified under 8716.90.50, are exempted from additional IEEPA reciprocal tariffs. 18 The White House, “Executive Order: Regulating Imports with a Reciprocal Tariff to Rectify Trade Practices that Contribute to Large and Persistent Annual United States Goods Trade Deficits,” April 2, 2025. 19 Petition, p. 9. 20 Conference transcript, p. 146, (Evans). 1.9 Figure 1.1: Standard Chassis for 20’ Containers Source: Petition, p. 10. Figure 1.2: Extendable Chassis for 20’ and 40’ Containers with Sliding Suspension Source: Petition p. 10 Figure 1.3: Extendable Chassis for 20’ and 40’ Containers with Extending Frame Source: Petition, p. 11. 1.10 The subassemblies (chassis frames, running gear assemblies, and components that can be used to connect a chassis to another chassis) are also included in the scope. The chassis frame is only used in chassis production,21 while the other components (such as landing gear legs, axles, suspension, etc.) could be used in other types of trailers.22 The “kingpin” is located at the front of the chassis and is used to connect the chassis to a road tractor. A few feet behind the kingpin is the “landing gear”, designed to support the front of the chassis when the kingpin is not attached to a road tractor. Containers are secured to the chassis using a twistlock in a corner casting (figures 1.4 and 1.5). The twistlock is inserted into the corner casting, then the end is twisted so it cannot be withdrawn again.23 Figure 1.4: Corner Casting (empty) Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.12. 21 Conference transcript, p. 67 (DeFrancesco). 22 Conference transcript, pp. 66 to 68 (DeFrancesco). 23 A video showing how a twistlock works is located: How Double Ended Twist Locks for Shipping Containers Work, https://www.youtube.com/watch?v=Sz8smq6ddok, retrieved August 27, 2020. 1.11 Figure 1.5: Twistlock that has been inserted into a corner casting Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.12. Chassis have an air-brake system, which uses compressed air to transmit pressure from the driver control to service brakes and emergency brakes.24 An interlocking hose coupling, or “glad hands” connector, connects air brake hoses from the chassis to the road tractor (figure 1.6). The system is tested in accordance with the Truck Trailer Manufacturer’s Association Recommended Practice RP12. The brakes must comply with FMVSS Standard 121.25 24 USITC, Chassis and Subassemblies from China, May 2021, p. 1.13. 25 Petition, exh. I-8, AAR Manual of Standards and Recommended Practices Intermodal Equipment Manual, I-140. 1.12 Figure 1.6: Glad hands hose assembly (10 ft) Source: Zoro webpage, https://www.zoro.com/velvac-gladhand-hose-assy-10-ft-145110/i/G9488491/ The rear of the chassis features an axle with wheels and tires, as well as brake lights, running lights, and a rear bumper. Chassis usually have eight to twelve wheels divided into two to three rows of “dualies” (where there are two wheels next to each other) on each side of the axle. The rear bumper must comply with Federal Motor Vehicle Safety Standards (FMVSS) 223 and 224.26 Stoughton reported utilizing a galvanized dip system on their chassis to prevent corrosion,27 though the petitioners believe that, broadly, there are no significant differences in the physical characteristics or functions between domestically produced and imported chassis.28 CIE stated that what primarily differentiates their chassis from the majority of domestically produced chassis is their KTL powder coating system. The system includes applying a primer on the bare steel followed by a colored powder coat on top in order to provide protection from rust and corrosion.29 26 Petition, exh. I-8, AAR Manual of Standards and Recommended Practices Intermodal Equipment Manual, I-138. 27 Conference transcript, pp. 88 to 89 (Wahlin). 28 Conference transcript, p. 14 (DeFrancesco). 29 Conference transcript, pp. 184 to 185 (Evans). 1.13 Manufacturing processes The four major subassemblies for the chassis are the frame, the running gear assembly, landing gear, and lighting and electrical system (figure 1.7). The running gear, air brake system, and lighting and electrical system are made up of components that are produced by third parties, assembled into subassemblies, and installed on the chassis frame to produce a finished product. The running gear assembly is made up of tires, hub and drum assemblies, axles and suspensions, brake chambers, and other components. Petitioners report that they produce all four subassemblies themselves.30 Respondent CIE Manufacturing imports chassis frames and purchases the other subassemblies and respondent Hyundai Mexico produces their own chassis frames but purchases the other three subassemblies.31 Figure 1.7 Chassis, subassembly, and components Source: Staff constructed based on information in the Petition and testimony. Note: Red items tend to be assembled at the chassis production plant using components, green items are produced by outside suppliers. Orange items are assembled at the chassis production plant using components by the petitioner, while the respondent tend to purchase these items from outside suppliers. 30 Conference transcript, p. 115 (Wahlin and Hartman). 31 Conference transcript, p. 142 (Evans), p. 187 (Evans and Kenney). Completed Chassis Chassis frame Steel Running gear Axles and suspension Hub and drum assembly Tires Wheels Brake chamber Landing gear Landing gear legs Lighting and electrical Brake lights Running lights Wire harness 1.14 The chassis frame consists of welded steel parts in three basic segments: front, or forward beam and front crossmember assembly; middle assembly; and rear, or rear crossmember including the Rear Impact Guard assembly. Steel I-beams (the long external beams in figure 1.8), box beams (a hollow beam made up of four solid beams), channels (a beam in what appears to be a c-shape), and angles (beam that forms more of an L-shape) are cut and welded together in the shape of the frame (figures 1.8 and 1.9). Petitioners report some differences in the amount of processing, cutting, and bending that is done in-house.32 The gooseneck is welded on next (figure 1.10). Both petitioners and respondents primarily use robotic welding, particularly when producing a standard chassis.33 Figure 1.8 Chassis main frame subassembly with main beams Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.15. 32 Conference transcript, p. 124 (Hartman and Wahlin). 33 Conference transcript, p. 30 (Hartman), p. 45 (Kaplan), p. 61 (Wahlin), p. 95 (Wahlin), pp. 100 to 101 (Hartman), p. 113 (Wahlin), and p. 142 (Evans). 1.15 Figure 1.9 Chassis main frame subassembly with crossmembers diagonals and slide rails Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.16. Figure 1.10 Gooseneck combined with main frame Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.16. 1.16 After the steel parts are welded together and coated, the air brake system and electrical components are added. For one of the respondents (CIE), production of the steel frame described above occurs in Thailand, while final assembly described below occurs in the United States.34 Final assembly of the chassis is a seven-stage process: 1. The front assembly is oriented with king pin (the part that attaches to a road tractor for towing) facing upward so the landing gear and cross-brace can be attached (figures 1.11 and 1.12). Figure 1.11 Landing gear mounting attached to frame Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.17. 34 Conference transcript, pp. 142 to 143 (Evans). 1.17 Figure 1.12 Landing Gear and Crossbrace Installed Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.18. 2. The mainframe is inverted for the installation of the axle/wheel/tire portion of the suspension (i.e., running gear) (figure 1.13). Figure 1.13 Running Gear Assembly Source: Petition, p. 14. 1.18 3. The front and mainframe are oriented in an upright position and the connection just behind the landing gear is completed. 4. The rear section, which can be made up of the rear bolster and the rear impact guard, is attached to the rear portion of the main beam behind the suspension (figures 1.14 and 1.15). Figure 1.14 Rear bolster attached to main frame Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.20. 1.19 Figure 1.15 Rear Impact Guard Attached to Main Frame Source: USITC, Chassis and Subassemblies from China, May 2021, p. 1.20. 5. Axle alignment procedure is performed. 6. Air and electrical connections are completed from section to section using glad hands connectors for the air brakes and a plug and socket for the electrical connection. 7. The final inspection, including light check, air brake timing tests, and Federal Highway Administration (“FHWA”) inspection is accomplished. Domestic like product issues The petitioner proposed that the Commission should define a single domestic like product, co-extensive with the scope of the investigations, that includes both finished chassis and subassemblies and components.35 Respondent Panus USA LLC (“Panus USA”) proposed that the Commission finds that finished chassis and subassemblies are separate like products.36 No other respondent addressed the domestic like product in their postconconference briefs.37 35 Petitioner’s postconference brief, Exhibit 1, pp. 14 to 15. 36 Panus USA postconference brief, pp. 5 to 13. 37 Hyundai Translead and the Institute of International Container Lessors (“IICL”) did not address the domestic like product in their postconference briefs. 1.20 U.S. producers and importers were asked to assess any differences between complete chassis and in-scope subassemblies of chassis based on factors the Commission typically considers in a semi-finished products analysis, including: (1) whether the upstream article is dedicated to the production of the downstream article or has independent uses; (2) whether there are perceived to be separate markets for the upstream and downstream articles; (3) differences in the physical characteristics and functions of the upstream and downstream articles; (4) differences in the costs or value of the vertically differentiated articles; and (5) the significance and extent of the processes used to transform the upstream into the downstream articles. Responses provided by firms are summarized in table 1.2 below (where a ‘no’ response generally corresponds to indicating no differences or distinctions between complete chassis and in-scope subassemblies of chassis). Additional narratives on finished and unfinished merchandise can be found in Appendix D. Table 1.2 Chassis: Count of firms’ responses regarding semi-finished product analysis comparing finished chassis to chassis subassemblies, by factor and firm type Count in number of firms reporting Firm type Factor No Yes U.S. producers Other uses 6 1 U.S. producers Separate market 7 0 U.S. producers Differences in characteristics 5 2 U.S. producers Differences in costs 5 2 U.S. producers Transformation intensive 6 1 Importers Other uses 9 2 Importers Separate market 6 5 Importers Differences in characteristics 2 9 Importers Differences in costs 2 8 Importers Transformation intensive 3 7 Source: Compiled from data submitted in response to Commission questionnaires. Note: Firm by firm narratives regarding semi-finished product analysis are available in appendix D. ***. 2.1 Part 2: Conditions of competition in the U.S. market U.S. market characteristics Chassis are used for transporting cargo containers of various container sizes, typically 20 feet, 40 feet, 45 feet, or 53 feet long.1 53 foot chassis (“domestic chassis”) are typically used to transport domestic containers, while 40-foot chassis (“marine chassis”) are typically used for international shipping containers.2 The American Association of Railroads and the American Bureau of Shipping maintain specifications and standards specific to certain types of chassis. Not all chassis meet each of these standards or specifications.3 Chassis must be registered before they can be used on public roadways.4 Chassis can be in use for up to 30 years but generally have a useful life of 10 to 15 years, at which point they can be refurbished.5 Four U.S. producers and four importers indicated that the market was subject to distinctive conditions of competition. Specifically, importers *** reported that leasing chassis is a distinctive condition of competition in the chassis market. Importer *** reported that the age of the chassis is a factor that determines the rates that firms can charge for leasing their chassis with older chassis at lower rates than newer chassis. Apparent U.S. consumption of chassis decreased in terms of both quantity and value during 2022 to 2024. The decline was most pronounced in 2024, when both the quantity and value of apparent U.S. consumption diminished by approximately ***. Impact of tariffs U.S. producers and importers were asked to report the impact of tariffs or proposed tariffs stemming from recent executive orders on the overall demand, supply, prices, or costs of chassis (table 2.1). U.S. producer and importer responses on the impact of tariffs stemming from executive orders were mixed. U.S. producer *** reported that domestic steel producers have been increasing prices steadily since January 2025. U.S. producer *** reported that production costs have increased to due to increases in steel prices. U.S. producer *** reported that tariffs increased the price of chassis in the U.S. market which enabled U.S. producers to become competitive and gain market share. Importer *** reported that it is difficult to determine the impact of recently proposed tariffs 1 Conference transcript, p. 83 (Wahlin). 2 Conference transcript, p. 83 (Wahlin). 3 Conference transcript, pp. 87 to 88 (DeFrancesco). 4 Conference transcript, p. 87 (DeFrancesco). 5 Conference transcript, p. 58 (Wahlin). 2.2 on the chassis market due to the current low level of market demand. Importer *** also reported that its customers have mentioned a hesitancy to purchase product from Mexico or Canada due to the discussions on broad 25 percent tariffs on goods from each country and uncertainty about when these tariffs would go into place. Importer *** reported it is likely that increased steel and input component prices will impact all manufacturers in the industry. Importer *** also reported that tariffs will affect the chassis input prices since vendors of material (suspensions, axles, and inflation systems) have inputs which come across the Mexican or Canadian border and have steel or aluminum components. Table 2.1 Chassis: Count of firms' responses regarding the impact of tariffs Firm type Yes No Don’t know U.S. producers 3 2 2 Importers 2 2 7 Source: Compiled from data submitted in response to Commission questionnaires. Channels of distribution U.S. producers and importers sold mainly to distributors, as shown in table 2.2. Table 2.2 Chassis: Share of U.S. shipments by source, channel of distribution, and period Shares in percent Source Channel 2022 2023 2024 United States Distributor *** *** *** United States End user *** *** *** Mexico Distributor *** *** *** Mexico End user *** *** *** Thailand Distributor *** *** *** Thailand End user *** *** *** Vietnam Distributor *** *** *** Vietnam End user *** *** *** Subject sources Distributor *** *** *** Subject sources End user *** *** *** Nonsubject sources Distributor *** *** *** Nonsubject sources End user *** *** *** All import sources Distributor *** *** *** All import sources End user *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 2.3 Geographic distribution U.S. producers reported selling chassis to all regions of United States (table 2.3). Importers reported selling to all regions of the contiguous United States. For U.S. producers, 19.2 percent of sales were within 100 miles of their production facility, 34.5 percent were between 101 and 1,000 miles, and 46.3 percent were over 1,000 miles. Importers sold 44.8 percent within 100 miles of their U.S. point of shipment, 35.3 percent between 101 and 1,000 miles, and 19.9 percent over 1,000 miles. Table 2.3 Chassis: Count of U.S. producers’ and U.S. importers’ geographic markets Region U.S. producers Mexico Thailand Vietnam Subject sources Northeast 6 1 2 1 4 Midwest 6 1 2 2 5 Southeast 7 2 2 1 5 Central Southwest 5 2 2 0 4 Mountain 5 1 1 0 2 Pacific Coast 6 2 2 1 5 Other 3 0 0 0 0 All regions (except Other) 5 1 1 0 2 Reporting firms 7 2 2 2 6 Source: Compiled from data submitted in response to Commission questionnaires. Note: Other U.S. markets include AK, HI, PR, and VI. Supply and demand considerations U.S. supply Table 2.4 provides a summary of the supply factors regarding chassis from U.S. producers and from subject countries. 2.4 Table 2.4 Chassis: Supply factors that affect the ability to increase shipments to the U.S. market, by country Quantity in units; ratio and share in percent Factor Measure United States Mexico Thailand Vietnam Capacity 2022 Quantity *** *** *** *** Capacity 2024 Quantity *** *** *** *** Capacity utilization 2022 Ratio *** *** *** *** Capacity utilization 2024 Ratio *** *** *** *** Inventories to total shipments 2022 Ratio *** *** *** *** Inventories to total shipments 2024 Ratio *** *** *** *** Home market shipments 2024 Share *** *** *** *** Non-US export market shipments 2024 Share *** *** *** *** Ability to shift production (firms reporting “yes”) Count *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Responding U.S. producers accounted for virtually all of U.S. production of chassis in 2024. Responding foreign producer/exporter firms accounted for over half of U.S. imports of chassis from Mexico and the vast majority of imports of chassis from Thailand and Vietnam during 2024. For additional data on the number of responding firms and their share of U.S. production and of U.S. imports from each subject country, please refer to Parts 3 and 7. Domestic production Based on available information, U.S. producers of chassis have the ability to respond to changes in demand with large changes in the quantity of shipments of U.S.-produced chassis to the U.S. market. The main contributing factors to this degree of responsiveness of supply are the availability of large amounts of unused capacity, inventories, and some ability to shift production to or from alternate products. Factors mitigating the responsiveness of supply include having no ability to shift product to or from alternate markets. U.S. producers’ production and production capacity decreased from 2022 to 2024, with production declining more than capacity, leading to a decrease in capacity utilization. U.S. producers’ inventories as a share of total shipments increased over the same period. U.S. producers reported that *** in 2024. *** U.S. producers reported that they were able to shift a limited amount of their production capacity away from chassis to products like highway trailers or specialized trailers for housing and construction. Factors affecting U.S. producers’ ability to shift production include modifying production lines, 2.5 modifying equipment, and training employees. U.S. producer *** reported switching production to other products would not only take considerable time but would only result in switching approximately *** percent of its production lines and therefore still result in unused production capacity. U.S. producer *** reported that its assembly lines are designed to build several types of chassis, and it can easily switch between them but non-chassis products are too heavy, too complex, or too large to run through its assembly lines. Subject imports from Mexico Based on available information, producers of chassis from Mexico have the ability to respond to changes in demand with small changes in the quantity of shipments of chassis to the U.S. market.6 The main contributing factors to this degree of responsiveness of supply are the availability of some inventories, the ability to shift a small quantity of shipments to the U.S. market from other markets, and the ability to shift production to or from alternate products. Factors mitigating the responsiveness of supply include having no reported unused capacity and limited production capacity. Mexican producers’ capacity and production decreased from 2022 to 2024. These producers reportedly used all available production capacity which led to capacity utilization being constant. Mexican producers’ inventories as a share of total shipments increased over the same period. Mexican producers’ reported small shipments to their home market and no exports to markets other than the United States in 2024. *** responding Mexican producer, (***), reported being able to shift production between chassis and other products; it reported being able to produce ***. It added that transitioning between products takes *** to retool machinery, obtain raw materials, and retrain workers. Subject imports from Thailand Based on available information, producers of chassis from Thailand have the ability to respond to changes in demand with large changes in the quantity of shipments of chassis to the 6 Mexican producers reported that they ***. Production capacity ***. Mexican producers reported ***. 2.6 U.S. market. The main contributing factors to this degree of responsiveness of supply are the availability of large amounts of unused capacity, large inventories, and some ability to shift shipments to the United States from alternate markets. Factors mitigating the responsiveness of supply include having no ability to shift production to or from alternate products. Thai producers decreased production at a greater rate than production capacity, leading to a decrease in capacity utilization rates from 2022 to 2024. Thai producers’ inventories increased to over *** of commercial shipments in 2024. Thai producers reported selling approximately *** of commercial shipments in non-U.S. markets, most of which was to its home market. *** Thai producer reported being able to shift production between chassis and other products. Subject imports from Vietnam Based on available information, producers of chassis from Vietnam have the ability to respond to changes in demand with large changes in the quantity of shipments of chassis to the U.S. market. The main contributing factors to this degree of responsiveness of supply are the availability of large amounts of unused capacity and inventories, as well as the ability to shift shipments to the United States from alternate markets. Factors mitigating the responsiveness of supply include having a limited ability to shift production to or from alternate products. Vietnamese producers decreased production while increasing capacity, leading to a decrease in capacity utilization from 2022 to 2024. Vietnamese producers’ inventories increased to over *** of commercial shipments in 2024. Vietnamese producers reported selling just under *** of commercial shipments in non-U.S. markets. *** Vietnamese producer, (***), reported being able to shift production between chassis and other products; it reported that it can produce *** and that there were *** factors affecting its ability to switch production between products. Imports from nonsubject sources Nonsubject imports accounted for *** percent of total U.S. imports in 2024 in terms of value. The largest sources of nonsubject imports in 2024 were ***. Supply constraints One U.S. producer and three importers reported that they had experienced supply constraints since January 1, 2022. One U.S. producer and three importers reported that the 2.7 constraints occurred during 2022. One importer reported that they occurred during 2023 and 2024 (table 2.5). Table 2.5 Chassis: Count of firms’ responses regarding timing of supply constraints, by firm type and source Count in number of firms reporting Period of constraint U.S. producers Importers 2022 1 3 2023 0 1 2024 0 1 Source: Compiled from data submitted in response to Commission questionnaires. U.S. producer *** reported that it experienced some supply disruptions in 2022 for certain chassis components that lengthened lead times for both domestic and foreign producers. Importer *** reported that it only received *** percent of chassis components that it ordered in 2022 due to supply chain issues. Importer *** reported extremely high demand, which led to it limiting total quantities and total number of customers due to production constraints and supply chain issues. Importer *** reported that it experienced supply chain challenges for axles and suspensions which resulted in production delays and consumers receiving less equipment than ordered in 2022. Importer *** additionally reported U.S. suppliers placing it on allocation and being unable to source materials from other firms as there are a lack of alternatives in the market. Importer *** reported supply constraints in 2023 and 2024 due to being subject to ***. 2.8 U.S. demand Based on available information, the overall demand for chassis is likely to experience very small-to-small changes in response to changes in price. The main contributing factors are the lack of substitute products, the necessity of chassis in intermodal transportation, and the small cost share of chassis in most of their end-use services. However, the lengthy life of a chassis and ability to refurbish chassis allows for some temporal shifting in demand. End uses and cost share Chassis are end-use product and play a vital role in transporting goods. Business cycles Five of seven responding U.S. producers and nine of 11 responding importers indicated that the market was subject to business cycles. Specifically, U.S. producers *** reported that demand for chassis is tied to the demand for freight, and therefore has peaks (e.g., in preparation for holidays with generally increased demand like Christmas) and lows throughout the year. Importer *** reported that the market for chassis follows the same cyclical pattern as ocean freight carriers with peak season in the second half of the year. Importer *** reported that demand for chassis follows the demand for retail goods. Demand trends Most firms reported that U.S. and foreign demand for chassis had fluctuated down or steadily decreased since January 1, 2022 (table 2.6). U.S. producer *** reported that market demand declined while supply increased. U.S. producer *** reported that the flood of low- priced imports from Mexico, Thailand, and Vietnam in 2022 and 2023 resulted in high levels of dealer stock inventory, which led to a decline in sales well beyond normal fluctuations. U.S. producer *** reported that demand generally follows the economy and demand for ocean freight but in 2022 customers ordered chassis largely from foreign producers, in excess of what was needed creating the appearance of extreme demand. U.S. producer *** also reported that there was a subsequent fallout of demand beginning in 2023 and lasting through 2024 that did not align with the demand for freight. U.S. producer *** reported that customers overpurchased chassis in 2022 and became overloaded with equipment in 2023 which caused demand to crater in 2024. Importer *** similarly reported that demand had fluctuated down due to inventory overhang. Importer *** 2.9 reported that there was a hyper-dynamic market in 2022 which drove it to purchase chassis and that while usage was exceptionally high at the time, utilization rates have decreased in 2023 and 2024. Importer *** reported that the COVID-19 pandemic caused supply chain disruptions and irregularities which caused the demand for chassis to fluctuate wildly throughout the period. Importer *** reported that shorter dwell times resulted in customers requiring fewer rental days. Importer *** reported that there was overproduction of chassis in 2021 and 2022 which has led to a sharp decline in demand. Importer *** reported that since 2022 chassis utilization rates have fallen, especially for *** chassis, as the pandemic-related supply chain issues have been resolved. Importer *** reported that supply chain inefficiencies during 2020 to 2022 resulted in leasing companies purchasing chassis, but that once these inefficiencies were resolved, they began to cancel orders causing demand to plummet. Table 2.6 Chassis: Count of firms’ responses regarding overall domestic and foreign demand, by firm type Market Firm type Steadily Increase Fluctuate Up No change Fluctuate Down Steadily Decrease Domestic demand U.S. producers 1 1 0 2 3 Domestic demand Importers 1 0 0 4 6 Foreign demand U.S. producers 0 0 0 0 2 Foreign demand Importers 0 0 0 0 2 Source: Compiled from data submitted in response to Commission questionnaires. As shown in figure 2.1 and table 2.7, U.S. merchandise trade, an indicator of the volume of goods being transported throughout the United States, increased by 14.0 percent from January 2022 to December 2024 but peaked in March 2022. There is not a one-to-one correspondence between freight activity and chassis purchases, as freight carriers and intermodal pool operators maintain existing fleets of chassis and can to some extent increase the frequency of use of individual chassis in response to increases in the volume of goods being transported. 2.10 Figure 2.1 Chassis: U.S. trade in total goods with the world (imports and exports combined), by month Source: U.S. Census Bureau, https://www.census.gov/foreign-trade/balance/c0015.html#2023, retrieved March 21, 2025. Table 2.7 Chassis: U.S. trade in total goods with the world (imports and exports combined), by month Value in billion dollars Month 2022 2023 2024 January 395.4 419.6 414.4 February 384.9 389.0 409.8 March 475.6 445.0 438.5 April 446.5 412.6 442.9 May 464.1 430.7 448.6 June 468.6 424.7 440.0 July 446.7 415.5 456.8 August 464.7 438.3 458.1 September 451.3 432.2 457.6 October 461.5 454.1 466.4 November 426.2 421.3 448.7 December 420.8 415.3 450.9 Source: U.S. Census Bureau, https://www.census.gov/foreign-trade/balance/c0015.html#2023, retrieved March 21, 2025. Two additional data sources with a narrower focus are ACT data (compiled by ACT Research Company) and registration data (compiled by S&P Global and sometimes referred to as "Polk" registration data). Petitioners and respondents provided *** data 0 100 200 300 400 500 600 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2022 2023 2024 Value (billion dollars) U.S. trade in total goods (imports and exports combined) 2.11 indicating that the number of new registered chassis in 2024 were no more than *** of the number of registered chassis in 2022.7 Respondents also provided *** data indicating that the number of chassis produced and shipped from the factory in 2024 had decreased to approximately *** of the number of chassis in 2022.8 Substitute products All responding U.S. producers and the majority of importers reported that there are no substitutes for chassis. Importers *** reported that flatbed trailers can be substituted for chassis in transporting shipping containers. Substitutability issues This section assesses the degree to which U.S.-produced chassis and imports of chassis from subject countries can be substituted for one another by examining the importance of certain purchasing factors and the comparability of chassis from domestic and imported sources based on those factors. Based on available data, staff believes that there is a high degree of substitutability between domestically produced chassis and chassis imported from subject sources.9 Factors contributing to this level of substitutability include similar quality, availability, and lead times for chassis that are produced-to-order, little preference for particular country of origin or producers, comparability between domestically produced chassis and chassis imported from subject countries across multiple purchase factors, and interchangeability between domestic and subject sources within a category or size of chassis. 7 Petitioner Post-Conference brief, exhibit 26 and Hyundai Translead Post-conference brief, p. 7. 8 Hyundai Translead Post-Conference brief, exhibit 1. 9 The degree of substitution between domestic and imported chassis depends upon the extent of product differentiation between the domestic and imported products and reflects how easily purchasers can switch from domestically produced chassis to the chassis imported from subject countries (or vice versa) when prices change. The degree of substitution may include such factors as quality differences (e.g., grade standards, defect rates, etc.), and differences in sales conditions (e.g., lead times between order and delivery dates, reliability of supply, product services, etc.). 2.12 Factors affecting purchasing decisions Most important purchase factors Purchasers responding to the Commission’s lost sales/lost revenue survey10 were asked to identify the main purchasing factors their firm considered in their purchasing decisions for chassis. The most often cited top three factors firms consider in their purchasing decisions for chassis were quality (4 firms), availability/supply (3 firms), and price/cost (2 firms) as shown in table 2.8. Quality was the most frequently cited first-most important factor (cited by 3 firms); availability/supply was the most frequently reported second-most important factor (2 firms); and price/cost was the most frequently reported third-most important factor (2 firms). Table 2.8 Chassis: Count of ranking of factors used in purchasing decisions as reported by purchasers, by factor Factor First Second Third Total Quality 3 1 0 4 Availability / Supply 1 2 0 3 Price / Cost 0 0 2 2 All other factors 0 1 2 NA Source: Compiled from data submitted in response to Commission questionnaires. Note: Other factors include production post-sale support and warranty, and timely and flexible delivery. Lead times Chassis are primarily produced-to-order. U.S. producers reported that *** percent of their commercial shipments were produced-to-order, with lead times averaging 60 days. The remaining *** percent of their commercial shipments came from inventories, with lead times averaging 19 days. Importers reported that *** percent of their commercial shipments were produced to order with lead times averaging 94 days. Comparison of U.S.-produced and imported chassis In order to determine whether U.S.-produced chassis can generally be used in the same applications as imports from Mexico, Thailand, and Vietnam, U.S. producers and importers were asked whether the products can always, frequently, sometimes, or never be used interchangeably. As shown in tables 2.9 and 2.10, the majority of U.S producers reported that chassis from the United States, subject, and nonsubject countries are always interchangeable. The majority of importers reported that chassis from the United States and subject countries 10 This information is compiled from responses by purchasers identified by Petitioners to the lost sales and lost revenue allegations. See Part 5 for additional information. 2.13 are always or frequently interchangeable, but importer responses comparing chassis from subject countries to each other were mixed. Importers’ responses comparing nonsubject chassis to chassis from the United States and subject countries were mixed. U.S. producer *** reported that chassis are generally interchangeable as they carry containers of specific sizes that are regulated by the ISO and other organizations. U.S. producer *** reported that chassis for the U.S. market can generally be used throughout North America and the Caribbean. Importer *** reported that as long as chassis are produced to U.S. specifications, chassis should be interchangeable regardless of the country of origin. Importer *** reported that differences in country regulations limit the interchangeability of chassis. Specifically, it reported that chassis from Thailand are straight frame chassis with a sideguard, tool box, spare tire and tire mud cover while U.S. chassis are gooseneck chassis without a side guard, tool box, or spare tire. Importer *** also reported that U.S. chassis have different components than Thai chassis such as suspension hanger brackets, kingpins, front locking pins and twist locks. Table 2.9 Chassis: Count of U.S. producers reporting the interchangeability between product produced in the United States and in other countries, by country pair Country pair Always Frequently Sometimes Never U.S. vs. Mexico 4 1 0 0 U.S. vs. Thailand 4 0 0 0 U.S. vs. Vietnam 4 0 0 0 U.S. vs. other 4 0 0 0 Mexico vs. Thailand 4 0 0 0 Mexico vs. Vietnam 4 0 0 0 Thailand vs. Vietnam 3 0 1 0 Mexico vs. Other 3 0 0 0 Thailand vs. Other 3 0 0 0 Vietnam vs. Other 3 0 0 0 Source: Compiled from data submitted in response to Commission questionnaires. 2.14 Table 2.10 Chassis: Count of importers reporting the interchangeability between product produced in the United States and in other countries, by country pair Country pair Always Frequently Sometimes Never U.S. vs. Mexico 3 4 1 0 U.S. vs. Thailand 1 2 1 1 U.S. vs. Vietnam 0 3 1 0 U.S. vs. other 1 0 1 0 Mexico vs. Thailand 0 0 1 0 Mexico vs. Vietnam 0 0 1 0 Thailand vs. Vietnam 2 2 2 0 Mexico vs. Other 2 0 1 0 Thailand vs. Other 1 0 1 0 Vietnam vs. Other 1 0 1 0 Source: Compiled from data submitted in response to Commission questionnaires. In addition, U.S. producers and importers were asked to assess how often differences other than price were significant in sales of chassis from the United States, subject, or nonsubject countries. As seen in tables 2.11 and 2.12, all responding U.S. producers reported that there are never significant differences other than price between chassis produced in the United States, subject, and nonsubject countries. Importer responses regarding any significant differences other than price between chassis produced in the United States and subject countries were mixed, but most comparisons noted there were sometimes or frequently differences. All responding importers reported that there were sometimes or never differences between chassis from subject and nonsubject countries except when comparing of chassis imported from Thailand with those imported from Vietnam. Importer *** reported that product range, technical support, transportation, quality, and availability are factors other than price that can differentiate chassis from different countries. Importer ***. Importer *** reported that quality and support are factors other than price between its chassis from the United States and chassis imported from Mexico. Importer *** reported that quality was an important factor other than price because it minimizes risks during use, reduces repair costs, and extends the life of chassis. Importer *** reported that availability and location are also factors other than price between chassis from different countries. Importer *** reported that delivery time, quality assurance, familiarity with the product, and accessibility of the final delivery destination are significant factors other than price distinguishing chassis from different sources. 2.15 Table 2.11 Chassis: Count of U.S. producers reporting the significance of differences other than price between product produced in the United States and in other countries, by country pair Country pair Always Frequently Sometimes Never U.S. vs. Mexico 0 0 0 5 U.S. vs. Thailand 0 0 0 5 U.S. vs. Vietnam 0 0 0 5 U.S. vs. other 0 0 0 5 Mexico vs. Thailand 0 0 0 5 Mexico vs. Vietnam 0 0 0 5 Thailand vs. Vietnam 0 0 0 4 Mexico vs. Other 0 0 0 4 Thailand vs. Other 0 0 0 4 Vietnam vs. Other 0 0 0 4 Source: Compiled from data submitted in response to Commission questionnaires. Table 2.12 Chassis: Count of importers reporting the significance of differences between product produced in the United States and in other countries, by country pair Country pair Always Frequently Sometimes Never U.S. vs. Mexico 1 3 2 1 U.S. vs. Thailand 0 2 3 1 U.S. vs. Vietnam 0 3 1 1 U.S. vs. other 0 1 1 1 Mexico vs. Thailand 0 0 0 1 Mexico vs. Vietnam 0 0 1 1 Thailand vs. Vietnam 1 2 1 1 Mexico vs. Other 0 0 1 1 Thailand vs. Other 0 0 1 1 Vietnam vs. Other 0 0 1 1 Source: Compiled from data submitted in response to Commission questionnaires. 3.1 Part 3: U.S. producers’ production, shipments, and employment The Commission analyzes a number of factors in making injury determinations (see 19 U.S.C. §§ 1677(7)(B) and 1677(7)(C)). Information on the subsidies and dumping margins was presented in Part 1 of this report and information on the volume and pricing of imports of the subject merchandise is presented in Part 4 and Part 5. Information on the other factors specified is presented in this section and/or Part 6 and (except as noted) is based on the questionnaire responses of seven firms that accounted for the virtually all U.S. production of chassis during 2024. U.S. producers The Commission issued a U.S. producer questionnaire to all known firms based on information contained in the petition, and through staff research. Seven integrated producers of chassis provided usable data on their operations.1 Table 3.1 lists these firms, production locations, positions on the petition, and shares of total production. 1 In addition, CIMC Intermodal Equipment, LLC dba CIE Manufacturing (“CIE Manufacturing”), reported having U.S. operations in South Gate, California and Emporia, Virginia, assembling chassis subassemblies into finished chassis. CIE imports chassis frames produced by affiliated Thai manufacturer Dee Siam which it assembles into finished chassis. Conference transcript, p. 143 (Evans). CIE Manufacturing also submitted a U.S. importer questionnaire response. Because the Commission has previously found such operations insufficient to constitute domestic chassis production, this firm’s trade data are not included with those of integrated U.S. producers, but are presented in Appendix F and table C-2. 3.2 Table 3.1 Chassis: U.S. producers, their positions on the petition, production locations, and shares of reported production, 2024 Shares in percent Firm Position on petition Production location(s) Share of production Cheetah Petitioner Berwick, PA Sumter, SC *** Hercules *** Hillsborough, NJ *** PIC *** Niles, MI *** Pitts *** Pittsview, AL *** Pratt Industries *** Bridgman, MI *** Pro Haul *** Gallipolis, OH *** Stoughton Petitioner Stoughton, WI Evansville, WI Waco, TX *** All firms Various Various 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: One U.S. firm, CIE Manufacturing, reported having U.S. operations in South Gate, California and Emporia, Virginia, assembling chassis subassemblies into finished chassis. CIE Manufacturing assembled finished chassis equivalent to *** percent of U.S. integrated production of finished chassis in 2024, and it has indicated in its response that it ***. Additional trade data reported by CIE Manufacturing are presented in Appendix F and table C-2. Table 3.2 presents information on U.S. producers’ ownership, related and/or affiliated firms. Table 3.2 Chassis: U.S. producers’ ownership, related and/or affiliated firms Reporting firm Relationship type and related firm Details of relationship *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. As indicated in table 3.2, no U.S. producers are related to foreign producers or U.S. importers of the subject merchandise. In addition, as discussed in greater detail later in Part 3, one U.S. producer, ***, directly imports the subject merchandise and one U.S. producer, ***, purchases the subject merchandise from U.S. importers. 3.3 Table 3.3 presents events in the U.S. industry since January 1, 2022. Table 3.3 Chassis: Important industry events since 2022 Item Firm Event New manufacturing plant Stoughton In January 2022 Stoughton announced that it would begin producing intermodal chassis at a new facility in Waco, Texas in Q2 of 2022. Recall Cheetah On July 1, 2022 Cheetah Chassis issued a recall for 466 chassis because a twistlock could come loose. Recall Stoughton On June 22, 2023 Stoughton issued a recall for 1,152 chassis for inadequate wheel nut torque after two separate wheel off reports. Recall Stoughton On June 30, 2023 Stoughton issued a separate recall for 55 chassis with incorrect length brake hoses. Acquisition Hercules In August of 2023 Hercules Chassis announced that it had been acquired by Randon, a Latin American manufacturer. Recall PIC On November 3, 2023, Pratt Intermodal Chassis issued a recall for all chassis built between December 2021 and June 2022. These chassis have a potential for a structural failure between the front gooseneck and midrail. Source: “Stoughton Announces Expanded Intermodal Chassis Production in 2022,” January 3, 2022. https://www.stoughtontrailers.com/Portals/0/documents/Stoughton%20Expanded%20Chassis%20Product ion%20Press%20Release%20Jan%203%202022.pdf?ver=2022-01-03-165206-607; NHTSA, Part 573 Safety Recall Report 22V-518, July 1, 2022. https://static.nhtsa.gov/odi/rcl/2022/RCLRPT-22V518- 4009.PDF; Hercules Chassis, “Bridging Continents, Transforming Industry,” August 25, 2023. https://www.herculeschassis.com/bridging-continents-transforming-industry-the-hercules-randon- partnership-unveiled/; NHTSA, Part 573 Safety Recall Report 23V-426, June 22, 2023. https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V426-7820.PDF; NHTSA, Part 573 Safety Recall Report 23V-460, June 30, 2023. https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V460-2913.PDF; NHTSA, Part 573 Safety Recall Report 23V-767, February 27, 2024. https://static.nhtsa.gov/odi/rcl/2023/RCLRPT- 23V767-5890.PDF. Producers in the United States were asked to report any change in the character of their operations or organization relating to the production of chassis since 2022. Table 3.4 presents the changes identified by these producers. Each of the responding integrated producers reported either production curtailments or prolonged shutdowns in their response. 3.4 Table 3.4 Chassis: U.S. producers’ reported changes in operations, since January 1, 2022 Type of change Firm name and narrative response on changes in operations Plant openings *** Plant openings *** Prolonged shutdowns *** Production curtailments *** Production curtailments *** Production curtailments *** Production curtailments *** Production curtailments *** Production curtailments *** Expansions *** Acquisitions *** Other *** Other *** Source: Compiled from data submitted in response to Commission questionnaires. 3.5 U.S. production, capacity, and capacity utilization Table 3.5 presents U.S. producers’ installed and practical capacity and production on the same equipment. From 2022 to 2024, installed overall capacity increased by *** percent. Practical overall capacity increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2023, for an overall decrease of *** percent between 2022 and 2024. Practical overall production increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2023, for an overall decrease of *** percent between 2022 and 2024. Both installed and practical overall capacity utilization increased slightly from 2022 to 2023 before decreasing substantially in 2024 to *** percent and *** percent, respectively. Table 3.5 Chassis: U.S. producers' installed and Practical capacity, production, and utilization on the same equipment as subject production, by period Capacity and production in units; utilization in percent Item Measure 2022 2023 2024 Installed overall Capacity *** *** *** Installed overall Production *** *** *** Installed overall Utilization *** *** *** Practical overall Capacity *** *** *** Practical overall Production *** *** *** Practical overall Utilization *** *** *** Practical Chassis Capacity *** *** *** Practical Chassis Production *** *** *** Practical Chassis Utilization *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 3.6 Table 3.6 presents U.S. producers’ reported narratives regarding practical capacity constraints. Table 3.6 Chassis: U.S. producers’ reported capacity constraints since January 1, 2022 Type of constraint Firm name and narrative response on constraints to practical overall capacity Production bottlenecks *** Existing labor force *** Existing labor force *** Existing labor force *** Supply of material inputs *** Supply of material inputs *** Supply of material inputs *** Other constraints *** Other constraints *** Other constraints *** Other constraints *** Source: Compiled from data submitted in response to Commission questionnaires. 3.7 Table 3.7 and figure 3.1 present U.S. producers’ chassis capacity, production, and capacity utilization. Practical chassis capacity increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2023, for an overall decrease of *** percent between 2022 and 2024.2 Practical chassis production increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2023, for an overall decrease of *** percent between 2022 and 2024. Capacity utilization increased from *** percent in 2022 to *** percent in 2023 before decreasing to *** percent in 2024. Every single U.S. producer of chassis reported lower production and capacity utilization in 2024 than in 2022. Table 3.7 Chassis: U.S. producers’ output, by firm and period Practical capacity Capacity in units Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 3.7 (Continued) Chassis: U.S. producers’ output, by firm and period Production Production in units Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 2 The decrease in capacity reflects in part Stoughton shutting down production in its Waco facility and curtailing production in its Stoughton and Evansville locations. Conference transcript, p.24 (DeFrancesco). 3.8 Table 3.7 (Continued) Chassis: U.S. producers’ output, by firm and period Capacity utilization Capacity utilization in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Note: Capacity utilization ratio represents the ratio of the U.S. producer’s production to its production capacity. Table continued. Table 3.7 (Continued) Chassis: U.S. producers’ output, by firm and period Share of production Share in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 3.9 Figure 3.1 Chassis: U.S. producers’ output, by period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Alternative products As shown in table 3.8, the large majority of the product produced during 2022 to 2024 by U.S. producers was chassis. Two of seven firms reported producing other products on the same equipment that is used to produce chassis. Table 3.8 Chassis: U.S. producers’ overall production on the same equipment as in-scope production, by period Quantity in units; Share in percent Product type Measure 2022 2023 2024 Chassis Quantity *** *** *** Other products Quantity *** *** *** All products Quantity *** *** *** Chassis Share *** *** *** Other products Share *** *** *** All products Share 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 3.10 U.S. producers’ U.S. shipments and exports Table 3.9 presents U.S. producers’ U.S. shipments, export shipments, and total shipments. U.S. producers’ U.S. shipments, by quantity, increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2024, for an overall decrease of *** percent between 2022 and 2024. U.S. producers’ U.S. shipments, by value, increased by *** percent from 2022 to 2023 before decreasing by *** percent in 2024, for an overall decrease of *** percent between 2022 and 2024. U.S. producers did not report any exports of chassis between 2022 and 2024. ***. Table 3.9 Chassis: U.S. producers’ shipments, by destination and period Quantity in units; value in 1,000 dollars; unit value in dollars per units; shares in percent Item Measure 2022 2023 2024 U.S. shipments Quantity *** *** *** Export shipments Quantity *** *** *** Total shipments Quantity *** *** *** U.S. shipments Value *** *** *** Export shipments Value *** *** *** Total shipments Value *** *** *** U.S. shipments Unit value *** *** *** Export shipments Unit value *** *** *** Total shipments Unit value *** *** *** U.S. shipments Share of quantity *** *** *** Export shipments Share of quantity *** *** *** Total shipments Share of quantity 100.0 100.0 100.0 U.S. shipments Share of value *** *** *** Export shipments Share of value *** *** *** Total shipments Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 3.11 U.S. producers’ inventories Table 3.10 presents U.S. producers’ end-of-period inventories and the ratio of these inventories to U.S. producers’ production, U.S. shipments, and total shipments. U.S. producers’ end-of-period inventories increased by *** percent from 2022 to 2024. Inventories as a ratio to U.S. production increased from *** percent in 2022 to *** percent in 2024 and inventories as a ratio to U.S. and total shipments increased from *** percent in 2022 to *** percent during the same period. Virtually all reported inventories were by ***. Table 3.10 Chassis: U.S. producers’ inventories and their ratio to select items, by period Quantity in units; ratio in percent Item 2022 2023 2024 End-of-period inventory quantity *** *** *** Inventory ratio to U.S. production *** *** *** Inventory ratio to U.S. shipments *** *** *** Inventory ratio to total shipments *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. U.S. producers’ imports from subject sources U.S. producers’ imports of chassis are presented in table 3.11. One U.S. producer, (***), reported importing chassis directly from subject sources, ***. *** reason for importing chassis is presented in table 3.12.3 *** import of subject chassis from *** decreased from *** units in 2022 to *** units in 2023 and *** units in 2024. The firm’s ratio of subject imports from *** to U.S. production was *** percent in 2022 and *** percent in 2024. 3 ***. 3.12 Table 3.11 Chassis: *** U.S. production, subject imports, and ratio of subject imports to production, by source and period Quantity in units; ratio in percent Item Measure 2022 2023 2024 U.S. production Quantity *** *** *** Imports from *** Quantity *** *** *** Imports from *** to U.S. production Ratio *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Table 3.12 Chassis: U.S. producers’ reasons for importing Item Narrative response on reasons for importing *** reason for importing *** Source: Compiled from data submitted in response to Commission questionnaires. U.S. producers' purchases of imports from subject sources One U.S. producer, (***), reported purchases of imports from subject sources in 2023. These data are presented in table 3.13 and ***’s reason for purchasing is presented in table 3.14. *** purchased *** units of chassis sourced from *** in 2023 which accounted for *** percent of overall U.S. imports from ***. Table 3.13 Chassis: ***'s U.S. purchases of imports from subject sources and select ratios, by period Quantity in units; Ratios in percent Item Measure 2022 2023 2024 ***'s purchases of imports from *** Quantity *** *** *** Overall U.S. imports from *** Quantity *** *** *** ***'s purchases of imports from *** to overall U.S. imports from ***. Ratio *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. 3.13 Table 3.14 Chassis: ***'s reasons for purchasing Item Narrative response on reasons for purchasing ***'s reason for purchasing *** Source: Compiled from data submitted in response to Commission questionnaires. U.S. employment, wages, and productivity Table 3.15 shows U.S. producers’ employment-related data. The number of production and related workers (“PRWs”) reported by U.S. producers increased from *** in 2022 to *** in 2023 before decreasing to *** in 2024.4 Total hours worked and wages paid also increased from 2022 to 2023 before decreasing in 2024 for an overall decrease during 2022 to 2024. Total hours worked per PRW decreased as well during 2022 to 2024. During the same period, hourly wages increased by *** percent, productivity decreased irregularly by *** percent, and unit labor costs increased by *** percent.5 Table 3.15 Chassis: U.S. producers’ employment related information, by period Item 2022 2023 2024 Production and related workers (PRWs) (number) *** *** *** Total hours worked (1,000 hours) *** *** *** Hours worked per PRW (hours) *** *** *** Wages paid ($1,000) *** *** *** Hourly wages (dollars per hour) *** *** *** Productivity (units per 1,000 hours) *** *** *** Unit labor costs (dollars per unit) *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 4 ***, which accounted for *** percent of the decrease in PRWs during 2022 to 2024, reported ***. ***’s producer questionnaire response, section 2.11. 5 Petitioner stated that high volume orders for standard chassis models were targeted by subject imports resulting in U.S. producers being forced to take smaller volume or specialized orders that require more production hours per-unit, negating the benefit of installing productivity increasing equipment. Petitioner’s postconference brief, exh. 1, p. 43. 4.1 Part 4: U.S. imports, apparent U.S. consumption, and market shares U.S. importers The Commission issued importer questionnaires to 58 firms believed to be importers of subject chassis, as well as to all U.S. producers of chassis.1 Usable questionnaire responses were received from twelve companies,2 representing the following coverage of U.S. imports of chassis from different sources in 2024: 3 • A majority of U.S. imports of chassis from Mexico.4 • Virtually all U.S. imports of chassis from Thailand. • A majority of U.S. imports of chassis from Vietnam.5 • A majority of U.S. imports of chassis from subject sources. 1 The Commission issued questionnaires to those firms identified in the petitions; staff research; and proprietary, Census-edited Customs’ import records. 2 Fifteen firms (***) submitted certified responses stating that they have not imported in-scope chassis since January 1, 2022. 3 Though chassis could potentially be entered under HTS statistical reporting number 8716.39.0090 (primarily finished chassis), as well as under statistical reporting number 8716.90.5060 (primarily subassemblies and components), these numbers are broad categories that contain nonsubject merchandise. Therefore, data reported are based on information submitted in response to Commission questionnaires. Data on U.S. imports from Vietnam are based on responding foreign producers' exports to the United States for quantity, and value is derived from AUVs of responding U.S. importers for imports from Vietnam. All other import data are compiled from U.S. importer questionnaire responses. 4 Usable questionnaire responses were received from *** importers of chassis from Mexico, including ***. 5 While the Commission received foreign producer questionnaire responses from all four Vietnamese producers identified in the petition, import data reported by U.S. importers of chassis in Vietnam resulted in low coverage and did not match the chassis export data reported by foreign producers. Thus, as stated earlier, in this report, U.S. imports from Vietnam are based on responding foreign producers' exports to the United States. 4.2 • While coverage from nonsubject sources is difficult to assess, staff believes it represents half or more of such imports.6 • A majority of U.S. imports of chassis from all sources. Table 4.1 lists all responding U.S. importers of chassis from Mexico, Thailand, and Vietnam and other sources, their locations, and their shares of U.S. imports, in 2024. Table 4.1 Chassis: U.S. importers, their headquarters, and share of imports within each source, 2024 Share in percent Firm Headquarters Mexico Thailand Vietnam Subject sources Nonsubject sources All import sources Bali Express San Diego, CA *** *** *** *** *** *** CIE Manufacturing South Gate, CA *** *** *** *** *** *** Flexi-Van Scottsdale, AZ *** *** *** *** *** *** GDHD Global San Diego, CA *** *** *** *** *** *** Greenfield Hazel Crest, IL *** *** *** *** *** *** Hyundai Translead San Diego, CA *** *** *** *** *** *** Milestone St. Charles, MO *** *** *** *** *** *** Panus USA Kearny, NJ *** *** *** *** *** *** Pitts Pittsview, AL *** *** *** *** *** *** TAL International Purchase, NY *** *** *** *** *** *** TRAC Intermodal Princeton, NJ *** *** *** *** *** *** Vanguard Monon, IN *** *** *** *** *** *** All firms Various 100.0 100.0 100.0 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 6 Staff believes that a substantial majority of imports that enter the U.S. under HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060 is out-of-scope merchandise. According to official imports statistics, 84.4 percent of such imports from nonsubject sources are from Canada and China. *** while ***. In the same market share analysis, Petitioner estimates 2024 U.S. market share for nonsubject imports at *** percent while the share of apparent U.S. consumption for nonsubject imports presented in table 4.9 and table C-1 is *** percent. 4.3 U.S. imports Tables 4.2 and 4.3 and figure IV-1 present data for U.S. imports of chassis from Mexico, Thailand, and Vietnam and all other sources. Subject imports decreased by *** both by quantity and value from 2022 to 2024. Subject imports accounted for at least *** percent, by quantity, and at least *** percent, by value, of all imports during 2022 to 2024. ***. Chassis subassemblies accounted for at least *** percent of all U.S. shipments of imported Thai chassis during each period for which data were collected.7 *** chassis subassemblies from Thailand were imported ***. From 2022 to 2024, U.S. subject imports of chassis decreased by *** percent, *** percent, and *** percent from Mexico, Thailand, and Vietnam, respectively. As a ratio to U.S. production, from 2022 to 2024, subject imports from Mexico decreased from *** percent to *** percent, subject imports from Thailand decreased irregularly from *** percent to *** percent, and subject imports from Vietnam decreased from *** percent to *** percent. During the same period, subject merchandise unit values increased irregularly by *** percent for imports from Mexico, *** for imports from Thailand, and increased by *** percent for imports from Vietnam. 7 Because of this, ***. 4.4 Table 4.2 Chassis: U.S. imports by source and period Quantity in units; value in 1,000 dollars; unit value in dollars per units Source Measure 2022 2023 2024 Mexico Quantity *** *** *** Thailand Quantity *** *** *** Vietnam Quantity *** *** *** Subject sources Quantity *** *** *** Nonsubject sources Quantity *** *** *** All import sources Quantity *** *** *** Mexico Value *** *** *** Thailand Value *** *** *** Vietnam Value *** *** *** Subject sources Value *** *** *** Nonsubject sources Value *** *** *** All import sources Value *** *** *** Mexico Unit value *** *** *** Thailand Unit value *** *** *** Vietnam Unit value *** *** *** Subject sources Unit value *** *** *** Nonsubject sources Unit value *** *** *** All import sources Unit value *** *** *** Table continued. 4.5 Table 4.2 (Continued) Chassis: U.S. imports by source and period Share and ratio in percent; Ratio represents the ratio to U.S. production Source Measure 2022 2023 2024 Mexico Share of quantity *** *** *** Thailand Share of quantity *** *** *** Vietnam Share of quantity *** *** *** Subject sources Share of quantity *** *** *** Nonsubject sources Share of quantity *** *** *** All import sources Share of quantity 100.0 100.0 100.0 Mexico Share of value *** *** *** Thailand Share of value *** *** *** Vietnam Share of value *** *** *** Subject sources Share of value *** *** *** Nonsubject sources Share of value *** *** *** All import sources Share of value 100.0 100.0 100.0 Mexico Ratio *** *** *** Thailand Ratio *** *** *** Vietnam Ratio *** *** *** Subject sources Ratio *** *** *** Nonsubject sources Ratio *** *** *** All import sources Ratio *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. U.S. imports from Vietnam are based on responding foreign producers' exports to the United States for quantity, and value is derived from AUVs of responding U.S. importers for imports from Vietnam. All other import data are compiled from U.S. importer questionnaire responses. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 4.6 Figure 4.1 Chassis: U.S. import quantities and average unit values, by source and period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. U.S. imports from Vietnam are based on responding foreign producers' exports to the United States for quantity, and value is derived from AUVs of responding U.S. importers for imports from Vietnam. All other import data are compiled from U.S. importer questionnaire responses. 4.7 Table 4.3 Chassis: Changes in U.S. imports, by source and period Changes (Δ) in percent (%) Source Measure 2022 to 2024 2022 to 2023 2023 to 2024 Mexico %Δ Quantity ▼*** ▼*** ▼*** Thailand %Δ Quantity ▼*** ▼*** ▼*** Vietnam %Δ Quantity ▼*** ▼*** ▲*** Subject sources %Δ Quantity ▼*** ▼*** ▼*** Nonsubject sources %Δ Quantity ▼*** ▲*** ▼*** All import sources %Δ Quantity ▼*** ▼*** ▼*** Mexico %Δ Value ▼*** ▼*** ▼*** Thailand %Δ Value ▼*** ▼*** ▼*** Vietnam %Δ Value ▼*** ▼*** ▲*** Subject sources %Δ Value ▼*** ▼*** ▼*** Nonsubject sources %Δ Value ▼*** ▲*** ▼*** All import sources %Δ Value ▼*** ▼*** ▼*** Mexico %Δ Unit value ▲*** ▲*** ▼*** Thailand %Δ Unit value ▼*** ▲*** ▼*** Vietnam %Δ Unit value ▲*** ▲*** ▲*** Subject sources %Δ Unit value ▼*** ▲*** ▼*** Nonsubject sources %Δ Unit value ▲*** ▲*** ▼*** All import sources %Δ Unit value ▲*** ▲*** ▼*** Table continued. 4.8 Table 4.3 (Continued) Chassis: Changes in U.S. imports, by source and period Changes (Δ) in percentage point (ppt) Source Measure 2022 to 2024 2022 to 2023 2023 to 2024 Mexico ppt Δ Quantity ▼*** ▲*** ▼*** Thailand ppt Δ Quantity ▲*** ▼*** ▲*** Vietnam ppt Δ Quantity ▼*** ▼*** ▲*** Subject sources ppt Δ Quantity ▼*** ▼*** ▲*** Nonsubject sources ppt Δ Quantity ▲*** ▲*** ▼*** All import sources ppt Δ Quantity ▼*** ▼*** ▼*** Mexico ppt Δ Value ▼*** ▲*** ▼*** Thailand ppt Δ Value ▲*** ▼*** ▲*** Vietnam ppt Δ Value ▼*** ▼*** ▲*** Subject sources ppt Δ Value ▼*** ▼*** ▲*** Nonsubject sources ppt Δ Value ▲*** ▲*** ▼*** All import sources ppt Δ Value ▼*** ▼*** ▼*** Mexico ppt Δ Ratio ▼*** ▼*** ▼*** Thailand ppt Δ Ratio ▼*** ▼*** ▲*** Vietnam ppt Δ Ratio ▼*** ▼*** ▲*** Subject sources ppt Δ Ratio ▼*** ▼*** ▲*** Nonsubject sources ppt Δ Ratio ▲*** ▲*** ▼*** All import sources ppt Δ Ratio ▼*** ▼*** ▲*** Source: Compiled from data submitted in response to Commission questionnaires. U.S. imports from Vietnam are based on responding foreign producers' exports to the United States for quantity, and value is derived from AUVs of responding U.S. importers for imports from Vietnam. All other import data are compiled from U.S. importer questionnaire responses. Note: Shares and ratios shown as “0.0” percent represent non-zero values less than “0.05” percent (if positive) and greater than “(0.05)” percent (if negative). Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Period changes preceded by a “▲” represent an increase, while period changes preceded by a “▼” represent a decrease. 4.9 Negligibility The statute requires that an investigation be terminated without an injury determination if imports of the subject merchandise are found to be negligible.8 Negligible imports are generally defined in the Act, as amended, as imports from a country of merchandise corresponding to a domestic like product where such imports account for less than 3 percent of the volume of all such merchandise imported into the United States in the most recent 12-month period for which data are available that precedes the filing of the petition or the initiation of the investigation. However, if there are imports of such merchandise from a number of countries subject to investigations initiated on the same day that individually account for less than 3 percent of the total volume of the subject merchandise, and if the imports from those countries collectively account for more than 7 percent of the volume of all such merchandise imported into the United States during the applicable 12-month period, then imports from such countries are deemed not to be negligible.9 Table 4.4 presents information on imports from Mexico, Thailand, Vietnam and all other sources in the 12-month period preceding the filing of the petition (i.e., February 2024 through January 2025). Imports from Mexico, Thailand, and Vietnam accounted for *** percent, *** percent, and *** percent, respectively, of total imports of chassis by quantity during this period. Table 4.4 Chassis: U.S. imports in the twelve-month period preceding the filing of the petition, February 2024 through January 2025 Quantity in units; share in percent Source of imports Quantity Share of quantity Mexico *** *** Thailand *** *** Vietnam *** *** All other sources *** *** All import sources *** 100.0 Source: Compiled from data submitted in response to Commission questionnaires and from email responses of foreign producers from Vietnam. Vietnam import data are the reported exports to the United States from foreign producers' during the negligibility period. All other import sources are the reported imports by source from U.S. importer questionnaire responses. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 8 Sections 703(a)(1), 705(b)(1), 733(a)(1), and 735(b)(1) of the Act (19 U.S.C. §§ 1671b(a)(1), 1671d(b)(1), 1673b(a)(1), and 1673d(b)(1)). 9 Section 771 (24) of the Act (19 U.S.C § 1677(24)). 4.10 Cumulation considerations In assessing whether imports should be cumulated, the Commission determines whether U.S. imports from the subject countries compete with each other and with the domestic like product and has generally considered four factors: (1) fungibility, (2) presence of sales or offers to sell in the same geographical markets, (3) common or similar channels of distribution, and (4) simultaneous presence in the market. Information regarding channels of distribution, market areas, and interchangeability appear in Part 2. Additional information concerning fungibility, geographical markets, and simultaneous presence in the market is presented below. Fungibility Table 4.5 and figure 4.2 present information on U.S. producers’ and U.S. importers’ U.S. shipments in 2024 of finished chassis and chassis subassemblies.10 ***. *** chassis subassemblies are internally consumed in CIE Manufacturing’s U.S. assembly-only operations, assembled into finished chassis and sold in the U.S. market as finished chassis. Finished chassis accounted for *** percent of U.S. shipments of chassis sourced from subject sources and *** percent of all U.S. shipments of chassis. U.S. producers accounted for *** percent of U.S. shipments of finished chassis while U.S. shipments of chassis sourced from subject sources accounted for *** percent. Detailed tables of U.S. shipments of complete chassis and of subassemblies are available in Appendix E. 10 Data for Vietnam, derived from U.S. importers’ U.S. shipments of subject imports are understated. 4.11 Table 4.5 Chassis: U.S. producers' and U.S. importers' U.S. shipments, by in-scope chassis type, 2024 Quantity in units Source Finished chassis Chassis subassemblies All in-scope chassis products U.S. producers *** *** *** Mexico *** *** *** Thailand *** *** *** Vietnam *** *** *** Subject sources *** *** *** Nonsubject sources *** *** *** All import sources *** *** *** All sources *** *** *** Table continued. Table 4.5 Continued Chassis: U.S. producers' and U.S. importers' U.S. shipments, by in-scope chassis type, 2024 Share across in percent Source Finished chassis Chassis subassemblies All in-scope chassis products U.S. producers *** *** 100.0 Mexico *** *** 100.0 Thailand *** *** 100.0 Vietnam *** *** 100.0 Subject sources *** *** 100.0 Nonsubject sources *** *** 100.0 All import sources *** *** 100.0 All sources *** *** 100.0 Table continued. 4.12 Table 4.5 Continued Chassis: U.S. producers' and U.S. importers' U.S. shipments, by in-scope chassis type, 2024 Share down in percent Source Finished chassis Chassis subassemblies All in-scope chassis products U.S. producers *** *** *** Mexico *** *** *** Thailand *** *** *** Vietnam *** *** *** Subject sources *** *** *** Nonsubject sources *** *** *** All import sources *** *** *** All sources 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. Figure 4.2 Chassis: U.S. producers' and U.S. importers' U.S. shipments, by in-scope chassis type, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. 4.13 The Commission also collected information on U.S. producers’ and U.S. importers’ U.S. shipments of finished chassis during 2024 by chassis for container type—20’, 40’, 53’, extendable chassis for 20’ and 40’ containers, and all others. These data are presented in table 4.6 and figure 4.3.11 For finished chassis sourced from the U.S. and Mexico there were shipments for all different types in 2024. U.S. shipments of finished chassis sourced from Thailand were only extendable 20’ and 40’ chassis and “other”.12 There were *** shipped that were sourced from Vietnam split up between 40’, extendable 20’ and 40’ chassis and “other”. There were no U.S. shipments of 20’ or 53’ chassis sourced from nonsubject sources. About half of U.S. producers’ shipments were of 40’ chassis while *** accounted for the largest share of U.S. shipments of imported finished chassis. U.S. producers’ shipments in 2024 accounted for *** of all U.S. shipments of all finished chassis product types. Table 4.6 Chassis: U.S. producers' and U.S. importers' U.S. shipments of finished chassis, by container type used for, 2024 Quantity in units Source 20' containers 40' containers 53' containers Extendable for 20' & 40' containers All other All finished chassis U.S. producers *** *** *** *** *** *** Mexico *** *** *** *** *** *** Thailand *** *** *** *** *** *** Vietnam *** *** *** *** *** *** Subject sources *** *** *** *** *** *** Nonsubject sources *** *** *** *** *** *** All import sources *** *** *** *** *** *** All sources *** *** *** *** *** *** Table continued. 11 Data for Vietnam, derived from U.S. importers’ U.S. shipments of subject imports are understated. 12 CIE Manufacturing imports chassis subassembly frames from Thailand that it assembles into finished chassis in the United States. The majority of CIE Manufacturing’s 2024 U.S. shipments of chassis were ***. These data are not included in table 4.6 and figure 4.3. 4.14 Table 4.6 Continued Chassis: U.S. producers' and U.S. importers' U.S. shipments of finished chassis, by container type used for, 2024 Share across in percent Source 20' containers 40' containers 53' containers Extendable for 20' & 40' containers All other All finished chassis U.S. producers *** *** *** *** *** 100.0 Mexico *** *** *** *** *** 100.0 Thailand *** *** *** *** *** 100.0 Vietnam *** *** *** *** *** 100.0 Subject sources *** *** *** *** *** 100.0 Nonsubject sources *** *** *** *** *** 100.0 All import sources *** *** *** *** *** 100.0 All sources *** *** *** *** *** 100.0 Table continued. Table 4.6 Continued Chassis: U.S. producers' and U.S. importers' U.S. shipments of finished chassis, by container type used for, 2024 Share down in percent Source 20' containers 40' containers 53' containers Extendable for 20' & 40' containers All other All finished chassis U.S. producers *** *** *** *** *** *** Mexico *** *** *** *** *** *** Thailand *** *** *** *** *** *** Vietnam *** *** *** *** *** *** Subject sources *** *** *** *** *** *** Nonsubject sources *** *** *** *** *** *** All import sources *** *** *** *** *** *** All sources 100.0 100.0 100.0 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 4.15 Figure 4.3 Chassis: U.S. producers' and U.S. importers' U.S. shipments of finished chassis, by container type used for, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Geographical markets Chassis produced in the United States are shipped nationwide.13 In 2023, official U.S. import statistics for trailers and semi-trailers for the transportation of goods and parts for trailers and semi-trailers, a broad category that include in-scope chassis, show that imports from all sources entered through all four borders of entry (i.e., East, North, South, and West). These data are presented in table 4.7. Virtually all imports from Mexico entered through the Southern and Western borders of entry, most of the imports from Thailand entered through the Western and Eastern borders of entry, and most of the imports from Vietnam entered through the Western, Northern, and Eastern borders of entry. The Western border of entry accounted for the greatest share of imported merchandise with 37.5 percent in 2024. 13 See Part 2 for additional information on geographic markets. 4.16 Table 4.7 Trailers and semi-trailers for the transportation of goods and parts for trailers and semi- trailers: U.S. imports, by source and by border of entry, 2024 Value in 1,000 dollars Source East North South West All borders Mexico 882 28 471,142 478,192 950,244 Thailand 9,100 1,284 122 16,344 26,850 Vietnam 3,812 4,785 165 9,810 18,573 Subject sources 13,795 6,097 471,429 504,347 995,667 Nonsubject sources 179,024 436,117 95,888 217,074 928,104 All import sources 192,819 442,214 567,317 721,421 1,923,771 Table continued. Table 4.7 (Continued) Trailers and semi-trailers for the transportation of goods and parts for trailers and semi-trailers: U.S. imports, by source and by border of entry, 2024 Share across in percent Source East North South West All borders Mexico 0.1 0.0 49.6 50.3 100.0 Thailand 33.9 4.8 0.5 60.9 100.0 Vietnam 20.5 25.8 0.9 52.8 100.0 Subject sources 1.4 0.6 47.3 50.7 100.0 Nonsubject sources 19.3 47.0 10.3 23.4 100.0 All import sources 10.0 23.0 29.5 37.5 100.0 Table continued. Table 4.7 (Continued) Trailers and semi-trailers for the transportation of goods and parts for trailers and semi-trailers: U.S. imports, by source and by border of entry, 2024 Share down in percent Source East North South West All borders Mexico 0.5 0.0 83.0 66.3 49.4 Thailand 4.7 0.3 0.0 2.3 1.4 Vietnam 2.0 1.1 0.0 1.4 1.0 Subject sources 7.2 1.4 83.1 69.9 51.8 Nonsubject sources 92.8 98.6 16.9 30.1 48.2 All import sources 100.0 100.0 100.0 100.0 100.0 Source: Official U.S. import statistics of the U.S. Department of Commerce Census Bureau using HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060, accessed March 17, 2025. Imports area based on the imports for consumption data series and value reflects the landed duty paid value. Note: The primary HTS numbers are broad categories that include large amounts of out-of-scope merchandise. Data are presented by value to avoid distortion of quantity given that HTS statistical reporting numbers 8716.39.0090 is for trailers and semi-trailers for the transportation of goods and HTS statistical reporting numbers 8716.90.5060 is for parts including in-scope chassis subassemblies. Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 4.17 Presence in the market Table 4.8 and figures 4.4 and 4.5 present monthly U.S. imports of trailers and semi- trailers for the transportation of goods and parts for trailers and semi-trailers, a broad category that include in-scope chassis. U.S. imports of such merchandise from every subject source and nonsubject sources were present every month from January 2022 to December 2024. Table 4.8 Trailers and semi-trailers for the transportation of goods and parts for trailers and semi- trailers: U.S. imports, by month and source, 2024 Value in 1,000 dollars Year Month Mexico Thailand Vietnam Subject sources Nonsubject sources All import sources 2022 January 45,953 7,900 678 54,531 90,071 144,601 2022 February 45,506 6,021 943 52,470 85,870 138,340 2022 March 57,004 8,216 1,043 66,263 107,814 174,076 2022 April 43,617 5,156 1,350 50,123 97,755 147,878 2022 May 60,514 10,356 1,908 72,778 86,796 159,574 2022 June 59,304 24,035 2,756 86,094 102,428 188,522 2022 July 60,872 7,845 1,672 70,389 82,195 152,584 2022 August 93,413 11,255 1,891 106,559 102,282 208,841 2022 September 98,930 12,930 1,039 112,899 75,777 188,676 2022 October 85,742 12,823 1,843 100,409 97,972 198,381 2022 November 74,026 5,618 567 80,211 74,802 155,013 2022 December 74,635 12,984 341 87,961 71,040 159,001 2023 January 70,690 21,583 36 92,309 93,869 186,178 2023 February 86,395 10,807 66 97,268 77,094 174,361 2023 March 92,357 3,834 84 96,276 77,232 173,508 2023 April 92,312 13,162 449 105,924 101,316 207,239 2023 May 106,395 9,790 418 116,603 94,842 211,445 2023 June 90,282 11,714 559 102,554 85,204 187,758 2023 July 104,527 6,196 1,043 111,766 97,077 208,843 2023 August 98,576 950 1,461 100,987 94,875 195,862 2023 September 84,444 1,355 1,369 87,168 84,583 171,751 2023 October 79,519 1,723 1,409 82,651 80,530 163,181 2023 November 86,950 2,040 1,507 90,498 78,244 168,741 2023 December 85,098 2,976 659 88,733 71,261 159,994 Table continued. 4.18 Table 4.8 Continued Trailers and semi-trailers for the transportation of goods and parts for trailers and semi-trailers: U.S. imports, by year, by month and source Value in 1,000 dollars Year Month Mexico Thailand Vietnam Subject sources Nonsubject sources All import sources 2024 January 71,226 3,011 887 75,125 85,620 160,744 2024 February 77,619 618 1,499 79,737 83,128 162,865 2024 March 78,940 3,298 2,345 84,583 78,856 163,439 2024 April 97,382 2,882 2,894 103,158 78,154 181,312 2024 May 94,591 390 3,159 98,139 83,538 181,677 2024 June 75,665 1,596 1,322 78,583 77,235 155,818 2024 July 77,267 2,303 729 80,299 81,273 161,572 2024 August 83,029 1,046 1,199 85,274 82,343 167,617 2024 September 62,211 2,850 1,043 66,104 74,559 140,663 2024 October 88,548 3,451 1,148 93,147 69,537 162,684 2024 November 78,589 3,135 828 82,552 67,016 149,568 2024 December 65,177 2,270 1,520 68,967 66,844 135,811 Source: Official U.S. import statistics of the U.S. Department of Commerce Census Bureau using HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060, accessed March 17, 2025. Imports area based on the imports for consumption data series and value reflects the landed duty paid value. Note: The primary HTS numbers are broad categories that include large amounts of out-of-scope merchandise. Data are presented by value to avoid distortion of quantity given that HTS statistical reporting numbers 8716.39.0090 is for trailers and semi-trailers for the transportation of goods and HTS statistical reporting numbers 8716.90.5060 is for parts including in-scope chassis subassemblies. 4.19 Figure 4.4 Trailers and semi-trailers for the transportation of goods and parts for trailers and semi- trailers: U.S. imports from individual subject sources, by source and by month, 2024 Source: Official U.S. import statistics of the U.S. Department of Commerce Census Bureau using HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060, accessed March 17, 2025. Imports area based on the imports for consumption data series and value reflects the landed duty paid value. Note: The primary HTS numbers are broad categories that include large amounts of out-of-scope merchandise. Data are presented by value to avoid distortion of quantity given that HTS statistical reporting numbers 8716.39.0090 is for trailers and semi-trailers for the transportation of goods and HTS statistical reporting numbers 8716.90.5060 is for parts including in-scope chassis subassemblies. Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 0 20 40 60 80 100 120 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2022 2023 2024 Value (million dollars) Mexico Thailand Vietnam 4.20 Figure 4.5 Trailers and semi-trailers for the transportation of goods and parts for trailers and semi- trailers: U.S. imports from aggregated subject and nonsubject sources, by month, 2024 Source: Official U.S. import statistics of the U.S. Department of Commerce Census Bureau using HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060, accessed March 17, 2025. Imports area based on the imports for consumption data series and value reflects the landed duty paid value. Note: The primary HTS numbers are broad categories that include large amounts of out-of-scope merchandise. Data are presented by value to avoid distortion of quantity given that HTS statistical reporting numbers 8716.39.0090 is for trailers and semi-trailers for the transportation of goods and HTS statistical reporting numbers 8716.90.5060 is for parts including in-scope chassis subassemblies. Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 0 20 40 60 80 100 120 140 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2022 2023 2024 Value (million dollars) Subject sources Nonsubject sources 4.21 Apparent U.S. consumption and market shares Quantity Table 4.9 and figure 4.6 present data on apparent U.S. consumption and U.S. market shares by quantity for chassis. U.S. consumption, by quantity, decreased by *** percent from 2022 to 2024. During the same period, U.S. producers’ market share increased from *** percent to *** percent, while the share of subject imports decreased irregularly from *** percent to *** percent. During 2022 to 2024, the market share of subject imports from Mexico, Thailand, and Vietnam decreased by ***, ***, and *** percentage points, respectively. Table 4.9 Chassis: Apparent U.S. consumption and market shares based on quantity, by source and period Quantity in units; shares in percent Source Measure 2022 2023 2024 U.S. producers Quantity *** *** *** Mexico Quantity *** *** *** Thailand Quantity *** *** *** Vietnam Quantity *** *** *** Subject sources Quantity *** *** *** Nonsubject sources Quantity *** *** *** All import sources Quantity *** *** *** All sources Quantity *** *** *** U.S. producers Share *** *** *** Mexico Share *** *** *** Thailand Share *** *** *** Vietnam Share *** *** *** Subject sources Share *** *** *** Nonsubject sources Share *** *** *** All import sources Share *** *** *** All sources Share 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Vietnam quantity data are based on responding foreign producers' exports to the United States for quantity. All other data are compiled from U.S. producer and importer questionnaire responses. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 4.22 Figure 4.6 Chassis: Apparent U.S. consumption based on quantity, by source and period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Vietnam quantity data are based on responding foreign producers' exports to the United States for quantity. All other data are compiled from U.S. producer and importer questionnaire responses. 4.23 Value Table 4.10 and figure 4.7 present data on apparent U.S. consumption and U.S. market shares by value for chassis. U.S. consumption, by value, decreased by *** percent from 2022 to 2024. During the same period, U.S. producers’ market share increased from *** percent to *** percent, while the share of subject imports decreased irregularly from *** percent to *** percent. During 2022 to 2024, the market share of subject imports from Mexico Thailand, and Vietnam decreased by ***, ***, and *** percentage points, respectively. Table 4.10 Chassis: Apparent U.S. consumption and market shares based on value, by source and period Value in 1,000 dollars; shares in percent Source Measure 2022 2023 2024 U.S. producers Value *** *** *** Mexico Value *** *** *** Thailand Value *** *** *** Vietnam Value *** *** *** Subject sources Value *** *** *** Nonsubject sources Value *** *** *** All import sources Value *** *** *** All sources Value *** *** *** U.S. producers Share *** *** *** Mexico Share *** *** *** Thailand Share *** *** *** Vietnam Share *** *** *** Subject sources Share *** *** *** Nonsubject sources Share *** *** *** All import sources Share *** *** *** All sources Share 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Vietnam value data are derived from AUVs of responding U.S. importers for imports from Vietnam. All other data are compiled from U.S. producer and importer questionnaire responses. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 4.24 Figure 4.7 Chassis: Apparent U.S. consumption based on value, by source and period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Vietnam value data are derived from AUVs of responding U.S. importers for imports from Vietnam. All other data are compiled from U.S. producer and importer questionnaire responses. 4.25 A summary view of quantity and average unit value data by source for U.S. producers’ and U.S. importers’ U.S. shipments of complete chassis and of collective subassemblies are presented in figure 4.8. Figure 4.8 Chassis: U.S. producers' and U.S. importers' U.S. shipments by chassis product type, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Vietnam quantity data are based on responding foreign producers' exports to the United States for quantity as adjusted and noted in apparent consumption tables above. 5.1 Part 5: Pricing data Factors affecting prices Raw material costs The primary raw material inputs for chassis and subassemblies are steel and steel components. U.S. producer responses on raw material price trends were mixed while the majority of importers reported that raw material prices were constant or fluctuated down. U.S. producer *** reported that steel prices peaked in 2021, fluctuated in 2022, and ended the period lower than they began in 2024. Importer *** reported that there were raw material and component shortages in 2020 and 2021 which resulted in severely inflated prices which translated to very high chassis prices during the same period. Importer *** also reported that raw material prices and the prices for chassis have now come down to normal levels. Importer *** reported that supply constraints have caused the price of steel to fluctuate “heavily” since 2022. The price of steel generally decreased from January 2022 to December 2024 (table 5.1 and figure 5.1). Other raw materials and components used in the production of chassis include tires and wheels, gear assemblies, paint, air brake systems, and electrical systems.1 Raw materials as a cost of goods sold (“COGS”) generally decreased from January 2022 to December 2024 but remained the largest share of COGS throughout the period with other factory costs making up the next largest share. 1 Petition, p. 7. 5.2 Figure 5.1 Chassis: Producer price index for hot-rolled steel bars, plates, and structural shapes, by month Source: Source: Federal Reserve Bank of St. Louis; https://fred.stlouisfed.org/series/WPU101704, accessed March 24, 2025. Note: Data series U.S. Bureau of Labor Statistics, Producer Price Index by Commodity for Metals and Metal Products: Hot-Rolled Steel Bars, Plates, and Structural Shapes {WPU101704}. Table 5.1 Chassis: Producer price index for hot-rolled steel bars, plates, and structural shapes, by month Month 2022 2023 2024 January 100.0 93.3 89.4 February 99.8 93.9 91.6 March 101.2 93.3 91.8 April 102.6 94.6 90.5 May 107.1 96.9 89.0 June 108.1 96.3 87.9 July 107.8 94.2 87.3 August 105.2 94.4 86.3 September 102.7 92.0 84.0 October 101.3 90.9 84.2 November 98.1 89.8 82.7 December 95.5 89.2 82.9 Source: Source: Federal Reserve Bank of St. Louis; https://fred.stlouisfed.org/series/WPU101704, accessed March 24, 2025 . Note: Data series U.S. Bureau of Labor Statistics, Producer Price Index by Commodity for Metals and Metal Products: Hot-Rolled Steel Bars, Plates, and Structural Shapes {WPU101704}. 0 10 20 30 40 50 60 70 80 90 100 110 120 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2022 2023 2024 Index (Jan 2022 = 100 percent) Hot-rolled steel bars 5.3 Transportation costs to the U.S. market Transportation costs for chassis shipped from subject countries to the United States averaged 0.7 percent for Mexico, 2.7 percent for Thailand, and 8.6 percent for Vietnam during 2024. These estimates were derived from official import data and represent the transportation and other charges on imports.2 U.S. inland transportation costs The majority of U.S. producers reported that the purchaser arranges transportation of chassis while the majority of importers reported that they typically arrange transportation to their customers. U.S. producers reported that their U.S. inland transportation costs *** while most importers reported costs of ***. Pricing practices Pricing methods U.S. producers and importers reported setting prices using transaction-by-transaction negotiations, contracts, price lists, and other methods to set prices for chassis (table 5.2). Other methods used by U.S. producers to set prices include competitive market intelligence and analysis and a system of submitting bids and quotes for large orders. Table 5.2 Chassis: Count of U.S. producers’ and importers’ reported price setting methods Method U.S. producers Importers Transaction-by-transaction 6 8 Contract 5 1 Set price list 2 1 Other 2 2 Responding firms 7 11 Source: Compiled from data submitted in response to Commission questionnaires. Note: The sum of responses down may not add up to the total number of responding firms as each firm was instructed to check all applicable price setting methods employed. 2 The estimated transportation costs were obtained by subtracting the customs value from the c.i.f. value of the imports for 2024 and then dividing by the customs value based on the HTS statistical reporting numbers 8716.39.0090 and 8716.90.5060. The primary HTS numbers are broad categories that include large amounts of out-of-scope merchandise. 5.4 U.S. producers reported selling the majority of chassis in the spot market while importers reported selling the majority of chassis under short-term contracts (table 5.3). Table 5.3 Chassis: U.S. producers’ and importers’ shares of commercial U.S. shipments by type of sale, 2024 Share in percent Type of sale U.S. producers Subject importers Long-term contracts *** *** Annual contracts *** *** Short-term contracts *** *** Spot sales *** *** Total 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Because of rounding, figures may not add to the totals shown. The majority of U.S. producers that reported selling chassis under short-term contracts reported that they fix both prices and quantities, do not renegotiate prices, and do not fix prices to raw material costs. U.S. producers reported that short-term contracts typically last between 30 and 90 days. Half of responding U.S. producers that reported selling chassis under annual contracts reported that they fix both prices and quantities, do not renegotiate prices, and do not fix prices to raw material costs. The majority of U.S. producers that reported selling chassis under long-term contracts reported that they do not fix prices and quantities, renegotiate prices, and do not index prices to raw material costs. U.S. producers reported that long-term contracts typically last over a year but less than a year and a half. The majority of importers that reported selling chassis under short-term contracts reported that they fix price and quantity, renegotiate prices and do not index prices to raw material cost. Importers reported that short-term contracts typically last between 60 and 120 days. Both importers that reported selling chassis under annual contracts reported fixing both prices and quantities; one reported that it did not renegotiate prices, and none reported they indexing prices to raw material costs. Sales terms and discounts U.S. producers and importers typically quote prices on an f.o.b. basis. Producers reported offering quantity discounts while importers reported offering quantity discounts and total volume discounts. 5.5 Price data The Commission requested U.S. producers and importers to provide quarterly data for the total quantity and f.o.b. value of the following chassis products shipped to unrelated U.S. customers during January 2022 to December 2024. Product 1.--Unused (“non-remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features Product 2.--Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features Product 3.--Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features Product 4.--Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features Six U.S. producers and four importers provided usable pricing data for sales of the requested products, although not all firms reported pricing for all products for all quarters.3 4 Pricing data reported by these firms accounted for approximately *** percent of U.S. producers’ U.S. shipments of chassis, *** percent of U.S. shipments of subject imports from Mexico and *** percent of U.S. shipments of subject imports from Vietnam in 2024.5 Price data for products 1 to 4 are presented in tables 5.4 to 5.7 and figures 5.2 to 5.5. 3 Per-unit pricing data are calculated from total quantity and total value data provided by U.S. producers and importers. The precision and variation of these figures may be affected by rounding, limited quantities, and producer or importer estimates. 4 CIE Manufacturing reported pricing data for products where the chassis frames had been manufactured in Thailand and assembled in the United States. This data is not presented in either the U.S. producer data or importer data in this chapter. These data are presented separately in this chapter and combined with producer data and importer data in Appendix G. 5 Pricing coverage is based on U.S. shipments reported in questionnaires. 5.6 Table 5.4 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 1 and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent. Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin CIE (assembled from Thai frames) price CIE (assembled from Thai frames) quantity CIE (assembled from Thai frames) margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Period Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** 2022 Q2 *** *** *** 2022 Q3 *** *** *** 2022 Q4 *** *** *** 2023 Q1 *** *** *** 2023 Q2 *** *** *** 2023 Q3 *** *** *** 2023 Q4 *** *** *** 2024 Q1 *** *** *** 2024 Q2 *** *** *** 2024 Q3 *** *** *** 2024 Q4 *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 1: Unused (“non‐remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.7 Figure 5.2 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 1, by source and quarter Price of product 1 * * * * * * * Volume of product 1 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 1: Unused (“non‐remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. 5.8 Table 5.5 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 2 and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent. Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin CIE (assembled from Thai frame) price CIE (assembled from Thai frame) quantity CIE (assembled from Thai frame) margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Period Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** 2022 Q2 *** *** *** 2022 Q3 *** *** *** 2022 Q4 *** *** *** 2023 Q1 *** *** *** 2023 Q2 *** *** *** 2023 Q3 *** *** *** 2023 Q4 *** *** *** 2024 Q1 *** *** *** 2024 Q2 *** *** *** 2024 Q3 *** *** *** 2024 Q4 Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 2: Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.9 Figure 5.3 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 2, by source and quarter Price of product 2 * * * * * * * Volume of product 2 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 2: Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.10 Table 5.6 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 3 and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent. Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin CIE (assembled from Thai frame) price CIE (assembled from Thai frame) quantity CIE (assembled from Thai frame) margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Period Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** 2022 Q2 *** *** *** 2022 Q3 *** *** *** 2022 Q4 *** *** *** 2023 Q1 *** *** *** 2023 Q2 *** *** *** 2023 Q3 *** *** *** 2023 Q4 *** *** *** 2024 Q1 *** *** *** 2024 Q2 *** *** *** 2024 Q3 *** *** *** 2024 Q4 *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 3: Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.11 Figure 5.4 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 3, by source and quarter Price of product 3 * * * * * * * Volume of product 3 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 3: Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.12 Table 5.7 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 4 and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent. Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin CIE (assembled from Thai frame) price CIE (assembled from Thai frame) quantity CIE (assembled from Thai frame) margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Period Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** 2022 Q2 *** *** *** 2022 Q3 *** *** *** 2022 Q4 *** *** *** 2023 Q1 *** *** *** 2023 Q2 *** *** *** 2023 Q3 *** *** *** 2023 Q4 *** *** *** 2024 Q1 *** *** *** 2024 Q2 *** *** *** 2024 Q3 *** *** *** 2024 Q4 *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 4: Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.13 Figure 5.5 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 4, by source and quarter Price of product 4 * * * * * * * Volume of product 4 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 4: Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features 5.14 Price trends In general, prices increased during January 2022 to December 2024. Table 5.8 summarizes the price trends, by country and by product. As shown in the table, domestic price increases ranged from *** to *** percent during January 2022 to December 2024 while import price increases ranged from *** to *** percent.6 Table 5.8 Chassis: Summary of price data, by product and source, January 2022 to December 2024 Quantity in units, price in dollars per unit Product Source Number of quarters Quantity of shipments Low price High price First quarter price Last quarter price Percent change in price over period Product 1 United States 12 *** *** *** *** *** *** Product 1 Mexico 12 *** *** *** *** *** *** Product 1 CIE (assembled from Thai frames) 11 *** *** *** *** *** *** Product 1 Vietnam 6 *** *** *** *** *** *** Product 2 United States 12 *** *** *** *** *** *** Product 2 Mexico 7 *** *** *** *** *** *** Product 2 CIE (assembled from Thai frames) 5 *** *** *** *** *** *** Product 2 Vietnam 1 *** *** *** *** *** *** Product 3 United States 12 *** *** *** *** *** *** Product 3 Mexico 6 *** *** *** *** *** *** Product 3 CIE (assembled from Thai frames) 6 *** *** *** *** *** *** Product 3 Vietnam 2 *** *** *** *** *** *** Product 4 United States 12 *** *** *** *** *** *** Product 4 Mexico 12 *** *** *** *** *** *** Product 4 CIE (assembled from Thai frames) — *** *** *** *** *** *** Product 4 Vietnam 4 *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Percent change column is percentage change from the first quarter 2022 to the last quarter in 2024. 6 CIE data is excluded from the description of these trends as its products are of mixed origins. 5.15 Figure 5.6 Chassis: Indexed U.S. producer prices, by quarter * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Table 5.9 Chassis: Indexed U.S. producer prices, by quarter Index in percent, 2022 Q1= 100.0 percent Period Product 1 Product 2 Product 3 Product 4 2022 Q1 100.0 100.0 100.0 100.0 2022 Q2 *** *** *** *** 2022 Q3 *** *** *** *** 2022 Q4 *** *** *** *** 2023 Q1 *** *** *** *** 2023 Q2 *** *** *** *** 2023 Q3 *** *** *** *** 2023 Q4 *** *** *** *** 2024 Q1 *** *** *** *** 2024 Q2 *** *** *** *** 2024 Q3 *** *** *** *** 2024 Q4 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 5.16 Figure 5.7 Chassis: Indexed U.S. importer prices, by quarter * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Table 5.10 Chassis: Indexed subject U.S. importer prices, by quarter Index in percent, 2022 Q1= 100.0 percent Period Product 1 Product 2 Product 3 Product 4 2022 Q1 100.0 100.0 100.0 100.0 2022 Q2 *** *** *** *** 2022 Q3 *** *** *** *** 2022 Q4 *** *** *** *** 2023 Q1 *** *** *** *** 2023 Q2 *** *** *** *** 2023 Q3 *** *** *** *** 2023 Q4 *** *** *** *** 2024 Q1 *** *** *** *** 2024 Q2 *** *** *** *** 2024 Q3 *** *** *** *** 2024 Q4 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 5.17 Figure 5.8 Chassis: Indexed U.S. importer prices, by quarter * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Table 5.11 Chassis: Indexed subject U.S. importer prices, by quarter Index in percent, 2022 Q1= 100.0 percent Period Product 1 Product 2 Product 3 Product 4 2022 Q1 100.0 — — — 2022 Q2 *** *** *** *** 2022 Q3 *** *** *** *** 2022 Q4 *** *** *** *** 2023 Q1 *** *** *** *** 2023 Q2 *** *** *** *** 2023 Q3 *** *** *** *** 2023 Q4 *** *** *** *** 2024 Q1 *** *** *** *** 2024 Q2 *** *** *** *** 2024 Q3 *** *** *** *** 2024 Q4 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 5.18 Price comparisons As shown in table 5.12, prices for product imported from subject countries were below those of U.S.- produced product in 40 of 50 instances (*** units); margins of underselling ranged from *** to *** percent. In the remaining 10 instances (*** units), prices from subject countries were *** to *** percent above prices for the domestic product. The *** majority of underselling in terms of both instances and volume occurred for imports from Mexico (table 5.13). The instances and the quantities of underselling decreased from 2022 to 2024 as shipment volumes declined sharply (table 5.14). Table 5.12 Chassis: Instances of underselling and overselling and the range and average of margins, by product Quantity in units; margin in percent Product Type Number of quarters Quantity Average margin Min margin Max margin Product 1 Underselling 13 *** *** *** *** Product 2 Underselling 5 *** *** *** *** Product 3 Underselling 8 *** *** *** *** Product 4 Underselling 14 *** *** *** *** Total, all products Underselling 40 *** *** *** *** Product 1 Overselling 5 *** *** *** *** Product 2 Overselling 3 *** *** *** *** Product 3 Overselling — *** *** *** *** Product 4 Overselling 2 *** *** *** *** Total, all products Overselling 10 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. 5.19 Table 5.13 Chassis: Instances of underselling and overselling and the range and average of margins, by source Quantity in units; margin in percent Source Type Number of quarters Quantity Average margin Min margin Max margin Mexico Underselling 29 *** *** *** *** Thailand Underselling — *** *** *** *** Vietnam Underselling 11 *** *** *** *** All subject sources Underselling 40 *** *** *** *** Mexico Overselling 8 *** *** *** *** Thailand Overselling — *** *** *** *** Vietnam Overselling 2 *** *** *** *** All subject sources Overselling 10 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. Table 5.14 Chassis: Instances of underselling and overselling and the range and average of margins, by year Quantity in units; margin in percent Year Type Number of quarters Quantity Average margin Min margin Max margin 2022 Underselling 20 *** *** *** *** 2023 Underselling 11 *** *** *** *** 2024 Underselling 9 *** *** *** *** Total, all years Underselling 40 *** *** *** *** 2022 Overselling 1 *** *** *** *** 2023 Overselling — *** *** *** *** 2024 Overselling 9 *** *** *** *** Total, all years Overselling 10 *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. Lost sales and lost revenue The Commission requested that U.S. producers of chassis report purchasers with which they experienced instances of lost sales or revenue due to competition from imports of chassis from Mexico during January 2022 to December 2024. Of the eight responding U.S. producers, seven reported that they had to reduce prices, two reported that they had to roll back 5.20 announced price increases, and six firms reported that they had lost sales.7 Two U.S. producers submitted lost sales and lost revenue allegations. The two responding U.S. producers identified nine firms with which they lost sales or revenue (consisting of 6 lost sales allegations and three lost sale and lost revenue allegations). U.S. producer *** reported that it had lost sales and revenue to imports from both Thailand and Mexico, while U.S. producer *** reported that it had lost sales to imports from Thailand. Staff contacted nine purchasers and received responses from four purchasers. Responding purchasers reported purchasing *** chassis during January 2022 to December 2024 (table 5.15). During 2024, responding purchasers purchased *** percent of chassis from U.S. producers and *** percent of chassis from Mexico. Purchasers were asked about changes in their purchasing patterns from different sources since 2022. Of the responding purchasers, two reported steadily decreasing purchases of chassis from domestic producers, one reported that purchases from domestic producers fluctuated down, and one reported that purchases steadily increased. Purchasers reported that purchases from Mexico and Thailand had steadily decreased over the same period. Purchasers *** reported that they decreased purchases due to a decreased demand for chassis. Purchaser *** reported that it had purchased used U.S. produced 53-foot chassis to be able to further participate in the intermodal (railroad) segment of the logistics market. Purchaser *** reported that its purchases of Mexican chassis are generally tied to specific requirements in the Southwest of the United States as Mexican chassis are at a geographic disadvantage for the Eastern and Midwestern regions of the United States. All four responding purchasers reported that, since 2022, they had purchased imported chassis from Mexico, Thailand, and/or Vietnam instead of U.S.-produced product. Two of these purchasers reported that subject import prices were lower than U.S.-produced product, and none of these purchasers reported that price was a primary reason for the decision to purchase imported product rather than U.S.-produced product (table 5.16). Purchasers identified the reputation for equipment to meet quality, the importers’ ability to meet delivery timelines, and a lack of capacity for U.S. producers to supply new chassis in time to meet customer demand as non-price reasons for purchasing imported rather than U.S.-produced product. None of the responding purchasers reported that U.S. producers had reduced prices in order to compete with lower-priced imports from Mexico, Thailand, or Vietnam (table 5.17). 7 *** did not provide responses to these questions in their U.S. producer questionnaire. 5.21 Table 5.15 Chassis: Purchasers’ reported purchases and imports, by firm and source Quantity in units, share in percent Purchaser Domestic quantity Subject quantity All other quantity Change in domestic share Change in subject country share *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** All firms *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: All other includes all other sources and unknown sources. Change is the percentage point change in the share of the firm’s total purchases of domestic and/or subject country imports between first and last years. Table 5.16 Chassis: Purchasers’ responses to purchasing subject imports instead of domestic product, by firm Quantity in units Purchaser Purchased subject imports instead of domestic Imports priced lower Choice based on price Quantity Explanation *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** All firms Yes--4; No-- 0 Yes--2; No--2 Yes--0; No--4 *** NA Source: Compiled from data submitted in response to Commission questionnaires. 5.22 Table 5.17 Chassis: Purchasers’ responses to U.S. producer price reductions, by firm Purchaser Reported producers lowered prices Estimated percent of U.S. price reduction Explanation *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** All firms Yes--0; No--3 *** NA Source: Compiled from data submitted in response to Commission questionnaires. 6.1 Part 6: Financial experience of U.S. producers Background1 Seven U.S. producers (Cheetah, Hercules, PIC, Pitts, Pratt, Pro Haul, and Stoughton) provided usable financial results on their chassis operations. All responding U.S. producers reported financial data on a calendar year basis.2 Six of the responding U.S. producers provided their financial data on the basis of GAAP.3 Financial trends of U.S. producers reflect the dramatic drop in apparent consumption for chassis, especially from 2023 to 2024 (all seven U.S. producers reported net sales declines). The magnitude of net sales declines varied among individual producers, with *** experiencing the largest net sales decline and moved from being the largest U.S. producer in 2022 and 2023 to one of the smaller U.S. producers in 2024. *** became the largest U.S. producer in 2024 and represented *** percent of total net sales quantity.4 The vast majority of net sales consist of commercial sales (***).5 6 Non-commercial sales are included but not presented separately in this section of the report.7 Figure 6.1 presents each responding firm’s share of the total reported net sales quantity in 2024. 1 The following abbreviations are used in the tables and/or text of this section: generally accepted accounting principles (“GAAP”), fiscal year (“FY”), net sales (“NS”), cost of goods sold (“COGS”), selling, general, and administrative expenses (“SG&A expenses”), average unit values (“AUVs”), research and development expenses (“R&D expenses”), return on assets (“ROA”), and January 1, 2022 to December 31, 2024 (“period examined” or “POI”). 2 All responding U.S. producers’ fiscal year ends on or around December 31 (***). 3 One company (***) reported its financial results in accordance with International Financial Reporting Standards (IFRS). 4 The shift in the largest U.S. producer from *** is mostly the result of *** sales dropping dramatically by *** percent from 2022 to 2024 while *** sales volume declined at a much slower rate (*** percent during this period). 5 Commercial sales are made up of domestic sales during the period examined. 6 *** transfers to related firms ranged from *** percent of total net sales quantity from 2022 to 2024. 7 ***. 6.2 Figure 6.1 Chassis: U.S. producers’ share of net sales quantity in 2024, by firm * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. 6.3 Operations on chassis Table 6.1 presents aggregated data on U.S. producers’ operations in relation to chassis, while table 6.2 presents corresponding changes in AUVs.8 Table 6.3 presents selected company- specific financial data. Table 6.1 Chassis: U.S. producers’ results of operations, by item and period Quantity in units; value in 1,000 dollars; ratios in percent Item Measure 2022 2023 2024 Total net sales Quantity *** *** *** Total net sales Value *** *** *** COGS: Raw materials Value *** *** *** COGS: Direct labor Value *** *** *** COGS: Other factory Value *** *** *** COGS: Total Value *** *** *** Gross profit or (loss) Value *** *** *** SG&A expenses Value *** *** *** Operating income or (loss) Value *** *** *** Other expense / (income), net Value *** *** *** Net income or (loss) Value *** *** *** Depreciation/amortization Value *** *** *** Cash flow Value *** *** *** COGS: Raw materials Ratio to NS *** *** *** COGS: Direct labor Ratio to NS *** *** *** COGS: Other factory Ratio to NS *** *** *** COGS: Total Ratio to NS *** *** *** Gross profit Ratio to NS *** *** *** SG&A expense Ratio to NS *** *** *** Operating income or (loss) Ratio to NS *** *** *** Net income or (loss) Ratio to NS *** *** *** Table continued. 8 Appendix H presents the financial results of chassis assembler CIE (tables H.1 and H.2) as well as the combined financial results of U.S. producers and assembler financial results (tables H.3 and H.4). 6.4 Table 6.1 (Continued) Chassis: U.S. producers’ results of operations, by item and period Shares in percent; unit values in dollars per unit; count in number of firms reporting Item Measure 2022 2023 2024 COGS: Raw materials Share *** *** *** COGS: Direct labor Share *** *** *** COGS: Other factory Share *** *** *** COGS: Total Share 100.0 100.0 100.0 Total net sales Unit value *** *** *** COGS: Raw materials Unit value *** *** *** COGS: Direct labor Unit value *** *** *** COGS: Other factory Unit value *** *** *** COGS: Total Unit value *** *** *** Gross profit or (loss) Unit value *** *** *** SG&A expenses Unit value *** *** *** Operating income or (loss) Unit value *** *** *** Net income or (loss) Unit value *** *** *** Operating losses Count *** *** *** Net losses Count *** *** *** Data Count 7 7 7 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares represent the share of COGS. 6.5 Table 6.2 Chassis: Changes in AUVs between comparison periods Changes in percent Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲*** ▲*** ▲*** COGS: Raw materials ▲*** ▲*** ▼*** COGS: Direct labor ▲*** ▲*** ▲*** COGS: Other factory ▲*** ▲*** ▲*** COGS: Total ▲*** ▲*** ▲*** Table continued. Table 6.2 (Continued) Chassis: Changes in AUVs between comparison periods Changes in dollars per unit Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲*** ▲*** ▲*** COGS: Raw materials ▲*** ▲*** ▼*** COGS: Direct labor ▲*** ▲*** ▲*** COGS: Other factory ▲*** ▲*** ▲*** COGS: Total ▲*** ▲*** ▲*** Gross profit or (loss) ▼*** ▲*** ▼*** SG&A expense ▲*** ▲*** ▲*** Operating income or (loss) ▼*** ▲*** ▼*** Net income or (loss) ▼*** ▲*** ▼*** Source: Compiled from data submitted in response to Commission questionnaires. Note: Percentages and unit values shown as “0.0” represent values greater than zero, but less than “0.05”. Period changes preceded by a “▲” represent an increase, while period changes preceded by a “▼” represent a decrease. 6.6 Table 6.3 Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Net sales quantity Quantity in units Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Net sales value Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period COGS Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.7 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Gross profit or (loss) Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period SG&A expenses Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Operating income or (loss) Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.8 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Net income or (loss) Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period COGS to net sales ratio Ratios in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Gross profit or (loss) to net sales ratio Ratios in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.9 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period SG&A expenses to net sales ratio Ratios in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Operating income or (loss) to net sales ratio Ratios in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Net income or (loss) to net sales ratio Ratios in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.10 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit net sales value Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit raw material costs Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit direct labor costs Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.11 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit other factory costs Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit COGS Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit gross profit or (loss) Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. 6.12 Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit SG&A expenses Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit operating income or (loss) Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Table continued. Table 6.3 (Continued) Chassis: U.S. producers’ sales, costs/expenses, and profitability, by firm and period Unit net income or (loss) Unit values in dollars per unit Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 6.13 Note: Shares and ratios shown as “0.0” represent values greater than zero, but less than “0.05” percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—”. Net sales As presented in table 6.1, net sales quantity and value decreased irregularly from 2022 to 2024. As shown in tables 6.3, ***.9 The remaining six responding U.S. producers also experienced net sales volume and value declines from 2023 to 2024 but at lower magnitudes. The *** in 2024 reported the lowest level of net sales decline for the industry over the period for which data were collected (*** percent in quantity and *** percent in value). Table 6.1 shows that the average net sales unit value of chassis increased from 2022 to 2024. As shown in table 6.3, all seven U.S. producers reported increasing net sales AUVs from 2022 to 2024. The lowest net sales AUV was reported by *** while *** percent of total COGS. Raw material costs decreased irregularly in absolute value and decreased consistently as a ratio to net sales. The average unit raw material costs for chassis decreased irregularly from $*** per unit in 2022 to $*** per unit in 2023, before declining to $*** in 2024. Table 6.3 presents company-specific raw material cost AUVs, with variations partially attributable to the size and customization of chassis sold and the volume of sales. Running gear components made up the largest raw material cost item, followed by steel for fabrication and fabricated steel components. Table 6.4 presents raw materials, by type.10 9 Stoughton testified that it was able to increase sales of chassis “to a certain extent in 2022 and 2023 {after capacity expansion that was completed in 2021}), but lost orders for “around 3,000 units, totaling more than $59 million” since 2023.” Conference transcript, pp. 22-23 (Wahlin). 10 No U.S. producer reported purchasing inputs from related entities. 6.14 Table 6.4 Chassis: U.S. producers’ raw material costs in 2024 Value in 1,000 dollars; share of value in percent Item Value Share of value Steel for fabrication *** *** Fabricated steel components *** *** Running gear components *** *** Electrical gear components *** *** Other material inputs *** *** All raw materials *** 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Other factory costs accounted for the second largest share of total COGS, and decreased irregularly in total value, increased irregularly as a ratio to net sales, and increased consistently on a per-unit value basis from 2022 to 2024 (reflecting the changes in sales volume).11 The decrease in other factory costs is driven by the large sales decline in 2023 and 2024, with the decreases per-unit and as a share of net sales being attributable to fixed costs spread over a smaller volume of production and sales (the less chassis produced and sold, the higher the fixed cost per unit and as a share of net sales). Direct labor costs, which accounted for the smallest share of total COGS, followed the same trends as other factory costs, decreasing irregularly in total value, increasing irregularly as a ratio to net sales, and increasing consistently per-unit from 2022 to 2024. Direct labor trends are driven by similar reasons as other factory costs and reflect the changes in production and sales volume (e.g., the lower the production, the higher fixed cost per unit). As presented in table 6.1, total COGS irregularly decreased while the ratio of COGS to net sales increased irregularly from 2022 to 2024 for the same reasons noted above. The AUVs of total COGS increased consistently during this period, reflecting the previously discussed increases in per-unit raw materials, direct labor, and other factory costs (decreased production and sales, with selling prices per-unit increasing less than COGS items). Table 6.1 shows that the U.S. industry reported a gross profit in 2022 before declining to increasing gross losses in 2023 and 2024 (driven by COGS increasing more than sales prices). The positive gross profit in 2022 mostly reflects sales prices increasing at a faster rate than increases in COGS. 11 *** was unable to provide other factory costs breakouts, but was able to provide raw material and direct labor costs and its financial results have been included in the data. *** net sales quantity and value accounted for *** percent or less of the total chassis industry net sales. 6.15 Table 6.1 shows that gross profits declined irregularly over the period for which data were collected, increasing from *** in 2022 to *** in 2023 before decreasing dramatically to *** in 2024. Gross margins (total gross profit divided by total net sales) and per-unit gross profit declined irregularly from 2022 to 2024. Gross profit trends reflect the changes sales volume, the sales prices, and total COGS (year to year gross profit trends varied). From 2022 to 2023, U.S. producers sold more chassis at prices higher than the increases in COGS, resulting in higher gross profit in 2023 compared to 2022. However, the opposite trend occurred from 2023 to 2024, U.S. producers sold less units at prices not high enough to offset increases in total COGS (mostly other factory costs being spread over lower production level). SG&A expenses and operating income or loss As presented in table 6.1, U.S. producers’ total SG&A expenses decreased irregularly (mostly reflective of the changes in net sales volume) while SG&A expense ratios (i.e., total SG&A expenses divided by net sales) and per-unit SG&A expenses increased consistently from 2022 to 2024. On a company-specific basis (table 6.3), *** reported the highest SG&A expense ratios in 2024, driven mostly by dramatic declines in sales orders.12 Table 6.1 shows that U.S. producers’ operating income declined irregularly from 2022 to 2024. Operating margins (i.e., operating income divided by net sales) and per-unit operating income both increased irregularly from 2022 to 2024. The pattern of operating results primarily reflects the factors impacting financial results at the gross levels (i.e., highest operating income in 2023 was the result of COGS being lower than net sales). The U.S. industry’s negative operating income in 2024 reflects sales revenues being lower than operating costs as well as operating costs being spread over a much lower production volume. 12 In addition, *** reported nonrecurring expenses of *** related to ***, all classified as ***. 6.16 All other expenses and net income or loss Classified below the operating income level are interest expenses, other expenses, and other income. In table 6.1, these items are aggregated with the net amount shown. All other expenses/income, net declined irregularly from 2022 to 2024.13 14 Net income followed a somewhat similar pattern as operating income, with the U.S. industry reporting net income decreasing irregularly from 2022 to 2024 (increasing from *** in 2022 to *** in 2023, before declining to *** in 2024).15 13 *** reported nonrecurring expenses of *** from ***, all classified as all other expenses. 14 *** reported nonrecurring expense of *** in 2022 *** classified as interest expenses. 15 A variance analysis is not shown due to the large variety of product mixes and cost structures among the reporting firms. 6.17 Capital expenditures and research and development expenses Table 6.5 presents capital expenditures, by firm, and table 6.7 presents R&D expenses, by firm. Tables 6.6 and 6.8 present the firms’ narrative explanations of the nature, focus, and significance of their capital expenditures and R&D expenses, respectively. Table 6.5 Chassis: U.S. producers’ capital expenditures, by firm and period Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table 6.6 Chassis: U.S. producers’ narrative descriptions of their capital expenditures, by firm Firm Narrative on capital expenditures Cheetah *** Hercules *** PIC *** Pitts *** Pratt Industries *** Pro Haul *** Stoughton *** Source: Compiled from data submitted in response to Commission questionnaires. 6.18 Table 6.7 Chassis: U.S. producers’ R&D expenses, by firm and period Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table 6.8 Chassis: U.S. producers’ narrative descriptions of their R&D expenses, by firm Firm Narrative on R&D expenses Cheetah *** Hercules *** PIC *** Pratt Industries *** Pro Haul *** Stoughton *** Source: Compiled from data submitted in response to Commission questionnaires. 6.19 Assets and return on assets Table 6.9 presents data on the U.S. producers’ total assets while table 6.10 presents their operating ROA.16 Table 6.11 presents U.S. producers’ narrative responses explaining their major asset categories and any significant changes in asset levels over time. Table 6.9 Chassis: U.S. producers’ total net assets, by firm and period Value in 1,000 dollars Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table 6.10 Chassis: U.S. producers’ ROA, by firm and period Ratio in percent Firm 2022 2023 2024 Cheetah *** *** *** Hercules *** *** *** PIC *** *** *** Pitts *** *** *** Pratt Industries *** *** *** Pro Haul *** *** *** Stoughton *** *** *** All firms *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 16 The operating ROA is calculated as operating income divided by total assets. With respect to a firm’s overall operations, the total asset value reflects an aggregation of a number of assets which are generally not product specific. Thus, high-level allocations are generally required in order to report a total asset value on a product-specific basis. 6.20 Table 6.11 Chassis: U.S. producers’ narrative descriptions of their total net assets, by firm Firm Narrative on assets Cheetah *** Hercules *** PIC *** Pro Haul *** Stoughton *** Source: Compiled from data submitted in response to Commission questionnaires. 6.21 Capital and investment The Commission requested U.S. producers of chassis to describe any actual or potential negative effects of imports of chassis from Mexico, Thailand, and/or Mexico on their firms’ growth, investment, ability to raise capital, development and production efforts, or the scale of capital investments. Table 6.12 presents the number of firms reporting an impact in each category and table 6.13 provides the U.S. producers’ narrative responses. Table 6.12 Chassis: Count of firms indicating actual and anticipated negative effects of imports from subject sources on investment, growth, and development since January 1, 2022, by effect Number of firms reporting Effect Category Count Cancellation, postponement, or rejection of expansion projects Investment 5 Denial or rejection of investment proposal Investment 0 Reduction in the size of capital investments Investment 3 Return on specific investments negatively impacted Investment 6 Other investment effects Investment 2 Any negative effects on investment Investment 7 Rejection of bank loans Growth 1 Lowering of credit rating Growth 2 Problem related to the issue of stocks or bonds Growth 0 Ability to service debt Growth 2 Other growth and development effects Growth 4 Any negative effects on growth and development Growth 6 Anticipated negative effects of imports Future 7 Source: Compiled from data submitted in response to Commission questionnaires. 6.22 Table 6.13 Chassis: U.S. producers’ narratives relating to actual and anticipated negative effects of imports on investment, growth, and development, since January 1, 2022, by firm and effect Item Firm name and narrative on impact of imports Cancellation, postponement, or rejection of expansion projects *** Cancellation, postponement, or rejection of expansion projects *** Cancellation, postponement, or rejection of expansion projects *** Cancellation, postponement, or rejection of expansion projects *** Reduction in the size of capital investments *** Reduction in the size of capital investments *** Return on specific investments negatively impacted *** Return on specific investments negatively impacted *** Return on specific investments negatively impacted *** Return on specific investments negatively impacted *** Return on specific investments negatively impacted *** Other negative effects on investments *** Other negative effects on investments *** 6.23 Item Firm name and narrative on impact of imports Rejection of bank loans *** Lowering of credit rating *** Ability to service debt *** Ability to service debt *** Other effects on growth and development *** Other effects on growth and development *** Other effects on growth and development *** Other effects on growth and development *** Anticipated effects of imports *** Anticipated effects of imports *** Anticipated effects of imports *** Anticipated effects of imports *** Anticipated effects of imports *** Anticipated effects of imports *** 6.24 Item Firm name and narrative on impact of imports Anticipated effects of imports *** Source: Compiled from data submitted in response to Commission questionnaires. 7.1 Threat considerations and information on nonsubject countries Section 771(7)(F)(ⅰ) of the Act (19 U.S.C. § 1677(7)(F)(ⅰ)) provides that— In determining whether an industry in the United States is threatened with material injury by reason of imports (or sales for importation) of the subject merchandise, the Commission shall consider, among other relevant economic factors1-- (I) if a countervailable subsidy is involved, such information as may be presented to it by the administering authority as to the nature of the subsidy (particularly as to whether the countervailable subsidy is a subsidy described in Article 3 or 6.1 of the Subsidies Agreement), and whether imports of the subject merchandise are likely to increase, (II) any existing unused production capacity or imminent, substantial increase in production capacity in the exporting country indicating the likelihood of substantially increased imports of the subject merchandise into the United States, taking into account the availability of other export markets to absorb any additional exports, (III) a significant rate of increase of the volume or market penetration of imports of the subject merchandise indicating the likelihood of substantially increased imports, (IV) whether imports of the subject merchandise are entering at prices that are likely to have a significant depressing or suppressing effect on domestic prices, and are likely to increase demand for further imports, (V) inventories of the subject merchandise, 1 Section 771(7)(F)(ⅱ) of the Act (19 U.S.C. § 1677(7)(F)(ⅱ)) provides that “The Commission shall consider {these factors} . . . as a whole in making a determination of whether further dumped or subsidized imports are imminent and whether material injury by reason of imports would occur unless an order is issued or a suspension agreement is accepted under this title. The presence or absence of any factor which the Commission is required to consider . . . shall not necessarily give decisive guidance with respect to the determination. Such a determination may not be made on the basis of mere conjecture or supposition.” 7.2 (VI) the potential for product-shifting if production facilities in the foreign country, which can be used to produce the subject merchandise, are currently being used to produce other products, (VII) in any investigation under this title which involves imports of both a raw agricultural product (within the meaning of paragraph (4)(E)(ⅳ)) and any product processed from such raw agricultural product, the likelihood that there will be increased imports, by reason of product shifting, if there is an affirmative determination by the Commission under section 705(b)(1) or 735(b)(1) with respect to either the raw agricultural product or the processed agricultural product (but not both), (VIII) the actual and potential negative effects on the existing development and production efforts of the domestic industry, including efforts to develop a derivative or more advanced version of the domestic like product, and (IX) any other demonstrable adverse trends that indicate the probability that there is likely to be material injury by reason of imports (or sale for importation) of the subject merchandise (whether or not it is actually being imported at the time).2 Information on the nature of the alleged subsidies was presented earlier in this report; information on the volume and pricing of imports of the subject merchandise is presented in Parts 4 and 5; and information on the effects of imports of the subject merchandise on U.S. producers’ existing development and production efforts is presented in Part 6. Information on inventories of the subject merchandise; foreign producers’ operations, including the potential for “product-shifting;” any other threat indicators, if applicable; and any dumping in third- country markets, follows. Also presented in this section of the report is information obtained for consideration by the Commission on nonsubject countries. 2 Section 771(7)(F)(iii) of the Act (19 U.S.C. § 1677(7)(F)(iii)) further provides that, in antidumping investigations, “. . . the Commission shall consider whether dumping in the markets of foreign countries (as evidenced by dumping findings or antidumping remedies in other WTO member markets against the same class or kind of merchandise manufactured or exported by the same party as under investigation) suggests a threat of material injury to the domestic industry.” 7.3 Subject countries The Commission issued foreign producers’ or exporters’ questionnaires to 17 firms believed to produce and/or export chassis from Mexico, Thailand, and Vietnam.3 Usable responses to the Commission’s questionnaire were received from eight firms in total, including what is believed to be the largest producer in Mexico, both Thai producers that are believed to account for virtually all exports of chassis and subassemblies to the United States, and all four Vietnamese producers identified in the petition.4 Table 7.1 presents the number of producers/exporters that responded to the Commission’s questionnaire, their estimated share of total production of chassis within the subject country, and their estimated exports to the United States as a share of U.S. imports, by each subject country in 2024. Table 7.1 Chassis: Number of responding producers/exporters, approximate share of production, and exports to the United States as a share of U.S. imports, by subject foreign industry, 2024 Subject foreign industry Number of responding firms Approximate share of production (percent) Exports as a share of U.S. imports from subject country (percent) Mexico 2 *** *** Thailand 2 *** *** Vietnam 4 *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Approximate share of production is the sum of self-reported responses to share of country production in foreign producer questionnaire submissions. Exports as a share of U.S. imports calculated by dividing the foreign producer questionnaire data for exports to the U.S. by imports as presented in table 4.2. 3 These firms were identified through a review of information submitted in the petition and presented in third-party sources. 4 One firm, ***, confirmed that it manufactures subject merchandise, but sent a letter declining to participate in these investigations, and one firm, ***, submitted a certified response that it had not produced or exported subject merchandise to the United States since January 1, 2022. 7.4 Table 7.2 presents information on the chassis operations of the responding subject producers/exporters in 2024, by firm and table 7.3 presents summary information on the subject foreign industries in 2024.5 Table 7.2 Chassis: Summary data on responding subject foreign producers in 2024, by firm Producer and (subject foreign industry) Production (units) Share of reported production (percent) Exports to the United States (units) Share of reported exports to the United States (percent) Total shipments (units) Share of firm's total shipments exported to the United States (percent) Mexico: GG Trailers *** *** *** *** *** *** Mexico: Hyundai Mexico *** *** *** *** *** *** Thailand: Dee Siam *** *** *** *** *** *** Thailand: Panus *** *** *** *** *** *** Vietnam: Asean *** *** *** *** *** *** Vietnam: Kotinochi *** *** *** *** *** *** Vietnam: Tan Thanh *** *** *** *** *** *** Vietnam: Thaco *** *** *** *** *** *** All individual producers *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: On May 23, 2023, CBP found that Pitts was knowingly importing finished chassis comprised of numerous Chinese Origin subassemblies and/or subassembly components into the United States as a product of Vietnam only, without disclosing China as the Country of Origin of the components, and without identifying the chassis as having Chinese Origin components, subject to the Orders. Inspected chassis listed THACO Special Vehicles Manufacturing Limited Company (“THACO”) as the manufacturing plant. EAPA Case No. 7711 - Notice of Determination as to Evasion, EDIS document 847629, attachment 2355283. On April 25, 2024, CBP determined that substantial evidence does not exist for CBP to determine that Dee Siam transshipped and exported chassis and subassemblies of Chinese-origin through Thailand. EAPA Case No. 7810 - Notice of Determination as to Evasion, EDIS document 847629, attachment 2355282. 5 ***. 7.5 Table 7.3 Chassis: Summary data on subject foreign industries in 2024, by source Subject foreign industry Production (units) Share of reported production (percent) Exports to the United States (units) Share of reported exports to the United States (percent) Total shipments (units) Share of firm's total shipments exported to the United States (percent) Mexico *** *** *** *** *** *** Thailand *** *** *** *** *** *** Vietnam *** *** *** *** *** *** All subject foreign industries *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table 7.4 presents events in the subject countries’ industries since January 1, 2022. Table 7.4 Chassis: Important industry events in the subject foreign industry since 2022 Item Firm: Event Plant openings GG Trailers (Mexico): In August 2022, GG Trailers opens plant in Coahulia, estimated to produce 6,000 container chassis annually. Plant openings THACO (Vietnam): In 2022, THACO opened a new trailer manufacturing plant with a 30,000 unit capacity. Production curtailments CIE (Thailand): In April 2024 CIE Manufacturing reported they scaled back chassis production based on market conditions. Other Panus (Thailand): In March 2022 Panus entered the U.S. market with their first delivery of 150 container chassis semi-trailers. Other Hyundai Translead (Mexico): In October 2023 issued a recall of 562 chassis because the cross-braces sitting above the air brakes of the chassis could have incomplete welding. Source: Panus International, “Thailand’s leading trailer manufacturer successfully enters US market.,” May 5, 2022. https://www.panusinternational.com/thailands-leading-trailer-manufacturer-successfully- enters-us-market-13/; Trailer Body Builders, “Thailand trailer manufacturer Panus enters US market,” July 8, 2022. https://www.trailer-bodybuilders.com/trailers/article/21246238/thailand-trailer-manufacturer- enters-us-market;Transport Topics, “Intermodal Chassis Manufacturers Pull Back on Output,” April 25, 2024. https://www.ttnews.com/articles/intermodal-chassis-output; THACO Industries, “Thaco Trailers Expands Global Reach,” August 28, 2024. https://thacogroup.vn/en/thaco-trailers-expands-global-reach; NHTSA, “Part 573 Safety Recall Report: 23V-685,” October 12, 2023. https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V685-2530.PDF; T21, “GG Trailers opens plant in Coahuila; will produce 6,000 container chassis per year,” August 10, 2022. https://t21.com.mx/terrestre- 2022-08-10-gg-trailers-abre-planta-coahuila-producira-6-mil-chasises-portacontenedores/. 7.6 Changes in operations Subject producers were asked to report any change in the character of their operations or organization relating to the production of chassis since 2022. Seven of eight producers indicated in their questionnaires that they had experienced such changes. The most commonly identified operational change was production curtailments, reported by five producers. Tables 7.5 and 7.6 present the changes identified by subject producers and corresponding narratives. Table 7.5 Chassis: Count of reported changes in operations since January 1, 2022, by change and subject foreign industry Count in number of firms reporting Type of change Mexico Thailand Vietnam Subject producers Plant openings *** *** 2 3 Plant closings *** *** 1 1 Prolonged shutdowns *** *** 0 2 Production curtailments *** *** 1 5 Relocations *** *** 0 0 Expansions *** *** 0 0 Acquisitions *** *** 0 0 Consolidations *** *** 1 1 Weather-related or force majeure events *** *** 1 1 Other *** *** 2 3 Any change *** *** 3 7 Source: Compiled from data submitted in response to Commission questionnaires. 7.7 Table 7.6 Chassis: Reported changes in operations in the subject countries since January 1, 2022, by change, subject foreign industry, and firm Type of change Firm name (subject foreign industry) and accompanying narrative response regarding changes in operations Plant openings *** Plant openings *** Plant closings *** Prolonged shutdowns *** Prolonged shutdowns *** Production curtailments *** Production curtailments *** Production curtailments *** Production curtailments *** 7.8 Type of change Firm name (subject foreign industry) and accompanying narrative response regarding changes in operations Production curtailments *** Consolidations *** Weather- related or force majeure events *** Other *** Other *** Other *** Source: Compiled from data submitted in response to Commission questionnaires. 7.9 Table 7.7 presents anticipated changes in operations identified by subject producers. The responding producers from Mexico and Vietnam noted ***. Table 7.7 Chassis: Reported anticipated changes in operations in the subject countries since January 1, 2022, by change, subject foreign industry, and firm Subject foreign industry and firm name Narrative on anticipated changes in operations *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. 7.10 Installed and practical overall capacity Table 7.8 presents data on subject producers’ installed capacity, practical overall capacity, and practical chassis capacity and production on the same equipment. Installed overall capacity increased from 2022 to 2023 before declining in 2024 for an overall increase of *** percent between 2022 to 2024.6 Practical overall and practical chassis capacity also increased from 2022 to 2023 before declining in 2024, decreasing *** percent and *** percent, respectively, between 2022 to 2024. Both practical overall and chassis production declined between 2022 and 2024, *** percent and *** percent, respectively. During the same period, capacity utilization for installed overall, practical overall, and chassis production declined by ***, ***, and *** percentage points, respectively. Table 7.8 Chassis: Subject producers’ installed and practical capacity and production on the same equipment as in-scope production, by period Capacity and production in units; utilization in percent Item Measure 2022 2023 2024 Installed overall Capacity *** *** *** Installed overall Production *** *** *** Installed overall Utilization *** *** *** Practical overall Capacity *** *** *** Practical overall Production *** *** *** Practical overall Utilization *** *** *** Practical Chassis Capacity *** *** *** Practical Chassis Production *** *** *** Practical Chassis Utilization *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Constraints on capacity Tables 7.9 and 7.10 presents subject producers’ reported production and capacity constraints since January 1, 2022. All eight subject producers reported such constraints. The most common constraint was supply of material inputs, reported by six subject producers, followed by production bottlenecks and storage capacity, each with five responses. 6 In 2024, ***. ***’s foreign producer questionnaire response, section 2.2a. 7.11 Table 7.9 Chassis: Constraints on practical overall capacity, by subject foreign industry Count in number of firms reporting Type of constraint Mexico Thailand Vietnam Subject producers Production bottlenecks *** *** 2 5 Existing labor force *** *** 3 5 Supply of material inputs *** *** 2 6 Fuel or energy *** *** 0 1 Storage capacity *** *** 3 5 Logistics/transportation *** *** 2 2 Other constraints *** *** 2 3 Source: Compiled from data submitted in response to Commission questionnaires. Table 7.10 Chassis: Subject producers’ reported practical overall capacity constraints since January 1, 2022, by constraint and firm Type of constraint Subject foreign industry, firm name, and narrative response on constraints to practical overall capacity Production bottlenecks *** Production bottlenecks *** Production bottlenecks *** Production bottlenecks *** Production bottlenecks *** Existing labor force *** Existing labor force *** Existing labor force *** Existing labor force *** Supply of material inputs *** Supply of material inputs *** Supply of material inputs *** Supply of material inputs *** Supply of material inputs *** 7.12 Type of constraint Subject foreign industry, firm name, and narrative response on constraints to practical overall capacity Supply of material inputs *** Fuel or energy *** Storage capacity *** Storage capacity *** Storage capacity *** Storage capacity *** Storage capacity *** Logistics/transportation *** Other constraints *** Source: Compiled from data submitted in response to Commission questionnaires. Operations on chassis Aggregate chassis operations in the subject countries Table 7.11 presents information on the chassis operations of the responding producers/exporters (aggregate data for all subject foreign industries). Subject producers’ combined capacity decreased irregularly by *** percent from 2022 to 2024 and is projected to increase by *** and *** percent in 2025 and 2026, respectively. Production decreased by *** percent from 2022 to 2024 but is expected to increase by *** and *** percent in 2025 and 2026, respectively. Capacity utilization decreased from *** percent in 2022 to *** percent in 2024 and is expected to increase to *** percent by 2026. Inventory levels decrease by *** percent from 2022 to 2024 and are projected to decline further in 2025 and 2026. 7.13 Exports of chassis to the United States accounted for the majority of subject producers’ shipments. Such exports declined from *** percent of total shipments in 2022 to *** percent in 2024 and are projected to be *** percent in 2026. Exports to all other markets are projected to increase from *** percent in 2024 to *** percent in 2026. Finished chassis accounted for between *** percent and *** percent of chassis exports to the United States during 2022 to 2024 and are projected to account for *** percent by 2026. These data are presented in table 7.12. Table 7.11 Chassis: Data on subject foreign industries, by item and period Quantity in units Item 2022 2023 2024 Projection 2025 Projection 2026 Capacity *** *** *** *** *** Production *** *** *** *** *** End-of-period inventories *** *** *** *** *** Internal consumption *** *** *** *** *** Commercial home market shipments *** *** *** *** *** Home market shipments *** *** *** *** *** Exports to the United States *** *** *** *** *** Exports to all other markets *** *** *** *** *** Export shipments *** *** *** *** *** Total shipments *** *** *** *** *** Table continued. Table 7.11 (Continued) Chassis: Data on subject foreign industries, by period Ratio and share in percent Item 2022 2023 2024 Projection 2025 Projection 2026 Capacity utilization ratio *** *** *** *** *** Inventory ratio to production *** *** *** *** *** Inventory ratio to total shipments *** *** *** *** *** Internal consumption share *** *** *** *** *** Commercial home market shipments share *** *** *** *** *** Home market shipments share *** *** *** *** *** Exports to the United States share *** *** *** *** *** Exports to all other markets share *** *** *** *** *** Export shipments share *** *** *** *** *** Total shipments share 100.0 100.0 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. 7.14 Table 7.12 Chassis: Subject foreign industries exports to the United States, by chassis product type and period Quantity in units Product type 2022 2023 2024 Projection 2025 Projection 2026 Finished chassis *** *** *** *** *** Chassis subassemblies *** *** *** *** *** All chassis *** *** *** *** *** Finished chassis *** *** *** *** *** Chassis subassemblies *** *** *** *** *** All chassis 100.0 100.0 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. Practical chassis capacity and production by subject foreign industry Table 7.13 presents information on subject producers’ production, capacity, and capacity utilization by subject country. Responding Mexican producers’ chassis capacity and production *** between 2022 to 2024 and are projected to *** through 2026. During 2022 to 2024, responding Thai producers’ chassis capacity *** and is projected to *** through 2026. Their reported chassis production also *** between 2022 to 2024 but is projected to *** in 2025 and 2026. Responding Vietnamese producers’ chassis capacity *** from 2022 to 2024 while their production ***. While their capacity is projected to *** through 2026, production is projected to *** in 2025 and 2026. Table 7.13 Chassis: Subject producers’ output: Practical capacity, by source and period Practical capacity Capacity in units Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. 7.15 Table 7.13 (Continued) Chassis: Subject producers’ output: Production, by source and period Production Production in units Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. Table 7.13 (Continued) Chassis: Subject producers’ output: Capacity utilization, by source and period Capacity utilization Capacity utilization in percent Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. Note: Capacity utilization ratio represents the ratio of the subject producer’s production to its production capacity. Table 7.13 (Continued) Chassis: Subject producers’ output: Share of production, by source and period Share of production Share in percent Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. 7.16 Chassis exports, by subject country Table 7.14 presents information on subject producers’ (and resellers') exports of chassis by subject country. Subject producers’ exports to the United States from all three subject countries decreased substantially from 2022 to 2024 and while such exports are projected to increase in 2025 and 2026, they are projected to be a fraction of the respective 2022 levels. During 2022 to 2024 the share of total shipments exported to the United States decreased from *** percent to *** percent for Mexico and from *** percent to *** percent for Thailand. These shares are projected to remain at similar level for both countries through 2026. Vietnamese producers’ share of total shipments exported to the United States decreased from *** percent in 2022 to *** percent in 2024 and are projected to increase to *** percent of total shipments by 2026. Table 7.14 Chassis: Subject producers’ (and resellers') exports: Exports to the United States, by source and period Exports to the United States Quantity in units Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. Table 7.14 (Continued) Chassis: Subject producers’ (and resellers') exports: Share of total shipments exported to the United States, by source and period Share of total shipments exported to the United States Share in percent Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. 7.17 Table 7.14 (Continued) Chassis: Subject producers’ (and resellers') exports: Exports to all destination markets, by source and period Total exports Quantity in units Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. Table 7.14 (Continued) Chassis: Subject producers’ (and resellers') exports: Share of total shipments exported to all destinations, by source and period Share of total shipments exported Share in percent Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Chassis inventories, by subject foreign industry Table 7.15 presents information on ending chassis inventory of the responding producers by subject foreign country. Overall, subject producers’ inventories decreased irregularly by *** percent from 2022 to 2024 and are projected to decrease further in all three countries through 2026. During 2022 to 2024, chassis inventories in Mexico and Thailand decreased irregularly by *** percent and *** percent, respectively, while inventories in Vietnam increased by *** percent. During the same period, the ratio of ending inventories to total shipments increased from *** percent to *** percent for Mexico, from *** percent to *** percent for Thailand, and from *** percent to *** percent for Vietnam. By 2026 the are projected to decrease to *** percent for Mexico, *** percent for Thailand, and *** percent for Vietnam. 7.18 Table 7.15 Chassis: Subject foreign industries’ ending inventories: Ending inventories, by source and period Quantity in units Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Table continued. Table 7.15 (Continued) Chassis: Subject foreign industries’ ending inventories: Ratio of ending inventories to total shipments, by source and period Ratio in percent Subject foreign industry 2022 2023 2024 Projection 2025 Projection 2026 Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** All subject foreign industries *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Alternative products As shown in table 7.16, responding firms in all subject countries produced other products on the same equipment and machinery used to produce chassis. Chassis accounted for the large majority of overall production though the share declined from *** percent in 2022 to *** percent in 2024. Other reported production on the same equipment included ***. 7.19 Table 7.16 Chassis: Subject foreign industries’ overall production on the same equipment as in- scope production, by product type and period Quantity in units; share in percent Product type Measure 2022 2023 2024 Chassis Quantity *** *** *** Other products Quantity *** *** *** All products Quantity *** *** *** Chassis Share *** *** *** Other products Share *** *** *** All products Share *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Exports Table 7.17 presents Global Trade Atlas (“GTA”) data for exports of “trailers and semi- trailers for the transportations of goods and parts for trailers, semi-trailers and other vehicles”, a broad category that includes many out-of-scope products from subject countries to the United States and to all destination markets. Subject countries’ exports to the United States accounted for the majority of such exports, especially for Mexico, and to a lesser extent, Thailand and Vietnam. Table 7.17 Trailers and semi-trailers for the transportations of goods and parts for trailers, semi- trailers and other vehicles: Global exports from subject foreign industries: Exports to the United States, by subject foreign country and period Value in 1,000 dollars Exporter Measure 2022 2023 2024 Mexico Value 2,960,373 3,812,175 2,649,936 Thailand Value 118,354 53,404 18,896 Vietnam Value 51,745 33,686 27,907 Subject exporters Value 3,130,472 3,899,266 2,696,740 Table continued. Table 7.17 (Continued) Trailers and semi-trailers for the transportations of goods and parts for trailers, semi-trailers and other vehicles: Global exports from subject foreign industries: Exports to all destination markets, by subject foreign country and period Value in 1,000 dollars Exporter Measure 2022 2023 2024 Mexico Value 2,962,674 3,822,940 2,662,865 Thailand Value 129,633 69,601 29,442 Vietnam Value 71,814 76,912 44,851 Subject exporters Value 3,164,120 3,969,453 2,737,158 Continued. 7.20 Table 7.17 (Continued) Trailers and semi-trailers for the transportations of goods and parts for trailers, semi-trailers and other vehicles: Global exports from subject foreign industries: Share of exports exported to the United States, by subject foreign country and period Share in percent Exporter Measure 2022 2023 2024 Mexico Share 99.9 99.7 99.5 Thailand Share 91.3 76.7 64.2 Vietnam Share 72.1 43.8 62.2 Subject exporters Share 98.9 98.2 98.5 Source: Official exports statistics and official global imports statistics from Vietnam (constructed exports) under HS subheadings 8716.39 and 8716.90 as reported by various national statistical authorities in the Global Trade Atlas Suite database, accessed March 25, 2023. U.S. inventories of imported merchandise Table 7.18 presents data on U.S. importers’ reported inventories of chassis. U.S. importers’ inventories of imports from subject sources decreased by *** percent from 2022 to 2024.7 U.S .importers’ ratio of inventories to U.S. shipments of imports declined from *** percent in 2022 to *** percent in 2023 before increasing to *** percent in 2024. Only *** of twelve responding U.S. importers, *** reported inventories in every year for which data was collected.8 7 This was not the case for ***. 8 Two other importers, ***, reported small amounts of chassis inventories in 2024. 7.21 Table 7.18 Chassis: U.S. importers’ inventories and their ratio to select items, by source and period Quantity in units; ratio in percent Measure Source 2022 2023 2024 Inventories quantity Mexico *** *** *** Ratio to imports Mexico *** *** *** Ratio to U.S. shipments of imports Mexico *** *** *** Ratio to total shipments of imports Mexico *** *** *** Inventories quantity Thailand *** *** *** Ratio to imports Thailand *** *** *** Ratio to U.S. shipments of imports Thailand *** *** *** Ratio to total shipments of imports Thailand *** *** *** Inventories quantity Vietnam *** *** *** Ratio to imports Vietnam *** *** *** Ratio to U.S. shipments of imports Vietnam *** *** *** Ratio to total shipments of imports Vietnam *** *** *** Inventories quantity Subject sources *** *** *** Ratio to imports Subject sources *** *** *** Ratio to U.S. shipments of imports Subject sources *** *** *** Ratio to total shipments of imports Subject sources *** *** *** Inventories quantity Nonsubject sources *** *** *** Ratio to imports Nonsubject sources *** *** *** Ratio to U.S. shipments of imports Nonsubject sources *** *** *** Ratio to total shipments of imports Nonsubject sources *** *** *** Inventories quantity All import sources *** *** *** Ratio to imports All import sources *** *** *** Ratio to U.S. shipments of imports All import sources *** *** *** Ratio to total shipments of imports All import sources *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. U.S. importers’ outstanding orders The Commission requested importers to indicate whether they imported or arranged for the importation of chassis from Mexico, Thailand, and Vietnam after December 31, 2024. Their reported data are presented in table 7.19. The leading individual source of U.S. importers’ total arranged subject imports was Thailand, which accounted for *** of arranged subject imports of chassis, followed by Mexico and Vietnam. Subject sources accounted for *** of all reported arranged imports of chassis after January 1, 2025. *** accounted for *** of reported arranged imports. 7.22 Table 7.19 Chassis: U.S. importers’ arranged imports, by source and period Quantity in units Source Q4 2024 Q1 2025 Q2 2025 Q3 2025 Total Mexico *** *** *** *** *** Thailand *** *** *** *** *** Vietnam *** *** *** *** *** Subject sources *** *** *** *** *** Nonsubject sources *** *** *** *** *** All import sources *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Third-country trade actions On November 25, 2024, Canada launched an investigation into container chassis imported from Vietnam. THACO is being investigated for alleged circumvention of dumping and subsidizing rules, specifically by exporting chassis to Canada that were largely manufactured and assembled in China.9 On February 18, 2022, Canada applied antidumping and countervailing duties on container chassis, container chassis frames, and certain subassemblies of container chassis originating in or exported from China.10 Information on nonsubject countries Table 7.20 and 7.21 presents global export data for trailers, semi-trailers, and parts thereof, which includes in-scope chassis and subassemblies as well as out-of-scope trailers and parts of trailers. The largest nonsubject global exporter of trailers and semi-trailers was Germany, with 22.6 percent of global exports in 2024, valuing $2.9 billion. The next four leading exporters were China, Poland, the Netherlands, and Canada, collectively representing 21.5 percent of global exports in 2024. Exports of trailers and semi-trailers from nonsubject countries combined represented 70.5 percent of total global export values in 2024. China is the largest nonsubject global exporter of parts of trailers and semi-trailers, with 20.3 percent of global export values in 2024, with a value of $2.05 billion. Other leading exporters include Germany, the Netherlands, Poland, and Hungary. Nonsubject countries collectively represented 85 percent of exports of parts of trailers and semi-trailers in 2024. 9 Transport Topics, “Canada Investigates Vietnamese Container Chassis Imports,” December 5, 2024. https://www.ttnews.com/articles/canada-vietnam-chassis-china 10 Government of Canada, “Container chassis: Measures in force,” October, 18, 2024. https://www.cbsa-asfc.gc.ca/sima-lmsi/mif-mev/cc-eng.html 7.23 Table 7.20 Trailers and semi-trailers for the transport of goods: Global exports by exporter and period Value in 1,000 dollars; Shares in percent Exporting country Measure 2022 2023 2024 United States Value 1,662,533 1,839,177 1,301,409 Mexico Value 2,946,510 3,595,486 2,462,959 Thailand Value 6,214 12,490 1,485 Vietnam Value 1,061 30,325 7,470 Subject exporters Value 2,953,785 3,638,301 2,471,914 Germany Value 3,577,490 3,955,159 2,887,265 China Value 796,718 959,622 1,198,879 Poland Value 619,469 845,233 691,749 Netherlands Value 679,579 450,154 484,239 Canada Value 285,409 352,203 365,041 Turkey Value 480,210 483,284 355,140 France Value 334,800 363,924 332,779 Luxembourg Value 225,539 275,458 301,933 All other exporters Value 2,487,336 2,753,263 2,404,664 Nonsubject exporters Value 9,486,549 10,438,300 9,021,688 All reporting exporters Value 14,102,866 15,915,778 12,795,011 United States Share 11.8 11.6 10.2 Mexico Share 20.9 22.6 19.2 Thailand Share 0.0 0.1 0.0 Vietnam Share 0.0 0.2 0.1 Subject exporters Share 20.9 22.9 19.3 Germany Share 25.4 24.9 22.6 China Share 5.6 6.0 9.4 Poland Share 4.4 5.3 5.4 Netherlands Share 4.8 2.8 3.8 Canada Share 2.0 2.2 2.9 Turkey Share 3.4 3.0 2.8 France Share 2.4 2.3 2.6 Luxembourg Share 1.6 1.7 2.4 All other exporters Share 17.6 17.3 18.8 Nonsubject exporters Share 67.3 65.6 70.5 All reporting exporters Share 100.0 100.0 100.0 Source: Official export statistics and official global imports statistics from Vietnam (constructed exports) under HS subheading 8716.39, as reported by various national statistical authorities in the Global Trade Atlas database, accessed March 27, 2025. Note: Shares shown as “0.0” represent values greater than zero, but less that “0.05” percent. 7.24 Table 7.21 Parts of trailers and semi-trailers and other vehicles: Global exports by exporter and period Value in 1,000 dollars; Shares in percent Exporting country Measure 2022 2023 2024 United States Value 1,513,382 1,692,516 1,254,398 Mexico Value 16,164 227,454 199,906 Thailand Value 123,420 57,112 27,956 Vietnam Value 70,752 46,587 37,381 Subject exporters Value 210,336 331,152 265,243 China Value 2,252,192 2,055,942 2,052,494 Germany Value 2,112,015 2,115,578 1,868,883 Netherlands Value 578,554 830,256 768,268 Poland Value 573,848 552,425 505,193 Hungary Value 429,787 441,703 414,682 Italy Value 404,400 391,694 369,117 France Value 229,017 263,094 244,398 Turkey Value 171,034 259,892 225,084 All other exporters Value 2,435,859 2,413,429 2,166,738 Nonsubject exporters Value 9,186,707 9,324,012 8,614,857 All reporting exporters Value 10,910,425 11,347,680 10,134,499 United States Share 13.9 14.9 12.4 Mexico Share 0.1 2.0 2.0 Thailand Share 1.1 0.5 0.3 Vietnam Share 0.6 0.4 0.4 Subject exporters Share 1.9 2.9 2.6 China Share 20.6 18.1 20.3 Germany Share 19.4 18.6 18.4 Netherlands Share 5.3 7.3 7.6 Poland Share 5.3 4.9 5.0 Hungary Share 3.9 3.9 4.1 Italy Share 3.7 3.5 3.6 France Share 2.1 2.3 2.4 Turkey Share 1.6 2.3 2.2 All other exporters Share 22.3 21.3 21.4 Nonsubject exporters Share 84.2 82.2 85.0 All reporting exporters Share 100.0 100.0 100.0 Source: Official export statistics and official global imports statistics from Vietnam (constructed exports) under HS subheading 8716.90, as reported by various national statistical authorities in the Global Trade Atlas database, accessed March 27, 2025. A.1 APPENDIX A FEDERAL REGISTER NOTICES A.3 The Commission makes available notices relevant to its investigations and reviews on its website, www.usitc.gov. In addition, the following tabulation presents, in chronological order, Federal Register notices issued by the Commission and Commerce during the current proceeding. Citation Title Link 90 FR 11180, March 4, 2025 Chassis and Subassemblies From Mexico, Thailand, and Vietnam; Institution of Antidumping and Countervailing Duty Investigations and Scheduling of Preliminary Phase Investigations https://www.govinfo.gov/content/ pkg/FR-2025-03-04/pdf/2025- 03484.pdf 90 FR 13452, March 24, 2025 Certain Chassis and Subassemblies Thereof From Mexico and Thailand: Initiation of Countervailing Duty Investigations https://www.govinfo.gov/content/ pkg/FR-2025-03-24/pdf/2025- 04942.pdf 90 FR 13457, March 24, 2025 Certain Chassis and Subassemblies Thereof From Mexico, Thailand, and the Socialist Republic of Vietnam: Initiation of Less-Than-Fair- Value Investigations https://www.govinfo.gov/content/ pkg/FR-2025-03-24/pdf/2025- 04938.pdf B.1 APPENDIX B LIST OF STAFF CONFERENCE WITNESSES CALENDAR OF PUBLIC PRELIMINARY CONFERENCE Those listed below appeared as witnesses at the United States International Trade Commission’s preliminary conference: Subject: Chassis and Subassemblies from Mexico, Thailand, and Vietnam Inv. Nos.: 701-TA-755-756 and 731-TA-1734-1736 (Preliminary) Date and Time: March 19, 2025 – 9:30 a.m. Sessions were held in connection with these preliminary phase investigations in the Main Hearing Room (Room 101), 500 E Street, SW., Washington, DC. OPENING REMARKS: In Support of Imposition (Laura El-Sabaawi, Wiley Rein LLP) In Opposition to Imposition (Jordan C. Kahn, Grunfeld, Desiderio, Lebowitz, Silverman & Klestadt LLP) In Support of the Imposition of the Antidumping and Countervailing Duty Orders: Wiley Rein LLP Washington, DC on behalf of U.S. Chassis Manufacturers Coalition Robert P. Wahlin, President and CEO, Stoughton Trailers, LLC Jeremy Sanders, Chief Commercial Officer, Stoughton Trailers, LLC Garry Hartman, President, Cheetah Chassis Corporation Susan Marvel, Chief Sales Officer, Cheetah Chassis Corporation B.3 In Support of the Imposition of the Antidumping and Countervailing Duty Orders (continued): Dr. Seth T. Kaplan, President, International Economic Research, LLC Robert E. DeFrancesco ) ) – OF COUNSEL Laura El-Sabaawi ) In Opposition to the Imposition of Antidumping and Countervailing Duty Orders: Grunfeld, Desiderio, Lebowitz, Silverman & Klestadt LLP Washington, DC on behalf of Hyundai Translead and Hyundai de Mexico S.A. de C.V. Sean Kenney (remote), CEO, Hyundai Translead Jordan C. Kahn ) – OF COUNSEL White & Case LLP Washington, DC on behalf of CIE Manufacturing Benjamin Evans, Vice President of Sales and Marketing, CIE Manufacturing David E. Bond ) ) – OF COUNSEL Ron Kendler ) REBUTTAL/CLOSING REMARKS: In Support of Imposition (Robert E. DeFrancesco, Wiley Rein LLP) In Opposition to Imposition (Ron Kendler, White & Case LLP) B.4 C.1 APPENDIX C SUMMARY DATA Table C-1: Chassis: Summary data concerning the U.S. market, defining the U.S. industry as integrated U.S. producers ........................................................................................... C.3 Table C-2: Chassis: Summary data concerning the U.S. market, defining the U.S. industry as integrated U.S. producers and U.S. assemblers.......................................................... C.5 C.2 Table C.1 Item 2022 2023 2024 2022–24 2022–23 2023–24 U.S. consumption quantity: Amount............................................................ *** *** *** ▼*** ▼*** ▼*** Producers' share (fn1)...................................... *** *** *** ▲*** ▲*** ▲*** Importers' share (fn1): Mexico.......................................................... *** *** *** ▼*** ▼*** ▼*** Thailand........................................................ *** *** *** ▼*** ▼*** ▲*** Vietnam........................................................ *** *** *** ▼*** ▼*** ▲*** Subject sources......................................... *** *** *** ▼*** ▼*** ▲*** Nonsubject sources................................... *** *** *** ▲*** ▲*** ▼*** All import sources................................... *** *** *** ▼*** ▼*** ▼*** U.S. consumption value: Amount............................................................ *** *** *** ▼*** ▲*** ▼*** Producers' share (fn1)...................................... *** *** *** ▲*** ▲*** ▲*** Importers' share (fn1): Mexico.......................................................... *** *** *** ▼*** ▼*** ▼*** Thailand........................................................ *** *** *** ▼*** ▼*** ▲*** Vietnam........................................................ *** *** *** ▼*** ▼*** ▲*** Subject sources......................................... *** *** *** ▼*** ▼*** ▲*** Nonsubject sources................................... *** *** *** ▲*** ▲*** ▼*** All import sources................................... *** *** *** ▼*** ▼*** ▼*** U.S. importers' U.S. shipments of imports from (fn2): Mexico: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▲*** ▼*** Thailand: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▲*** Vietnam (fn2): Quantity........................................................ *** *** *** ▼*** ▼*** ▲*** Value............................................................ *** *** *** ▼*** ▼*** ▲*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▲*** *** ▲*** Subject sources: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▼*** Nonsubject sources: Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Ending inventory quantity.............................. *** *** *** *** *** *** All import sources: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▼*** Table continued. C.3 Chassis: Summary data concerning the U.S. market defining the domestic industry as U.S. producers of chassis that manufacture their own subassemblies domestically, by item and period Quantity=units; Value=1,000 dollars; Unit values, unit labor costs, and unit expenses=dollars per unit; Period changes=percent--exceptions noted Reported data Period change comparisons Calendar year Calendar year Table C.1 Continued Item 2022 2023 2024 2022–24 2022–23 2023–24 U.S. producers': Practical capacity quantity................................ *** *** *** ▼*** ▲*** ▼*** Production quantity.......................................... *** *** *** ▼*** ▲*** ▼*** Capacity utilization (fn1)................................... *** *** *** ▼*** ▲*** ▼*** U.S. shipments: Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Export shipments: Quantity........................................................ *** *** *** *** *** *** Value............................................................ *** *** *** *** *** *** Unit value...................................................... *** *** *** *** *** *** Ending inventory quantity................................. *** *** *** ▲*** ▲*** ▼*** Inventories/total shipments (fn1)...................... *** *** *** ▲*** ▲*** ▲*** Production workers.......................................... *** *** *** ▼*** ▲*** ▼*** Hours worked (1,000s)..................................... *** *** *** ▼*** ▲*** ▼*** Wages paid ($1,000)........................................ *** *** *** ▼*** ▲*** ▼*** Hourly wages (dollars per hour)....................... *** *** *** ▲*** ▲*** ▲*** Productivity (units per 1,000 hours).................. *** *** *** ▼*** ▲*** ▼*** Unit labor costs................................................ *** *** *** ▲*** ▲*** ▲*** Net sales: Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Cost of goods sold (COGS)............................. *** *** *** ▼*** ▲*** ▼*** Gross profit or (loss) (fn3)................................ *** *** *** ▼*** ▲*** ▼*** SG&A expenses.............................................. *** *** *** ▼*** ▲*** ▼*** Operating income or (loss) (fn3)....................... *** *** *** ▼*** ▲*** ▼*** Net income or (loss) (fn3)................................. *** *** *** ▼*** ▲*** ▼*** Unit COGS....................................................... *** *** *** ▲*** ▲*** ▲*** Unit SG&A expenses....................................... *** *** *** ▲*** ▲*** ▲*** Unit operating income or (loss) (fn3)................ *** *** *** ▼*** ▲*** ▼*** Unit net income or (loss) (fn3).......................... *** *** *** ▼*** ▲*** ▼*** COGS/sales (fn1)............................................ *** *** *** ▲*** ▼*** ▲*** Operating income or (loss)/sales (fn1).............. *** *** *** ▼*** ▲*** ▼*** Net income or (loss)/sales (fn1)....................... *** *** *** ▼*** ▲*** ▼*** Capital expenditures........................................ *** *** *** ▼*** ▼*** ▼*** Research and development expenses............. *** *** *** ▲*** ▲*** ▼*** Total assets..................................................... *** *** *** ▼*** ▼*** ▼*** fn1.--Reported data are in percent and period changes are in percentage points. C.4 Calendar year Calendar year Source: Compiled from data submitted in response to Commission questionnaires. 508-compliant tables for these data are contained in parts 3, 4, 6, and 7 of this report. Note.--Shares and ratios shown as “0.0” percent represent non-zero values less than “0.05” percent (if positive) and greater than “(0.05)” percent (if negative). Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Period changes preceded by a “▲” represent an increase, while period changes preceded by a “▼” represent a decrease. fn2.--See part 4 for a discussion of Vietnam import volumes. fn3.--Percent changes only calculated when both comparison values represent profits; The directional change in profitability provided when one or both comparison values represent a loss. Chassis: Summary data concerning the U.S. market defining the domestic industry as U.S. producers of chassis that manufacture their own subassemblies domestically, by item and period Quantity=units; Value=1,000 dollars; Unit values, unit labor costs, and unit expenses=dollars per unit; Period changes=percent--exceptions noted Reported data Period change comparisons Table C.2 Chassis: Summary data concerning the U.S. market defining the domestic industry as U.S. producers and U.S. assemblers, by item and period Item 2022 2023 2024 2022–24 2022–23 2023–24 U.S. consumption quantity: Amount............................................................ *** *** *** ▼*** ▼*** ▼*** Producers' share (fn1)...................................... *** *** *** ▲*** ▲*** ▲*** Importers' share (fn1): Mexico.......................................................... *** *** *** ▼*** ▼*** ▼*** Thailand........................................................ *** *** *** ▼*** ▼*** ▲*** Vietnam........................................................ *** *** *** ▼*** ▼*** ▲*** Subject sources......................................... *** *** *** ▼*** ▼*** ▲*** Nonsubject sources................................... *** *** *** ▲*** ▲*** ▼*** All import sources................................... *** *** *** ▼*** ▼*** ▼*** U.S. consumption value: Amount............................................................ *** *** *** ▼*** ▲*** ▼*** Producers' share (fn1): Fully domestic value...................................... *** *** *** ▲*** ▲*** ▲*** Incremental value added to imports............... *** *** *** ▼*** ▼*** ▼*** Total value................................................. *** *** *** ▲*** ▲*** ▲*** Importers' share (fn1): Mexico.......................................................... *** *** *** ▼*** ▼*** ▼*** Thailand........................................................ *** *** *** ▼*** ▼*** ▲*** Vietnam........................................................ *** *** *** ▼*** ▼*** ▲*** Subject sources......................................... *** *** *** ▼*** ▼*** ▲*** Nonsubject sources................................... *** *** *** ▲*** ▲*** ▼*** All import sources................................... *** *** *** ▼*** ▼*** ▼*** U.S. importers' U.S. shipments of imports from (fn2): Mexico: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▲*** ▼*** Thailand: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▲*** Vietnam (fn2): Quantity........................................................ *** *** *** ▼*** ▼*** ▲*** Value............................................................ *** *** *** ▼*** ▼*** ▲*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▲*** *** ▲*** Subject sources: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▼*** Nonsubject sources: Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Ending inventory quantity.............................. *** *** *** *** *** *** All import sources: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Ending inventory quantity.............................. *** *** *** ▼*** ▼*** ▼*** Table continued. C.5 Quantity=units; Value=1,000 dollars; Unit values, unit labor costs, and unit expenses=dollars per unit; Productivity=units per 1,000 hours; Period changes=percent--exceptions noted Reported data Period change comparisons Calendar year Calendar year Table C.2 Continued Chassis: Summary data concerning the U.S. market defining the domestic industry as U.S. producers and U.S. assemblers, by item and period Item 2022 2023 2024 2022–24 2022–23 2023–24 U.S. producers' and U.S. assemblers': Producers: Practical capacity quantity.............. *** *** *** ▼*** ▲*** ▼*** Producers: Production quantity........................ *** *** *** ▼*** ▲*** ▼*** Producers: Capacity utilization (fn1)................. *** *** *** ▼*** ▲*** ▼*** Assemblers: Practical capacity quantity........... *** *** *** ▼*** ▼*** *** Assemblers: Production quantity...................... *** *** *** ▼*** ▼*** ▼*** Assemblers: Capacity utilization (fn1)............... *** *** *** ▼*** ▼*** ▼*** U.S. shipments (fn3): Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value: Fully domestic value................................... *** *** *** ▼*** ▲*** ▼*** Incremental value added to imports............ *** *** *** ▼*** ▼*** ▼*** Total value.............................................. *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Export shipments: Quantity........................................................ *** *** *** *** *** *** Value............................................................ *** *** *** *** *** *** Unit value...................................................... *** *** *** *** *** *** Producers: Ending inventory quantity............... *** *** *** ▲*** ▲*** ▼*** Producers: Inv./total shipments (fn1)................ *** *** *** ▲*** ▲*** ▲*** Assemblers: Ending inventory quantity............. *** *** *** ▲*** ▲*** ▲*** Assemblers: Inv./total shipments (fn1)............. *** *** *** ▲*** ▲*** ▲*** Production workers.......................................... *** *** *** ▼*** ▲*** ▼*** Hours worked (1,000s)..................................... *** *** *** ▼*** ▲*** ▼*** Wages paid ($1,000)........................................ *** *** *** ▼*** ▲*** ▼*** Hourly wages (dollars per hour)....................... *** *** *** ▲*** ▲*** ▲*** Producers: Productivity.................................... *** *** *** ▼*** ▲*** ▼*** Producers: Unit labor costs.............................. *** *** *** ▲*** ▲*** ▲*** Assemblers: Productivity.................................. *** *** *** ▼*** ▼*** ▼*** Assemblers: Unit labor costs............................ *** *** *** ▲*** ▲*** ▲*** U.S. producers'................................................ Net sales: Quantity........................................................ *** *** *** ▼*** ▲*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▲*** Cost of goods sold (COGS)............................. *** *** *** ▼*** ▲*** ▼*** Gross profit or (loss) (fn4)................................ *** *** *** ▼*** ▲*** ▼*** SG&A expenses.............................................. *** *** *** ▼*** ▲*** ▼*** Operating income or (loss) (fn4)....................... *** *** *** ▼*** ▲*** ▼*** Net income or (loss) (fn4)................................. *** *** *** ▼*** ▲*** ▼*** Unit COGS....................................................... *** *** *** ▲*** ▲*** ▲*** Unit SG&A expenses....................................... *** *** *** ▲*** ▲*** ▲*** Unit operating income or (loss) (fn4)................ *** *** *** ▼*** ▲*** ▼*** Unit net income or (loss) (fn4).......................... *** *** *** ▼*** ▲*** ▼*** COGS/sales (fn1)............................................ *** *** *** ▲*** ▼*** ▲*** Operating income or (loss)/sales (fn1).............. *** *** *** ▼*** ▲*** ▼*** Net income or (loss)/sales (fn1)....................... *** *** *** ▼*** ▲*** ▼*** Capital expenditures........................................ *** *** *** ▼*** ▼*** ▼*** Research and development expenses............. *** *** *** ▲*** ▲*** ▼*** Total assets..................................................... *** *** *** ▼*** ▼*** ▼*** Table continued. Calendar year Calendar year C.6 Quantity=units; Value=1,000 dollars; Unit values, unit labor costs, and unit expenses=dollars per unit; Productivity=units per 1,000 hours; Period changes=percent--exceptions noted Reported data Period change comparisons Table C.2 Continued Chassis: Summary data concerning the U.S. market defining the domestic industry as U.S. producers and U.S. assemblers, by item and period Item 2022 2023 2024 2022–24 2022–23 2023–24 U.S. assemblers': Net sales: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▼*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Cost of goods sold (COGS)............................. *** *** *** ▼*** ▼*** ▼*** Gross profit or (loss) (fn4)................................ *** *** *** ▼*** ▲*** ▼*** SG&A expenses.............................................. *** *** *** ▼*** ▲*** ▼*** Operating income or (loss) (fn4)....................... *** *** *** ▼*** ▲*** ▼*** Net income or (loss) (fn4)................................. *** *** *** ▼*** ▲*** ▼*** Unit COGS....................................................... *** *** *** ▲*** ▲*** ▲*** Unit SG&A expenses....................................... *** *** *** ▲*** ▲*** ▲*** Unit operating income or (loss) (fn4)................ *** *** *** ▼*** ▲*** ▼*** Unit net income or (loss) (fn4).......................... *** *** *** ▼*** ▲*** ▼*** COGS/sales (fn1)............................................ *** *** *** ▲*** ▼*** ▲*** Operating income or (loss)/sales (fn1).............. *** *** *** ▼*** ▲*** ▼*** Net income or (loss)/sales (fn1)....................... *** *** *** ▼*** ▲*** ▼*** Capital expenditures........................................ *** *** *** ▼*** ▲*** ▼*** Research and development expenses............. *** *** *** ▲*** ▲*** ▲*** Total assets..................................................... *** *** *** ▼*** ▼*** ▼*** U.S. producers' and U.S. assemblers': Net sales: Quantity........................................................ *** *** *** ▼*** ▼*** ▼*** Value............................................................ *** *** *** ▼*** ▲*** ▼*** Unit value...................................................... *** *** *** ▲*** ▲*** ▼*** Cost of goods sold (COGS)............................. *** *** *** ▼*** ▲*** ▼*** Gross profit or (loss) (fn4)................................ *** *** *** ▼*** ▲*** ▼*** SG&A expenses.............................................. *** *** *** ▼*** ▲*** ▼*** Operating income or (loss) (fn4)....................... *** *** *** ▼*** ▲*** ▼*** Net income or (loss) (fn4)................................. *** *** *** ▼*** ▲*** ▼*** Unit COGS....................................................... *** *** *** ▲*** ▲*** ▲*** Unit SG&A expenses....................................... *** *** *** ▲*** ▲*** ▲*** Unit operating income or (loss) (fn4)................ *** *** *** ▼*** ▲*** ▼*** Unit net income or (loss) (fn4).......................... *** *** *** ▼*** ▲*** ▼*** COGS/sales (fn1)............................................ *** *** *** ▲*** ▼*** ▲*** Operating income or (loss)/sales (fn1).............. *** *** *** ▼*** ▲*** ▼*** Net income or (loss)/sales (fn1)....................... *** *** *** ▼*** ▲*** ▼*** Capital expenditures........................................ *** *** *** ▼*** ▲*** ▼*** Research and development expenses............. *** *** *** ▲*** ▲*** ▼*** Total assets..................................................... *** *** *** ▼*** ▼*** ▼*** fn1.--Reported data are in percent and period changes are in percentage points. fn2.--See part 4 for a discussion of Vietnam import volumes. fn3.--Quantity for U.S. producers' U.S. shipments reflects producer's U.S. shipment quantities. Value for U.S. producers' U.S. shipments reflects chassis sold in the United States from domestically manufactured chassis and chassis subassemblies (including the value added by U.S. assembler CIE to domestic chassis subassemblies) as well as the incremental value added by U.S. assembler CIE to imported chassis subassemblies. In measuring consumption and market share this methodology avoids reclassifying and/or double counting merchandise already reported as an import. Unit value reflects the fully domestic value. fn4.--Percent changes only calculated when both comparison values represent profits; The directional change in profitability provided when one or both comparison values represent a loss. C.7 Reported data Period change comparisons Calendar year Calendar year Source: Compiled from data submitted in response to Commission questionnaires. 508-compliant tables for these data are contained in parts 3, 4, 6, 7, F, and H of this report. Note.--Shares and ratios shown as “0.0” percent represent non-zero values less than “0.05” percent (if positive) and greater than “(0.05)” percent (if negative). Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Period changes preceded by a “▲” represent an increase, while period changes preceded by a “▼” represent a decrease. Quantity=units; Value=1,000 dollars; Unit values, unit labor costs, and unit expenses=dollars per unit; Productivity=units per 1,000 hours; Period changes=percent--exceptions noted D.1 APPENDIX D SEMI-FINISHED PRODUCT ANALYSIS NARRATIVE RESPONSES D.3 Table D.1 Chassis: U.S. producers’ narrative responses regarding the semi-finished product analysis comparing finished chassis to chassis subassemblies Factor Producer name and narrative regarding semi-finished product analysis Other uses *** Other uses *** Other uses *** Other uses *** Other uses *** Separate market *** Separate market *** Separate market *** Separate market *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Narrative responses for U.S. producers include both U.S. producers and U.S. assemblers. D.4 Table D.2 Chassis: U.S. importers’ narrative responses regarding the semi-finished product analysis comparing finished chassis to chassis subassemblies Factor Importer name and narrative regarding semi-finished product analysis Other uses *** Other uses *** Other uses *** Separate market *** Separate market *** Separate market *** Separate market *** Separate market *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in characteristics *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Differences in cost *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Transformation intensive *** Source: Compiled from data submitted in response to Commission questionnaires. E.1 APPENDIX E U.S. SHIPMENTS BY PRODUCT TYPE E.3 Table E.1 Finished chassis: U.S. producers' U.S. shipments of finished chassis, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.4 Table E.2 Finished chassis: U.S. assembler CIE's U.S. shipments of finished chassis, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.5 Table E.3 Finished chassis: U.S. producers' and U.S. assemblers' combined U.S. shipments of finished chassis, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.6 Table E.4 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from Mexico, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.7 Table E.5 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from Thailand, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.8 Table E.6 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from Vietnam, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.9 Table E.7 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from subject sources, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.10 Table E.8 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from nonsubject sources, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.11 Table E.9 Finished chassis: U.S. importers' U.S. shipments of imports of finished chassis from all import sources, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Product type Measure 2022 2023 2024 20' containers Quantity *** *** *** 40' containers Quantity *** *** *** 53' containers Quantity *** *** *** Extendable for 20' & 40' containers Quantity *** *** *** All other Quantity *** *** *** All finished chassis Quantity *** *** *** 20' containers Value *** *** *** 40' containers Value *** *** *** 53' containers Value *** *** *** Extendable for 20' & 40' containers Value *** *** *** All other Value *** *** *** All finished chassis Value *** *** *** 20' containers Unit value *** *** *** 40' containers Unit value *** *** *** 53' containers Unit value *** *** *** Extendable for 20' & 40' containers Unit value *** *** *** All other Unit value *** *** *** All finished chassis Unit value *** *** *** 20' containers Share of quantity *** *** *** 40' containers Share of quantity *** *** *** 53' containers Share of quantity *** *** *** Extendable for 20' & 40' containers Share of quantity *** *** *** All other Share of quantity *** *** *** All finished chassis Share of quantity 100.0 100.0 100.0 20' containers Share of value *** *** *** 40' containers Share of value *** *** *** 53' containers Share of value *** *** *** Extendable for 20' & 40' containers Share of value *** *** *** All other Share of value *** *** *** All finished chassis Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. E.12 Figure E.1 Finished chassis: U.S. producers' and U.S. importers' U.S. shipments, by in-scope chassis type, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.13 Figure E.2 Finished chassis: U.S. producers' and U.S. importers' unit value of U.S. shipments for 20' containers, by source and period, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.14 Figure E.3 Finished chassis: U.S. producers' and U.S. importers' unit value of U.S. shipments for 40' containers, by source and period, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.15 Figure E.4 Finished chassis: U.S. producers' and U.S. importers' unit value of U.S. shipments for53' containers, by source and period, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.16 Figure E.5 Finished chassis: U.S. producers' and U.S. importers' unit value of U.S. shipments extendable for 20' and 40' containers, by source and period, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.17 Figure E.6 Finished chassis: U.S. producers' and U.S. importers' unit value of U.S. shipments for all other containers, by source and period, 2024 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. E.18 Table E.10 Chassis subassemblies: U.S. importers' U.S. shipments of imports of chassis subassemblies from Thailand, by product type and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Subassembly type Measure 2022 2023 2024 Frames Quantity *** *** *** Running gear Quantity *** *** *** Connections Quantity *** *** *** All other Quantity *** *** *** All chassis subassemblies Quantity *** *** *** Frames Value *** *** *** Running gear Value *** *** *** Connections Value *** *** *** All other Value *** *** *** All chassis subassemblies Value *** *** *** Frames Unit value *** *** *** Running gear Unit value *** *** *** Connections Unit value *** *** *** All other Unit value *** *** *** All chassis subassemblies Unit value *** *** *** Frames Share of quantity *** *** *** Running gear Share of quantity *** *** *** Connections Share of quantity *** *** *** All other Share of quantity *** *** *** All chassis subassemblies Share of quantity 100.0 100.0 100.0 Frames Share of value *** *** *** Running gear Share of value *** *** *** Connections Share of value *** *** *** All other Share of value *** *** *** All chassis subassemblies Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. F.1 APPENDIX F ASSEMBLER TRADE DATA AND EXPANDED PRODUCER TRADE DATA F.3 Table F.1 Chassis: U.S. producers and assemblers, their position on the petition, location of production, and share of reported production, 2024 Shares in percent Firm Position on petition Production location(s) Share of production Share of assembling Cheetah Petitioner Berwick, PA Sumter, SC *** *** CIE Manufacturing *** South Gate, CA Emporia, VA *** *** Hercules *** Hillsborough, NJ *** *** PIC *** Niles, MI *** *** Pitts *** Pittsview, AL *** *** Pratt Industries *** Bridgman, MI *** *** Pro Haul *** Gallipolis, OH *** *** Stoughton Petitioner Stoughton, WI Evansville, WI Waco, TX *** *** All firms Various Various 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. Table F.2 Chassis: U.S. assembler CIE's ownership, related and/or affiliated firms Reporting firm Relationship type and related firm Details of relationship *** *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. F.4 Table F.3 Chassis: U.S. producers' and U.S. assembler CIE's reported domestic operations Firm Narrative response on domestic operations Cheetah *** CIE Manufacturing *** Hercules *** PIC *** Pitts *** Pratt Industries *** Pro Haul *** Stoughton *** Source: Compiled from data submitted in response to Commission questionnaires. Table F.4 Chassis: U.S. assembler CIE's reported domestic operations narratives, by factor Factor Narrative response on domestic operations Capital investments *** Technical expertise *** Value added *** Employment *** Quantity, type, and source of parts *** Costs and activities *** Source: Compiled from data submitted in response to Commission questionnaires. F.5 Table F.5 Chassis: U.S. producers', including U.S. assembler CIE Manufacturing, reported domestic operations, by factor Value as noted in the table; Value added in percent; Employment in average number of PRWs Item Cheetah CIE Manufacturing Hercules PIC Pitts Pratt Industries Pro Haul Stoughton Capital investments: Greenfield *** *** *** *** *** *** *** *** Capital investments: Assets *** *** *** *** *** *** *** *** Capital investments: Capital expenditures *** *** *** *** *** *** *** *** Technical expertise: R&D expenses *** *** *** *** *** *** *** *** Value added *** percent *** percent *** percent *** percent *** percent *** percent *** percent *** percent Employment *** PRWs *** PRWs *** PRWs *** PRWs *** PRWs *** PRWs *** PRWs *** PRWs Source: Compiled from data submitted in response to Commission questionnaires. Note: Value added is calculated as the share of conversion costs (direct labor and other factory costs) out of cost of goods sold (COGS). Ranges cover full calendar years. Note: The Commission’s questionnaires requested firms to report assembly-only machinery investment costs (the amount of capital investments (from a greenfield investment stand point) needed to assemble finished chassis from in-scope subassemblies) and full subassembly and final assembly investment costs (the amount of capital investments (from a greenfield investment stand point) needed to produce finished chassis in the United States). F.6 Table F.6 Chassis: U.S. producers' and U.S. assembler CIE Manufacturing's reported complexity and importance of assembly operations Ratings of 1 are minimally complex, intense, or important; Ratings of 5 are extremely complex, intense, or important Firm Rating Narrative response on complexity and importance rating Cheetah *** *** CIE Manufacturing *** *** Hercules *** *** PIC *** *** Pitts *** *** Pratt Industries *** *** Pro Haul *** *** Stoughton *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table F.7 Chassis: U.S. assembler CIE Manufacturing's capacity, production, and utilization, by period Capacity and production in ; Utilization in percent Item 2022 2023 2024 Capacity *** *** *** Production *** *** *** Utilization *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. F.7 Figure F.1 Chassis: U.S. assembler CIE Manufacturing's capacity, production, and capacity utilization, by period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Table F.8 Chassis: U.S. assembler CIE Manufacturing's reported constraints to practical overall capacity, since January 1, 2022 Type of constraint Firm name and narrative response on constraints to practical overall capacity Existing labor force *** Supply of material inputs *** Logistics/transportation *** Other constraints *** Source: Compiled from data submitted in response to Commission questionnaires. F.8 Table F.9 Chassis: U.S. assembler CIE Manufacturing's total shipments, by destination and period Quantity in units; Value in 1,000 dollars; Unit values in dollars per unit; Shares in percent Item Measure 2022 2023 2024 U.S. shipments Quantity *** *** *** Export shipments Quantity *** *** *** Total shipments Quantity *** *** *** U.S. shipments Value *** *** *** Export shipments Value *** *** *** Total shipments Value *** *** *** U.S. shipments Unit value *** *** *** Export shipments Unit value *** *** *** Total shipments Unit value *** *** *** U.S. shipments Share of quantity *** *** *** Export shipments Share of quantity *** *** *** Total shipments Share of quantity 100.0 100.0 100.0 U.S. shipments Share of value *** *** *** Export shipments Share of value *** *** *** Total shipments Share of value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Table F.10 Chassis: U.S. producers' and U.S. assembler CIE Manufacturing's U.S. shipments for use in apparent consumption, by period Quantity in units; Value in 1,000 dollars Item Measure 2022 2023 2024 U.S. producers Quantity *** *** *** U.S. producers Value *** *** *** U.S. assembler: Incremental value added to domestic Value *** *** *** U.S. producers and assemblers: Fully domestic Value *** *** *** U.S. assembler: Incremental value added to imports Value *** *** *** U.S. producers and assemblers: Total Value *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Quantity for U.S. producers' U.S. shipments reflects producer's U.S. shipment quantities. Value for U.S. producers' U.S. shipments reflects chassis sold in the United States from domestically manufactured chassis and chassis subassemblies (including the value added by U.S. assembler CIE Manufacturing to domestic chassis subassemblies) as well as the incremental value added by U.S. assembler CIE Manufacturing to imported chassis subassemblies. In measuring consumption and market share this methodology avoids reclassifying and/or double counting merchandise already reported as an import. F.9 Table F.11 Chassis: U.S. assembler CIE Manufacturing's inventories and their ratio to select items, by period Quantity in units; Ratios in percent Item 2022 2023 2024 End-of-period inventory quantity *** *** *** Inventory ratio to U.S. production *** *** *** Inventory ratio to U.S. shipments *** *** *** Inventory ratio to total shipments *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Table F.12 Chassis: ***'s business model for U.S. assembling of chassis, by sources of chassis/chassis subassemblies input into assembly operations and period Quantity in units; Chassis raw material (RM) value in 1,000 dollars; Shares in percent; Unit values in dollars per unit Source of chassis subassemblies for domestic assembly operations Measure 2022 2023 2024 Domestic Quantity *** *** *** Subject Quantity *** *** *** Nonsubject Quantity *** *** *** All sources into domestic assembling Quantity *** *** *** Domestic Share of quantity *** *** *** Subject Share of quantity *** *** *** Nonsubject Share of quantity *** *** *** All sources into domestic assembling Share of quantity 100.0 100.0 100.0 Domestic RM value *** *** *** Subject RM value *** *** *** Nonsubject RM value *** *** *** All sources into domestic assembling RM value *** *** *** Domestic Share of RM value *** *** *** Subject Share of RM value *** *** *** Nonsubject Share of RM value *** *** *** All sources into domestic assembling Share of RM value 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. F.10 Table F.13 Chassis: ***'s U.S. assembly production, U.S. imports from subject sources, and ratio of subject imports to production, by period Quantity in units; Ratios in percent Item Measure 2022 2023 2024 U.S. production Quantity *** *** *** Imports from Thailand Quantity *** *** *** Imports from country to U.S. production Ratio *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. Table F.14 Chassis: U.S. assembler CIE Manufacturing's employment related information, by item and period Item 2022 2023 2024 Production and related workers (PRWs) (number) *** *** *** Total hours worked (1,000 hours) *** *** *** Hours worked per PRW (hours) *** *** *** Wages paid ($1,000) *** *** *** Hourly wages (dollars per hour) *** *** *** Productivity (units per 1,000 hours) *** *** *** Unit labor costs (dollars per unit) *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Table F.15 Chassis: U.S. producers' and U.S. assembler CIE Manufacturing's combined employment related information, by item and period Item 2022 2023 2024 Production and related workers (PRWs) (number) *** *** *** Total hours worked (1,000 hours) *** *** *** Hours worked per PRW (hours) *** *** *** Wages paid ($1,000) *** *** *** Hourly wages (dollars per hour) *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. F.11 Table F.16 Chassis: Apparent U.S. consumption and market shares based on quantity data, by source and period Quantity in units; Shares in percent Source Measure 2022 2023 2024 U.S. producers Quantity *** *** *** Mexico Quantity *** *** *** Thailand Quantity *** *** *** Vietnam Quantity *** *** *** Subject sources Quantity *** *** *** Nonsubject sources Quantity *** *** *** All import sources Quantity *** *** *** All sources Quantity *** *** *** U.S. producers Share *** *** *** Mexico Share *** *** *** Thailand Share *** *** *** Vietnam Share *** *** *** Subject sources Share *** *** *** Nonsubject sources Share *** *** *** All import sources Share *** *** *** All sources Share 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Vietnam quantity data are the reported exports to the United States from foreign producers' from Vietnam questionnaire responses. All other sources are the reported U.S. shipments from questionnaire responses. Quantity for U.S. producers' U.S. shipments reflects producer's U.S. shipment quantities. F.12 Figure F.2 Chassis: Apparent U.S. consumption based on quantity data, by source and period * * * * * * * Note: Vietnam quantity data are the reported exports to the United States from foreign producers' from Vietnam questionnaire responses. All other sources are the reported U.S. shipments from questionnaire responses. Quantity for U.S. producers' U.S. shipments reflects producer's U.S. shipment quantities. F.13 Table F.17 Chassis: Apparent U.S. consumption and market shares based on value data, by source and period Value in 1,000 dollars; Shares in percent Source Measure 2022 2023 2024 U.S. producers Value *** *** *** U.S. assembler: Incremental value added to domestic Value *** *** *** U.S. producers and assemblers: Fully domestic Value *** *** *** U.S. assembler: Incremental value added to imports Value *** *** *** U.S. producers and assemblers: Total Value *** *** *** Mexico Value *** *** *** Thailand Value *** *** *** Vietnam Value *** *** *** Subject sources Value *** *** *** Nonsubject sources Value *** *** *** All import sources Value *** *** *** All sources Value *** *** *** U.S. producers Share *** *** *** U.S. assembler: Incremental value added to domestic Share *** *** *** U.S. producers and assemblers: Fully domestic Share *** *** *** U.S. assembler: Incremental value added to imports Share *** *** *** U.S. producers and assemblers: Total Share *** *** *** Mexico Share *** *** *** Thailand Share *** *** *** Vietnam Share *** *** *** Subject sources Share *** *** *** Nonsubject sources Share *** *** *** All import sources Share *** *** *** All sources Share 100.0 100.0 100.0 Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. Vietnam value was derived using the adjusted imports quantity and reported unit values for Vietnam imports from U.S. importer questionnaire responses. All other sources are the reported U.S. shipments from questionnaire responses. Value for U.S. producers' U.S. shipments reflects chassis sold in the United States from domestically manufactured chassis and chassis subassemblies (including the value added by U.S. assembler CIE to domestic chassis subassemblies) as well as the incremental value added by U.S. assembler CIE to imported chassis subassemblies. In measuring consumption and market share this methodology avoids reclassifying and/or double counting merchandise already reported as an import. F.14 Figure F.3 Chassis: Apparent U.S. consumption based on value data, by source and period * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Vietnam value was derived using the adjusted imports quantity and reported unit values for Vietnam imports from U.S. importer questionnaire responses. All other sources are the reported U.S. shipments from questionnaire responses. Value for U.S. producers' U.S. shipments reflects chassis sold in the United States from domestically manufactured chassis and chassis subassemblies (including the value added by U.S. assembler CIE to domestic chassis subassemblies) as well as the incremental value added by U.S. assembler CIE to imported chassis subassemblies. In measuring consumption and market share this methodology avoids reclassifying and/or double counting merchandise already reported as an import. G.1 APPENDIX G ASSEMBLER PRICE DATA INCORPORATED AS A U.S. PRODUCER AND A U.S. IMPORTER G.3 Tables G.1 through G.7 present data when CIE’s pricing data are include with those of the U.S. integrated producers pricing data and not included as part of pricing data for imports from Thailand. On this basis, prices for product imported from subject countries were below those of U.S.-produced product in *** of 50 instances (*** units); margins of underselling ranged from *** to *** percent. In the remaining *** instances (*** units), prices from subject countries were *** to *** percent above prices for the domestic product. G.4 Table G.1 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 1, and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 1: Unused (“non‐remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. G.5 Figure G.1 Chassis: Weighted-average prices and quantities of domestic and imported product 1, by quarter Price of product 1 * * * * * * * Volume of product 1 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 1: Unused (“non‐remack”) tandem axle gooseneck chassis for carriage of 40’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: ***. G.6 Table G.2 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 2, and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 2: Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. G.7 Figure G.2 Chassis: Weighted-average prices and quantities of domestic and imported product 2, by quarter Price of product 2 * * * * * * * Volume of product 2 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 2: Unused (“non-remack”) extendable Tandem axle chassis for carriage of 20’ ISO containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: ***. G.8 Table G.3 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 3, and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 3: Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. G.9 Figure G.3 Chassis: Weighted-average prices and quantities of domestic and imported product 3, by quarter Price of product 3 * * * * * * * Volume of product 3 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 3: Unused (“non-remack”) triaxle chassis capable of extension using a sliding suspension for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: ***. G.10 Table G.4 Chassis: Weighted-average f.o.b. prices and quantities of domestic and imported product 4, and margins of underselling/(overselling), by source and quarter Price in dollars per unit, quantity in units, margin in percent Period U.S. price U.S. quantity Mexico price Mexico quantity Mexico margin Vietnam price Vietnam quantity Vietnam margin 2022 Q1 *** *** *** *** *** *** *** *** 2022 Q2 *** *** *** *** *** *** *** *** 2022 Q3 *** *** *** *** *** *** *** *** 2022 Q4 *** *** *** *** *** *** *** *** 2023 Q1 *** *** *** *** *** *** *** *** 2023 Q2 *** *** *** *** *** *** *** *** 2023 Q3 *** *** *** *** *** *** *** *** 2023 Q4 *** *** *** *** *** *** *** *** 2024 Q1 *** *** *** *** *** *** *** *** 2024 Q2 *** *** *** *** *** *** *** *** 2024 Q3 *** *** *** *** *** *** *** *** 2024 Q4 *** *** *** *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 4: Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: Shares and ratios shown as "0.0" represent values greater than zero, but less than "0.05" percent. Zeroes, null values, and undefined calculations are suppressed and shown as “—“. ***. G.11 Figure G.4 Chassis: Weighted-average prices and quantities of domestic and imported product 4, by quarter Price of product 4 * * * * * * * Volume of product 4 * * * * * * * Source: Compiled from data submitted in response to Commission questionnaires. Note: Product 4: Unused (“non-remack”) tandem axle chassis capable of extension using an extending frame for carriage of heavy 20’ up to 40’ containers, with steel wheels, with mechanic suspension, and without additional nonstandard features. Note: ***. G.12 Table G.5 Chassis: Instances of underselling and overselling and the range and average of margins, by product Quantity in units; margin in percent Product Type Number of quarters Quantity Average margin Min margin Max margin Product 1 Underselling *** *** *** *** *** Product 2 Underselling *** *** *** *** *** Product 3 Underselling *** *** *** *** *** Product 4 Underselling *** *** *** *** *** Total, all products Underselling *** *** *** *** *** Product 1 Overselling *** *** *** *** *** Product 2 Overselling *** *** *** *** *** Product 3 Overselling *** *** *** *** *** Product 4 Overselling *** *** *** *** *** Total, all products Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. G.13 Table G.6 Chassis: Instances of underselling and overselling and the range and average of margins, by source Quantity in units; margin in percent Source Type Number of quarters Quantity Average margin Min margin Max margin Mexico Underselling *** *** *** *** *** Thailand Underselling *** *** *** *** *** Vietnam Underselling *** *** *** *** *** All subject sources Underselling *** *** *** *** *** Mexico Overselling *** *** *** *** *** Thailand Overselling *** *** *** *** *** Vietnam Overselling *** *** *** *** *** All subject sources Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. Table G.7 Chassis: Instances of underselling and overselling and the range and average of margins, by year Quantity in units; margin in percent Year Type Number of quarters Quantity Average margin Min margin Max margin 2022 Underselling *** *** *** *** *** 2023 Underselling *** *** *** *** *** 2024 Underselling *** *** *** *** *** Total, all years Underselling *** *** *** *** *** 2022 Overselling *** *** *** *** *** 2023 Overselling *** *** *** *** *** 2024 Overselling *** *** *** *** *** Total, all years Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. G.14 Tables G.8 through G.10 present data when CIE’s pricing data is included as part of pricing data for imports from Thailand and not included as part of the U.S. producer pricing data. On this basis, prices for product imported from subject countries were below those of U.S.-produced product in *** of 72 instances (*** units); margins of underselling ranged from *** to *** percent. In the remaining *** instances (*** units), prices from subject countries were *** to *** percent above prices for the domestic product. G.15 Table G.8 Chassis: Instances of underselling and overselling and the range and average of margins including CIE data as a subject import source, by product Quantity in units; margin in percent Product Type Number of quarters Quantity Average margin Min margin Max margin Product 1 Underselling *** *** *** *** *** Product 2 Underselling *** *** *** *** *** Product 3 Underselling *** *** *** *** *** Product 4 Underselling *** *** *** *** *** Total, all products Underselling *** *** *** *** *** Product 1 Overselling *** *** *** *** *** Product 2 Overselling *** *** *** *** *** Product 3 Overselling *** *** *** *** *** Product 4 Overselling *** *** *** *** *** Total, all products Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. Table G.9 Chassis: Instances of underselling and overselling and the range and average of margins including CIE data as a subject import source, by source Quantity in units; margin in percent Source Type Number of quarters Quantity Average margin Min margin Max margin Mexico Underselling *** *** *** *** *** Thailand (CIE) Underselling *** *** *** *** *** Vietnam Underselling *** *** *** *** *** All subject sources Underselling *** *** *** *** *** Mexico Overselling *** *** *** *** *** Thailand (CIE) Overselling *** *** *** *** *** Vietnam Overselling *** *** *** *** *** All subject sources Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. G.16 Table G.10 Chassis: Instances of underselling and overselling and the range and average of margins including CIE data as a subject import source, by year Quantity in units; margin in percent Year Type Number of quarters Quantity Average margin Min margin Max margin 2022 Underselling *** *** *** *** *** 2023 Underselling *** *** *** *** *** 2024 Underselling *** *** *** *** *** Total, all years Underselling *** *** *** *** *** 2022 Overselling *** *** *** *** *** 2023 Overselling *** *** *** *** *** 2024 Overselling *** *** *** *** *** Total, all years Overselling *** *** *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: These data include only quarters in which there is a comparison between the U.S. and subject product. H.1 APPENDIX H ASSEMBLER FINANCIAL DATA AND EXPANDED U.S. PRODUCER DATA H.3 Table H.1 Chassis: U.S. assembler CIE’s results of operations, by item and period Quantity in units; value in 1,000 dollars; ratios in percent Item Measure 2022 2023 2024 Total net sales Quantity *** *** *** Total net sales Value *** *** *** COGS: Raw materials Value *** *** *** COGS: Direct labor Value *** *** *** COGS: Other factory Value *** *** *** COGS: Total Value *** *** *** Gross profit or (loss) Value *** *** *** SG&A expenses Value *** *** *** Operating income or (loss) Value *** *** *** Interest expense Value *** *** *** All other expenses Value *** *** *** All other income Value *** *** *** Net income or (loss) Value *** *** *** Depreciation/amortization Value *** *** *** Cash flow Value *** *** *** COGS: Raw materials Ratio to NS *** *** *** COGS: Direct labor Ratio to NS *** *** *** COGS: Other factory Ratio to NS *** *** *** COGS: Total Ratio to NS *** *** *** Gross profit Ratio to NS *** *** *** SG&A expense Ratio to NS *** *** *** Operating income or (loss) Ratio to NS *** *** *** Net income or (loss) Ratio to NS *** *** *** Table continued. H.4 Table H.1 (Continued) Chassis: U.S. assembler CIE’s results of operations, by item and period Shares in percent; unit values in dollars per unit; count in number of firms reporting Item Measure 2022 2023 2024 COGS: Raw materials Share *** *** *** COGS: Direct labor Share *** *** *** COGS: Other factory Share *** *** *** COGS: Total Share 100.0 100.0 100.0 Total net sales Unit value *** *** *** COGS: Raw materials Unit value *** *** *** COGS: Direct labor Unit value *** *** *** COGS: Other factory Unit value *** *** *** COGS: Total Unit value *** *** *** Gross profit or (loss) Unit value *** *** *** SG&A expenses Unit value *** *** *** Operating income or (loss) Unit value *** *** *** Net income or (loss) Unit value *** *** *** Operating losses Count *** *** *** Net losses Count *** *** *** Data Count *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares represent the share of COGS. Zeroes, null values, and undefined calculations are suppressed and shown as “—”. H.5 Table H.2 Chassis: Changes in AUVs between comparison periods for U.S. assembler CIE's operations Changes in percent Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲ *** ▲ *** ▼ *** COGS: Raw materials ▲ *** ▲ *** ▲ *** COGS: Direct labor ▲ *** ▲ *** ▲ *** COGS: Other factory ▲ *** ▲ *** ▲ *** COGS: Total ▲ *** ▲ *** ▲ *** Table continued. Table H.2 (Continued) Chassis: Changes in AUVs between comparison periods for U.S. assembler CIE's operations Changes in dollars per unit Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲ *** ▲ *** ▼ *** COGS: Raw materials ▲ *** ▲ *** ▲ *** COGS: Direct labor ▲ *** ▲ *** ▲ *** COGS: Other factory ▲ *** ▲ *** ▲ *** COGS: Total ▲ *** ▲ *** ▲ *** Gross profit or (loss) ▲ *** ▲ *** ▼ *** SG&A expense ▲ *** ▲ *** ▲ *** Operating income or (loss) ▼ *** ▲ *** ▼ *** Net income or (loss) ▼ *** ▲ *** ▼ *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Period changes preceded by a “▲” represent an increase, while period changes preceded by a “▼” represent a decrease. H.6 Table H.3 Chassis: U.S. producers' and U.S. assembler CIE's combined results of operations, by item and period Quantity in units; value in 1,000 dollars; ratios in percent Item Measure 2022 2023 2024 Total net sales Quantity *** *** *** Total net sales Value *** *** *** COGS: Raw materials Value *** *** *** COGS: Direct labor Value *** *** *** COGS: Other factory Value *** *** *** COGS: Total Value *** *** *** Gross profit or (loss) Value *** *** *** SG&A expenses Value *** *** *** Operating income or (loss) Value *** *** *** Interest expense Value *** *** *** All other expenses Value *** *** *** All other income Value *** *** *** Net income or (loss) Value *** *** *** Depreciation/amortization Value *** *** *** Cash flow Value *** *** *** COGS: Raw materials Ratio to NS *** *** *** COGS: Direct labor Ratio to NS *** *** *** COGS: Other factory Ratio to NS *** *** *** COGS: Total Ratio to NS *** *** *** Gross profit Ratio to NS *** *** *** SG&A expense Ratio to NS *** *** *** Operating income or (loss) Ratio to NS *** *** *** Net income or (loss) Ratio to NS *** *** *** Table continued. H.7 Table H.3 (Continued) Chassis: U.S. producers' and U.S. assembler CIE's combined results of operations, by item and period Shares in percent; unit values in dollars per unit; count in number of firms reporting Item Measure 2022 2023 2024 COGS: Raw materials Share *** *** *** COGS: Direct labor Share *** *** *** COGS: Other factory Share *** *** *** COGS: Total Share 100.0 100.0 100.0 Total net sales Unit value *** *** *** COGS: Raw materials Unit value *** *** *** COGS: Direct labor Unit value *** *** *** COGS: Other factory Unit value *** *** *** COGS: Total Unit value *** *** *** Gross profit or (loss) Unit value *** *** *** SG&A expenses Unit value *** *** *** Operating income or (loss) Unit value *** *** *** Net income or (loss) Unit value *** *** *** Operating losses Count *** *** *** Net losses Count *** *** *** Data Count *** *** *** Source: Compiled from data submitted in response to Commission questionnaires. Note: Shares represent the share of COGS. H.8 Table H.4 Chassis: Changes in AUVs between comparison periods for combined U.S. industry operations Changes in percent Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲ *** ▲ *** ▼ *** COGS: Raw materials ▲ *** ▲ *** ▼ *** COGS: Direct labor ▲ *** ▲ *** ▲ *** COGS: Other factory ▲ *** ▲ *** ▲ *** COGS: Total ▲ *** ▲ *** ▲ *** Table continued. Table H.4 (Continued) Chassis: Changes in AUVs between comparison periods for combined U.S. industry operations Changes in dollars per unit Item 2022 to 24 2022 to 23 2023 to 24 Total net sales ▲ *** ▲ *** ▼ *** COGS: Raw materials ▲ *** ▲ *** ▼ *** COGS: Direct labor ▲ *** ▲ *** ▲ *** COGS: Other factory ▲ *** ▲ *** ▲ *** COGS: Total ▲ *** ▲ *** ▲ *** Gross profit or (loss) ▼ *** ▲ *** ▼ *** SG&A expense ▲ *** ▲ *** ▲ *** Operating income or (loss) ▼ *** ▲ *** ▼ *** Net income or (loss) ▼ *** ▲ *** ▼ *** Source: Compiled from data submitted in response to Commission questionnaires. 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��word/theme/theme1.xmlPK-!A,y��i��word/settings.xmlPK-!C�����word/_rels/settings.xml.relsPK-!��$� �customXml/item1.xmlPK-!�x��U�customXml/itemProps1.xmlPK-!�~A�� �}P�word/numbering.xmlPK-!�4MG��u�word/styles.xmlPK-!=o�!���word/webSettings.xmlPK-!R�a��� <�word/fontTable.xmlPK-!e��\@K�docProps/core.xmlPK-!�{���} ��docProps/app.xmlPK-!I���l��docProps/custom.xmlPK-!t?9z�(�customXml/_rels/item1.xml.relsPK�$� ──────────────────────────────────────────────────────────── === D-Grids Spec Sheet === D-GRIDs references (i.e., for use with the D-GRIDs tool) for: Chassis and subassemblies (“chassis”) from Mexico, Thailand, and Vietnam Inv. Nos. 701-TA-755-756 and 731-TA-1734-1736 Preliminary D-GRIDs spec sheet, p. 1 Question D-GRID number Columns Rows PRO Question II-3a (Overall machinery capacity) 126 3 3 PRO Question II-8 (Production, shipment, and inventory data) 177 3 12 PRO Question II-9 (US shipments by channel) 216 3 2 PRO Question II-10 (US shipments by product type) 222 3 18 PRO Question II-11 (Employment) 277 3 3 PRO Question II-13a (Purchases finished chassis) 291 3 6 PRO Question II-13b (Purchases subassemblies) 315 3 6 PRO Question II-14 (Subject purchases by importer) see note 336 5 15 PRO Question III-9a (Profitability data) 491 3 13 PRO Question III-9h (Depreciation expense) 575 3 1 PRO Question III-10a (Nonrecurring items) 579 3 7 PRO Question III-12a (Assets) 614 3 1 PRO Question III-13a (CapEx and R&D) 619 3 2 PRO Question IV-2b (Pricing products US) 666 8 12 PRO Question VII-1c (Assembler: Purchases data) 1042 3 6 PRO Question VII-2 (Assembler: Trade data) 1060 3 12 PRO Question VII-3 (Assembler: US shipments by channel) 1099 3 2 PRO Question VII-4 (Assembler: US shipments by product type) 1105 3 10 PRO Question VII-5 (Assembler: Employment) 1135 3 3 PRO Question VII-6a (Assembler: Profitability data) 1145 3 16 PRO Question VII-6b (Assembler: Depreciation expense) 1195 3 1 PRO Question VII-7a (Assembler: Assets) 1199 3 1 PRO Question VII-8a (Assembler: CapEx and R&D) 1203 3 2 Note: In relation to the tables on purchases of imports from subject sources by importer in the U.S. producers’ questionnaire (PRO II-14), the data begins on the 3rd column of data entry fields and any text information from the first two columns (importer of record and source) within MS Word has to be included in the D-GRIDS interaction with that data table (thus 5 columns not just the 3 relating to the numeric data) but the text information in the first two columns will not be overwritten when data are pushed into Word using the D-GRIDs tool. Question D-GRID number Columns Rows IMP Question II-3a (Arranged imports) 96 4 4 IMP Question II-3b (Negligibility imports) 114 1 4 IMP Question II-5a (Imports MX) 119 3 12 IMP Question II-5b (US shipments by channel MX) 159 3 2 IMP Question II-5c (US shipments by product type MX) 165 3 18 IMP Question II-6a (Imports TH) 220 3 12 D-GRIDs references (i.e., for use with the D-GRIDs tool) for: Chassis and subassemblies (“chassis”) from Mexico, Thailand, and Vietnam Inv. Nos. 701-TA-755-756 and 731-TA-1734-1736 Preliminary D-GRIDs spec sheet, p. 2 Question D-GRID number Columns Rows IMP Question II-6b (US shipments by channel TH) 260 3 2 IMP Question II-6c (US shipments by product type TH) 266 3 18 IMP Question II-7a (Imports VN) 321 3 12 IMP Question II-7b (US shipments by channel VN) 361 3 2 IMP Question II-7c (US shipments by product type VN) 367 3 18 IMP Question II-8a (Imports AOS) 423 3 12 IMP Question II-8b (US shipments by channel AOS) 463 3 2 IMP Question II-8c (US shipments by product type AOS) 469 3 18 IMP Question III-2b (Pricing products MX) 547 8 12 IMP Question III-2c (Pricing products TH) 647 8 12 IMP Question III-2d (Pricing products VN) 747 8 12 PUR Question 1 (purchases and imports) 18 3 10 FOR Question II-3a (Overall capacity) 106 3 3 FOR Question II-9 (Trade data) 150 5 9 FOR Question II-10 (Resales exported to the United States) 198 5 1 General note: Columns and Rows numbers relate to data entry fields only. D-GRIDs does not work with rows containing calculated fields. Legend PRO = U.S. producers' questionnaire IMP = U.S. importers' questionnaire PUR = U.S. purchasers' questionnaire FOR = Foreign producers' /exporters' questionnaire The D-GRIDs tool is a custom MS Excel application that allows USITC questionnaire respondents (and/or their APO counsel) to extract numeric data from the standard USITC questionnaire forms in MS Word as well as populate numeric data into the standard USITC questionnaire in MS Word. This document provides the inputs needed for the D-GRIDs tool in relation to the above referenced antidumping and/or countervailing duty investigation(s). ──────────────────────────────────────────────────────────── === Document === PK!^TD�1 [Content_Types].xml �(�ĖMO�0��H��*W�f�Z�G@bH\���"����qB0(bT�TJm����3�Y��@Lڻ� �>��I����qr�;gYB�0�A����xtx0�,���]*�1\p���H��(R�h�2�x�Ỳ��g\z�ఇ� �������I"�IJ�:��*��h)���ũO.��CN���4�!Q�[����;jM� �{�VX��>*��\X�������RKh�+��������M� �6��8�"��O�p�`�i�3N#Z�AD M��[�)D���f4ҭ ���Ժ���H]��[^a����V��{t���t+8��F�aBA��L~!����g��=���Ϳ$ˉ�����[!�F2����ĕ�O���D4������Uu/�j5�$�����(P[����3z��PK!���N_rels/.rels �(����j�0@���ѽQ���N/c���[IL��j������U��$�ev{ �i3��4E��~~�:}*K&`b�9���x�9/�aKE�1�=�a����p� ��z��O������]�A�����t[�P�^wؐ�%�"�/q-�A�$r��O��V������Q�������+��y�#��"����'3��r��վj��H�9*C?��Y2��ɦ��lv��H�wUU;���o~J�O7z��K�,���+���)�yi�n"�����8uB�o1 ��,' �,�:W��]�U�͆D�M�'2�/B4%Bן͜܋�nI{�8��=\��]����2��� � � �>�W����Zk���`���(m���M�y���s�ݸj(��!�k��0�&Dӵt�0 b�Tu�b�eQ1wO�^�� 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Investigation 701-TA-3813 is a U.S. International Trade Commission antidumping (AD) proceeding on Chassis and Subassemblies from Mexico, Thailand, and Vietnam; Inv. No. 701-TA-755-756 and 731-TA-1734-1736 (Preliminary) from Mexico, Vietnam, Thailand. The ITC determines whether U.S. industry is materially injured (or threatened) by imports under investigation; Commerce determines whether dumping or subsidization is occurring. Both findings are required for an AD/CVD order to be issued.
701-TA-3813 is in the preliminary phase, with status completed. Preliminary phase — the ITC's initial 45-day determination on whether there's a reasonable indication of injury. A negative preliminary terminates the investigation; an affirmative one moves it forward.
Not yet. 701-TA-3813 has not produced an AD/CVD order in Tandom's catalog. If both Commerce and the ITC issue affirmative final determinations, an order would issue and link to this investigation. Until then, no cash deposits apply.
Tandom guides relevant to AD/CVD investigations
Cash deposit cascade, separate rates, all-others, and PRC-wide rates. Worked example on case A-570-910 (galvanized welded steel pipe from China) with three exporter-specific rates.
Open resource
Scope text is authoritative; the HTS list is illustrative. Read scope, find past rulings, and file a 19 CFR 351.225 inquiry. Worked example on case A-570-106 (wooden cabinets from China).
Open resource
The USITC publishes investigation determinations and milestones on its Investigations Data Service (IDS) at ids.usitc.gov. Tandom's catalog re-syncs from IDS daily; new phases, votes, and determinations appear here within 24 hours of USITC publication.
A practical workflow for checking antidumping and countervailing duty exposure on a US entry. For brokers and ops teams who need the answer before filing.
Open resource