Industrial Policy & Trade Monitor· 2670 actions· ✨ 89 recent

On 3 July 2026 the Canadian International Trade Tribunal (CITT) issued a final injury finding in Inquiry NQ-2025-009, determining that dumped (and, for non-cooperating exporters, subsidized) imports of truck bodies from China have caused material injury to the Canadian domestic industry. Final anti-dumping duties of 119.4% (Qingdao CIMC Reefer Trailer Co., Ltd.) and 257.1% (all other exporters) are now collected by CBSA on goods released on or after 3 July 2026. CBSA separately terminated the parallel subsidy (countervailing duty) investigation with respect to CIMC Reefer on 4 June 2026 after finding its subsidy margin (0.9%) insignificant; CBSA and CITT statements indicate the countervailing-duty track continued and duties are being collected for the non-cooperating "all other exporters" category.

Prime Ministerial Decree No. 1440 of 2026 was published in Egypt's Official Gazette (Al-Waqa'i Al-Misriyya) on 6 May 2026 and entered into force on 7 May 2026. The decree amends the Executive Regulations of Mineral Resources Law No. 198 of 2014, replacing operative provisions previously governed by Prime Ministerial Decree No. 108 of 2020. Key changes include reducing the minimum government-equity floor for MRMIA participation in mining JVs from 25% to 10%, empowering MRMIA to incorporate or participate in specialised exploration and exploitation companies inside and outside Egypt, revising rental rates and royalty parameters, introducing a new laboratory-licensing regime, and adding land-use prohibitions around archaeological sites, airports, railways, and pipelines.

Presidential decree signed by President Claudia Sheinbaum and published in the evening edition of the Diario Oficial de la Federación on 23 April 2026, in force 24 April 2026. The decree amends the Tariff of the Ley de los Impuestos Generales de Importación y de Exportación (LIGIE/TIGIE) and the Decreto que establece diversos Programas de Promoción Sectorial (PROSEC), imposing MFN import duties at 5%, 10%, 15%, 25%, 30% or 35% ad valorem on 185 tariff fractions covering chemical products, cosmetics, paper and cardboard, textiles, steel, graphic arts, aluminum manufactures, auto parts, electrical material, bicycles, musical instruments, furniture, wind turbines, and trailers. Goods originating in countries with which Mexico has a free-trade agreement remain eligible for preferential treatment, so practical incidence falls on China and other non-FTA suppliers (Korea, India, Vietnam, Thailand, Brazil, Indonesia, Taiwan, UAE, South Africa). Paired PROSEC modifications add tariff fractions to Article 5 sections I, II.b and XIX (electrical, electronic, automotive and auto-parts industries) at exempt (EX) rates.

On 21 April 2026 the European Commission issued a conditional clearance under the EU Foreign Subsidies Regulation (FSR, Regulation 2022/2560), requiring the exclusion of CRRC (China's largest rolling-stock manufacturer) from the Lisbon Metro Violet Line procurement — the first-ever FSR procurement remedy ordering a Chinese supplier exclusion from a specific EU public contract. The Commission found that CRRC received foreign subsidies enabling it to submit an unduly advantageous tender, and as a condition of clearance mandated CRRC's removal from the tender. CRRC was replaced by PESA (Polish rail manufacturer) as the selected bidder. Unlike the 2024 Bulgaria/CRRC case (FSP.100147) where CRRC voluntarily withdrew before a formal decision, the Lisbon case produced the first binding FSR exclusion remedy, establishing mandatory supplier-removal as an available enforcement outcome in EU public procurement.

South Africa's International Trade Administration Commission (ITAC) recommended, and SARS implemented on 19 March 2026, definitive five-year anti-dumping duties on U, I and H sections of iron or non-alloy steel (structural steel, HS 7216.31, 7216.32, 7216.33 and 7216.40) imported from China (74.98%) and Thailand (20.32%). The investigation, initiated on an application by ArcelorMittal Rails and Structures (AMRAS), found dumped imports — totalling 28,800 tonnes in 2023/24, with China supplying ~65% — were causing material injury to the SACU domestic industry (full findings in ITAC Report 759). The definitive duties layer on top of an existing 10% ordinary customs duty and a 13% SACU-wide steel safeguard duty, bringing the effective total import burden on Chinese structural steel to approximately 98% above the base tariff.

On 2026-01-26 the US Department of Commerce initiated antidumping (LTFV) and countervailing duty investigations covering van-type trailers and subassemblies thereof from Canada, China, and Mexico, following a petition filed 2025-11-20 by the American Trailer Manufacturers Coalition (Great Dane, Stoughton Trailers, Wabash National). On 2026-06-15 Commerce issued its preliminary affirmative LTFV determination for China, setting a preliminary antidumping duty rate of 130.76% on Chinese van-type trailer imports, effective on publication and triggering CBP duty collection at the border. Companion countervailing-duty and Canada/Mexico proceedings are tracked separately.

On 2026-01-26 the US Department of Commerce initiated countervailing duty (anti-subsidy) investigations covering van-type trailers and subassemblies thereof from Canada, China, and Mexico, companion to the antidumping investigation covering the same product and countries. On 2026-06-05 Commerce published preliminary affirmative CVD determinations: China received an 82.37% subsidy rate for CIMC Baowell Industries/Qingdao CIMC Reefer Trailer and all other exporters, and a 128.78% adverse-inference rate for non-responsive companies; Mexico received rates of 1.90-1.95% for cooperating respondents (Hyundai de Mexico, Utility Trailer Manufacturing de México) and a 62.67% adverse-inference rate for five non-responsive companies. The Canada CVD investigation was terminated on 2026-05-27 after the petitioner withdrew that portion of the petition. Cash deposits at the preliminary rates began on Federal Register publication; final CVD determinations are scheduled for 2026-08-24 (China) and 2026-10-13 (Mexico).

On 14 January 2026 the European Commission adopted Implementing Regulation (EU) 2026/124, amending Annex XXVIII to Council Regulation (EU) No 833/2014, lowering the price cap on seaborne Russian crude oil (CN code 2709 00) from USD 47.6 to USD 44.1 per barrel, effective 1 February 2026. This is the first application of the automatic dynamic-adjustment mechanism introduced by the 18th sanctions package (Council Regulation (EU) 2025/1494, July 2025), which re-indexes the cap every six months to 15% below the 22-week trailing average Urals market price. Contracts concluded before 31 January 2026 with cargo offloaded by 16 April 2026 remain subject to the prior USD 47.60/bbl cap. The UK aligned with an equivalent reduction the same day.

On 15 January 2026 the UK Office of Financial Sanctions Implementation (OFSI), acting under regulation 64 of the Russia (Sanctions) (EU Exit) Regulations 2019, amended the 'Oil Price Cap' General Licence (INT/2024/4423849) to lower the price cap on Russian seaborne crude oil from USD 47.60 to USD 44.10 per barrel, effective 23:01 on 31 January 2026. Contracts signed at the prior USD 47.60 cap before that time are subject to a wind-down period, remaining valid provided the oil is offloaded at the port of destination by 22:59 on 16 April 2026. The cut applies the six-monthly dynamic-adjustment formula (15% below the 22-week trailing average Urals price) and was announced in lockstep with the EU's equivalent Implementing Regulation 2026/124.