CC 2021 IN: Container chassis
Notice of initiation of investigations
The Canada Border Services Agency (CBSA) initiated investigations on , under the Special Import Measures Act respecting the alleged injurious dumping and subsidizing of certain container chassis from China. The investigations follow a complaint filed by Max‑Atlas Equipment International Inc. (Saint‑Jean‑sur‑Richelieu, QC).
The subject goods are usually classified under the tariff classification number: 87126.96.36.199
To a lesser extent, the subject goods may be classified under the following tariff classification numbers:
The product definition as well as additional product information are contained in Appendix 1.
The CBSA will investigate whether the imports are being dumped and/or subsidized and will make preliminary decisions within 90 days, at which time provisional duties may apply.
Additional information about the investigations will be available in a Statement of Reasons that will be available within 15 days on the CBSA’s website.
Officers’ names and contact information:
- Sean Robertson: 343‑553‑1584
- Wayne Tian: 343‑553‑1583
Appendix 1: product definition
Container chassis and container chassis frames, whether finished or unfinished, assembled or unassembled, regardless of the number of axles, for the carriage of containers, or other payloads (including self‑supporting payloads) for road, marine roll‑on/roll‑off and/or rail transport, and certain subassemblies of container chassis originating in or exported from the People’s Republic of China.
- dry van trailers, meaning 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, meaning 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 and
- flatbed or platform trailers, meaning trailers that 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
For greater certainty, the subject goods include the following complete or substantially complete major subassemblies, when imported, purchased or supplied with, or for assembly with, subject container chassis frames:
- running gear assemblies for connection to the container chassis frame, whether fixed in nature or capable of sliding fore and aft or lifting up and lowering down, which may include suspension(s), wheel end components, slack adjusters, axles, brake chambers, locking pins, tires and wheels
- landing gear assemblies, for connection to the container chassis frame, capable of supporting the container chassis when it is not engaged to a tractor and
- connection assemblies that connect to the container chassis frame or a section of the container chassis frame, such as B‑trains and A‑trains, capable of connecting a container chassis to a converter dolly or another container chassis
Additional product information
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.
These chassis are typically used in the transportation of intermodal cargo containers and are skeletal rectangular framed trailers. The rectangular frame comprises steel 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 attached to the chassis. Chassis are designed to carry containers of various sizes, usually ranging from 20’ to 60’ in Canada, including the typical container lengths of 20’, 40’, 45’, 53’ and 60’. Containers carried on chassis include marine containers which are sometimes referred to as “ISO containers”, as they are manufactured to specifications set out by the International Organization for Standardization. Other containers carried by the subject goods include, but are not limited to, domestic containers designed to be carried exclusively over land and not via ocean transport, tank containers for the carriage of liquids or sand, flat racks which are containers without sides, generators for emergency systems and temporary power delivery and waste containers.
Some chassis are built to a single container size and for holding a single container. Others are designed to be extendable chassis, meaning their sliding or adjustable suspension can be extended to allow for longer containers to be carried. Some longer chassis are designed to allow the operator to carry multiple smaller containers, allowing the operator the flexibility of carrying loads for multiple clients simultaneously.
Chassis may be imported into Canada in a fully assembled form, or imported as an unassembled chassis, such as a chassis frame accompanied by the relevant subassemblies, with most or all of the integral items required to assemble a chassis into a finished form. For an unfinished or unassembled chassis to be considered subject goods, the parts for a single chassis do not have to enter at the same time.
The subject container chassis frames are steel skeletal frames forming the main frame of the trailer and typically include: coupler plate assemblies, bolsters consisting of transverse beams with locking or support mechanisms, gooseneck assemblies, drop assemblies, extension frame assemblies with locking mechanisms and/or rear impact guards. These container chassis frames are only used to manufacture a finished container chassis.
For greater certainty, the subject goods include unfinished or unassembled container chassis or container chassis frames, for painting, coating or further assembly with components such as, but not limited to hub and drum assemblies, brake assemblies (either drum or disc), 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.
The subject goods do not include the individual components of the container chassis or subassemblies when imported as individual components, meaning not as part of an unassembled or unfinished container chassis or as part of a substantially complete subassembly. Such non‑subject individual components may include hub and drum assemblies, brake assemblies (either drum or disc), 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. Some of these components may also be used in the production of non‑subject trailers such as flatbeds, tankers, dumpers, grain hoppers and others.
The processing of the subject goods, such as trimming, cutting, grinding, notching, punching, drilling, painting, coating, staining, finishing, assembly, bolting, welding or any other processing in China or another country does not remove the product from the definition of subject goods. In addition, if unfinished chassis manufactured in China are merely assembled into a completed chassis in a third country, such as the US or Mexico, the chassis remains subject to the scope of these investigations. The inclusion of additional components not identified as comprising the finished or unfinished container chassis does not remove the chassis from the definition of subject goods.
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