RoRo PCC

A new era for the global RoRo fleet

Jul 3, 2026 | , , , , ,

It wasn't long ago that securing space on a RoRo vehicle carrier was one of the biggest challenges facing automotive manufacturers. A shortage of Pure Car and Truck Carriers (PCTCs), soaring charter rates and surging Chinese vehicle exports created an exceptionally tight global market.

That picture is beginning to change. A significant wave of new vessel deliveries is increasing global capacity, charter rates are easing and vehicle production is becoming more regionalised as Chinese manufacturers establish factories closer to overseas markets.

For manufacturers, the challenge is no longer simply securing vessel space. Understanding how changing trade flows, regional production and evolving carrier networks affect future supply chains will be just as important.

Fleet expansion is reshaping capacity

The global PCTC fleet is undergoing its largest expansion for many years. New generations of car carriers, many capable of transporting more than 9,000 car equivalent units, are entering service with dual-fuel propulsion and future-ready designs that support lower-emission operations. 

Overall fleet capacity is expected to increase by around 40%, fundamentally changing the supply-demand balance that drove record charter rates during 2023 and 2024.

As additional vessels enter service, daily charter costs have fallen significantly from their historic highs, easing some of the pressure that has affected vehicle exporters over the past two years.

For automotive manufacturers, this represents a welcome improvement in available capacity, although freight markets remain far from returning to pre-disruption conditions.

Competition is intensifying

China's vehicle exports have surged by more than 60% this year, with Europe emerging as one of its fastest-growing overseas markets. Chinese brands continue to gain market share, particularly in the UK and parts of Southern and Eastern Europe.

However, the next phase of expansion is unlikely to rely solely on long-haul exports.

Faced with higher import tariffs in Europe and North America, Chinese automotive manufacturers are accelerating investment in overseas production. New assembly plants are being established across Europe, South America, Southeast Asia, India and South Africa, allowing vehicles to be built closer to customers while reducing tariff exposure.

For the RoRo sector, this creates a dual dynamic. Long-haul exports from China are expected to moderate over time as production shifts closer to end markets, while regional and short-sea vehicle movements within Europe are likely to grow as new production facilities come online. Investment in new European short-sea vehicle carriers already reflects these changing trade patterns.

Additional investment supports employment, strengthens regional supply chains and creates greater demand for automotive logistics across the continent. At the same time, European manufacturers face increasing competition, making resilient and efficient supply chains even more important.

Project cargo remains under pressure

While finished vehicle logistics should benefit from the expanding fleet, the outlook is less positive for project cargo and other high and heavy freight.

Construction equipment, agricultural machinery, industrial vehicles and oversized project cargo continue to compete for limited specialist deck space. The newest PCTCs are optimised for passenger vehicles rather than abnormal loads, meaning stowage flexibility for oversized freight remains constrained despite overall fleet growth.

Meanwhile, longer voyages around the Cape of Good Hope continue to absorb vessel capacity following disruption in the Red Sea, while higher bunker costs and operating expenses are maintaining commercial pressure on older and smaller RoRo vessels.

For shippers moving specialist equipment, early planning and close coordination with carriers remain essential to securing both space and suitable stowage.

Automotive supply chains need greater agility

The RoRo market is becoming more balanced, but not necessarily simpler. Vehicle production is becoming increasingly regional, trade routes are evolving, environmental regulations continue to influence fleet investment and geopolitical developments remain capable of reshaping shipping patterns with little warning.

For UK and European automotive manufacturers, success will increasingly depend on logistics partners that understand both global vehicle flows and local manufacturing requirements, helping them respond quickly as sourcing patterns and transport networks continue to evolve.

Drive resilience with Metro

Metro has extensive experience supporting OEMs, Tier 1 suppliers and automotive manufacturers with integrated international logistics solutions. 

Our specialist automotive teams work across Europe, Asia and North America to secure RoRo capacity, manage complex vehicle movements and develop contingency plans when market conditions change.

Whether moving finished vehicles, production components or specialist project cargo, Metro combines global carrier relationships with local expertise to keep automotive supply chains moving efficiently and reliably.

To discuss your automotive logistics requirements and discover how Metro can strengthen your supply chain, EMAIL Andrew Smith, Managing Director.

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India, the hottest shipping lane

Jul 2, 2026 | , , , , , , , , ,

Ocean freight from India has entered a period of intense demand, with tightening vessel space, rising freight rates and increasing competition for capacity across both European and North American trade lanes.

For businesses diversifying manufacturing away from China or expanding sourcing across South Asia, the challenge is no longer finding suppliers. It is securing reliable shipping capacity in an increasingly constrained market.

Capacity constraints are driving the market

The India-Europe trade has tightened significantly over recent weeks as booming export demand collides with reduced vessel availability.

While demand has recovered strongly, carriers have removed a substantial amount of capacity through blank sailings, cancelled departures, port omissions and revised service schedules. Between March and early July, more than one in five scheduled sailings between India and Europe failed to operate, reducing overall capacity by around 17% across the trade.

The result has been widespread vessel overbooking, booking windows stretching to four to six weeks, and an increasing risk of cargo either being rolled or, in some cases, having confirmed bookings cancelled and rebooked onto later sailings.

Freight rates have responded accordingly. Average pricing from western Indian gateways into Northern Europe has increased by up to 50% in little more than a month, with further peak season surcharges already announced for the second half of July.

Rather than being driven by a single disruption, the current market reflects a genuine supply and demand imbalance, with available vessel space struggling to keep pace with export demand.

Service reliability is becoming just as important as capacity

The tightening market is being compounded by inconsistent service performance.

Several India-Europe services have experienced repeated blank sailings over recent months, while others have omitted key North European ports, further reducing effective capacity available to shippers. On some loops, weekly departures have become considerably less frequent, extending delays whenever cargo is rolled to a subsequent sailing.

At the same time, schedule reliability varies significantly between carrier networks. While some services continue to operate with consistently high reliability through the deployment of additional vessels, others continue to experience frequent disruption and irregular departures.

For shippers, choosing the right carrier and service has become just as important as securing vessel space itself.

Pressure is spreading across South Asia

Across the wider South Asia region, carriers have introduced substantially higher Freight All Kinds (FAK) levels into both North Europe and Mediterranean markets. These increases represent step changes of around 30-50% compared with pricing seen at the end of the first quarter.

These adjustments reflect a broader reset in carrier expectations. With capacity constrained and demand holding firm, pricing is being recalibrated to reflect both operational pressures and ongoing network disruption.

While some variation remains across individual trade lanes, the direction of travel is consistent: a more expensive and less flexible South Asia-Europe market through the current peak season.

US demand is adding further pressure

Demand on the India-US East Coast lane has surged in recent weeks, with booking volumes more than doubling normal levels and freight rates increasing by more than 80% over a four-week period.

In response, one major carrier is preparing to reinstate a previously withdrawn India-US 

East Coast service only weeks after suspending it, underlining how quickly supply and demand dynamics have changed.

This matters for European shippers because carriers continue to allocate vessels where returns are strongest. Strong demand across North American services inevitably competes with India-Europe for finite vessel capacity, making space increasingly valuable across both trades.

Local expertise makes the difference

With an expanding office network across India, Metro’s local teams coordinate factory collections, inland movements, port operations and ocean bookings as a single integrated flow, providing customers with earlier visibility of capacity constraints and greater flexibility when market conditions change.

Whether that means using alternative gateways, splitting shipments across multiple sailings or combining ocean freight with targeted air solutions for time-critical cargo, we help businesses maintain continuity while controlling transport costs.

To discuss your India-Europe or India-North America shipping requirements, EMAIL Metro’s Managing Director.

container ship and naval escort

Iran/US ceasefires bring relief, but supply chains still face a long road back

Jun 24, 2026 | , , , ,

The latest ceasefire agreement between Israel and Hezbollah, alongside the broader US/Iran framework aimed at ending months of regional conflict, has improved sentiment across energy and freight markets. 

Oil prices have retreated, financial markets have stabilised and hopes are growing that the Strait of Hormuz could gradually reopen to normal commercial traffic. Yet for supply chains, the crisis is entering a recovery phase rather than reaching a conclusion.

While diplomats work to turn temporary agreements into lasting settlements, the operational reality remains far more complicated. Shipping lines, insurers and logistics providers are preparing for a lengthy and uneven normalisation process rather than a swift return to pre-crisis conditions.

Diplomacy has moved faster than logistics

The new ceasefire between Israel and Hezbollah removes one of the biggest threats to wider regional stability and supports the broader US-Iran agreement. However, restoring confidence across global transport networks will take far longer than negotiating peace terms.

Although limited vessel movements have resumed, hundreds of ships remain affected by months of disruption and maritime authorities continue to treat the Strait of Hormuz with caution. Mine clearance operations, traffic management measures and elevated insurance requirements mean normal trading conditions remain some way off. Even where vessels are moving, transit remains slower and more tightly controlled than before the conflict.

Gulf supply chains face months of adjustment

Importers and exporters serving the GCC area, including major markets such as Saudi Arabia and the UAE, should not expect an immediate return to normal operations.

Regional carriers, feeder operators and overland transport providers have spent months redesigning networks around restrictions and delays. As cargo begins flowing again, ports and transhipment hubs are likely to experience congestion as stranded containers and equipment gradually work their way through the system.

Schedule reliability will improve, but only progressively. Backlogs accumulated over several months cannot be unwound in a matter of weeks, and businesses serving Gulf markets should continue planning for volatility through the summer.

Energy costs remain a major risk

Even though oil prices have fallen on hopes that hostilities are easing, energy markets remain highly sensitive.

Around one-fifth of global oil supply normally moves through the Strait of Hormuz. Any delays to reopening, security incidents or setbacks in ceasefire negotiations could quickly reverse recent gains.

Bunker fuel prices remain well above pre-crisis levels, while jet fuel and diesel markets continue to reflect constrained supply and cautious inventories. Fuel costs remain one of the largest components of transport pricing, meaning surcharges and cost pressures are unlikely to disappear quickly.

Airlines are closely monitoring fuel costs as they finalise winter schedules. Higher operating costs could place further pressure on passenger capacity, with consequences for belly-hold airfreight space.

Road freight operators face similar concerns. Diesel prices remain vulnerable to energy market swings, while ongoing uncertainty continues to influence transport costs across Europe and Asia.

Meanwhile, supply chains that have adapted to months of disruption are unlikely to reverse course overnight. Alternative routings, additional inventories and diversified sourcing strategies developed during the crisis are likely to remain part of many companies' long-term risk management plans.

Stability may return, but gradually

The ceasefires between Israel and Hezbollah and the wider US-Iran framework represent meaningful progress, despite the postponement of direct talks between the US and Iran. 

However, diplomacy has moved faster than physical supply chains.

Shipping schedules, equipment availability, insurance markets and energy supplies all require time to normalise. The coming months are likely to bring gradual improvement rather than an immediate reset.

Businesses that continue to secure capacity early, maintain inventory visibility and build flexibility into their transport strategies will be best positioned to complete the transition from crisis management to recovery.

Metro's teams are monitoring developments across ocean, air and road markets in real time. As conditions evolve, we help customers stay ahead of disruption, secure capacity and adapt quickly to changing circumstances. 

In volatile markets, resilience comes not from reacting faster than everyone else, but from being prepared before disruption arrives. EMAIL our Managing Director, Andrew Smith to learn more.

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July deadline for eFiling US product compliance

Jun 24, 2026 | , , , , , , , , , , , ,

From 8 July, regulated consumer products entering the US must be supported by electronic compliance certificates filed at the time of customs entry, turning missing or inaccurate information into a direct threat to supply chain continuity.

This is not a change to the underlying safety rules, but to how they are enforced in practice. Paper or PDF certificates kept “on file” will no longer be enough; instead, compliance data must travel with the goods through US Customs and Border Protection’s Automated Commercial Environment (ACE), creating a new operational dependency on clean master data and structured product records.

What is changing in July

The US Consumer Product Safety Commission (CPSC) is rolling out mandatory electronic filing of Certificates of Compliance for regulated consumer products from 8 July, covering finished goods already in scope of existing CPSC requirements.

Importers (or their customs brokers) must now submit defined certificate data elements electronically via ACE with every applicable customs entry, including low-value and de minimis consignments. Shipments into US Foreign Trade Zones benefit from a longer transition, with mandatory eFiling pushed back to January 2027, but they will ultimately be brought into the same regime.

The new rules will be felt most acutely in sectors with broad product ranges, frequent line changes and complex safety obligations.

Fashion, retail, toys, consumer electronics, nursery products, homeware and household goods are all directly affected, particularly where products require either a Children’s Product Certificate (CPC) or a General Certificate of Conformity (GCC). 

For brands with high-volume direct-to-consumer flows and seasonal collections, the inclusion of de minimis parcels means that even small data gaps can disrupt launches and delay customer deliveries.

From paper certificates to digital compliance

For each shipment, importers must transmit a structured set of data points, including product identifiers (such as SKUs), details of the certifying party, the specific safety rules applied, manufacturing dates and locations, test dates and locations, and contact details for the laboratory and record keeper. 

Importers can choose between two methods of submitting compliance data:

1. Full PGA Message Set

Under this option, all certificate data is filed directly into ACE for every shipment. Required information includes:

  • Product identifiers such as SKU or GTIN
  • Applicable CPSC safety standards
  • Manufacturing dates and locations
  • Manufacturer or assembler details
  • Testing dates and testing facility information
  • Laboratory details
  • Contact details for the party maintaining compliance records

This approach is generally more suitable for importers handling smaller product ranges or irregular shipments.

2. Reference PGA Message Set

For businesses importing the same regulated products regularly, the CPSC Product Registry offers a more streamlined alternative.

Product certificate information can be pre-registered in advance, allowing customs brokers to submit only:

  • Certifier ID
  • Product ID
  • Certificate Version ID

This method can significantly reduce repetitive data entry and support faster customs processing.

Both approaches rely on accurate, pre-prepared data that aligns exactly with the physical shipment.

New operational and data challenges

Importers now need to manage the intersection of multiple requirements at SKU level, for example combining US flammability rules for clothing, chemical restrictions on substances such as lead and phthalates, and labelling standards for fibre content, care instructions and safety warnings.

For fashion and lifestyle brands, that means building robust testing programmes, maintaining complete technical files and ensuring master data can be translated into CPSC-compliant certificate records without manual rework at the point of entry.

Regulators have signalled that they expect full compliance from the implementation date, with no broad indication of delayed enforcement.

Incorrect or incomplete eFilings can trigger automated customs holds, manual inspections, potential seizure or refusal of non-compliant shipments, and even civil penalties where systemic failures are identified. For time-sensitive sectors such as fashion and retail, where margins and calendars are already under pressure, even short delays at the border can undermine entire seasons or promotional campaigns.

Why exporters and origin teams matter

Although legal responsibility for eFiling sits with the US importer, a significant proportion of the required information resides with exporters, manufacturers and upstream partners.

Testing records, manufacturing details, lab certifications and product specifications are typically held at origin, and without structured access to this data, importers may struggle to complete mandatory filings accurately and on time. Exporters targeting the US market therefore need to map CPSC scope with their customers and embed electronic information sharing into standard shipping processes so certificate data is available well before cargo departs.

Turning compliance into an advantage

Businesses that invest early in mapping their CPSC exposure, closing testing gaps, building digital certificate libraries and rehearsing eFilings in test environments will move through the new regime with fewer delays and lower risk. 

Those that treat compliance as a last-minute paperwork exercise risk finding that missing or inconsistent data becomes a bigger threat than tariffs, capacity constraints or transport disruption.

Metro is already working with customers in fashion, retail, consumer goods and wider international trade to align product data, testing records, documentation and customs processes across origin and destination teams. 

If you import into the United States and want to turn the new CPSC eFiling rules into a competitive advantage rather than a source of disruption, EMAIL our Managing Director, Andrew Smith, directly. 

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