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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UK–EU reset could ease border friction for importers and exporters

May 13, 2026 | , , , , , , , , , , , , , , , , , , , ,

On 13 May 2026, the King's Speech set out the government's plans for the next Parliamentary session, including efforts to reset post-Brexit relations, forge closer economic ties with the EU and reduce unnecessary barriers to trade.

The reset is not a return to the single market or customs union. Instead, it is being presented as a targeted attempt to stabilise the trading relationship through closer alignment in specific areas where the government believes reduced friction could support growth, cut costs and improve supply chain efficiency. 

SPS alignment could simplify GB–EU border processes

The government intends to pass legislation by the end of 2026 to enable an SPS agreement with the EU to take effect by mid-2027. The agreement would cover animal and plant health, food safety and related agri-food rules, with the UK aligning to relevant EU legislation in order to ease border procedures.

SPS controls have been among the most disruptive post-Brexit trade barriers, creating additional documentation, inspection, certification and timing challenges at the GB–EU border.

A veterinary-style agreement could reduce the need for some routine checks and help make border movements more predictable. For exporters, this may improve access into EU markets. For importers, it could reduce delays, compliance costs and uncertainty when bringing goods into Great Britain.

Emissions trading alignment could reshape supply chain costs

Alongside the SPS agreement, the government is also negotiating closer alignment between the UK and EU emissions trading schemes (ETS), designed to reduce regulatory divergence and support longer-term industrial and energy cooperation. 

For businesses involved in manufacturing, energy-intensive production, transport and international trade, the implications could extend well beyond environmental policy.

A linked or more closely aligned ETS framework could help reduce friction for exporters trading into Europe, particularly as the EU continues expanding carbon-related trade measures and compliance requirements. It may also provide greater long-term certainty for businesses operating across both UK and EU markets.

Dynamic alignment brings certainty but also new compliance considerations

The proposed reset relies on dynamic alignment in selected areas, meaning UK rules would keep pace with relevant EU law as it evolves. This is central to the government’s ambition to reduce border friction, because smoother trade processes depend on both sides recognising equivalent standards.

For logistics and supply chain teams, this could provide greater medium-term certainty over the regulatory framework affecting GB–EU trade. However, it also means businesses will need to monitor changes in EU rules that may flow into UK requirements over time.

The wider political debate remains active. Critics argue that dynamic alignment could reduce UK regulatory flexibility, while others want the government to go further and pursue a customs union. 

What this means for UK traders

The direction of travel may point toward a less burdensome GB–EU trading environment, but the more realistic reading is:

  • Customs declarations are not going away simply because an SPS deal is agreed.
  • Rules of origin issues are not being removed by the reset as described in this briefing.
  • What may improve is the regulatory layer sitting on top of customs processes for certain categories of goods, especially agri-food.

That distinction matters, because a truck can still need customs processing even if SPS checks become lighter or less frequent.

So the likely benefit is not “no border”, but a border with fewer SPS-related interruptions, fewer compliance mismatches and a lower chance that a shipment is delayed because UK and EU technical rules have drifted apart.

Importers and exporters should now review where SPS controls, border checks, certification or documentary requirements are creating cost, delay or uncertainty in their supply chains. They should also assess whether current customs and compliance processes are flexible enough to adapt as the UK–EU framework develops.

As the UK–EU reset develops, Metro is helping customers assess how changing customs procedures, SPS requirements and evolving regulatory alignment could affect their supply chains, transit times and compliance obligations. 

Through integrated freight forwarding, customs support and cross-border logistics expertise, Metro helps businesses prepare for changing GB–EU trade conditions and maintain efficient cargo flow across European supply chains.

EMAIL Managing Director, Andrew Smith, today to learn more.

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Container and RoRo flows disrupted as Gulf remains closed

Mar 31, 2026 | , , , , , , , , , , , , , , , ,

The effective closure of key Gulf shipping routes has halted vessel access to major regional hubs, leaving ships anchored or diverted and forcing carriers to discharge cargo at alternative ports across Oman and the UAE.

These ports are now acting as critical stopgap gateways, but they lack the scale, infrastructure and connectivity of established hubs such as Jebel Ali. As a result, cargo flows are becoming fragmented, with increased reliance on transhipment and secondary routing options.

This disruption is also impacting automotive supply chains. As of 30 March, 15 deep-sea pure car and truck carriers (PCTCs) remain locked in the Persian Gulf, including vessels linked to major Asian operators. Prior to the escalation, more than two dozen PCTCs were calling Gulf ports weekly, underlining the scale of capacity now removed from the market.

Although the number of vessels directly affected is relatively limited, the impact is amplified by the volume of vehicles already loaded and destined for the region. With transit through the Strait of Hormuz effectively closed, operators are holding cargo on board, returning vessels to origin in Asia, or discharging at alternative locations.

East Africa is emerging as a temporary relief valve, with ports such as Lamu receiving diverted RoRo volumes. Thousands of CEUs are now being held in storage, awaiting clarity on onward routing, further extending lead times and tying up equipment.

At the same time, longer-term routing options remain constrained. Potential alternatives via Red Sea gateways such as Jeddah or Aqaba face their own limitations, particularly as ongoing security concerns continue to divert Asia–Europe RoRo traffic around the Cape of Good Hope.

Pressure is already building across container flows. Congestion is rising at substitute ports, while markets such as Western India are beginning to experience delays as they absorb displaced volumes. Although global trade lanes outside the region remain broadly stable, rerouting activity is increasing and reshaping network dynamics.

A drone strike on the Salalah container terminal on 28 March further exposed the fragility of these alternative networks. The incident forced a temporary closure of one of the region’s key transhipment hubs, disrupting operations at a critical access point for Gulf-bound cargo. While the port reopened three days later, operational constraints are expected to continue, limiting throughput and extending delays.

Equipment imbalances, cargo restrictions and congestion

Beyond routing disruption, structural pressure is building within the ocean freight system. Equipment availability is becoming increasingly uneven as flows are disrupted, with empty container shortages emerging in certain markets.

At the same time, cargo handling restrictions are tightening. Metro is seeing direct evidence across Oman and other regional ports that hazardous containers are no longer being accepted, regardless of classification. Units already on terminal are being required to move off port as a priority.

However, with no viable repatriation hubs available within the region, options are extremely limited. In many cases, hazardous containers must be redirected back to origin or moved to upstream ports outside the affected area, adding cost, delay and operational complexity.

Port congestion remains a persistent constraint. Around 3 million TEU of global capacity is currently tied up in port delays, highlighting the gap between theoretical vessel capacity and the reality of moving cargo through constrained infrastructure.

Even where vessel space exists, operational limitations at ports are restricting throughput. Alternative ports are not configured to handle sustained high-volume flows, while feeder networks and regional services are being adjusted to accommodate changing conditions.

The disruption is also creating wider scheduling challenges, with sailings being rerouted and transit times becoming less predictable as carriers respond to evolving constraints.

Pressure building, with risk of spillover across modes

For now, the global impact remains more contained than previous crises, with major east–west trade lanes continuing to operate. However, underlying pressure is increasing, and the longer disruption persists, the greater the risk of wider spillover across both container and RoRo networks.

Rerouting is becoming more widespread, congestion is building at key alternative gateways and equipment imbalances are beginning to take hold. At the same time, rising oil prices are feeding into bunker costs, adding a further layer of cost pressure across all trades.

The key variable remains duration. If disruption continues, today’s regional challenges are likely to extend into broader network instability, affecting schedule reliability, transit times and overall supply chain predictability across multiple cargo types.

For shippers and other supply chain participants, the focus is shifting towards maintaining flexibility, securing capacity early and planning for multiple routing scenarios as conditions evolve.

Maintain flow across container and automotive supply chains

Metro is helping customers minimise disruption across containerised and automotive supply chains with practical, experience-led solutions.

With secure vessel capacity, alternative discharge strategies and flexible routing options, Metro keeps cargo moving as networks shift, including complex RoRo diversions and delayed vehicle flows.

Metro’s on-the-ground insight into operational constraints, including hazardous cargo restrictions and port-specific limitations, enables early intervention and reduces the risk of costly delays, diversions or cargo being stranded.

Through MVT, customers gain real-time visibility of shipments, congestion and routing options, enabling faster, data-led decisions across both container and automotive movements.

To review your current ocean or automotive supply chain exposure, hazardous cargo options or contingency plans, EMAIL Andrew Smith, Managing Director.

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Capacity challenges continue for RoRo and project shipper

Jan 20, 2026 | , , , , ,

Roll-on/roll-off (RoRo) and project cargo shippers are entering a decisive phase, as fleet expansion, industrial investment and energy-driven demand are converging, creating both opportunity and pressure for shippers moving vehicles, machinery and oversized cargo.

The global Pure Car Carrier (PCC) and Pure Car and Truck Carrier (PCTC) fleet is forecast to expand by around 40% over the coming years, with new vessels significantly larger than the ships they replace.

Latest-generation PCTCs are designed to carry 20–30% more car-equivalent units (CEUs) than legacy tonnage, lifting individual vessel capacity into the 9,000+ CEU range. Most new-builds are dual-fuel or alternative-fuel capable and ammonia-ready, reflecting a clear shift towards lower-emission operations.

Despite this expansion, RoRo capacity remains unevenly distributed. Vessel size growth primarily benefits vehicle flows, while availability for high and heavy cargo continues to depend on stowage flexibility, port infrastructure and trade imbalances.

High and heavy manufacturing: volumes steady, costs rising

Shipment trends from major global manufacturers of construction, agricultural and power-generation equipment provide a useful barometer for RoRo and breakbulk demand. While tariff-related costs are rising sharply, shipment volumes in key segments continue to grow.

Construction and forestry equipment shipments recorded year-on-year growth of more than 25% in the most recent quarter, driven by infrastructure spending and large-scale industrial projects. Power-generation equipment volumes also strengthened, with segment revenues rising by around one-third, reflecting accelerating demand from data centres and energy infrastructure.

Order backlogs across the sector have reached record levels, extending visibility well into 2026 and beyond. This supports steady outbound cargo flows, even as manufacturers maintain tight inventory control rather than front-loading production.

Project and breakbulk cargo enters a capacity-sensitive phase

Project and breakbulk shipping is being lifted by sustained growth in energy, metals and mining cargo. Global electricity demand linked to new power generation is forecast to grow at more than 3% per year through 2030, translating directly into increased movements of turbines, generators and transformers.

Fleet growth for heavy-lift capable vessels is projected at an average of just over 4% per year through the end of the decade. While sufficient for smaller and modular cargo, this pace risks falling short during peak periods for large, indivisible units.

Copper and other critical minerals are adding further pressure. Forecasts point to a potential 30% supply shortfall by the mid-2030s, driving investment in mining projects and associated movements of oversized equipment. These cargoes typically require specialised lift planning, crane operations and non-standard stowage.

As RoRo capacity grows by double-digit percentages and project cargo demand rises at a similar pace, the balance increasingly depends on planning, technical expertise and access to the right assets at the right time. 2026 is shaping up as a year where execution, sequencing and specialist capability determine success.

Metro’s dedicated automotive logistics and project shipping teams understand the operational, technical and scheduling complexities of RoRo, breakbulk and heavy-lift movements.

Working with leading global carriers, independent lines and charter operators, Metro helps customers secure reliable capacity, design resilient supply chains and optimise transport from factory gate through to dealer or point of use.

Email Andrew Smith, Managing Director, to discuss how Metro can safeguard your project cargo, vehicle flows and unlock efficiencies across your global logistics operations.

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