What Happened: The SCOTUS Ruling
The Supreme Court ruled that IEEPA — a statute designed for national security emergencies — could not be used as a blanket authority for trade tariffs. This struck down tariffs that had been applied to goods from multiple countries. However, the administration moved immediately, invoking Section 122 of the Trade Act of 1974 to impose a 10% tariff on all imports. Section 122 allows the president to impose tariffs of up to 15% for 150 days to address balance-of-payments issues, with a possible 150-day extension. The legal landscape remains fluid, and further changes are possible.
How Tariffs Affect Freight Costs
Tariffs do not just add cost to goods — they reshape freight patterns. When tariffs change, importers adjust sourcing, stockpile inventory, or shift to domestic suppliers. This creates demand spikes and route shifts that ripple through the freight market. The current 10% tariff has already driven pre-tariff inventory surges, with ocean import volumes up 12% in Q1 2026 compared to Q1 2025. Warehousing demand in port-adjacent markets has spiked. Truck rates on key import corridors (LA to Chicago, Newark to Midwest) are up 8 to 15% as shippers rush to move goods before potential increases. An estimated 16 to 25% of US freight volume is directly trade-driven, meaning tariff changes affect a significant share of the overall market.
Truck Prices and Equipment Costs
Steel and aluminum tariffs — which remain in effect under Section 232 — have pushed new truck prices up $10,000 to $35,000 per unit. This cost is passed through to carriers as higher equipment expenses, which eventually flows into freight rates. Small and mid-size carriers feel this disproportionately. Fleets that need to replace aging equipment face higher capital costs, tighter financing terms, and longer payback periods. Some are delaying purchases, which means older, less efficient trucks stay on the road longer.
CUSMA as a Tariff Strategy
Goods that qualify under CUSMA rules of origin can cross the Canada–US and US–Mexico borders at preferential rates — often zero duty. For shippers with North American supply chains, ensuring CUSMA compliance is now more valuable than ever. This means verifying that your goods meet rules-of-origin requirements, maintaining proper certificates of origin, and working with a logistics partner who understands tariff classification. Duty drawback programs — which refund tariffs on imported goods that are subsequently exported — are another underused strategy. If you import components, manufacture in the US, and export finished goods, you may be eligible for significant refunds.
Bonded Warehousing
Foreign trade zones (FTZs) and bonded warehouses allow importers to defer or reduce duty payments. Goods stored in an FTZ are not subject to tariffs until they enter US commerce. This gives importers flexibility to time their customs entries based on tariff rates, or to re-export goods without ever paying US duties. For shippers with high-value inventory or fluctuating tariff exposure, bonded warehousing can be a significant cost-management tool.
What Shippers Should Do Now
First, review your tariff classifications. Incorrect HS codes mean you may be paying more than necessary — or less than required, which creates audit risk. Second, verify CUSMA eligibility for all North American goods. Third, evaluate your inventory strategy: pre-positioning inventory in bonded facilities gives you flexibility if rates change again. Fourth, talk to your logistics partner about lane-level rate trends. Rates on import-heavy corridors are rising fastest, and locking in capacity early can save significant cost over the next two quarters.
Celsius Connect helps shippers sort through tariff changes with cross-border expertise and customs coordination built into every shipment.