In January 2008, the American Trucking Associations (ATA) warmly welcomed a group from the China Road Transport Association.
This delegation, which included representatives from the Highway Transportation Administration Bureau, Beijing XiangLong Assets Management, and Guangxi Wuzhou Communications, spent two days engaging with ATA leaders and major carriers like Con-way Freight, Roadway, and RoadLink. Their discussions were centered on topics such as operations, truck safety regulations, driver training, as well as federal and state tax structures and environmental regulations.
ATA President Bill Graves remarked at the time, “We are all part of a burgeoning global economy,” highlighting that China recognizes the importance of freight transportation and infrastructure to its national economy.
Fast forward seventeen years, and this initial collaboration appears differently in retrospect.
The Pentagon Responds
On January 2, 2025, the Department of Defense expanded its list of “Chinese Military Companies” in the U.S., adding COSCO Shipping, the world’s fourth-largest ocean carrier, along with its North American branch and a financial subsidiary based in Hong Kong.
This classification stemmed from Section 1260H of the National Defense Authorization Act, which mandates the Pentagon to identify firms associated with China’s People’s Liberation Army. COSCO was singled out due to its transport of military supplies for the PLA and its involvement in military exercises related to a potential Taiwan invasion.
Concerns Over Farmland Acquisitions
As Chinese influence at U.S. ports increased, a similar trend was unfolding in rural America. In 2021, the Fufeng Group, a Chinese firm linked to the Communist Party, acquired 370 acres near Grand Forks Air Force Base in North Dakota, a site recognized for its outstanding intelligence and reconnaissance capabilities.
The Committee on Foreign Investment in the United States (CFIUS) found itself unable to assess the transaction due to the Department of Defense’s initial classification of the base. However, new CFIUS guidelines now mandate scrutiny for foreign purchases within 100 miles of sensitive military sites.
Assessing Driver Vetting Standards
While Congress debates regulations on land ownership, glaring issues in the commercial driver vetting system have emerged on U.S. highways. On December 9, 2025, a Chinese national, Yisong Huang, caused a fatal crash while illegally using a phone. Despite failing an English proficiency test, he had previously obtained a commercial driver’s license in New York.
Transportation Secretary Sean Duffy criticized the Biden administration for allowing unqualified individuals to receive driver’s licenses, while an audit revealed that a significant number of New York’s non-domiciled commercial licenses were issued incorrectly.
A Need for Comprehensive Review
As the trucking industry grapples with a chronic driver shortage, questions about who is transporting defense-related freight remain pressing. Current regulations permit considerable leeway for contractors and subcontractors, meaning that many drivers hauling potentially sensitive materials may not undergo thorough vetting.
Moving forward, the Department of Defense should mandate that all carriers, including subcontractors, certify they have no ties to entities on the Pentagon’s Chinese Military Companies list. Additionally, creating a registry of approved carriers for defense freight and having the Transportation Secretary participate in CFIUS decisions are essential steps to ensure national security.
In light of recent developments, it is critical for the ATA and the trucking industry to recognize changing global dynamics. With China now viewed as a strategic competitor rather than merely a trading partner, it’s imperative to evaluate the security of U.S. military logistics thoroughly.
