According to Xclusiv, “the core of the policy rests on levying port fees on Chinese-connected shipping. Chinese-owned and -operated vessels will be charged $50 per net ton starting October 2025, escalating annually to $140 by 2028. For Chinese-built vessels, regardless of ownership, a gentler fee structure begins at $18 per net ton, rising to $33. Alternatively, per-container charges are also an option, climbing from $120 to $250. The policy avoids punishing entire fleets with Chinese-built ships, opting instead to charge per vessel — a nod to industry feedback and a subtle retreat from an earlier, more aggressive draft”.
“While framed as a tool to correct China’s “unreasonable” trade practices and over-dominance in shipbuilding, these port fees are clearly a strategic trade policy move. The USTR’s 42-page directive argues the need to reduce reliance on Chinese manufacturing for vessels, cranes, and other maritime infrastructure — all while sending a strong “demand signal” for American-built ships. This narrative aligns with broader efforts under both Trump and Biden to shore up U.S. industrial capacity and national security”, Xclusiv said.
“However, as with any blunt policy instrument, the implications are complex. USTR’s office introduced several exemptions for Chinese-built vessels not operated or owned by Chinese to temper backlash: vessels below 55,000 DWT for /general cargo, below 80,000 DWT for bulkers, those arriving in ballast (empty), ships on short-sea routes under 2,000 nautical miles, specialized or special purpose-built vessels for the transport of chemical substances in bulk liquid forms, vessels principally identified as “Lakers Vessels” on CBP Form 1300, or its electronic equivalent and U.S.-owned vessels (at least 75% beneficially owned by U.S. persons) registered in subsidy programs. Notably, operators can avoid fees for three years by ordering U.S.-built ships, an incentive designed to spur domestic shipyard orders. Based on the data from U.S. ports, it appears that the new USTR proposal would impact only a small fraction of vessels — less than 10% of dry bulk and 5% of tanker calls. While the announcement is thorough, its vague language creates uncertainty, making it difficult to assess the full scope and implementation of the proposed fees. If these proposals are implemented, they could gradually influence the structure of global shipping trade. Chinese-owned vessels may face increased costs on U.S. routes, potentially creating a competitive edge for non-Chinese ships. This could lead to the emergence of varied ownership arrangements, such as joint ventures or intermediary structures, as companies explore compliance strategies”, the shipbroker concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide
