When next week, on October 14, the tariffs from the United States Trade Representative (Ustr) aimed at countering Chinese dominance in the maritime sector come into effect, 35% of the fleet composed of bulk carriers, oil tankers, product tankers, and container ships could be subject to additional charges for calling at a US port. However, according to a new analysis by the global shipping organization Bimco, the expected impact on the freight market could be limited.
Based on the study, 70% of these ships are owned or managed by Chinese entities, while 30% are built in China. Over half of the ships built in China will be exempt due to size or because of US ownership.
While much of the debate on the controversial new tariffs has focused on container traffic, the Bimco analysis presents some alarming statistics for the dry bulk sector. “Bulk carriers are more exposed to the cost increase, as 45% of the ships could be subject to the Ustr tariffs,” commented Niels Rasmussen, an analyst at Bimco.
Because a greater number of ships are exempt or because a smaller number of ships are owned or managed by Chinese entities, only 30% of oil tankers and container ships and 19% of product tankers could be subject to the tariffs upon arrival at a US port, according to the association.
Nevertheless, despite these numbers, the “overall impact could be limited,” suggests the Bimco study. So far in 2025, US markets have covered only 9-19% of the global demand for ships in each sector, and historically only 16-24% of US exports and imports have been served by ships subject to the Ustr tariffs.
Bimco does not foresee increases in freight rates in the container market. In the bulk carrier and tanker sectors, the association estimates that most ships subject to the Ustr tariffs will abandon US trades as they will not be able to remain competitive. Therefore, even in these sectors, increases in freight rates will likely be avoided. “Confusion in implementation could, however, cause short-term rate increases,” admitted Rasmussen.
US Customs provided more details over the weekend on the imminent increase in port taxes for tonnage linked to China. The notice is clear: the burden of determining liability falls directly on the vessel operator, not on US Customs. Ships that do not present proof of payment could be denied unloading, clearance, or have operations halted until their documentation is in order. Payment must be made via a US Treasury website, with Customs urging vessel operators to ensure they have paid at least three days before the ship’s arrival in the United States.
Three price levels are planned. Annex 1 is $50 per net ton for ships owned or managed by Chinese entities. Annex 2 is for ships of Chinese construction arriving in the US, where the operator will pay the higher amount of either $18 per net ton or $120 per unloaded container.
Annex 3 concerns all car carrier ships not built in the United States, not only Chinese ones, with operators having to pay 14 dollars per net ton.
LNG tankers are exempt from the fees provided for by these measures.
China has promised to react. Chinese Premier Li Qiang signed a State Council decree a few days ago stating that China will adopt the necessary countermeasures against countries or regions that impose or support bans, restrictions, or similar discriminatory measures against Chinese operators, ships, or crews engaged in international maritime transport and related services.
