In the imposition of new ports end The United States are aiming mainly for Chinese ownership or construction ships, but also other foreign carriers, in an attempt to limit Chinese influence to international shipping.
These measures may cause wider vibrations in the global supply chain and US exports. According to the Xclusiv Shipbrokers, the politics core is based on the imposition of port fees on shipping associated with China. As the naplemisite states, the Chinese ownership and exploitation ships will be charged $ 50 per net tone since October 2025, with annual escalation in $ 140 by 2028.
For Chinese construction ships, regardless of ownership, a milder fee structure begins from $ 18 per net tone and increases to $ 33.
Alternatively, charges per container Ship is also an option that ranges from 120 to $ 250 per container thing that could mean that A ship loaded with 15,000 containers will be charged $ 1.8 million. Politics avoids punishment of whole fleets with Chinese ships, choosing to charge by ship – which indicates a discreet retreat from a previous, more aggressive plan.
According to USTR plans, there will be separate fees for ships managed by China and ships manufactured by China, which will gradually increase in the coming years.
Despite the imposition of charges on Chinese -manufactured ships and managed by China, the USSR’s initiative under the government of US President Donald Trump goes further, including foreign vehicles while laying the groundwork for limitations for liquefied ships.
In six months charges
Ustr stated that will start charging port fees in 180 days and that they will gradually grow in the coming years. According to the new rules, ships linked to China will be charged with fees associated with the weight of their cargo or the number of containers on the ship, and not depending on how many US ports approach.
The fees will be calculated up to five times a year And they will be able to get rid of whether the shipowner orders a ship built in the US. Also, all car transport vessels built in the US will also be burdened with fees starting in 180 days.
If a carrier ordering or receiving a US ship equivalent to the next three years, he will be eligible to return fees. US will also introduce new fees for LNG shipsalthough these will not come into force for three years. USTR set a long timetable for LNG ships.
They are required to handle 1% of US exports of LNG with ships built, operated and have a US flag within four years. This rate will increase to 4% by 2035 and to 15% to 2047. USTR also suggested imposing duties on some cranes and Chinese load handling equipment.
However, it will not impose fees on bulk exports on ships reaching the US gaps, nor on trips to the big lakes, the Caribbean and between the US territories. The shipping agencies on these routes had expressed concern about what the original proposals for port fees would mean for trade.
It is noted that Chinese ships are the largest part of the world’s 10 largest shipping companieswhile other East Asia countries, including South Korea and Japan, also dominate the world shipbuilding industry.
The US shipbuilding industry, which was dominant after World War II, has declined over the years and today represents less than 1% of world production.
Hanwha Shipping, after acquiring the Philly Shipyard shipyard in Philadelphia, USA, announced a plan to build the first American -made LNG ships.
This development comes at a critical point, with the US government imposing duties on Chinese -made ships, which may enhance the strategic importance of this movement, but also promoting the new economic and political prospects for the US shipbuilding sector. Hanwha Ocean, a former Daewoo Shipbuilding & Marine Engineering (DSME), bought the Philly Shipyard yard in June 2024 and said it will launch the plan for the construction of the US gas transport vessels in the US that have been built since 1970.