According to new guidelines released by the Trump administration, supertankers built in China that transport oil to the US could be forced to pay a fee of up to $5.2 million per port call.
Newly announced fees announced as part of the administration Plans to revive domestic shipbuilding industry While weaning the economy out of dependence on China, it threatens to widen trade disputes between the two biggest economies in the world.
A recent analysis by the Arrow Shipbroking Group shows that supertankers built in China, but run or owned by non-Chinese companies, will incur an additional charge close to $1.9 million for each call at a US port.
The fees will dramatically rise to approximately $5.2 million for vessels directly owned or operated by Chinese companies. The company outlined it in a note dated April 18th.
Previous iterations of the US proposal required a maximum fee of approximately $3.5 million per visit to the US port.
The significant increase in potential fees comes primarily from the revised calculation method introduced by Washington. It is currently based on the vessel’s cargo capacity or net registered tonnage (NRT).
Starting in mid-October, non-Chinese operating fees will be set at $18 per NRT for Chinese-made vessels. If the vessel is owned or operated by China, it is $50 per NRT.
This shift from per visit to capacity-based taxation greatly amplifies the costs of most vessels.
Arrow’s research shows that supertankers, similar to very large crude carriers (VLCCs), are particularly sharp costs under this new methodology compared to smaller vessels such as Aframax tankers.
The study noted that product tankers of various sizes face charges ranging from $575,000 to about $1.2 million per US visit when they are associated with ownership or operations in China.
Despite the accusations, some market analysts have suggested that the new rules may not be overall punitive, given the various exemptions and isolations introduced by the Trump administration.
However, the broader financial impact remains heavily affected, especially for China’s shipping institutions.
“Overall, the new taxation is seen as less severe than before after considering carve-outs and exemptions,” Arrow explained.
Nevertheless, the brokerage stressed that the policy “majorly costs shippers, particularly Chinese owners.”
The composition of the shipping industry could mitigate the impact of increased fees, given that the majority of tankers currently in global trade were built in South Korea.
Clarkson’s research data confirms this and shows that the existing Chinese-built tanker fleet is about half the size of South Korean counterparts.
Still, analysts warn that economic impacts could have a major impact on China’s shipbuilding and maritime logistics sector, putting pressure on businesses to rethink their business strategy amid growing geopolitical tensions.
This latest policy adjustment highlights Washington’s ongoing strategy to challenge Beijing’s maritime and manufacturing capabilities through targeted economic measures.
The new fee structure is closely aligned with a broader US trade policy aimed at reducing dependence on assets built in China and strengthening domestic and alliance shipbuilding capabilities.
Industry observers are forecasting potential retaliatory measures from Beijing as this latest move adds more tension to the already tense relationship between the two economic superpowers.
Shipowners, operators and global maritime trading partners will closely monitor development as mid-October implementation date approaches.
