US–China port fees: shippers face double charges from October 14

US–China port

US–China port fees will hit many operators on both legs. The US will charge Chinese-linked ships. China will mirror with fees on US-linked owners. As a result, US–China port fees could reshape tanker and bulker routing.

Who pays and when

Fees start on 14 October on both sides. The US sets $18/nt for Chinese-built vessels. The US sets $50/nt for Chinese-owned operators. China plans $56/nt for US-owned or partially US-owned fleets. Therefore, corporate ownership screens now matter as much as build origin. US–China port fees will apply where thresholds are met.

Cost impact on crude and dry bulk

VLCC voyages face the largest headline charges. A 125,000nt VLCC could owe $2.25mn on US discharge. The same ship could owe $7mn entering China, depending on US investor share. Kamsarmax bulkers also face dual levies. The US exempts vessels under 80,000 dwt only. Kamsarmaxes average 82,500 dwt and will pay. Chinese-built Kamsarmaxes at 28,000nt could owe $504,000 in the US. They could owe over $1.5mn entering China. Consequently, port fees may lift freight rates and reroute tonnage.

Global operators are assessing exposure now. Ownership structures with more than 25pc US investors appear at risk in China. Meanwhile, Chinese-built tonnage operated by non-Chinese firms faces the US $18/nt fee. Voyage economics will drive new ballast patterns and lightering choices. Charter parties may add port-fee sharing clauses quickly. Insurance and banking covenants may also adjust.

The Metalnomist Commentary

These parallel regimes compress margins and complicate deployment. We expect wider US–China freight spreads and rising diversion to third-country transshipment. Contract language, ownership transparency, and ship selection will decide who absorbs the new costs.