According to industry estimates, based on the new guidelines for "port fees" announced by the Trump administration, a super tanker built in China may be required to pay up to $5.2 million each time it docks at a U.S. port to transport oil.

The newly announced fee is part of the U.S. government's plan to revitalize its domestic shipbuilding industry and reduce economic dependence on China, which could exacerbate trade disputes between the world's two largest economies.

According to a recent analysis by Arrow Shipbroking Group, one of the largest independent shipbroking groups in the world, a super tanker built in China but operated or owned by non-Chinese entities will be charged nearly $1.9 million in additional fees each time it docks at a U.S. port.

The company outlined in a report on April 18 that for super tankers directly owned or operated by Chinese companies, the fee will significantly increase to approximately $5.2 million.

The previous version of the U.S. proposal required a maximum fee of around $3.5 million per docking at U.S. ports.

The significant increase in potential costs mainly stems from the modified calculation method introduced by the U.S. government, which is now based on the vessel's cargo capacity or net registered tonnage (NRT).

Starting from mid-October, for vessels not operated by China but built in China, the fee will be set at $18 per NRT; if the vessel is owned or operated by China, the fee will increase to $50 per NRT.

The shift from charging per docking to taxing based on cargo capacity has greatly increased the transportation costs for large vessels.

Arrow's research shows that under this new method, ultra-large crude carriers (VLCCs) and similar super tankers will bear particularly high costs compared to smaller vessels like Aframax tankers.

The study points out that if different-sized product tankers are owned or operated by China, they will face fees ranging from $575,000 to approximately $1.2 million each time they visit the United States.

Despite these estimates, some market analysts believe that considering the various exemptions and reduction policies introduced by the Trump administration, the new regulations may not be as punitive overall.

However, the broader financial impact remains significant, especially for Chinese shipping entities.

Arrow explains: "In summary, after taking into account exemptions and reductions, the rate of the new tax seems less severe than before."

Nevertheless, the brokerage firm emphasized that this policy "could still impose a heavy burden on shipping companies, particularly Chinese shipowners."

Given that the majority of tankers in global trade are currently built in South Korea, the impact on the shipping industry may be somewhat mitigated.

Data from Clarkson Research confirms this, showing that the existing fleet of oil tankers built in China is approximately half the size of the South Korean tanker fleet.

However, analysts warn that the economic consequences of this incident could have significant impacts on China's shipbuilding industry and maritime logistics sector, forcing companies to reconsider their operational strategies amid heightened geopolitical tensions.

This latest policy adjustment highlights Washington's continued strategy of challenging Beijing's maritime and manufacturing strength through targeted economic measures.

The new fee structure is closely tied to the U.S.'s broader trade policy, aiming to reduce reliance on Chinese-made assets and enhance shipbuilding capabilities domestically and among allies.

Industry observers expect Beijing to take retaliatory measures, as this latest move will further escalate the already tense relationship between the two economic superpowers.

As the implementation date approaches in mid-October, shipowners, operators, and global maritime trading partners will closely monitor developments.

Original source: https://www.toutiao.com/article/7496073010755994153/

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