Filenews 3 October 2025
A total fee of $3.2 billion is estimated to be paid in 2026 by the ten largest container shipping groups in the United States, as long as their fleets and routes remain unchanged. This estimate, coming from Alphaliner, relates to the implementation of the new measures announced by the Office of the U.S. Trade Representative (USTR) and which will take effect from October 14, 2026.
The measures are part of Washington's strategy to limit Chinese influence in shipping and especially in shipbuilding, under Article 301 on "restoring American production".
The new charges
The mechanism provides that all Chinese-owned ships will pay a fee of $80 per net tonnage for each trip to the US. Similarly, Chinese-built but foreign-owned ships will be charged the largest amount between two options: $23 per net tonnage or $154 per teu [20 foot equivalent unit] of tonnage.
The cap limits charges to five trips per ship per year, but charges remain high for large groups.
The most exposed groups
At the center is COSCO Shipping Group, with estimated charges of $1.53 billion, nearly half of the total. Follow:
- ZIM Integrated Shipping Services: €510 million dollars
- Ocean Network Express: €363 million dollars
- CMA CGM: €335 million dollars
The use of vessels chartered by Chinese companies increases the bill, leading to additional costs. MSC is expected to be charged $73 million, Yang Ming Marine Transport $48 million and CMA CGM an additional $50 million.
The European groups
Maersk will pay a relatively limited amount, about $17.5 million, in contrast to Hapag-Lloyd, which will incur $105 million due to Chinese ownership of ships in its fleet.
Possible consequences
The charges show that Washington is using the fees as a lever of pressure not only on China, but also on those groups that rely on Chinese-made shipbuilding. This strategy translates into higher costs for international shipping, with potential knock-on effects on freight rates and prices of consumer goods transited through U.S. ports.
Major players, such as COSCO, are now having to decide whether to adapt their fleets, pass on costs to customers, or seek new balances in a market that is entering a period of intense turbulence.
By George S. Skordilis/Capitalgr
