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Beyond Tariffs: Are Proposed US Port Call Fees a New Threat to Global Supply Chain Stability?
The global supply chain, still finding its equilibrium after years of unprecedented disruption, faces a potential new challenge originating from Washington D.C. While discussions around tariffs on imported goods are ongoing, a newer, distinct proposal has emerged: the introduction of U.S. port call fees targeting ships based on their manufacturing origins and ownership structures.
This proposed "port call fee", stemming from a U.S. Trade Representative (USTR) investigation concluded in early 2025, represents a potential multi-million dollar headache per voyage for carriers and could trigger significant shifts in shipping patterns, ultimately impacting shippers and consumers worldwide.
At Wakeo, we believe visibility and predictability are keys for an efficient supply chain. Understanding potential disruptions like these proposed fees is crucial for businesses navigating the complexities of global trade.
What are the proposed port call fees? A closer look
Think of these proposed fees as a targeted tariff on ships. Unlike traditional tariffs focusing on goods, this initiative, announced in February 2025 following a Section 301 investigation, directly targets ocean carriers and vessels linked to China. The USTR investigation determined that China's state support for its maritime, logistics, and shipbuilding sectors constitutes unfair trade practices that burden U.S. commerce.
The proposed remedy involves imposing substantial fees as a condition of entry into U.S. ports, specifically targeting vessels and operators based on several conditions:
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1. Chinese Maritime Operators: Vessel operators determined to be "of China" could face a fee of up to $1 million per U.S. port call. An alternative structure mentioned was a fee based on vessel capacity (e.g., up to $1,000 per net ton).
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2. Chinese-Built Vessels: Regardless of the operator's nationality, any vessel built in China could be subject to a fee of up to $1.5 million per U.S. port call.
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3. Fleet Composition: Operators (even non-Chinese) could face additional fees (potentially on a sliding scale from $500,000 to $1 million per call) based on the percentage of Chinese-built vessels within their entire fleet – possibly triggered if over 25% or 50% of their ships are Chinese-built. This fee could apply even to non-Chinese built ships calling at the port.
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4. Vessels on Order: Operators with a significant percentage of their new vessel orders placed with Chinese shipyards could also face additional fees per port call (potentially in the $500,000 to $1 million range).
Crucially, these fees are proposed on a per port call basis. A single voyage with multiple U.S. stops could incur these massive fees at each port. It's important to note that this is still a proposal.
A multi-million dollar toll per voyage
Even with potential revisions, the financial implications laid out are substantial. Consider these scenarios based on the initial proposals and industry analyses:
- Transatlantic Trade: A non-Chinese shipping line on a Europe-to-U.S. East Coast route with 5 port calls could face staggering costs if using Chinese-built vessels or having them on order. If multiple fee conditions are met (e.g., having Chinese-built ships in the fleet and on order), the total added cost per voyage could easily reach $10 million or more, based on the proposed per-call fee levels.
- Transpacific Trade: Similarly, a Chinese operator running an Asia-to-U.S. West Coast service with just two port calls could face combined fees adding $6 million or more per voyage, driven by fees linked to both operator origin and vessel construction.
These figures dwarf typical port charges. Even a single $1.5 million fee on a 10,000 TEU ship translates to an extra $150 per TEU, a significant burden carriers would likely pass on or seek to avoid through operational changes.
Image: llustrative example showing potential added costs per voyage for typical trade lanes based on operator origin and vessel build/order status.
The ripple effect for supply chain
Should these port call fees become reality, even in a revised form, the strategic shifts hinted at by industry leaders could cascade through the supply chain, potentially leading to:
- Reduced Services & Port Rationalization: Carriers seeking to minimize per-voyage fee burdens would likely cut the number of direct port calls significantly. This concentrates cargo flows into fewer, larger "mega-ports". Shippers relying on smaller or regional ports for direct access could face longer inland transit times and increased costs.
- Shift to Mega-Vessels: Consolidating calls necessitates larger ships to handle the concentrated volume efficiently (from the carrier's perspective). While mega-ships offer economies of scale on the water, they place greater strain on port infrastructure, landside logistics, and equipment availability (chassis, cranes, yard space).
- Rise of Hub-and-Spoke Models: Fewer direct calls inevitably mean more cargo will need to be transshipped – moved from one vessel to another at a major hub port before reaching its final destination.
- Increased Transshipment Complexity: Each transshipment adds complexity, handling costs, potential delays, and increased risk of disruption to the cargo's journey.