US Port Fees Could Redraw Global Shipping Alliances

New fees and penalties risk fragmenting partnerships—and raising costs for UK importers

Global shipping alliances are coming under unprecedented strain as US regulators move forward with sweeping new port fees and vessel penalties that target links to Chinese shipbuilders. The consequences for UK importers? Fewer service options, reduced reliability, and likely increases in ocean freight costs.

The SHIPS for America Act, recently reintroduced to Congress, goes beyond traditional trade policy by penalising shipping lines based on where their vessels are built or serviced.

Combined with newly proposed USTR surcharges on Chinese-operated tonnage, which start in October, the measures could trigger major changes in carrier behaviour—and reshape the alliances that have long stabilised global trade routes.

Cost Shock for Carriers
The new rules introduce layered fees on ships operated or constructed by Chinese-affiliated entities, including steep per-tonne charges that escalate over time. While Chinese carriers like COSCO face the highest costs, international lines with exposure to China State Shipbuilding Corporation (CSSC) yards, such as CMA CGM, will also be hit.

This leaves alliance members in a difficult position. Partners of penalised carriers may see their own costs rise, or become less attractive to shippers concerned about indirect exposure. The result? A potential unraveling of carrier alliances and realignment of vessel deployments, which could leave shippers with fewer dependable options.

Headline figures include:

$5/ton for vessels operated by Chinese carriers or registered in China.
$5/ton for non-Chinese operators with >50% of new-builds at “yards of concern.”
$3.5/ton if 25–49% of new-builds are at those yards.
$1.25/ton if the existing fleet is 50%+ China-built or -maintained.

Each vessel would be charged only once based on the highest applicable tier, but these fees stack on top of the USTR’s phased-in port charges, starting in October at $18 per net vessel tonnage, or $120 per container discharged, whichever is higher. By April 2028, the charge will have risen incrementally to either $33 per net tonnage of the vessel, or $250 per container discharged.

On top of this, any vessel operated by a Chinese carrier, regardless of where it was built, will pay an extra $50 per ton, rising to $140 per ton by 2028.

Moving to US built vessels
The proposed SHIPS for America Act being considered by U.S. lawmakers also points to deeper structural change. Section 415 of the Act mandates that a growing share of cargo from China must move on US-built vessels, starting at 1% of total tonnage five years after enactment and climbing to 10%.

Any shipper failing to comply would face penalties equivalent to the cost difference between using a US versus foreign-built vessel. While enforcement details are still to be clarified, the direction of travel is clear: fewer choices, higher costs, and growing complexity for importers sourcing from China.

Implications for UK Shippers
While these are US regulations, the ripple effect will be global. Ocean alliance restructures could limit available services, while rate volatility and surcharges would filter through pricing. Carriers may redirect ships, cancel sailings, or prioritise lanes based on cost exposure, compromising predictability for UK-based shippers.

The legislation also introduces complexity around vessel selection and carrier strategy, making freight procurement and planning more difficult for importers who rely on long-term contracts or integrated supply chain models.

As policy pressures mount, PSP Worldwide Logistics gives you the clarity, control and compliance support you need to navigate change. From strategic sourcing to secure capacity, we’ll help you adapt and stay resilient.

EMAIL Colin Redman today, to learn how you can de-risk your supply chain.