Chinese construction supertenkers carrying oil to the United States could be forced to pay rates of up to $ 5.2 million for each port call, cordination to new guidelines announced by the Trump administration.
The recently announced rates, which were announced as part of the administration plan to revive the national naval construction industry while standing out to the economy of their China dependence, threaten to climb the commercial dispute between the two largest economies in the world.
According to a recent analysis of Arrow Shipbroking Group, the super oil tankers built in China but operated or owned by non -Chinese entities will incur a surcharge that approaches $ 1.9 million for each call in an American port.
This rate increases dramatically to around $ 5.2 million for boats directly owned or operated by Chinese companies, the company was described in a note dated on April 18.
The previous iterations of the US proposal required maximum rates of around $ 3.5 million per visit to an American port.
The substantial increase in potential rates arises mainly from a revised calculation method introduced by Washington, now based on the load capacity of a ship or the registered net tonnage (NRT).
From the middle of art, the rates for non -Chinese operated ships, but the ships built by the Chinese will be set at $ 18 per NRT increasing to $ 50 per NRT if the ship is on Chinese or operated.
This change in forecast to taxes based on the capacity, significant, amplifies the cost of larger ships.
Arrow’s research indicates that very large raw carriers (VLCC) and similar superiors will have partially high costs under this new methodology, compared to smaller vessels such as AFamax oil tankers.
The study indicated that product oil tankers would face the classification of the face of $ 575000 to approximately $ 1.2 million per visit from the United States if they are linked to Chinese property or operations.
Despite the positions, some market analysts suggest that the new rules could be less punitive in general by consulting several exemptions and sizes introduced by the Trump administration.
However, the broader financial impact remains substantial, especially for Chinese shipping entities.
“In general, the new levies are less severe than before, after taking into account the talas and exemptions,” Arrow explained.
However, the broker emphasized that politics “still has the potential to impose great tolls on the loaders, and the Chinese owners in particular.”
The composition of the shipping industry could potentially mitigate some impacts of the greatest rates, since a large majority of oil tankers currently in global trade were built in South Korea.
Clarkson’s research data confirms this, which shows that the oil fleet built by existing China is approximately half the size of the Korean counterpart.
Even so, analysts warn that economic consequences could significantly influence the Chinese naval construction and maritime logistics sectors, presses companies to reconsider their operational strategies in the midst of admitted geopolitical tensions.
This last policy adjustment underlines Washington’s continuous strategy to challenge Beijing’s maritime and manufacturing skill through specific economic measures.
The new rates structure is closely aligned with broader commercial policies in the United States aimed at reducing the dependence of assets built by China and strengthening national and ally naval construction capacities.
Observers of anticipatory industry The reprisal measures of Beijing, since this last movement adds more tension to the already strict relationship between the two economic superpowers.
The owners of ships, operators and global maritime business partners will closely monitor the developments as the medium art implementation date is approaching.
