The global container shipping industry is bracing for a major financial hit as the United States moves forward with new tariffs targeting Chinese-built and Chinese-operated vessels. According to maritime intelligence firm Alphaliner, leading carriers could collectively face up to $3.2 billion in fees by 2026 under measures set to take effect on October 14.

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The tariffs, imposed by the U.S. Trade Representative (USTR) under Section 301, are designed to “reverse Chinese dominance and restore American shipbuilding.” Chinese-owned or operated vessels calling at U.S. ports will be charged $50 per net ton (NT) per voyage, with the fee rising by $30 annually through 2027.

Non-Chinese carriers using Chinese-built ships over 4,000 TEU or 55,000 DWT will also be affected, facing an initial charge of $18 per NT or $120 per TEU in 2025, increasing by $5 each year. Each vessel is capped at five charged voyages per year, and the two fee categories cannot be combined. Operators investing in U.S.-built ships may qualify for a three-year fee suspension, offering limited relief.

Among the most affected will be COSCO Group, with potential charges reaching $1.53 billion, nearly half the total burden projected for the top ten carriers. ZIM, ONE, and CMA CGM also face heavy exposure, estimated at $510 million, $363 million, and $335 million, respectively, due to their extensive use of chartered Chinese tonnage.

Within the Gemini Cooperation alliance, Maersk is expected to incur only about $17.5 million in fees, while Hapag-Lloyd could face roughly $105 million, reflecting its reliance on Chinese-owned vessels.

A significant factor in the tariff impact is Seaspan, a major Hong Kong-based tonnage provider with a fleet of 54 vessels (0.62 million TEU) serving U.S. trades. Alphaliner estimates that Seaspan-linked deployments could generate $1.31 billion in total fees across affected carriers. To mitigate exposure, the company is reportedly relocating to Singapore, enabling its clients to avoid classification as Chinese-owned tonnage.

Not all carriers are equally exposed. Evergreen and HMM are expected to avoid the new tariffs entirely, with HMM’s nearly all–Korean-built fleet (23 out of 25 ships) insulating it from the measures.

On a per-unit basis, the cost differential is striking: Alphaliner calculates $2,121 per TEU in additional costs for COSCO’s U.S.-bound services, compared with just $26 per TEU for Maersk.

Carriers have downplayed the long-term disruption, stating that the new measures will have limited impact on service networks or freight rates. Most have already adjusted their vessel deployments during the 180-day grace period that began April 17.

MSC, for example, withdrew the 9,411 TEU MSC JEONGMIN—owned by Shanghai’s Bank of Communications Leasing—from its “California Express” service to the U.S. West Coast, with its final Los Angeles call on August 3.

The USTR’s tariffs represent a scaled-back version of the plan announced in April 2025, featuring lower fee levels and targeted exemptions aimed at reducing China’s dominance in global shipbuilding without severely disrupting trade flows.

As the October 14 implementation date nears, carriers continue to fine-tune their strategies—balancing regulatory compliance, cost containment, and network stability in an increasingly politicized shipping environment.