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The fees are currently suspended, but agricultural groups warned in March 2025 that uncertainty over the proposed charges was already raising shipping costs and disrupting export contracts. Those reports came before implementation; they are not proof that fees collected caused nationwide losses. The U.S. Trade Representative’s suspension notice says the fees do not accrue or have to be paid through November 9, 2026. Because that date is approaching, check for a newer notice before relying on this status.
Are U.S. port fees on Chinese ships still in effect?
No. The U.S. Trade Representative (USTR) suspended the vessel-fee actions for one year beginning November 10, 2025. Under the formal notice, the fees do not accrue and are not payable during the suspension, through November 9, 2026. USTR’s suspension announcement and notice set out the current status. Since the scheduled end is near, look for a subsequent USTR notice before making a current shipping or pricing decision.
The policy was announced as a Section 301 action in April 2025, then operationalized and modified later that year before the suspension. It should not be described as a fee currently being charged on every foreign ship or on every visit to a U.S. port.
What vessels did the action cover?
The action targeted defined vessel categories, not all ships calling at U.S. ports. The operational categories and rates appeared in U.S. Customs and Border Protection’s October 6, 2025 guidance. CBP’s vessel-fee implementation guidance describes the categories and exceptions; USTR’s later modification changed the vehicle-carrier calculation.
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| Category | October 2025 operational charge before suspension | Important qualification |
|---|---|---|
| Vessels owned or operated by Chinese entities | $50 per net ton | Applied to covered vessels under the implementation guidance. |
| Eligible Chinese-built vessels not covered under Annex I | $18 per net ton or $120 per container discharged, whichever was higher | CBP listed exemptions and exceptions, including certain U.S. government cargo, qualifying U.S.-owned or U.S.-flagged vessels enrolled in specified programs, vessels arriving empty or in ballast, and vessels below stated capacity thresholds. |
| Foreign-built vehicle carriers | $14 per net ton under CBP’s October 6 guidance; later modified by USTR to $46 per net ton | The later USTR modification superseded the earlier vehicle-carrier calculation before the suspension. |
These figures describe the operational rules before suspension, not charges payable during the suspension. The April 2025 fact sheet had different initial rates, including $150 per car-equivalent unit for foreign-built car carriers; those initial figures should not be mistaken for the later operational calculation. USTR’s April action also provided for zero fees during the first 180 days. USTR’s April 17 action announcement and April fact sheet describe the initial structure.
CBP said LNG tankers were exempt from all three annexes and that payment was due at formal entry at the first U.S. port. October’s USTR modification later deferred certain payments through December 10, 2025, before the broader one-year suspension took effect. Vessel eligibility and exceptions depended on the applicable category and rule; the charge was described per U.S. voyage, with a limit of five charges per vessel per year—not as a fee on each port call.
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Why agricultural exporters were concerned
Farm exports are exposed to ocean freight costs because much of the trade moves by water. A March 24, 2025 letter from agricultural and food-sector associations, including the American Soybean Association, American Farm Bureau Federation and U.S. Dairy Export Council, said U.S. agricultural and related exports totaled $191 billion in 2024 and that more than 70% were waterborne. Those figures are the coalition’s, rather than independently verified measurements in the cited material. The coalition’s letter to USTR explains its concerns.
The associations said shipping operators intended to pass anticipated fees through to customers. They reported higher tender bids and freight rates for both China-linked vessels and alternative vessels, lost export business, and difficulty securing shipping and buyer contracts beyond May. These were reports made while the measure was still proposed and its timing uncertain. They do not establish that fees actually paid caused those effects.
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Bulk grain and oilseed estimates
The coalition estimated that added bulk-vessel costs for grains and oilseeds could range from $0.50 to $1.25 per bushel, depending on port and vessel size. This was an industry estimate, not an observed average cost across shipments or a measured national loss.
Containerized agricultural goods and crop inputs
The letter also estimated that container export costs for agricultural commodities—and costs for some imported crop inputs—could double. It did not establish that this increase occurred across the market or quantify realized trade-volume effects.
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What is—and is not—established about export impacts
The timeline matters: the coalition’s concerns were recorded in March, the final action was announced in April, operational guidance followed in October, and the suspension began in November 2025. The letter is evidence of what associations said exporters were experiencing during the proposal period, including uncertainty and reported pricing pressure. It is not evidence that fees collected caused those reported impacts.
The cited sources do not establish how much agricultural trade was ultimately lost, how much price pressure was attributable to the fees rather than other market conditions, or what happened to realized export volumes. USTR’s April fact sheet said more than 80% of goods are transported by sea, and that 61% by value of U.S. international goods trade with Asia and 45% with Europe moves by ship; those are USTR figures describing maritime exposure, not estimates of damage from this action.
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What exporters and farm businesses should watch
- Policy status: Check for a USTR notice issued after the suspension’s stated end date before treating any earlier rate as payable.
- Vessel classification: If the action resumes or changes, confirm the vessel’s ownership or operator, build location, vessel type, and any applicable exception against the then-current CBP guidance.
- Actual freight terms: Distinguish a carrier’s quoted rate or surcharge from the government fee itself. The 2025 coalition reports described anticipated pass-through and tender pressure, not a universal charge on every exporter.
- Contract timing: Compare shipping bids and contract terms by date, route, vessel category, and cargo. A reported estimate or a rate quote should not be treated as a realized cost for a different shipment.
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