US port fees to disrupt two-thirds of the tanker fleet

Impact on oil tankers

Based on Drewry’s estimates, only about a third of the oil tankers (36% crude tankers and 35% product tankers) will be outside the purview of the proposed US port fee. The remaining tankers will have to pay a hefty fee if they are operated by a non-Chinese operator when visiting any US port. 

Source: Drewry Maritime Research

On the other hand, China-operated vessels will be redundant for the US trade as the operator will have to pay an astronomically high fee of $1000 per net tonne of the vessel. Even the smallest product tanker will have to pay staggering fees, close to $10 million, which can go up to $105.3 million for a VLCC per port call.

Source: Drewry Maritime Research

Using any tanker under the proposed policy for US trade will lead to a surge in freight costs. Similarly, freight rates will also rise for vessels, which are unaffected by this policy because of the limited availability of such vessels. Overall, the proposed policy will make crude or product exports from the US or imports into the US costlier because of increased freight costs.

Although the fee for vessel operators outside China is based on the per vessel call irrespective of the vessel size, the impact on freight rates of bigger vessels will be significantly lower than smaller vessels. Let us take an example of a VLCC loading from the Middle East and discharging in the US. If we assume all the additional costs of the US port fee will be transferred to charterers, the freight cost will jump by 14% to 41% from the current levels of $13 per tonne if vessels of non-Chinese operators with at least one China-built vessel are used. Meanwhile, for an MR carrying diesel from the USG to Northwest Europe, freight rates will inflate 57% to 172% from the current $23.6 per tonne.

Note: Refer to Table 1 for Category definitions.

Source: Drewry Maritime Research

Comparing the fee, in terms of cargo cost per barrel, VLCCs carrying crude (1.77 million barrels) from AG to USG on vessels operated by non-Chinese entities will add $0.3 to $0.8 to each barrel of crude transported. Similarly, if diesel is shipped from USG to Northwest Europe on MRs (0.28 million barrels), the proposed fee will add $1.8 to $5.4 to the cost of each barrel of diesel.

Note: Refer to Table 1 for Category definitions.

Source: Drewry Maritime Research

Broader implications

It is still unclear if the proposed policy will be implemented and how it will work. However, it raises concerns for the shipping industry, prompting some changes if the policy comes into effect.

• Freight rates for the US trade will rise:
  Although the proposed fee will inflate freight rates for vessels under the purview of the policy that are used for the US trade, vessels that are not affected by this policy will become attractive for the US trade. As only about one-third of the crude and product tanker fleet will be unaffected, higher demand for such vessels will increase freight rates.
• A likely change in trade patterns:
  Higher freight rates for the US trade will make US imports of crude and refined products costly, inflating oil prices in the US. On the other hand, robust rates might hurt the attractiveness of the US crude and product exports. Refined product exports, in particular, will be dented as the proposed fee will significantly inflate freight rates for small product tankers for US exports. The attractiveness of the Middle Eastern diesel in Europe will rise at the expense of the US diesel. Although the dominance of the US products in the Latin American market will continue, some uptick in gasoline imports from Europe at the expense of the US cannot be ruled out.
• Cautious ordering by shipowners:
  Shipowners’ preference for shipyards could change in the long run if the proposed policy is implemented. Nevertheless, the ongoing dominance of Chinese shipyards will persist, considering there are limited options. Meanwhile, emerging shipbuilding markets such as Vietnam and India might benefit in the long run.
• Share of vessel eligible for refund remains limited:
  If any US-built vessel enters a US port, the operator can claim a refund of $1.00 million. However, the tanker fleet has less than 1% US-built ships, of which most of them are US-owned. Thus, the refund policy will not benefit ship operators.

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