We are not ready to win the economic war against China built in China

Business Interaxes, from US farmers to overseas carriers, warn of serious economic damage from proposals considered by the US government to Hit -Contens made in China With steep fines when they call for us ports. They say that the purpose of returning more shipbuilding in the US is attempted in the global ocean trade market, where virtually all the traffic containers will soon be carried out on ships built in China.

According to estimates, 98% of the global fleet is collected when calling on the ports of the United States, since the fee is applied to both existing Chinese courts and future vessels in the book of carriers, and any carrier who has at least one book for ships made in China, according to the World Council, which is an international industry. Currently, 90% of the world’s vessels are subjected to fee. According to maritime intelligence, the total number of ports made by the deep seas of liners in the United States in 2024 was 12 410.

On Monday, a US trade representative was held to consider fines. The investigation that began under President Joe Biden ended Report published in January This ended with shipbuilding in China and the maritime industry had an unfair advantage. Now it goes on Trump Administration as part of the President Expanding global economic and trade warIf Trump said in a recent speech before Congress that he would create a new shipbuilding office in the White House that offers special tax benefits to return more shipbuilding to the US

“Exporters of the country’s agriculture are united in concern and confrontation with this proposal,” Peter Friedman, executive director of the agricultural coalition said in the testimony. “We do not mind this goal, but we do not want to donate to America’s agriculture and communities across the country that would be economically upset and worse, such plans as the present that would eliminate our ability to sell agriculture under our own borders.”

The AGTC states that there are no American vessels suitable for international commercial delivery that exist today, which can move agricultural cargo, move through container ships, volume ships and ships, as well as in various products that include corn, wheat, grains and soybirds. “If they were available at a reasonable price, US exporters, including agriculture, would already have used this option,” Friedman said in his testimony.

He said that the field fences faced by the farmers in the world economy, and the strengthening and intensive competition for bulk goods, should be taken into account in the choice of the ship for transportation of goods, he said.

To punish ocean carriers using Chinese ships to move trading, the US government has proposed Cool leaves on Chinese ships arriving in US ports. For Chinese operators (such as COSCO), a $ 1 million fee may be charged on each ship. For non -China ocean carriers with fleets containing Chinese courts, the services fee will be up to $ 1.5 million per call in the United States.

According to WSC, a total of 1.5 trillion. The US dollars are transported annually by shipping deposits directly or indirectly. Industry for delivery liner supports more than 6.4 million jobs to the US and deposits more than 1.1 trillion. Avalabat. According to Joe Kramek, the WSC president.

“The proposals will lead to an increase in the cost of exporters and consumers of the US, as well as the ineffectiveness of the supply chain, without providing China effective incentives to change its actions, policy and practice,” Kramek said in his prepared testimony before listening to the USTR.

Almost 300 trade associations, companies and persons also filed comments that protested against the fees.

Offering a USTR proposal and a broader concern by the US government is a mass leap in Chinese ships.

According to USSTR, 6,350 dollars for a 40-foot container may be required by USTR’s 6600 containers. This would be approximately twice as high as the entrance and output spots for delivery between New York and Rotterdam.

Container courts serving the United States usually call 3-4 ports in each trip, WSC reports. Kramek said the call fee between $ 1 million to $ 3.5 million (if suitable layers of the proposed penalties) on the port in each swim will lead to fewer calls to the US, especially to small and medium ports. Port -leibrists, trucking, railway work, warehouses and other jobs that support these ports will greatly affect, as well as enterprises that rely on these ports.

“Tariffs will lead to overload in large ports, while reducing the service in smaller ports, as the court operators minimize the number of US ports, which call them the courts on each route,” Kramek said in his testimony.

Alan Murphy, CEO of Maritime Intelligence, told CNBC that the ocean carriers not only cancel the sailboat to secondary and tertiary ports and redirect more containers to major ports to avoid charges, but also load more containers in Canada. According to maritime intelligence, the total number of calls for the port in Canadian ports in 2024 was 1692.

“The ports of Halifax, Montreal, Prince Rupert and Vancouver will receive more containers as ocean carriers reduce the number of calls in the US,” said Murphy. “It would be to the detriment of smaller ports such as Jacksonville, Tampa, Ouckland, Boston, Philadelphia, Miami and Baltimore, which can be faced with overloading with additional containers.

Soren Toft, CEO of the world’s largest ocean carrier, MSc, said CNBC at a recent TPM conference in Long Bich, California, which at least one port, port of Auckland, can be eliminated, and containers are distracted into alternative ports such as LOG.

The port director of the port Ouckland Brian Brands told CNBC at this point that the discussion is speculative.

“The projects are still being developed, but we will have to wait and see what – if any – the surcharges will be accepted to determine what consequences. Our main problem for the proposal is the unintentional consequences that this fee can have on agricultural exporters and other US enterprises that use Oakland as a gateway.

The state with us shipbuilding

The US Law, known as the “Johns Act” requires certain types of vessels, and the courts traveling only at home ports in the United States, there are 30 US categories, with a 24 -year average age. A typical service life is from 20-30 years.

“The opening of the US maritime industry would be very positive,” Kramek said in his testimony, but added that reducing the current activity is not a way to return internal shipbuilding. “Instead of limiting which courts can carry exports and impose backward, return fees for shipping companies that help manage the US economy, the administration must work with a congress on the forecast strategy, which is constructively intended to revive the US maritime industry,” he said.

In his written testimony, Herman, the senior vice-president on the policy of the American Association and Shoes, said that the United States is operating and built ships.

“Even if they are, they are not competitive, making them impossible for US exporters and importers,” Herman said. “We are already in the inflation economy. Americans cannot afford further rising prices and products. And American manufacturers and farmers cannot afford to lose more export markets. This is especially true when many of these export markets are already closed from the tariffs.”

According to the latest data from the US Ministry of Transport, the United States had 182 ships.

Participants of the World Shipping Council operate 75% of the US Sea security program (consists of a US flag, commercially viable, military -wide merchants working in international trade that are available to support the US Department of Defense during conflicts or other national emergencies.