U.S. RoRo Port Fees Set to Disrupt Automotive Logistics

The U.S. Trade Representative (USTR) has confirmed it will introduce new fees on foreign-built roll-on/roll-off (RoRo) car carriers calling at U.S. ports from October 14, 2025, as part of a broader push to counter China’s maritime influence.

The initial fee of $150 per Car Equivalent Unit (CEU) is designed to incentivise shipping lines to invest in U.S. built vessels. A temporary remission is offered to companies that order and take delivery of a U.S. built car carrier of equal or greater capacity within three years. They can avoid the charges during that period.

However, recent USTR updates suggest the fee may shift to a $14 per net ton charge to simplify administration and reduce the risk of fee evasion. The final decision is pending following public consultations.

Impacts on RoRo Operators and Automotive Logistics
Major global vehicle carriers operating between Europe, Asia, and the U.S. are warning of significant cost increases, potentially reaching hundreds of millions of dollars annually. 

A leading Nordic carrier estimates its annual liability could reach $300 million, based on 300–350 annual voyages to the U.S, while another major Norwegian operator projects $60–70 million per year in additional fees.

Major carriers impacted include Japanese operators “K” Line, Mitsui O.S.K. Lines, NYK Line, and South Korea’s Hyundai Glovis, all of whom have extensive U.S. vehicle import operations.

While some carriers plan to pass costs onto customers, there is growing concern that surcharges will ripple through supply chains, raising prices for manufacturers, dealers, and ultimately consumers.

There is also confusion over how mixed-use vessels, those carrying both cars and containers will be classified, with some operators calling for fees to be based on actual cargo moved, not total vessel capacity.

The risk of double charges on multi-port U.S. calls is further raising alarm, with some carriers warning they may be forced to reduce or withdraw U.S. services altogether if the fee regime is not clarified or adjusted.

The fees will not apply to U.S. government cargo or vessels operated directly for the government by agents or contractors.

Critics argue that the USTR’s blanket approach to all foreign-built RoRo vessels may create unintended market distortions, harming non-Chinese carriers, squeezing capacity, and undermining U.S. automotive supply chains, while doing little to curb China’s maritime ambitions.

Final regulations are expected before the end of the summer, and the industry is watching closely.

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