End-UseCategory 2
U.S. imports of vessels, except scrap (End-Use 22200) totaled $381K in April 2026, traded with 3 countries.
Importers of Vessels, Except Scrap paid $2K in duties in April 2026 — an effective duty rate of 1.8% on $82K in dutiable value, based on actual customs collections rather than the published tariff schedule. Vessels, Except Scrap imports of $381K in April 2026 ran 27% above the year-to-date monthly average of $301K.
Last updated: April 2026 dataCargo ships, tankers, ferries, offshore platforms, and other seagoing craft imported into the US — excluding vessels acquired solely for scrapping — represent high-value, low-frequency transactions that require careful attention to admissibility, flag-state documentation, and US Coast Guard vessel documentation requirements. The Jones Act's cabotage restrictions mean that foreign-built vessels imported for use in US domestic trade face significant operational limitations, making the intended deployment of an imported vessel a critical factor in the commercial decision. Classification under the HTS distinguishes vessel type and propulsion, and some categories may be subject to Section 232 considerations depending on steel and aluminum content.
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Generally no. The Jones Act requires that vessels engaged in US coastwise trade be US-built, US-flagged, and US-crewed. A foreign-built vessel imported into the US is ineligible for coastwise trade unless a specific waiver is granted by the Maritime Administration, which is rarely approved.
Section 232 tariffs apply to steel and aluminum as materials, not to finished vessels as such. However, importers of vessels with significant steel or aluminum components should review whether any separately imported structural parts or replacement components trigger Section 232 exposure at the time of entry.
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End-Use codes describe different products on the import and export sides. Cross-direction exports are not shown for this slug.
Monthly import values over time