Has the USA been Chinese Checked in the port fee game..??

Recent announcements by the US, USTR and the Chinese Ministry of Transport indicate a warning of a deepening policy in maritime trade.

These measures focus on imposing cross -costs of port and tariffs, the transformation of the operating and financial dynamics of the global transportation.

While Ustr has corrected specific aspects of Section 301 “Action of Ships”, China has introduced a retribution Special port service fee Targeted ships belong to, controlled or registered in the United States ..

China called US actions “discriminatory” and said “It damages the legal rights and interests of Chinese transport companies and disrupts the stability of the global supply chain.“

Together, these measures show a new phase in maritime economic confrontation between the two largest commercial countries in the world.

Section 301 Ustr Section

In April 2025, the Ustr began an action 301 aimed at promoting domestic shipbuilding and addressing competitive disadvantages perceived by US courtyards. On October 10, 2025, several reforms were announced following industry advice and public feedback.

• Implementation of fixed services: The cost of $ 46 per tonne is currently applied to foreign -made vehicles that call in US ports. This setting replaces the cost mechanism and introduces more prediction to operators.
• Removing Suspension of LNG Export License: The previous clause permits the suspension of liquid natural gas, LNG has invalidated export licenses based on the origin of the ship, has been effective in return since April 17, 2025.
• 100 % tariff on specific port equipment: USTR imposes a 100 % import tariff on the ship’s specific cranes to the beach and cargo equipment.
• Future Sudden Settings: For public comment by November 12, 2025, Ustr considers additional measures, including:
  • Exemption for Ethan’s fleet and LPG under long -term charters and
  • Possible expansion of tariffs up to 150 % in a range of cargo and cargo components ..
• The exemption of service costs until December 10, 2025 has also been introduced for the ease of short -term compliance.

China retribution: Port special service fee

In a direct response to Washington’s actions, the Chinese Ministry of Transport announced on October 10, 2025 Special port service fee In US -related ships, effective on October 14, 2025, a movement that is widely seen as retribution.

Key regulations

• Cost range: The new cost starts at 400 pounds per ton (about US $ 56) and increased to 640 pounds in 2026, £ 880 in 2027 and April 17, 1128 pounds (about $ 157) ..
• Request domain: The cost is related to ships that include:
  • Belong to companies or American individuals;
  • Run by American individuals.
  • Controlled by companies where American individuals have 25 % or more of shareholders, the right to vote or represent the board of directors.
  • Flying of the US flag; Or
  • Made by the interests of the United States ..
• Frequency and Restrictions: The cost is only charged at the first Chinese port of calls per journey and more than five times a year a year.

The emerging bilateral cost pressure

The simultaneous implementation of USTR and Chinese measures will create two -way financial and operational burden on global transport lines.

• Costs imposed in the United States: Increased ports and tariffs on foreign -made ships and equipment increase costs for international operators that call in US ports or provide important port infrastructure.
• Chinese counterparts: US -related owners are now facing new charges when contacting Chinese ports, including things that operate under complex international investment or financing structures.

The result is a type of bilateral maritime costs, where the economic impact is not limited to the leaders of the United States or Chinese, but expands to a diverse fleet worldwide, multinational charter and energy carriers.

Strategic considerations for industry

Shipdiers now need to re -evaluate their stock structures and flags to determine if their fleet is on the verge of 25 % or China’s control or whether any of their ships that are related to US interests can face unexpected exposure under new laws.

Operators may also need to revise travel patterns.

Contracts also need to be revised. The parties to the Charter and Service Agreements must clearly allocate the responsibility of new regulatory costs to prevent future disputes.

At the same time, industry stakeholders should use the USTR open comment period to provide data and propose practical settings before the rules are logged in.

Finally, carriers must watch similar actions elsewhere. This history of the United States and China can encourage other governments to impose the cost of their cross -port, adding another layer of complexity of adaptation to the global transport lines.

End

The maritime sector is once again at the intersection of trade and geopolitical policy. The latest US and Chinese actions show how industrial strategic goals are pursuing alone through port and cost access mechanisms instead of traditional tariffs.

While the direct goal may be to protect domestic shipbuilding and port equipment industries, the wider result is cost fluctuations, increased administrative complexity, and potential redirection on global transport networks.

As each side mirrors the other play, the Countermeasure Swift in China creates the question: Is the United States of America reviewed in the Port FEE game .. ??

Related