After more than 20 years of intensive cultivation, China has become the largest country in the world's shipbuilding industry. Last year, it received nearly half of the world's new ship orders, whether it is a large ro-ro ship carrying cars or a high-end ship capable of transporting liquefied natural gas. China can build LNG ships quickly and cost-effectively.

On the other side, a ship of the same type. The construction cost is three times higher than that in China, and the construction period will take a year and a half, so the orders are naturally pitifully small.

When he couldn't compete head-on, Trump had crooked thoughts. Shortly after taking office, it announced that it would impose high port fees on China-related ships, hoping to use this small move to stop the pace of China's shipbuilding industry.

However, China took action just days before this measure came into force by the United States.

Recently, China's Ministry of Transport announced that it will impose "special port charges" on ships related to the United States. foreign media calculated according to Chinese standards, the starting point of the cost is 400 yuan per ton, approximately $ 56. This means that a supertanker has to pay US$6.2 million each time it calls at a port.

China also responded to this move. The US approach itself harmed China's legitimate interests, and China took countermeasures on this basis.

After the announcement of China's new regulations, the global logistics industry quickly triggered a chain reaction. Foreign media said that a small number of oil tankers originally scheduled to ship cargo to Chinese ports had cancelled their bookings that day, and the charter costs of some cargo ships transporting coal and iron ore also increased accordingly.

In fact, China's actions are not excessive. The tariff standard and the cost imposed by the United States on China are equivalent, and the date of entry into force is the same as the United States.

On the US side, as long as it is a cargo ship related to China, such as a 100,000-ton ship, it used to dock at a US port, and the regular charge was only US $600,000 to US $1 million. According to the new regulations, you have to pay an extra $5 million in a single time, which is equivalent to a 5 to 8 times increase. If a cargo ship runs a Sino-US route, its net profit may be only a few million dollars, and this "surcharge" will almost eat up all the profits.

For ships built in China, the U.S. tariff routes are harsher, engaging in a "high tariff", either in terms of $ 18 per net tonne, or in terms of $ 120 per container, which cost is calculated according to which. Ironically, the U.S. own vessels have a backdoor: the vacant vessels that transport coal and grain can be directly exempt from charges, which is the rule, it is clearly to select Chinese vessels.

These fees are not levied once, but are accumulated for each voyage. A container ship traveling between China and the United States may cost an additional US$30 million to US$50 million per year.

From this point of view, China's adoption of this measure is completely self-defense.

China's counter-measure is really effective. Not long after the new regulations were released, the United States made adjustments to previous policies.

Earlier, the U.S. Trade Representative¡¯s Office said it would amend certain maritime charges for foreign-built car transport vessels and LNG vessels before port charges imposed on Chinese-related vessels come into effect next week.

The U.S. changes are as follows: the fee charged to foreign-built vehicle carrier operators will be US$46 per net ton, much lower than the US$150 originally proposed in April. At the same time, the United States has also added an exemption to allow natural gas and liquefied petroleum gas carriers to be exempted from fees under long-term charter agreements.

Judging from the comparison of old and new plans, The US rate has been significantly reduced by nearly 70%, and its strategic intention has also shifted from a "fatal blow" to "increasing operating costs."

But for the US side, this move cannot be regarded as an active gesture of goodwill, but a last resort tactical adjustment made under multiple pressures.

On the one hand, it is because China's reciprocal countermeasures have brought deterrence to it.If the United States follows the original plan, it will definitely trigger a reciprocal escalation of port charges between China and the United States, which will seriously impact trans-Pacific shipping. By then, the United States will suffer even heavier losses in the supply chain.

On the other hand, because of the domestic interest group¡¯s ¡°forced palace¡±,Keep Trump unable to sit still. If the original policy is implemented, American car dealers will have to suffer a wave of blows first: car carriers made in China account for nearly half of the world's orders, and the cost of imported cars will definitely rise after the fee increase. Dealers have already organized a delegation to lobby in Congress; Energy companies are even more anxious. 80% of U.S. liquefied natural gas exports are transported by chartered ships. If even LNG ships charge money, the already sluggish energy exports will be even colder. Therefore, this exemption specifically names "long-term chartered natural gas carriers". To put it bluntly, it is to open a back door to domestic energy giants.

The most important thing is that the United States 'calculations to defeat China's shipbuilding industry through fees have completely failed. They thought that shipping companies would scare them away, but global shipping companies should place orders again and again: In the first eight months of this year, China shipyards took 53% of the world's new ship orders, as many as in the whole of 2023. Even Mediterranean Shipping has just ordered 12 new China ships. Therefore, whether it is LNG ships or car carriers, China is stuck at the neck of the global supply chain in terms of technology and production capacity.

In the end, the U.S. policy this big twist, is the field of "tactical confusion". from the deadly blow of "$150 per net tonne" to the cost harassment of "$46", ambitions significantly diminished.

But this is by no means the beginning of a compromise, the Chinese counter-reaction has been on the rope, and will land on time on October 14, while Chinese shipbuilding orders are still on the rise. Trump wants to win the competition from behind, and ultimately can't compete with the hard power made by China and the hard basin of reciprocal counter-reaction.