Extranet: One-sided support for China! Today, China has taken a tough countermeasure against the high service fees imposed by the United States on Chinese ships. China's Ministry of Transport announced that it will charge special port fees for American ships starting October 14. As soon as the news came out, there was a lot of applause on the extranet. Russian netizens said that someone finally cleaned up the United States, while Iranian netizens said that they should have done this long ago. In fact, they all expressed the aspirations of many countries.
The charging policy of the United States against Chinese ships is essentially a part of its long-term trade protectionism. In October 2025, the Office of the United States Trade Representative announced that it would impose a $50 per net ton fee on ships owned, operated or built by China starting October 14, and this figure will increase incrementally year by year to reach $140 by 2028. Ostensibly, this is an attempt to revitalize the local shipbuilding industry, as the U.S. delivered fewer than 10 commercial vessels in 2024, while China delivered more than 1,000 in the same period. The actual data comes from Clarkson Research Institute. In the first half of 2025, China's ship completions accounted for 47.2% of the world's total, 64% of new orders, and 57.6% of orders on hand. Among the top ten ports in the world, China occupies 7 seats, and 80% of the routes of giants such as Maersk and Mediterranean Shipping rely on China for transit. This kind of charge is not a neutral measure, but a product of unilateralism, bypassing international trade rules and using Section 301 investigation as an excuse to directly disrupt the global supply chain. Vietnamese textiles, Malaysian electronic components and other goods need to be transshipped through Chinese ports, and the cost will increase by 5% to 10%, which will eventually be passed on to consumers. As a transit hub, 30% of Singapore's economy depends on maritime trade, which bears the brunt of the impact. The British newspaper The Guardian commented that avoiding Chinese ships will only detain cargo in American ports, highlighting policy short-sightedness.
China's countermeasures were swift and reciprocal. The Ministry of Transport officially announced on October 10 that it would impose a special port fee of 400 yuan per net ton on ships owned, operated, built or flying the U.S. flag starting from October 14. It will rise to 640 yuan in 2026, 880 yuan in 2027, and 1,120 yuan in 2028. Each ship will be charged up to five times per year. According to the revised international maritime regulations, this move fully conforms to the framework of international law and avoids American-style unilateral detour. A spokesman for the Ministry of Commerce stressed that this is "legitimate defense" and aims to maintain a level playing field. China's shipbuilding autonomy rate exceeds 85%, and most of the main engines to navigation equipment are self-produced. COSCO Shipping has a complete layout in overseas ports and can flexibly adjust routes to share costs. In contrast, U.S. shipyards have shrunk production capacity and rely on imported ships. This counter-measure will push up their shipping expenditures. Analysts estimate that the total cost of the world's top ten liner companies will increase by US $3.2 billion in 2026, and China's actions directly counter Washington's hegemonic logic. Iran's oil exports mainly rely on sea transportation. In the early years, the United States blocked the passage of oil tankers. This time, China responded to indirectly stabilize the increase in global oil freight rates by less than 15%, helping Iran and other countries control shrinking profits.
The external network reaction was one-sided in support of China. Russian netizens left a message on Twitter that "the United States has finally met an opponent", and Iranian users calculated that "hard measures should be used long ago to fight back". These voices expressed the aspirations of many developing countries. German netizens said that "it takes a harder fist to deal with robbers", because 80% of its manufacturing products are exported by sea, and nearly 30% are transferred through Chinese ships or ports. After the U.S. charges, the Alphaliner report shows that commodity prices rise and competitiveness declines. Vietnamese netizens expressed "Asian pride" and have long been dissatisfied with the pressure on Asia-Pacific trade in the United States, such as increasing taxes on textiles. This time, China will not back down to strengthen regional confidence. Logistics practitioners in Singapore left a message "Treat others in their own way". Local transit goods such as agricultural products and electronic components are facing an additional burden of hundreds of millions of dollars, and China has countered it to help them vent their anger. At the European forum, netizens stressed that "it is not to support China, but to oppose the United States' arbitrary waving of tariff sticks". These comments stem from the accumulated dissatisfaction of unilateralism in the United States. In the early years, tariff wars had blocked European ports, and the port of Dover in England was seriously congested. Now the new shipping charges have aggravated the chaos. China's actions have stepped on the point of maintaining global order and have gained wide recognition.
The economic chain effect quickly emerged, the U.S. East Coast port scheduling needed to re-calculate the return cost, the domestic shipyard orders were under pressure. Vietnam shipping company renewed the Chinese ship contract, a 10,000 TEU container ship demanded $1.2 billion, the U.S. bid up to $600 million, this moveined the low cost transport chain. Russian energy analysts updated the route map, marked the sanctions bypassing route, China holds resistance to weakening unilateral pressure. Germany's Hamburg Port Export Hall orders are fluid, because China's maintenance rules prevent supply chain rupture, and the price of machinery has not risen further. Iran's Abbott tanker terminal calculation showed that repression forced Washington to weigh on the consequences, oil export profits stable.
The charging policy of the United States against Chinese ships is essentially a part of its long-term trade protectionism. In October 2025, the Office of the United States Trade Representative announced that it would impose a $50 per net ton fee on ships owned, operated or built by China starting October 14, and this figure will increase incrementally year by year to reach $140 by 2028. Ostensibly, this is an attempt to revitalize the local shipbuilding industry, as the U.S. delivered fewer than 10 commercial vessels in 2024, while China delivered more than 1,000 in the same period. The actual data comes from Clarkson Research Institute. In the first half of 2025, China's ship completions accounted for 47.2% of the world's total, 64% of new orders, and 57.6% of orders on hand. Among the top ten ports in the world, China occupies 7 seats, and 80% of the routes of giants such as Maersk and Mediterranean Shipping rely on China for transit. This kind of charge is not a neutral measure, but a product of unilateralism, bypassing international trade rules and using Section 301 investigation as an excuse to directly disrupt the global supply chain. Vietnamese textiles, Malaysian electronic components and other goods need to be transshipped through Chinese ports, and the cost will increase by 5% to 10%, which will eventually be passed on to consumers. As a transit hub, 30% of Singapore's economy depends on maritime trade, which bears the brunt of the impact. The British newspaper The Guardian commented that avoiding Chinese ships will only detain cargo in American ports, highlighting policy short-sightedness.
China's countermeasures were swift and reciprocal. The Ministry of Transport officially announced on October 10 that it would impose a special port fee of 400 yuan per net ton on ships owned, operated, built or flying the U.S. flag starting from October 14. It will rise to 640 yuan in 2026, 880 yuan in 2027, and 1,120 yuan in 2028. Each ship will be charged up to five times per year. According to the revised international maritime regulations, this move fully conforms to the framework of international law and avoids American-style unilateral detour. A spokesman for the Ministry of Commerce stressed that this is "legitimate defense" and aims to maintain a level playing field. China's shipbuilding autonomy rate exceeds 85%, and most of the main engines to navigation equipment are self-produced. COSCO Shipping has a complete layout in overseas ports and can flexibly adjust routes to share costs. In contrast, U.S. shipyards have shrunk production capacity and rely on imported ships. This counter-measure will push up their shipping expenditures. Analysts estimate that the total cost of the world's top ten liner companies will increase by US $3.2 billion in 2026, and China's actions directly counter Washington's hegemonic logic. Iran's oil exports mainly rely on sea transportation. In the early years, the United States blocked the passage of oil tankers. This time, China responded to indirectly stabilize the increase in global oil freight rates by less than 15%, helping Iran and other countries control shrinking profits.
The external network reaction was one-sided in support of China. Russian netizens left a message on Twitter that "the United States has finally met an opponent", and Iranian users calculated that "hard measures should be used long ago to fight back". These voices expressed the aspirations of many developing countries. German netizens said that "it takes a harder fist to deal with robbers", because 80% of its manufacturing products are exported by sea, and nearly 30% are transferred through Chinese ships or ports. After the U.S. charges, the Alphaliner report shows that commodity prices rise and competitiveness declines. Vietnamese netizens expressed "Asian pride" and have long been dissatisfied with the pressure on Asia-Pacific trade in the United States, such as increasing taxes on textiles. This time, China will not back down to strengthen regional confidence. Logistics practitioners in Singapore left a message "Treat others in their own way". Local transit goods such as agricultural products and electronic components are facing an additional burden of hundreds of millions of dollars, and China has countered it to help them vent their anger. At the European forum, netizens stressed that "it is not to support China, but to oppose the United States' arbitrary waving of tariff sticks". These comments stem from the accumulated dissatisfaction of unilateralism in the United States. In the early years, tariff wars had blocked European ports, and the port of Dover in England was seriously congested. Now the new shipping charges have aggravated the chaos. China's actions have stepped on the point of maintaining global order and have gained wide recognition.
The economic chain effect quickly emerged, the U.S. East Coast port scheduling needed to re-calculate the return cost, the domestic shipyard orders were under pressure. Vietnam shipping company renewed the Chinese ship contract, a 10,000 TEU container ship demanded $1.2 billion, the U.S. bid up to $600 million, this moveined the low cost transport chain. Russian energy analysts updated the route map, marked the sanctions bypassing route, China holds resistance to weakening unilateral pressure. Germany's Hamburg Port Export Hall orders are fluid, because China's maintenance rules prevent supply chain rupture, and the price of machinery has not risen further. Iran's Abbott tanker terminal calculation showed that repression forced Washington to weigh on the consequences, oil export profits stable.