On October 14, China and the United States simultaneously initiated additional port fees for each other's ships, which directly stirred up the global shipping circle. The United States first announced in April that it would impose fees on ships related to China. As part of their 301 investigation, China followed up and announced countermeasures on October 10, which were officially implemented on the 14th. As a result, the first fee was collected from an American ship that day. The Manukai container ship operated by Matson became the target of this "first blood". The ship has a net tonnage of 11149 tons and flies the American flag. It docked at Ningbo Port on the evening of the 13th. When it began unloading on the 14th, it was charged a fee equivalent to US$627943, which is 4.46 million yuan in RMB, or 400 yuan per net ton. The Manukai was built in Philadelphia, USA in 2003, with a carrying capacity of 2378 TEUs and mainly runs Sino-US routes. This payment became the beginning of the dual collection of port fees between China and the United States.
China's Ministry of Transport clarified the charging rules on October 14, imposing special port fees on ships owned, operated, built or flying U.S. flag. However, there is a key exemption that ships built in China can not be paid. This directly affects the choices of many shipowners, because many ships around the world are made in China. The fee levied by the United States is for ships owned, operated, built or flying the China flag by China, at US$50 per net ton, with a cap for each voyage. In contrast, the starting rate in China is higher, starting at 400 yuan per net ton from the 14th, and will gradually increase afterwards, becoming 640 yuan on April 17, 2026, and reaching 880 yuan on April 17, 2027. The United States has not announced plans to gradually increase fees, but they have also exempted many ship types, such as agricultural and energy-related ships, to reduce some of the impact.
Matson has no plans to change routes and continue to operate as originally planned. After paying the payment, the Manukai continued to go to Shanghai Port and left Ningbo at 1 a.m. on the 15th. Immediately afterwards, their other ship, the Matson Waikiki, was also charged at Shanghai Port. This time, the amount was even higher, about 12 million yuan, equivalent to 1.7 million US dollars. The net tonnage of this ship is 30224 tons, which is also calculated based on the standard of 400 yuan per net ton. Matson's two ships delivered a total of approximately $2.3 million on the first day and the next day. Industry reports show that if strictly enforced, these fees may add US$3.9 billion to shipping companies 'costs a year, of which China expects US$2.3 billion and the United States to US$1.6 billion. As a U.S. based company, Matson mainly runs Pacific routes. This time, it suffered a direct loss, but their customer notified that it would keep the service unchanged.
The shipping giants moved quickly, especially those with American-flagged ships. Maersk issued a customer notice on the 14th to adjust two American-flag ships on the TP7 trans-Pacific route, Potomac Express and Maersk Kinloss. Both ships were built in South Korea, with a capacity of 6,435 TEUs. They were originally supposed to call at Ningbo Port, but now they are directly diverted to Busan Port in South Korea for unloading. The Potomac Express was originally scheduled to stop in Ningbo, but jumped straight to Busan, unloading Chinese imports there, and then transferring them to Ningbo by other ships in the Maersk network. After the export goods are loaded from Ningbo, they first go to Gwangyang Port in South Korea, and then transfer to the Potomac Express for shipment to the United States. The same goes for the Maersk Kinloss, avoiding Ningbo and using Korean ports for transit. Maersk said that although there are many detours, it can save money for direct payment, because their ship is American flag, but it is made in South Korea and does not meet China's exemption conditions.
Hapag-Lloyd also followed up and adjusted. They cooperated with Maersk in the Gemini Alliance, and the Potomac Express was actually their alliance ship. Hapag-Lloyd confirmed the change, and the ship went directly to Busan, avoiding the cost of Ningbo. According to industry media reports, this kind of transshipment will increase operational links, such as additional loading and unloading and voyage, but the cost is more cost-effective than paying fees. South Korean ports like Busan and Gwangyang have thus become beneficiaries, and the throughput is expected to rise because these transshipment operations fall directly on them. The port of Manzanillo in Mexico and the port of Vancouver in Canada may also be partially transferred, especially the land connection to the United States. The report pointed out that the business volume of ports in third-party countries will increase as a result, especially in South Korea, because of its close geographical location and good infrastructure.
China also announced more details on the 14th, emphasizing that the exemption from China shipbuilding is to counter the US investigation into China shipyards. The US 301 investigation was originally aimed at China's share of global shipbuilding and shipping, saying that China had unfair practices. China in turn investigated U.S. shipbuilding and shipping, and also imposed sanctions on five U.S. subsidiaries of South Korean shipyard Hanwha Ocean for doing things for the United States. Hanwha Ocean is a major shipyard in South Korea and has built many ships for companies like Maersk. China's Ministry of Commerce said the subsidiaries violated fair trade and is investigating the impact. Maersk's ship was made in South Korea, but because of the American flag, it still had to pay a fee or make a detour.