17/10/2025
On October 14, 2025, the Sino-US shipping "fee war" officially entered its operational phase. On that day, two container ships from the US shipping giant Matson Marine, having docked at the Port of Shanghai and the Port of Ningbo, respectively, received bills totaling 16.54 million RMB for "special port charges." The MATSON WAIKIKI, with its 30,224 net tons, paid 12.09 million RMB per ship, becoming the first US-related fine inflicted at the Port of Shanghai. The MANUKAI also paid 4.4584 million RMB at the Port of Ningbo.
Behind these sky-high fees lies the precise clash of US and Chinese policies: that same day, China's "Implementation Measures for the Collection of Special Port Charges on US Vessels" and the US "Port Security and Fair Competition Fee" took effect simultaneously. A trade friction, initiated by the US, officially spread to the core of global shipping.
International Shipping, Maersk, Matsun
Maersk urgently adjusts ships to avoid charges
China's policy of collecting "special port fees" on US ships is not a one-size-fits-all approach. The fee applies to US-flagged vessels, US-built vessels, and any vessel owned or operated by an entity in which a US individual or institution directly or indirectly holds 25% or more of the equity, voting rights, or board seats. However, vessels built by Chinese shipyards are exempt.
Against this backdrop, Maersk and Hapag-Lloyd have suspended two of their US-flagged container ships from calling at Chinese ports after the China Special Port Fees took effect on October 14th. On October 14th, local time, Maersk issued a notice announcing temporary adjustments to its TP7 route.
The 6,435-TEU Potomac Express (IMO: 9349526) will skip Ningbo Port and instead unload at Busan Port in South Korea. Transit cargo will be transferred locally to other vessels. Cargo destined for or transiting Ningbo will be unloaded in Busan and delivered to its final destination via transshipment on other vessels. Cargo originally destined for the US from Ningbo on this vessel will be loaded onto the Maersk Luz (IMO: 9526904) and subsequently transferred to the Potomac Express in Gwangyang on October 24.
The 6,200 TEU Maersk Kinloss (IMO: 9333022) will also cease calling at Ningbo. Its import cargo will be unloaded at a South Korean port and transshipped to Ningbo and other destinations via other vessels within the Maersk network. Cargo originally destined for the US from Ningbo on this vessel will be loaded onto a feeder vessel and transshipped in South Korea, though the specific name of the receiving vessel is yet to be determined.
Maersk cited its "unwavering commitment to supporting customers in efficiently managing their supply chains" as the reason for the adjustment, but industry analysts believe the primary reason is that both vessels fly the US flag and would be subject to port fees if they called at Ningbo due to relevant Chinese announcements. Linerlytica, a shipping data analytics firm, estimates that carriers could face up to $2.3 billion in port fees for calling at Chinese ports in their first year. This figure has been reduced from $3.9 billion previously due to exemptions for Chinese-built ships. This amount is nearly double what Linerlytica estimates Chinese shipping companies will pay when calling at US ports.
Linerlytica estimates that Maersk's port fees in China will be close to $400 million, while Mediterranean Shipping Company (MSC) will incur slightly less. US-listed Zim is expected to incur over $600 million, the highest among major shipping companies. The average cost per TEU of affected vessels will increase by approximately $300. Since the notification was only received last Friday, major liner companies had limited time to react, and freight rates are expected to rise in the short term.
The tussle between the US and Chinese giants has presented opportunities for other shipping companies. Companies like South Korea's Hyundai Merchant Marine and Taiwan's Evergreen, which lack US capital, are not subject to Chinese taxation. Bookings on the China-US route have recently increased by 20% year-on-year, and daily charter rates for South Korean tankers have even soared to $130,000, a three-year high. This "substitution effect" precisely demonstrates that the power of choice in the global shipping market always lies with those offering "lower costs and more stable service."
As the Matson fine controversy unfolded, the White House signaled a negotiation. Trump publicly expressed his willingness to "reasonably negotiate" on the port fee issue. This was driven by concerted pressure from US energy companies. Texas LNG suppliers warned that continued Chinese countermeasures would make it difficult to fulfill export contracts with China. Clearly, the US has realized that there are no winners in a "fee war."
However, negotiations must be premised on a balance of power. China's shipbuilding industry's production capacity advantages, global shipping network, and control over the supply chain underpin its countermeasures.
For businesses, this turmoil serves as a warning: in today's geopolitical landscape, operating models that rely on a single route and a single capital base are no longer sustainable. Maersk's multi-market presence and Chinese companies' compliant operations may be the key to navigating uncertainty.
With the November window for US-China trade consultations approaching, it remains to be seen whether the "fee war" will cool down. But what is certain is that the practice of distorting market rules through administrative means will ultimately fail, and true competitiveness will always be hidden in a complete industrial chain, efficient delivery capabilities and flexible response strategies.
