Beijing Strikes Back Against Washington’s Maritime Tariffs
Starting October 14, 2025, China will begin charging significant new port fees on ships linked to the United States — a direct retaliation against similar U.S. measures that take effect the same day. The new regulation, announced by China’s Ministry of Transport, applies to any U.S.-owned, U.S.-operated, U.S.-built, or U.S.-flagged vessel calling at Chinese ports. Even ships with 25% or more American ownership fall under the new rule.
At the heart of it is a hefty charge — 400 yuan (about $56) per net ton per voyage — which will climb annually to 1,120 yuan ($157) by 2028. The fee is capped at five port calls per vessel each year. While the numbers may seem abstract, for large container ships, this can translate into millions in new costs per voyage.
A Maritime Retaliation in Full Swing
The decision mirrors the new U.S. port fees targeting Chinese-built, operated, or owned ships arriving in American ports. Washington’s own tariffs start at $50 per net ton, also set to rise in the coming years. Each side has called the other’s move “discriminatory,” accusing the other of undermining global trade stability.
One Beijing-based maritime analyst compared the situation to “a slow-moving trade storm at sea — each side raising anchor and setting sail toward escalation.”
Both countries’ transport ministries have issued statements warning of the risk to global shipping and supply chain efficiency. Yet neither seems ready to back down as broader trade tensions intensify, with President Trump and President Xi due to meet later this month.
Who Will Feel It Most
The company facing the biggest impact is Matson, Inc., the largest U.S. operator with regular transpacific routes to China. Matson’s modern U.S.-flagged container ships — including its flagship Daniel K. Inouye — could see millions added to operating costs annually if their schedules remain unchanged.
While a handful of smaller U.S.-flagged or U.S.-built vessel operators will also be hit, analysts say the immediate exposure is narrow. Most American imports from China travel on ships owned by Asian or European lines, which fall outside the new rule.
“Matson is really the bullseye here,” noted one trade economist in Shanghai. “There just aren’t that many U.S.-flagged container ships calling at Chinese ports anymore.”
Industry Watching Closely
For the global shipping industry, the issue isn’t just about who pays more — it’s about uncertainty. How many more measures could follow? Could port charges spread to other sectors, such as bulk carriers or LNG fleets?
Some logistics executives privately worry that escalating fees on both sides could spill over into freight rates, supply chain costs, and insurance premiums. One freight forwarder in Singapore put it simply: “When two elephants fight, it’s the grass that gets trampled — and right now, the shipping lines are the grass.”
All eyes now turn to the coming trade talks between Washington and Beijing. Until then, ship operators and charterers are recalculating routes, costs, and risk exposure, as another wave of U.S.–China maritime tension rolls in.
