The shipping industry is in front of a new duty of duties, as China threatens with countermeasures in port fees announced by Trump government for Chinese -made or management ships.

The US fees are expected to enter into force on October 14, while at the same time China by decree signed by Chinese Prime Minister Lee Chiang last Sunday 28/09, applies symmetrically countermeasures with additional fees on ships imposing or backed by biased ships. Chinese countermeasures are also added, the restrictions of access to ships to Chinese ports and controls on their companies’ maritime activities.

However, US charges if they are finally applied and calculated per pure tone or by TEU, will increase the cost of much of the fleet sharply, as more than half of the newly built ships worldwide come from Chinese yards.

According to a new report by the US Center for Strategic and International Studies (CSIS), Chinese shipyards occupied 53% of all world ships in tones in the first eight months of 2025. Fees, according to CSIS.

China’s share of global ship orders per capacity was increased to 73% in 2024, suggesting that the shipowners sought to close contracts before the possible restrictive provisions of USTR came into force.

However, the impact of the new trade duty war is expected to be immediate: increase in Asia-US lines, delays in the supply chain and redirect of cargo to ports of third countries. Experts warn that shipping is in danger of being at the center of a new geopolitical confrontation, with consequences that will affect both shipowners and world trade.

Chinese countermeasures

By decree from the State Council signed by Prime Minister Lee Chiang, China revised the regulatory framework of international maritime transport, in force, from last Sunday 28/09, a mechanism of countermeasures against countries or areas imposing or supporting biased restrictions.

The measures provide, inter alia, the imposition of special fees on the ships of the states involved, a ban on or restricted access to Chinese ports and restriction of access to maritime data or the operation of related services to and from China.

Exceptions may apply when relevant international conditions or agreements provide sufficient and effective remedies. At the same time, the Decree adopts an obligation to submit information to the Chinese authorities by the exploitation of international shipping platforms, enhancing supervision and compliance. The move is part of the tense environment of maritime transport, in view of the US-based ships on October 14, targeting “Chinese-Interconnected” ships.

The American plan

The time of Beijing’s decision, however, is important, as the US Commercial Representative Policy (USTR) on Port Ports targeted by Chinese ships is due to enter into force on October 14, in less than two weeks.

The US USTR’s plan, announced in April, will fee on owners and Chinese ship operators, starting at $ 50 per net, which will increase annually until they reach $ 140 per net tone by 2028.

According to Alphaliner, if today’s fleet develops are left, the account for the 10 largest containers in 2026 reaches $ 3.2 billion.

For chinese fleets but non -Chinese ownership, additional charges are estimated at $ 50 million for CMA CGM, $ 73 million for MSc and $ 48 million for Yang Ming. In Gemini partners, Maersk is estimated at $ 17.5 million, while Hapag-Lloyd around $ 105 million.

Companies are considering rearranging tonation and replacement of Chinese-Favigated ships to US lines with Korea or Japan ships to limit the reports. Chinese shipping companies are already investigating various impact mitigation strategies.

According to the HSBC, these include the utilization of Ocean Alliance partnerships with non -Chinese shipping companies such as CMA CGM and Evergreen, the development of services that completely bypass the ports of the US through Canadian transport, Mexico or the Caribbean, and the possible delay of remarkable ships.