According to reports, two Democratic U.S. senators recently sent a joint letter to the Office of the U.S. Trade Representative, calling for the prompt reinstatement of a previously suspended policy—the “Section 301 Special Port Fee” imposed on vessels built or operated by China.

Under the original plan, this measure was suspended until November 2026, but the senators hope to reinstate it earlier and have requested a response by June 21.

Judging by the proposal, if this fee is reinstated, the impact will extend beyond shipping companies.

Costs May Rise Significantly

Current market estimates suggest that if the fee is reinstated, a Chinese-built vessel calling at a U.S. port could face additional costs of approximately $1 million to $1.5 million.

Shipping companies would find it difficult to absorb these costs on their own in the long term, so it is highly likely that these expenses would be passed on to shippers through freight rates or surcharges.

Estimates from U.S. agricultural transport organizations indicate that the shipping cost per container could rise by between $600 and $900 as a result.

Ripple Effects on the Export Structure

If freight rates continue to rise, the impact will likely extend far beyond simply being “a bit more expensive.”

The price competitiveness of major U.S. export commodities—such as soybeans, corn, and lumber—bound for Asian markets may decline. Some industry organizations fear that buyers may be more inclined to switch to alternative suppliers like Brazil.

Another often-overlooked factor is that shipping companies may reduce the frequency of calls at smaller ports to optimize their cost structures, which is likely to further drive up inland trucking and transshipment costs.

While the policy has not yet been finalized, historical experience suggests that once similar tariff or port fee adjustments enter the implementation phase, their impact on shipping rates and schedules is typically felt relatively quickly.

For foreign trade companies and cross-border logistics professionals, rather than waiting for prices to actually change, it is better to take a few proactive steps:

Monitor trends in freight rates and surcharges for U.S.-bound routes

Evaluate alternative routes or transportation options in advance

Build flexibility into contracts to allow for price adjustments

Shipping costs never change in isolation; they are linked to ports, shipping lines, inland transportation, and even end-user purchase prices.

If similar “surcharge tools” are used frequently in the future, will the cost structure of global trade enter a new phase of greater volatility?