Seven Practical Routing Moves Under the New U.S & China Port Fees
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Carriers are redrawing playbooks in real time. New port fees on both sides mean who pays can hinge on a ship’s ownership or flag, not just the cargo onboard. This guide turns that complexity into seven practical routing moves, what they do, when to use them, and how they affect time, space, and cost week by week.
1 Separate fleets so “exposed” ships avoid fee-charging ports Keep costs down
Some vessels can trigger new port fees because of their ownership, operator, flag, or build. A potential fix is to keep these “exposed” ships off routes where fees apply and use “neutral” ships on those routes. This change can reduce how often fees are charged while keeping sailings available.
Simple Breakdown
- A practical first step is to label each ship as “exposed” or “neutral.”
- Neutral ships can cover U.S–China legs that would otherwise trigger fees.
- Exposed ships can move to other trades or hub-to-hub work where fees are less likely.
- Keeping a basic “fee counter” per ship may help avoid using up annual limits too fast.
Before vs after: how one loop changes
| Item | Before | After |
|---|---|---|
| Ship mix | Exposed and neutral ships share the same U.S service | Neutral ships cover the U.S service; exposed ships shift to other loops |
| Port calls | Shanghai → Ningbo → Los Angeles → Oakland | Shanghai → Ningbo → hub (Busan or Mexico) → feeder to U.S; separate neutral ship does Yantian → Los Angeles |
| Fee events | Several chances to trigger fees on one voyage | Fewer and more predictable fee events or none on the direct leg |
| Transit time | Baseline | Plus 2 to 5 days if a hub replaces a direct call |
| Customer impact | All-direct, simple | Mostly direct; some weeks use a hub with clearer cost control |
Quick planner
- A useful move is to publish today’s “exposed vs neutral” list for planners and sales.
- Consider switching the next two U.S–China voyages to neutral ships where possible.
- Assign exposed ships to hub segments or different trades for the coming four weeks.
- Set up a simple counter so everyone sees remaining fee events per ship at a glance.
Small trials first often help: if two voyages run smoothly, expand the pattern across the loop.
What to watch
If hub delays rise, one option is to place more neutral ships on direct weeks for urgent cargo.
2 Use a neutral hub stop instead of a direct China to U.S. call Keep routes flexible
A potential fix is to replace a direct call with a stop at a neutral hub. The long leg runs into the hub, then a different, neutral ship completes the final hop to the U.S. or China. This approach can avoid repeat fee events while keeping cargo moving with only a small time add.
Simple Breakdown
- Pick one or two neutral hubs that have steady feeder sailings and good crane time.
- Route fee-exposed ships to the hub and assign neutral ships for the final gateway leg.
- Keep first-port rules in mind on China-bound voyages so any charge happens once per voyage.
- Track annual limits per ship so hub choices match remaining headroom.
Before vs after: direct call vs hub bridge
| Item | Before | After |
|---|---|---|
| Routing | Shanghai → Los Angeles (direct) | Shanghai → Busan (main leg) → Los Angeles (neutral feeder) |
| Who calls the gateway | Same ship all the way | Neutral ship handles the fee-sensitive gateway |
| Fee exposure | Higher on the direct call if the ship is exposed | Lower by placing the gateway leg on a neutral ship |
| Transit time | Baseline | Plus about 2 to 4 days depending on hub dwell |
| Operational risk | One long leg, one berth window | Two legs; needs tight handoff at the hub |
Cost and time tradeoffs
| Component | Direct call | Hub bridge |
|---|---|---|
| Per-box handling | Lower | Higher by one transfer |
| Fee events | Possible on the direct call | Planned once where required or avoided entirely |
| Reliability | Fewer steps | More steps, more options to recover if a swap is needed |
| Total delivered cost | Lower if no fee applies | Often lower when fee savings beat the extra handling |
Filling in your real dwell time, transfer cost, and fee rate gives the true comparison.
Quick planner
- Draft a “hub matrix” with two candidates: feeder frequency, average dwell, customs windows.
- Assign a small set of neutral ships to the gateway legs that are most fee-sensitive.
- Pre-clear paperwork for hub transfers and first-port events on China-bound voyages.
- Publish a two-week view that shows which sailings are hub-bridged and which stay direct.
What to watch
If the per-box difference is small and fee events drop, the hub bridge is usually a workable choice.
3 Trim or alternate a U.S. gateway call to stretch each ship’s annual fee limit Use cap wisely
Each vessel can only be charged a limited number of times per year in the U.S. If a service normally calls two U.S. ports every voyage, the annual limit can be used up fast. A practical option is to keep the main port weekly and alternate the second port by week, or serve it by rail or feeder from the main gateway. This keeps coverage while slowing the pace of chargeable events.
Simple Breakdown
- List how many chargeable U.S. calls each ship has left this year.
- Keep the biggest gateway every week; serve the second gateway every other week.
- On “off” weeks, move that cargo through the main gateway using rail or a short-sea feeder.
- Share the plan early so terminals, rail, and drayage can staff correctly.
Before vs after: two calls every voyage vs alternation
| Item | Before | After |
|---|---|---|
| U.S. calls per voyage | Two (e.g., Los Angeles + Oakland) | One weekly (Los Angeles); Oakland every other week |
| Cap usage speed | Fast: two billable events per voyage possible | Slower: one event some weeks; none when a neutral ship covers the second call |
| Cargo to second gateway | Direct ship call each week | Off weeks routed via rail/feeder from main gateway |
| Service clarity | Same calls weekly | Simple calendar: which weeks include the second call |
| Customer effect | Predictable port pair, higher chance of repeat fees | Similar coverage, fewer fee events, small inland add on off weeks |
Cap math: easy examples
| Pattern | Computation idea | What it means |
|---|---|---|
| Two calls every voyage | 3 voyages in a month × up to 2 chargeable calls | Up to 6 chargeable events; the yearly limit could be hit early |
| Alternate second call | Some voyages 1 call; other voyages 1 or 0 | 3–4 events over the same month; more headroom left for peak weeks |
| Serve second port by rail/feeder | 1 ship call + inland/short-sea leg | Fewer ship-based fee events; small inland cost replaces a second call |
Swap in your real voyage count and the actual annual limit to forecast when a ship runs out of headroom.
Quick planner
- Publish a simple calendar that marks “second-call weeks” for the next 6–8 weeks.
- Pre-book rail slots or a feeder on the off weeks for time-sensitive cargo.
- Tell customers how off-week cargo moves and what the cutoff times are.
- Log every chargeable call the day it’s scheduled so the whole team sees the updated balance.
What to watch
If on-time stays solid and per-box cost is close, alternation usually beats burning through the annual limit early.
4 Plan for more blank sailings and a short-term squeeze Set expectations
As carriers reshuffle ships and routes, some scheduled departures will be canceled. These “blank sailings” reduce weekly space for a few weeks and make surviving sailings busier. A workable response is to publish a short rolling plan, protect key cargo on the weeks that still sail, and offer a hub route when a direct week is canceled.
Simple Breakdown
- Blanking one week on a loop removes that week’s slots; nearby weeks run fuller.
- Bookings move to the next departure or to a hub route if timing allows.
- Customers want early notice and clear choices: wait a week, or use a hub transfer.
- Terminals and rail need the plan to match labor and equipment to the busier weeks.
Before vs after: no blanks vs targeted blanks
| Item | Before | After |
|---|---|---|
| Weekly capacity | All scheduled departures sail | Some weeks removed; nearby weeks carry more bookings |
| Booking lead time | About a week | Often 2 weeks on tight loops |
| Customer options | Direct sailing weekly | Next week direct, or hub route this week |
| Communication | Timetables only | Rolling plan with specific voyage numbers |
Quick planner
- Publish a 4-week view that marks any canceled voyages and the substitute options.
- Hold guaranteed space for time-critical cargo on the sailings that remain.
- Pre-book hub transfers for the most likely overflow corridors.
- Tell terminals and rail partners the “rebound week” plan so yards are ready.
Keeping the 4-week view current usually removes most surprises for customers and partners.
What to watch
If roll volume climbs and lead times stretch, consider an extra sailing or move more bookings to the hub route in Way #2.
5 Reassign ship sizes and owners where fees bite least Right ship, right loop
Fees that use net tonnage or ship “nexus” can make a big vessel expensive on certain port calls. A practical step is to reshuffle which ships work which loops. Smaller or neutral ships can keep the fee-sensitive direct calls, while larger or exposed ships can shift to hub-to-hub runs or trades where fees do not apply as often.
Simple Breakdown
- Make a quick map for every ship: size, net tonnage, owner, operator, flag, and build.
- Place neutral or smaller ships on direct calls that could trigger fees.
- Move larger or exposed ships to corridors with fewer or planned fee events, or to neutral hub legs.
- Tell sales which loops now have smaller ships so space and cutoffs are set correctly.
Size and exposure guide
| Ship type | Fee sensitivity | Good fit after reshuffle |
|---|---|---|
| Feeder 1k to 3k TEU | Lower per-voyage fee when NT is used | Last-leg into fee-sensitive gateways or steady hub feeders |
| Panamax 4k to 6k TEU | Moderate | Direct calls where neutrality is confirmed or where annual headroom is ample |
| Neo-Panamax 8k to 12k TEU | Higher if exposed | Mainline between neutral hubs with a partner or feeder taking the gateway leg |
| Ultra class 14k TEU and up | Highest if exposed | Non-fee trades or loops with a single, planned charge that fits the budget |
Swap in your ship’s actual net tonnage and current fee ladder to fine-tune choices.
Before vs after: class mix on a Transpac loop
| Item | Before | After |
|---|---|---|
| Assignment rule | Largest ships on the main direct service | Neutral or smaller ships on direct calls; largest ships on hub-to-hub legs |
| Weekly slots | Higher on direct calls | Lower on direct calls, higher on the line-haul between hubs |
| Fee exposure | High if large ship is exposed | Lower by keeping exposed ships off fee-sensitive gateways |
| Customer impact | Plenty of direct space most weeks | Direct space tighter; clear hub option available when needed |
Quick planner
- Publish a one-page “fleet map” that shows each ship’s status and where it will work next month.
- Reserve neutral ships for the direct calls that matter most to key customers.
- Shift one ultra class ship per loop to a hub leg and measure the per-box result for two weeks.
- Update allocations and cutoffs so sales does not oversell a smaller direct ship.
What to watch
If the per-box gap narrows and cap headroom improves, keep the new class mix for the quarter.
6 Plan the first China port on purpose and use exemptions where valid Charge once, not twice
China calculates the charge based on the first Chinese port the ship calls on a voyage. A practical approach is to choose that first touch deliberately and prepare documents early. Some calls may qualify for exemptions, such as yard or repair work. The goal: if a charge applies, let it happen once on the best-suited voyage, avoid repeats, and keep proof tidy.
Simple Breakdown
- Pick the first Chinese port on purpose: place the charge on a strong sailing if it cannot be avoided.
- Check for valid exemptions early: yard or repair calls, certain build or ownership carve-outs, and non-commercial transits.
- Prepare a small document pack: builder’s certificate, ownership chain, class and registry, yard booking where relevant.
- Keep a five-voyage annual counter per ship so planners do not waste limited headroom.
Before vs after: first port chosen by convenience vs by plan
| Item | Before | After |
|---|---|---|
| Sequence | Ningbo → Shanghai → Xiamen | Xiamen (yard) → Ningbo → Shanghai |
| Charge placement | Unplanned at first arrival | If charged: once at Xiamen; if exempt: no charge with proof on file |
| Paperwork timing | Close to arrival | Filed within the required pre-arrival window |
| Budget impact | Unclear per-box effect | Planned cost on a high-load voyage or avoided via exemption |
Quick reference: possible exemptions and evidence
| Potential exemption | Evidence to have ready | Operational note |
|---|---|---|
| Yard or repair call | Yard booking, work scope, time in dock, port authority acknowledgment | Make the yard the first touch if timing fits |
| Build or ownership carve-out | Builder’s certificate, ownership chain, flag and registry details | Confirm whether the carve-out is full or partial |
| Transit without cargo operations | Logbook entries, AIS track, notice to port control | Ensure no cargo ops if the rule requires none |
| Special cargo or relief | Manifest, consignee letter, customs pre-approval | Check scope and validity dates |
Use your current circulars to verify which exemptions apply and what wording is needed.
Quick planner
- Create a “first-port plan” for the next four China-bound voyages per ship.
- Assign a document owner: who gathers proof and files within the time window.
- Mark the five-voyage counter for each ship and reserve headroom for peak weeks.
- Tell commercial teams which sailings will carry a planned first-port charge so pricing matches.
What to watch
If approvals drop or filings miss the window, bring the first-port event forward to a voyage with stronger lead time.
7 Expect spot rates to rise where direct calls are reduced Pricing signals
When a direct port call is paused or replaced by a hub route, space on that direct service becomes scarce. A common result is higher spot rates and added surcharges on the weeks with direct sailings. Hub weeks often stay cheaper but take a little longer. Planning bookings across those two patterns can keep cost per box under control.
Simple Breakdown
- Direct weeks: fewer sailings and tighter space often push prices up.
- Hub weeks: more steps and slightly longer transit, but usually cheaper.
- Surcharges: fee recovery can appear as a per-container add-on.
- Good practice: book urgent cargo on direct weeks and move flexible cargo on hub weeks.
Before vs after: steady direct service vs mixed direct and hub
| Item | Before | After |
|---|---|---|
| Available space | Even week to week | Direct weeks tight; hub weeks looser |
| Spot rate level | Stable with normal seasonality | Higher on direct weeks; moderate on hub weeks |
| Surcharges | Standard bunker or peak season | Added per-box fees to recover port charges where applicable |
| Booking pattern | Spread evenly | Time-sensitive cargo pulls forward to direct weeks; other cargo shifts to hub weeks |
| Reliability feel | Predictable weekly | Two-mode plan: direct for speed, hub for savings |
Surcharge ladder: how costs can stack
| Layer | When it appears | What to check |
|---|---|---|
| Base ocean rate | Market supply versus demand | Direct versus hub week pricing |
| Fee recovery surcharge | Port fee exposure on a voyage | Per-box amount and when it turns on or off |
| Peak or premium space add-on | High utilization on direct departures | Trigger level: load factor or booking lead time |
| Operational add-on | Hub transfer or special paperwork | Small per-box amount tied to the extra step |
Quick planner
- Publish a simple calendar that labels each week as “direct” or “hub.”
- Offer a premium option on direct weeks and a value option on hub weeks.
- State when any fee recovery surcharge applies and when it stops.
- Hold a small buffer of space for urgent bookings on direct weeks.
What to watch
If direct-week rates stay high for several cycles and hub weeks lag, consider adding a relief sailing or converting one hub week back to direct.
Per-box fee recovery calculator
Enter your real voyage fee and load; output shows the add-on needed to recover the chosen share this week.
Direct vs hub: time and cost comparison
Direct includes a voyage fee spread across boxes and any handling add-on. Hub includes extra handling and dwell; fee may be lower or zero.
Annual cap tracker per ship
- If months until cap is less than one, consider alternating a secondary U.S. call.
- If per-voyage assessments average two, shifting one call to inland or a hub can extend headroom.
- Revisit averages weekly so the tracker reflects the latest rotation.
Quick reference: what planners check
| Item | Why it matters | Where it shows up |
|---|---|---|
| First Chinese port on a voyage | Determines the charge point on China-bound rotations when applicable | Rotation sheet and pre-arrival pack |
| Assessment headroom | Running out early can force mid-quarter network changes | Cap tracker by hull |
| Hub dwell and connections | Adds time and small cost; can remove a fee event | Hub matrix with average windows |
| Class mix by loop | Smaller neutral ships may limit direct space | Fleet sheet by week |
| Spot vs contract split | Affects how recovery surcharges are used | Commercial weekly readout |
Use your live rotation and advisory notices to populate the hub matrix and fleet sheet entries.
This toolkit offers practical ways to model fee recovery per box, compare direct and hub options with time value, and watch annual cap headroom at the ship level. Real outcomes depend on your current circulars, rotation sheets, and live dwell times. Adjust the default inputs to match your fleet and lanes, then use the outputs to set a clear plan for the next few weeks.
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