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Recently, a fierce cost dispute broke out between Chittagong Port in Bangladesh and shipping companies. Chittagong Port, citing "illegal surcharges", decisively revoked the berthing permits of 2 ships from Maersk and 7 ships from CMA CGM. This tough move instantly became the focus of the shipping industry, and it was a chain reaction triggered by Chittagong Port’s overall port fee hike.

In September this year, despite opposition from the industry, the Chittagong Port Authority resolutely announced an overall increase in various port fees, pushing up the average cost of various services by 41%, which shocked the industry. This price adjustment plan took effect on October 15 — marking the first price adjustment of the port in nearly 39 years.

In this round of hikes, the average handling cost per container soared from 4,395 Taka to 16,243 Taka (approximately RMB 948). Among them, the handling fee for 20-foot containers rose from about RMB 309 to about RMB 484. This price adjustment not only touched the sensitive nerves of the global supply chain but also marked the official entry of this regional hub port into an era of high-cost operation.

Even after a significant price increase, Chittagong Port’s overall handling rates are still at a relatively low level globally, roughly the same as other major ports in Southeast Asia. However, the port’s charging system is quite complex, covering more than 150 subdivided items, and some key fees were already at a high level before the price adjustment.

For example, the Terminal Handling Charge (THC) levied by Maersk at Chittagong Port is $120 per 20-foot dry container. This figure is not only significantly higher than that of most ports in China (similar fees are usually less than $100) but also higher than that of major Asian hubs such as Busan Port and Laem Chabang Port.

This reflects that the comprehensive cost of Chittagong Port in some core services is not low, and even stands out slightly in regional comparisons.

Faced with the unilateral price hike by the port, other participants in the industrial chain have taken countermeasures one after another.

Mediterranean Shipping Company (MSC) took the lead in announcing that starting from October 16, it would impose a "Port Cost Recovery Surcharge" on goods to and from Chittagong Port. The fee is $100 per dry container, $150 per refrigerated container, and $200 per dangerous goods container, covering all global routes except those to the United States and Asia.

Maersk and CMA CGM also followed closely and did not show weakness. Maersk raised the terminal handling fees at Chittagong Port across the board, increasing by $45 for 20-foot containers and $40 for 40-foot containers.

CMA CGM launched an Emergency Cost Surcharge, charging $45 for 20-foot containers and $70 for 40-foot containers, with a maximum cap of $350 per container. A price hike wave initiated by the port is quickly spreading to the entire shipping chain.

However, the shipping companies’ "counterattack" was met with a tough response from Chittagong Port. Chittagong Port directly revoked the berthing permits of 7 ships from CMA CGM and 2 ships from Maersk on the grounds of "illegal surcharges". Without permits, the ships can only wait at the outer anchorage, which causes huge losses to the shipping companies. In the end, Maersk compromised and obtained a temporary permit, but on the condition that it would not charge surcharges or additional fees to customers, and even the price increase announcement published on its official website was required to be removed.

In the cost dispute between Chittagong Port and shipping companies, the final direction of costs has attracted much attention. According to the estimate of the International Finance Corporation, after the general fee increase, Chittagong Port will jump to become the second most expensive port in the region. Each import container will cost an additional about RMB 334, and each export container will cost an additional about RMB 178.

The chairman of the Bangladesh Shipping Agents Association stated that liner companies cannot afford the additional costs out of their own pockets. It is highly probable that they will increase the overall shipping rate next and pass the costs on to shippers — the costs they pass on to shippers have significantly exceeded the actual price increase of Chittagong Port.

For local shippers, this is no different from "the port ignites the fire, and shipping companies take advantage of the chaos to loot". Since Chittagong Port handles about 92% of Bangladesh’s import and export goods and 99% of container throughput, shippers have almost no choice but to pay "high tolls" here.

This cost dispute between Chittagong Port and shipping companies not only reflects the contradiction between port operation costs and fees but also reveals the complexity of interest games among various parties in the shipping market.

For shippers using the Chittagong Port route, they need to confirm the freight with shipping companies in advance and carefully deal with possible temporary price increases.