Alarming Decline: U.S. Maritime Industry at Risk as China Dominates the Seas

The United States is facing a serious national security threat due to the collapse of its commercial shipping and shipbuilding sectors, amid rising tensions with China, which has become a dominant force in maritime trade and naval power. This situation has forced Washington to urgently reconsider its maritime strategy, echoing the foundational steps taken in 1794 when the U.S. Navy was established to protect American traders from Barbary pirates. Today, the narrative is starkly different: America’s once-mighty commercial fleet has nearly vanished, leaving the nation vulnerable in an era where maritime capabilities are crucial for both economic and military power.

Historically, the U.S. led global sea freight, with its merchant marine accounting for half the world’s cargo capacity post-World War II. Innovations like the shipping container, born in America, transformed global trade. However, the landscape has shifted dramatically; American ships now represent less than 1% of the global fleet, while U.S. ports struggle with labor disputes and outdated infrastructure. This decline is particularly alarming as the U.S. Navy finds it challenging to secure commercial vessels for support in its operations across critical maritime theaters like the Red Sea and South China Sea.

China, in contrast, has not only subsidized its maritime industry to an unprecedented level but also leveraged this to expand its naval capabilities. Beijing’s control over shipping and shipbuilding has raised concerns, especially with President-elect Donald Trump highlighting the strategic importance of the Panama Canal, where China is a major player.

The economic globalization post-Cold War saw a reduction in U.S. government support for its shipping industry, leading to its current precarious state. There is now a growing call for revitalization efforts, with Navy Secretary Carlos Del Toro advocating for “maritime statecraft,” emphasizing the symbiotic relationship between commercial and naval power. Del Toro has been instrumental in pushing for legislation like the SHIPS Act, introduced by Senators Mark Kelly and Todd Young, aiming to rebuild America’s maritime sector over a decade. This act would mark the first significant maritime policy since 1936, seeking to enhance shipbuilding, shipping, and the Merchant Marine to ensure the U.S. can maintain economic and military leverage on the seas.

The decline in the U.S. Merchant Marine, down to fewer than 10,000 mariners from 50,000 in 1960, underscores the urgency. The potential for conflict with China, where Beijing could leverage its maritime dominance to disrupt U.S. supply chains, adds to the national security concerns. Despite bipartisan support, the future of the SHIPS Act in a politically divided Congress remains uncertain.

The strategic writings of Alfred Thayer Mahan, which stress the intertwined nature of naval and commercial maritime power, are gaining renewed interest as policymakers look to historical precedents for solutions. However, the U.S. faces a long road ahead; rebuilding an industry like shipbuilding is complex and time-consuming, especially in a nation described as having “sea blindness” by maritime experts like Carleen Lyden Walker.

The urgency to act is clear, but the path forward is fraught with challenges, highlighting a critical moment for U.S. policy to reconnect with its maritime heritage to safeguard its future on the global stage.