The United States should consider establishing a publicly backed container shipping line to reduce its dependence on foreign carriers, according to a new report from the Open Markets Institute.
The Washington-based antimonopoly group claims six overseas-owned liner companies control nearly 80% of global container capacity and more than 90% of US trade on major routes, describing the concentration as a “container cartel”.
The report, Creating a Publicly Accountable Ocean Supply Chain, argues that four decades of deregulation, consolidation and alliance-building have left US importers, exporters and defence planners exposed to decisions taken by companies headquartered abroad.
America’s internationally trading, US-flagged container fleet has dwindled to 58 ships, representing less than 1% of the global total, the study says. The institute warns that the country depends on foreign carriers not only for consumer supply chains but also for sealift during emergencies.
Author Arnav Rao argued container shipping should be treated as critical infrastructure. The report alleges dominant carriers can exploit opaque service contracts, discriminatory pricing, blanked sailings, cargo delays and surcharges, with smaller exporters and manufacturers carrying the greatest burden.
Its most radical recommendation is a public container shipping option able to guarantee access to overseas markets where private carriers fail to provide reliable or nondiscriminatory service.
Other proposals include tighter Federal Maritime Commission scrutiny of global alliances, restored common-carrier protections, greater support for US-flagged tonnage and expanded mariner training.
Carrier cooperation agreements are already filed with and monitored by the FMC and can receive exemption from US antitrust law. The regulator requires extensive reporting from alliances and can seek an injunction where reduced competition produces unreasonable cost increases or deteriorating service.
The report nevertheless argues monitoring is insufficient when the underlying fleet, crewing base and commercial capacity have moved offshore. Its central message is that Washington cannot rebuild maritime resilience through shipyard subsidies alone: it must also decide who controls access to the transport network connecting American producers and consumers with the world.
