China's dominance in global shipping and ports wasn't a natural market development. It was the result of a deliberate, long-term state-backed strategy to control the key arteries of global trade.

They achieved this by heavily subsidizing their state-owned shipping companies and by investing in a global network of ports and related infrastructure, often in other nations.

The State-Backed Shipping Giants 

What is often not taught is the crucial role of China's state-owned enterprises (SOEs) in the maritime industry. Companies like COSCO Shipping Holdings and China Merchants Group are not just private businesses; they are instruments of state policy.

• Massive Subsidies: The Chinese government has provided these companies with enormous financial support, including hundreds of billions of dollars in state-backed financing and direct subsidies. This allowed them to build a massive fleet of modern container vessels and to offer shipping rates that private competitors simply couldn't match.

• Mergers and Acquisitions: The Chinese government has also orchestrated strategic mergers and acquisitions to create "national champions" in the shipping industry. The merger of the COSCO Group and China Shipping Group in 2016 created one of the world's largest shipping conglomerates, giving it an unprecedented level of market power.

• Vertical Integration: China's dominance extends beyond just shipping companies. They also control a significant portion of the shipbuilding, container manufacturing, and logistics software industries. A company like Shanghai Zhenhua Heavy Industries Company (ZPMC), a state-owned enterprise, holds a staggering 70% market share for container cranes worldwide. This allows China to control every part of the shipping value chain, from the ship itself to the equipment that loads and unloads it.

The Global Port Network 

Beyond their shipping companies, China has also strategically invested in a global network of ports, giving it a physical presence and economic leverage in key locations around the world. This is a crucial element of its Belt and Road Initiative (BRI).

• Control over Critical Infrastructure: As of late 2024, Chinese firms had investments in over 129 ports worldwide, including in Europe, Africa, and Latin America. While these investments are often presented as commercial ventures, they give China a measure of control over critical infrastructure that can be used for economic and, in some cases, military advantage. The control of the Port of Piraeus in Greece by COSCO is a prime example of this strategy in action.

• Controlling Data and Logistics: China also wields significant digital control over global logistics through its state-backed LOGINK software, which provides real-time tracking of cargo shipments. This software is used in ports across the globe, giving China visibility into supply chains and potential leverage in economic or geopolitical disputes.

• The "Debt-Trap" Mechanism: In some cases, China has provided large loans to developing countries to fund port development projects under the BRI. If a country defaults on the loan, China can gain long-term operational control over the port, as seen with Sri Lanka's Hambantota Port, which was leased to a Chinese state-owned company for 99 years.

In conclusion, China's dominance of global shipping and ports is the result of a strategic, state-backed effort that has combined financial might, technological control, and a long-term vision to build a global economic system centered on its own interests.