May 21st, 2026 – U.S. ports are preparing for a major wave of investment in cargo-handling infrastructure, with an estimated $6.7 billion needed over the next five years to modernize ship-to-shore cranes and related equipment. A survey conducted by the National Association of Waterfront Employers (NAWE) found that ports and marine terminals across the United States will require more than 100 new cranes by 2031, either to replace aging equipment or expand operational capacity.
NAWE says the spending reflects a growing urgency to improve terminal productivity, strengthen supply chain resilience, and help U.S. ports remain competitive with international gateways. Of the projected total, approximately $5.1 billion is expected to go toward new and replacement cranes and other cargo-handling systems. Another $917 million would be allocated for rail-mounted stacking cranes, while nearly $790 million is earmarked for repairs and maintenance of existing crane infrastructure.
Beyond equipment costs, port leaders warn that the broader infrastructure challenge is even larger. Improvements to rail connections, roads, and maritime access routes are also required to support future cargo volumes and operational efficiency. NAWE released its findings as Congress considers broader transportation and infrastructure legislation, including the next surface transportation reauthorization package that funds roads and bridges nationwide.
At the center of the issue is uncertainty surrounding U.S. trade policy on Chinese-made cranes. Tariffs imposed under both the Biden and Trump administrations have significantly increased costs for ports seeking to purchase equipment from China, which remains a dominant global supplier of ship-to-shore cranes. Existing measures have already added substantial costs, including a 25% penalty introduced through a United States Trade Representative investigation and additional tariffs tied to broader trade actions against China. Proposed increases under the Trump administration, including a potential 100% penalty on Chinese cranes, were later paused, creating further uncertainty for buyers and manufacturers alike.
Industry leaders say the lack of clarity is making long-term planning nearly impossible. Ports still rely heavily on Chinese manufacturers in the short term, yet the uncertainty around future tariffs complicates procurement decisions because crane manufacturing and delivery timelines often extend years into the future.
At the same time, efforts are underway to rebuild domestic crane manufacturing capacity in the United States. NAWE has expanded outreach to international crane manufacturers including Liebherr, Konecranes, and Paceco-Mitsui as part of a broader push to establish production operations in the U.S. Some companies are reportedly exploring port-adjacent locations for assembly and distribution facilities, though many remain hesitant until trade policies become more predictable.
Federal incentives introduced during the Biden administration made billions of dollars available to support domestic crane manufacturing initiatives, but several proposed projects stalled because of market uncertainty. Industry leaders argue that reshoring crane production will take years and require immediate government support if the U.S. hopes to reduce dependence on foreign suppliers.
To accelerate the transition, NAWE plans to lobby Congress for additional support through programs such as the Defense Production Act and the SHIPS Act, both of which aim to strengthen industries considered critical to national and economic security. Port officials argue that without domestic production capabilities and targeted investment, the U.S. risks falling behind in maritime infrastructure and supply chain competitiveness over the long term.
