Global trade resilience depends on more than the ability of individual ports to withstand disruption. It also requires alternative shipping routes, reliable connections with inland markets and stronger cooperation among ports. These interconnected factors are becoming increasingly important as global supply chains face mounting uncertainty.

Resilience begins with having alternatives

The vulnerability of major maritime chokepoints has underscored the risks of relying too heavily on established shipping routes. When a key passage becomes difficult to navigate, the consequences can extend far beyond the immediate region, disrupting shipping schedules, driving up freight costs and affecting the movement of goods.

At a dialogue on port-city connectivity held at Ningbo-Zhoushan Port in eastern China on Nov. 3, Teng Yahui, deputy general manager of Ningbo Zhoushan Port Co Ltd., identified route diversification as one of three approaches to strengthening supply chain resilience. He cited the development of an Arctic shipping route during the ice-free season as a way to provide an additional transport option.

But alternative routes alone cannot ensure the smooth movement of goods. Ports must also be able to manage changes in vessel arrivals and cargo flows caused by rerouting. Teng said digital scheduling systems could help coordinate ship arrivals and multimodal transport, easing congestion and improving operational efficiency.

This points to a broader understanding of resilience: it is not just about recovering from disruption, but also about anticipating risks, preparing alternatives and adapting operations as conditions change. UNCTAD's guidance on port resilience similarly emphasizes preparedness, response and recovery, alongside coordination among the various actors in the port ecosystem.

A port's reach extends beyond its coastline

A second dimension of resilience lies inland. A port may remain operational, but if roads, railways or border crossings are disrupted, cargo may still be unable to reach its final destination.

The experiences shared by representatives from Madagascar and Benin at the Ningbo dialogue illustrated different aspects of this challenge.

A representative from Toamasina, Madagascar, said the port handles about 80 percent of the country's seaborne cargo in 2025. Rail links connect the coastal gateway with inland areas, making the port an important part of the country's domestic transport network.

In West Africa, the Port of Cotonou serves as an important maritime gateway not only for Benin but also for landlocked neighboring countries, including Niger, Burkina Faso and Mali. Romulus Agbedjekou, chair of the Economic Affairs Commission of Cotonou, described how political tensions and border closures had left cargo stranded and disrupted business activity.

The two examples point to a common vulnerability: a seaport's performance is shaped by transport links and political conditions far beyond its terminals. Stronger connections with inland markets and more reliable cross-border arrangements are therefore integral to port resilience, rather than separate concerns.

From individual ports to connected networks

No port can manage every disruption on its own. Cooperation between ports can provide additional options for shipping, improve the flow of information and enable operators to share experience and resources.

Lee Fu Haw, a council member of Royal Klang, Malaysia, argued at the dialogue that sister-port relationships should go beyond formal ties to include practical information sharing and exchanges on automation, digitalization and logistics.

For Ningbo, openness and connectivity have long been central to port development. But China's contribution to international cooperation need not be a single model for others to copy. Yu Fengqing, deputy mayor of Ningbo, said Ningbo intended to develop standardized technical solutions and common interfaces based on its smart-port experience, while working with partners on applications suited to their needs. These are proposed directions for cooperation, not evidence that a shared system is already in place.

The value of such cooperation will ultimately depend on whether it can improve the way ports operate and connect with one another. As global trade faces increasingly frequent disruptions, the resilience of maritime transport will depend not only on individual ports, but also on the links between ports, inland logistics systems and trading partners.

The goal is not to eliminate uncertainty, which no port can do. It is to ensure that when one route or link comes under pressure, other connections remain available. In this sense, openness is not the opposite of resilience. It is one of its foundations.