Much of the public debate on sustainable transport focuses on what people see every day, from urban mobility to electric vehicles. Shipping happens mostly out of sight and is often described as a “hard-to-abate” sector, even though oceangoing vessels carry around 80% of global trade and are among the most climate-efficient freight modes. Speaking at the UN, WSC President & CEO Joe Kramek underlined that shipping’s energy transition is a major opportunity for nations to invest in renewable marine fuels and infrastructure. He also stressed that the “ocean leg” of supply chains must be fully included in the work of the Decade of Sustainable Transport.

“Liner shipping is investing USD 150 billion to build 1,035 dual-fuel ships by 2030, designed to run on low- and zero-GHG fuels,” Joe Kramek said. “These are firm orders already placed. We hope the Decade of Sustainable Transport can bring the public and private sectors together to unlock affordable green marine fuels and infrastructure, seizing the economic opportunities of shipping’s decarbonisation and accelerating emissions cuts across global supply chains,” Joe Kramek concluded.

WSC also noted the importance of effective global greenhouse gas regulation at the International Maritime Organization. By raising the profile of ocean shipping within the UN Decade of Sustainable Transport, WSC aims to ensure the sector is recognised and supported as a core part of the solutions for a sustainable future.

Read the full media release here.

A coalition letter of support outlining the need for and provisions of the bill is available on the WSC website. 

Statement from Joe Kramek, President & CEO, World Shipping Council: 

“Organized cargo and retail theft is costing the U.S. economy billions of dollars each year and undermining the security of the American supply chain. These are not isolated incidents — they are coordinated, cross-border operations that target every link in the logistics network, from factory to port to rail. 

The Combating Organized Retail Crime Act of 2025 provides the comprehensive national response this problem demands. By creating an Organized Retail and Supply Chain Crime Coordination Center, the bill will connect federal, state and local law enforcement with private-sector experts to share intelligence, coordinate investigations and dismantle the networks driving this surge in theft. 

We strongly support swift passage of this legislation and look forward to working with our partners across government and industry to strengthen cargo security and protect the flow of goods that keeps America moving.” 

ENDS 

On behalf of the undersigned companies and trade associations representing a broad spectrum of the American economy, we write to express our strong support for the Combating Organized Retail Crime Act of 2025 (CORCA) S.1404/H.R. 2853 and urge its swift passage.

Organized retail crime (ORC) continues to grow as criminal networks engage in a wide range of illicit activities — including retail and cargo theft, gift card fraud, and the trafficking of stolen goods. These sophisticated criminal gangs are deeply harmful and continually disrupt everything from Main Street retailers to complex supply chains, while endangering the safety of workers and communities across the country.

On top of harming businesses, consumers and workers these criminal rings use the ill-gotten profits from the sale of these stolen goods to fund broader illegal enterprises — human and drug trafficking, money laundering and assisting transnational criminal groups. Their activities also increasingly involve violence, threats, and intimidation tactics which place frontline workers at risk and create unsafe conditions in stores, warehouses, and transportation hubs.

In addition to highly visible retail crimes, the reach of organized criminal networks is expanding throughout the supply chain. Cargo theft has become one of the most damaging and increasingly common tactics, targeting goods in transit — whether by truck, rail, or at distribution centers — and resulting in billions of dollars in losses. These thefts delay deliveries, disrupt inventory systems, and place transportation and logistics workers at serious risk, while undermining the reliability of supply chains that families and businesses rely on every day. Gift card fraud, another tactic used by these networks, enables the direct theft of funds from consumers and businesses, compounding financial losses and eroding trust in everyday transactions.

The impact of ORC is felt at every level of the supply chain that spans across the country throughout numerous jurisdictions. Warehouse workers, truck drivers, rail workers, retail employees, and loss prevention professionals are increasingly exposed to dangerous and sometimes violent encounters. These crimes also strain local law enforcement resources and erode the sense of safety in neighborhoods where these criminal networks operate and profit. Given the scope and sophistication of these criminal operations, a federal response is needed.

CORCA offers a comprehensive, bipartisan solution to help address this growing problem. By establishing a dedicated center within Homeland Security Investigations (HSI), the bill would enhance coordination among federal, state, and local law enforcement agencies. It also strengthens investigative tools and penalties to dismantle the criminal enterprises behind these illegal operations.

As we approach peak retail and shipping season, the need for stronger tools to combat ORC remains urgent. Criminal networks continue to target certain segments in the supply chain and enforcement gaps across multiple jurisdictions. CORCA offers a timely solution by enhancing coordination, supporting prosecutors and law enforcement. This legislation will also protect workers, businesses, and consumers during a critical period for the economy. We urge you to prioritize this legislation and work toward its enactment. The safety of our workforce, the strength of our supply chains, and the security of our communities depend on it.

Thank you for your leadership and continued attention to this urgent issue.

Read the full CORCA Coalition Letter here.

***

7-Eleven, Inc.

Aéropostale Inc.

Agriculture Transportation Coalition – AgTC

American Cotton Shippers Association

American Logistics Association

American Trucking Association

Arkansas Trucking Association

At Home Stores

Axon Enterprise, Inc.

Best Buy Co., Inc.

Big River Coalition

BNSF Railway

Brooks Brothers Inc.

Burlingtons

C.H. Robinson Worldwide. Inc.

Dollar Tree, Inc.,

EasyPost

Eddie Bauer LLC

Florida Trucking Association

Footwear Distributors & Retailers of America (FDRA)

GE Appliances, Haier

Gemini Shippers Association

Idaho Trucking Association

Indiana Motor Truck Association

Intermodal Association of North America

International Council of Shopping Centers (ICSC)

International Foodservice Distributors Association

International Housewares Shippers Association (IHSA)

International Warehouse Logistics Association (IWLA)

JCPenney

Kentucky Retail Federation

Leather and Hide Council of America

Lowe's

Lucky Brand

Maine Motor Transport Association

Maryland Association of Chain Drug Stores

Maryland Food Industry Council

Maryland Motor Truck Association

Maryland Retailers Alliance

Milwaukee Tool

Minnesota Trucking Association

National Association of Manufacturers

National District Attorneys Association

National Industrial Transportation League (NITL)

National Insurance Crime Bureau

National Milk Producers Federation

National Retail Federation

National Small Business Association (NSBA)

Nautica

NCBFAA Shippers Association

Nebraska Trucking Association

North Dakota Motor Carriers Association

Ohio Trucking Association

Oregon Trucking Association

Pennsylvania Motor Truck Association

Personal Care Products Council (PCPC)

Pirate Ship

QVC Group, Inc.

Recycled Materials Association (ReMA)

Retail Industry Leaders Association (RILA)

Saks Global

Tailored Brands

Target Corporation

The American Property Casualty Insurance Association

The Association of American Railroads (AAR)

The DHL Group

The Fashion Accessories Shippers Association (FASA)

The Fashion Jewelry and Accessories Trade Association (FJATA)

The Home Depot

The Kroger Co.

The National Confectioners Association

The Retail Merchants of Hawaii

Toy Shippers Association (TOYSA)

Tractor Supply Company

Transportation Intermediaries Association (TIA)

Travelers

Trucking Association of New York

TTI, maker of RYOBI branded power tools

U.S. Chamber of Commerce

U.S. Dairy Export Council

U.S. Meat Export Federation

United Parcel Service, Inc.

Utah Trucking Association

Virginia Retail Federation

Virginia Trucking Association

Walgreens

West Virginia Trucking Association

Wisconsin Motor Carriers Association

World Shipping Council

The WSC Whale Chart brings together all known mandatory and voluntary ship-strike and underwater noise reduction measures worldwide, including speed restrictions, routing measures and seasonal protection zones. It is the first tool of its kind to make this global information available in a single source, supporting safer global voyage planning.

“Protecting whales is part of protecting the oceans we depend on,” said Joe Kramek, President & CEO of the World Shipping Council. “The WSC Whale Chart makes it easier for crews to see where slowing down or changing course can make a real difference.”

This latest update to the WSC Whale Chart includes new information on measures on the U.S. West Coast and in the waters of southern British Columbia in Canada.

The WSC Whale Chart is freely available on the WSC website and will continue to be updated as new measures emerge.

WSC members are also taking individual actions to protect whales, including the use of shipboard speed alerts in areas with protective measures, thermal-imaging technology and ship design features that minimise underwater noise.

Whales play a vital role in maintaining healthy ocean ecosystems, and reducing ship strikes and noise is one of the most direct ways the shipping industry can help safeguard their populations. WSC continues to work with members, governments, scientists and NGOs to share data, raise awareness and strengthen protection measures across the world’s oceans.

The WSC Whale Chart can be downloaded on our website.

Read the full Press release on the new Whale Chart here.

“The plan sets out a framework for financing to unlock investments and scale up production of renewable and low-carbon fuels. Now the strategy must be taken forward in ways that deliver real impact on maritime decarbonization.”

The Commission estimates that 20 million tonnes of sustainable alternative fuels will be needed by 2035 for aviation and maritime sectors combined. WSC’s EU Shipping Decarbonisation Report, released earlier this year, shows that the maritime sector alone could uptake 14.4 million tonnes of oil equivalent (Mtoe) of renewable fuels by 2035—around 70% of the Commission’s combined target—if the right investment conditions are in place. This demonstrates both the scale of the opportunity and the urgency for action.

World Shipping Council is eager to work with the Commission to ensure the STIP translates to concrete measures that bridge the cost gap between renewable marine fuels and conventional bunkers. Without this, production and uptake will stall despite significant fleet investments already made by the liner shipping sector.

WSC calls for the funding outlined in the STIP to focus on:

• Price-bridging measures that make renewable fuels competitive, enabling their use by dual-fuel ships.

• Targeted incentives for renewable fuels to bring production to scale.

• De-risking market investment mechanisms connecting producers and buyers to de-risk investments and accelerate market development.

These measures are essential to help unlock the estimated €100 billion investment needed by 2035 and to ensure that funds mobilized through InvestEU, the European Hydrogen Bank, and the Innovation Fund deliver maximum impact. Demand for renewable maritime fuels is growing. WSC’s Dual-Fuel Fleet Dashboard shows the readiness of liner fleets, with over €150 billion invested in dual-fuel ships, ready to run on zero/near-zero fuels by 2030. These investments will only translate into GHG emissions reductions if renewable fuels become available at competitive prices.

While the STIP focuses on investment, Europe must not lose focus on additional measures critical for the transition:

• Fit-for-purpose certification of global fuel production to ensure environmental integrity and support early uptake.

• Strategic port infrastructure investments for green fuel bunkering and onshore power supply, to be outlined in the upcoming EU Port Strategy.

WSC will engage with the Commission to ensure STIP implementation delivers on its promise and positions Europe as a global leader in sustainable shipping, aligned with the IMO GHG Strategy.

Read the full Press Release on the STIP here.

WSC acknowledges the significant efforts of IMO Member States this week, and over many years, to work toward a necessary global agreement.

The 2023 IMO GHG Strategy and industry’s investment trajectory remain aligned toward net-zero by 2050. A globally agreed framework is needed to provide a level playing field to get there.

The liner industry is committed to the goal of net-zero by 2050 and has invested USD 150 billion in ships designed to run on green fuels.

The IMO remains the right place to deliver a global solution. We are committed to continuing work with governments to deliver the necessary regulatory consistency, support renewable fuel production and infrastructure, and keep shipping’s energy transition on track.

Read the full media release here.

The global industry remains fully committed to working collaboratively with IMO Member States to implement successfully this carefully balanced regulatory package for achieving net zero GHG emissions by or close to 2050, with necessary incentives to de-risk investment in new green marine fuels to accelerate the total decarbonisation of international shipping and to implement a just transition for the maritime workforce.

Only global rules will decarbonise a global industry. Without the Framework, shipping would risk a growing patchwork of unilateral regulations, increasing costs without effectively contributing to decarbonisation.

With the support of the industry, this is a unique and historic opportunity for governments to put in place a comprehensive global framework, which will be strictly enforced worldwide, to incentivise the shipping industry’s transition to net zero emissions whilst ensuring a level playing field.

The maritime transport sector, which moves 90% of global trade, is ready to play its important part in delivering a sustainable future.  

Read the full joint industry statement here.

To identify innovative mitigation strategies to this pervasive threat, the WCO’s Supply Chain Integrity Project collaborated with the World Shipping Council (WSC) and the International Association of Ports and Harbors (IAPH) to organize a conference bringing together over 70 stakeholders from the Customs and law enforcement community, governments and the maritime cargo industry to reinforce international cooperation in this highly dynamic domain.

The conference offered contemporary insights into the tactics used by criminals to exploit vulnerabilities in legitimate maritime trade systems to move illicit goods. Participants heard firsthand from representatives of Customs, exporters, ocean carriers and maritime port authorities about the measures they take to protect their staff, assets, operations, reputation and society as a whole. A presentation from the Smart Container Alliance offered a look into modern smart security devices and how they contribute to safe and secure containerized cargo movements. Additionally, the Asociatión de Exportadores de Banano del Ecuador (AEBE) gave a presentation on the farm to port security measures being taken by their members to protect banana shipments from narcotics contamination.

Panelists highlighted the need for all organizations, both government and private sector, in the maritime supply chain to recognize the deep threat organized crime poses, regardless of their role, size and location. They also stressed the need to collaborate and that establishing a continuous dialogue between supply chain actors and law enforcement bodies across borders would enable parties to jointly learn from the other’s operations and needs, creating opportunities for improving their respective operational models. ​

Approaches to make such partnerships work and lessons learned from existing initiatives were presented. Multiple speakers pointed to the need for specific discussions between enforcement agencies and industry on the identification and expedited sharing of data that will bring additional value for targeting contaminated and compromised containers. Joint post-incident analysis and regular coordination meetings to share information on emerging issues and concerns were mentioned as best practices. On the theme of best practices, the conference also saw the WCO and IAPH published their updated joint Guidelines on Cooperation Between Customs and Port Authorities, including WSC input.

Ocean carriers, exporters, ports representatives and the Federation of European Private Port Companies & Terminals (FEPORT) also discussed limitations of some of the measures they are taking, such as staff protection, background checks or termination procedures, and the need for government’s support to enhance their efficiency.

Participants were reminded that the WCO recently adopted the Guideline on Customs Responses to Industry Referrals which calls for single points of contact in Customs agencies, timely feedback to referrers, and regular post incident analysis. These are concrete steps that help convert referrals into learning and better prevention without compromising investigations or the efficient flow of commerce that is critical to our economies.

As a next step, the WCO invited participants to put forward proposals or suggestions in line with a central and re-occurring conference theme of enhancing the public-private partnership and fostering resilient cargo supply chains through information and data exchange. The WCO’s Supply Chain Integrity Project will present a summary of the conference and proposals received to the next WCO Enforcement Committee in March 2026, with a view to further enhance the capacity of Customs administrations and deepen the collaboration with all stakeholders seeking to preserve the safety and security of the world’s increasingly vulnerable cargo supply chains.

The program combines AI-powered cargo screening and common inspection standards to identify misdeclared and undeclared high-risk shipments before they are loaded.

Ship fires are at their highest level in over a decade, according to Allianz's Safety and Shipping Review 2025. Misdeclared dangerous goods are a leading cause of ship fires, reported as responsible for more than a quarter of all cargo-related incidents.

“We have seen too many tragic incidents where misdeclared cargo has led to catastrophic fires, including the loss of life,” said Joe Kramek, President and CEO of the World Shipping Council. “The WSC Cargo Safety Program strengthens the industry’s safety net by combining shared screening technology, common inspection standards, and real-world feedback to reduce risk.”

At the heart of the program is a digital cargo screening tool powered by the National Cargo Bureau’s (NCB) technology. It scans millions of bookings in real time using keyword searches, trade pattern recognition and AI-driven algorithms to identify potential risks. Alerts are reviewed by carriers and, when needed, verified through targeted physical inspections.

The program also establishes common inspection standards for verifying shipments and an incident feedback loop to ensure lessons from real-world cases strengthen prevention. At launch, carriers representing more than 70 percent of global TEU capacity have joined the program.

“By working together and using the best available tools, we can identify risks early, act quickly, and prevent accidents before they happen,” Kramek said. “The Cargo Safety Program is a powerful new layer of protection, but it does not replace the fundamental obligation shippers have to declare dangerous goods accurately. That is the starting point for safety, and it is required under international law.”

The launch builds on WSC’s longstanding work to improve maritime safety, from developing cargo handling rules to supporting environmental protection measures. The program will continue to evolve, with regular updates to its technology and standards to address new and emerging risks.

“Ocean carriers transport the goods vital to the flow of global trade, and we have a responsibility to move them safely,” Kramek added. “By raising the bar on cargo screening, we are protecting lives, safeguarding the environment and improving the integrity of the global supply chain.”

Visit our WSC Cargo Safety Program webpage to learn more.

The 2024 report shows that 11.39% of inspected cargo shipments were found to have deficiencies, up slightly from the IMO’s final 2023 figure of 11%. These include mis-declared and undeclared dangerous goods, incorrect documentation, and improper packing – all of which can lead to serious safety incidents, including ship fires. 

Drawing on port state inspection data, WSC’s report continues a data series dating back to 2011. Under international law, port States may inspect containers to ensure cargo complies with international regulations and standards, including proper declaration and packing of dangerous goods. 

“Cargo safety starts with correct declaration and safe packing of goods,” said Joe Kramek, President & CEO of the World Shipping Council.   

“With over one in ten shipments showing deficiencies, the message is clear: gaps in cargo safety remain far too common. Cargo deficiencies put crews, ships, cargo, and the environment at risk." 

“By continuing this reporting, we can identify trends and take appropriate action to improve the safety of shipping. With only seven port States currently reporting, there is an opportunity for more governments to contribute their data, strengthening the global picture and helping to make shipping safer for everyone.” 

This reporting builds on WSC’s wider cargo safety work, from co-developing the CTU Code Quick Guide and Checklist to help pack containers safely, to supporting efforts that reduce container losses at sea and working with the IMO on stronger dangerous goods rules. 

The World Shipping Council is also developing an industry cargo safety program, which will be launched shortly, to improve cargo screening and inspections.   

“Data like this shows why the Cargo Safety Program is needed,” Kramek added. “By pairing accurate reporting with better screening, clear standards, and practical guidance, we can reduce risks and protect lives, cargo, and the marine environment.” 

WSC submitted these consolidated results in a paper to the IMO's CCC meeting, which starts today. Read the paper here.

Previous years' data summary (IMO GISIS): 

2017 - 8.64%

2018 - 8.40%

2019 - 6.54%

2020 - 7.41%

2021 - 10.86%

2022 - 7.84%

2023 - 11.00%

2024 - 11.39%

Container losses in 2024 were influenced by ongoing disruption in the Red Sea region, which led to a significant shift in global trade routes. Vessel transits around the Cape of Good Hope increased by 191% compared to 2023. This area is well-known for hazardous maritime conditions, which contributed to a concentration of losses. The South African Maritime Safety Authority says around 200 containers were lost in this region alone.

Despite these challenges, the proportion of containers lost relative to those transported remains exceptionally low - just 0.0002 percent of the approximately 250 million containers transported globally in 2024.

“This year’s report confirms that the vast majority of containers are transported safely across the oceans. Still, even one container lost is one too many,” said Joe Kramek, President & CEO of the World Shipping Council.

“Despite continued loss-prevention efforts by the industry, the re-routing of transits away from the Red Sea and around the Cape of Good Hope to keep global commerce moving has ocean carriers navigating one of the world’s most challenging routes, as highlighted in this report,” Joe Kramek concluded.

Progress and New Safety Initiatives

The report highlights continued efforts across the liner shipping industry to improve container handling, stowage, and securing practices. Safety is a shared responsibility, and the report outlines the critical roles played by each part of the supply chain—from shippers and freight forwarders to terminal operators and ocean carriers.

Several major safety initiatives are also featured:

• Mandatory reporting of container losses to the IMO will begin in 2026, following adoption of new SOLAS amendments. WSC has long advocated for and welcomes this development.  

• The Top Tier Joint Industry Project, led by MARIN with WSC participation, will be making its final report to the IMO in September. The project has made major advances in improving container safety, identifying the main reasons for container losses, developing tools to help ocean carriers prevent incidents, as well as recommendations to the IMO for revised regulations and to the ISO for amendments to standards that would significantly enhance container safety.  

• The WSC Cargo Safety Program, launching in 2025, introduces the first industry-wide system for cargo screening to flag mis/undeclared dangerous goods - a leading cause of shipboard fires.

• New regulations on charcoal shipments will come into force in 2026. WSC has played a key role in shaping these changes, and many carriers will implement the new rules proactively in 2025.

Data Transparency and Industry Participation

WSC’s Containers Lost at Sea report is based on direct input from member companies representing approximately 90% of the global container vessel capacity. Data is extrapolated to provide an industry-wide estimate, assuming comparable performance from non-participating carriers. While industry-wide reporting will become mandatory from 2026, WSC is committed to continuing the Containers Lost at Sea report for consistency and transparency.

World Shipping Council's Containers Lost at Sea Report - 2025 Update is available to download on our website - https://www.worldshipping.org/containers-lost-at-sea

Following its identification of ‘cargoes of concern’*, the Cargo Integrity Group (the Group) now focuses on the issues that may commonly compromise safety by initiating or proliferating fire under certain conditions.

It is recognized that many of the cargoes in this category, labelled ‘reactive hazards’ already fall within the scope of Dangerous Goods regulations. These regulations start from the premise that the transport of Dangerous Goods is prohibited – except in accordance with the details of the regulations.

However, incidents still occur too frequently; as the judge in one casualty litigation explained, disasters are only infrequent due to a “lack of a similar perfect storm of events, and simple good fortune”. All that is required is an alignment of mistakes, oversights, or failed controls. The Group is at pains to explain the dangers associated with these cargoes and emphasize strongly that only reliance on robust diligence or precise emergency response prevents many minor incidents becoming major casualties.

Furthermore, the Group is generating greater awareness overall and urges attention to the need for stringent compliance with mandatory regulations, such as the IMDG Code, and adoption of industry good practices, such as found in the CTU Code.

Such cargoes with reactive hazards include:

Calcium Hypochlorite, a powerful oxidiser, prone to rapid decomposition. In low concentrations, the chlorine content is used as a water cleanser and disinfectant, such as household bleach and swimming pool maintenance. Decomposition – taking place constantly at a very slow rate – is accelerated by higher temperatures and by contamination. The latter can be unpredictable since it necessitates rigorous controls over the raw materials used and the entire manufacturing process.

Charcoal concerns include among others charcoal that is intended for burning on barbecues, shisha pipes etc – sometimes having been treated with accelerants to assist ignition. There has been lengthy debate at IMO to fashion a revised safety framework for transport by sea, that will become mandatory from January 2026. This will remove an unreliable test regime and require that charcoal is always declared as DG.

Cotton and Wool, Fishmeal and Krill and Seed cake are perhaps less in the public eye, but also prone to self-heating and fire, where integrity and care are required both to ensure compliance and maintain safety during transport.

Lithium ion battery hazards are becoming known, but many are emergent, not least as science advances global energy transition. Many incidents to date have involved new batteries; the hazards will only multiply with age and deteriorating condition. While this will challenge the recycling industry, the reality is that all these products, whether new, used, in use, damaged or end of life, will impact the transport and storage industries for decades to come.

The Group calls for continued and thorough research into all the hazards presented by lithium ion batteries and dependent devices. Apart from fire, incidents have revealed risks from toxic gases and vapour cloud explosions that can be critical in transport and storage.

Press release on Cargoes of Concern

Read the full Media Release here.

For those of us in the maritime industry, the Ocean is more than a backdrop – it is our workplace, our partner, and our shared responsibility.  

Shipping is the backbone of global trade and economic growth, connecting communities around the world – but we account for up to 3% of global GHG emissions. That’s why liner shipping is investing massively in the transition to clean fuels and technologies.  

Investing USD 150 billion to decarbonise shipping and protect the Ocean  

• Today, nearly 80% of all new container ships and vehicle carriers on order are designed to run on zero/near-zero GHG emissions fuels (ZNZ fuels)

• Already, 200 such vessels are in operation   

• By 2030, at least 1,000 new container and vehicle carriers designed to run on zero or near-zero emissions fuels and technologies will be on the water

• That represents an investment by liner ocean carriers of more than USD 150 billion

IMO GHG Global regulation essential to scale ZNZ fuels and technologies

We are proud to have contributed to the International Maritime Organization’s unprecedented agreement on global regulations to reduce GHG emissions from shipping. This agreement provides the clarity and direction needed to scale investment and innovation. But there is still much to do. Zero/near-zero fuels remain three to six times more expensive than fossil fuels, and the global infrastructure to produce and deliver them is still emerging. Strong policy frameworks and public-private cooperation are essential to bridge this gap. 

This is not just a ship-by-ship transition - it’s a full systems transformation across fuels, supply chains, ports, and people. The choices we make today will determine the future of the Ocean, of global trade, and of generations to come. 

Beyond decarbonisation, we are committed to protecting the Ocean’s biodiversity and the extraordinary creatures we share it with. That means preventing ship strikes, reducing underwater noise, and supporting measures that safeguard marine ecosystems. 

On World Ocean Day, we reaffirm our commitment: to reach net-zero emissions by 2050, to protect marine biodiversity, and to be part of the solution. The Ocean gives so much - we must give back. 

Joe Kramek President & CEO World Shipping Council

The report independently quantifies the annual impact of the liner shipping industry - across key metrics including GDP contribution, employment, wages, sales activity, and government revenues.

Key findings from the report show that liner shipping (container and vehicle carriers):

• Supports 9 million U.S. jobs and contributes over $1.1 trillion to U.S. GDP.

• Handles 64.4% of U.S. seaborne trade by value, making it the dominant mode of ocean transport for American imports and exports.

• Transports nearly $1.5 trillion in U.S. trade annually, including $335 billion in exports and $1.1 trillion in imports.

• Generates $377.4 billion in U.S. federal and state tax revenue.

The report also emphasizes liner shipping’s essential role in U.S. domestic production. 44% of U.S. imports transported by liner ships, valued at $490 billion, are industrial inputs such as components, supplies, and raw materials used by American businesses. These inputs generated $628 billion in additional U.S. economic output.

Liner shipping makes over 18,000 port calls across the United States, underscoring the industry’s central role in maintaining reliable trade flows and resilient supply chains.

View the full report on our dedicated US webpage.

Established in 2006 in Dubai, United Arab Emirates, ESL has since expanded its presence to 30 countries, operating over 70 offices worldwide. ESL will be represented on the WSC Board by CEO Till Ole Barrelet.

“We are committed to being part of the conversation and a driver of positive change, and we look forward to collaborating with fellow industry leaders on the World Shipping Council. Given the vital role WSC plays in advocating for solutions and shaping the future of shipping, we are keen to support the work to address challenges – from regulatory inconsistencies to sustainability and the path to net zero – head on and shape the future of the industry,” said Till.

“We are delighted to have Emirates Shipping Line join the World Shipping Council. Liner shipping is a global enterprise at its core, enabling trade and connecting people and businesses across every region of the world. ESL’s broad international reach and strong commitment to advancing a safe, secure, and sustainable industry make them a great fit for WSC, and we look forward to working together to shape the future of global trade,” said WSC President & CEO Joe Kramek.

Read the full announcement here.

Meet the WSC Board here.

“Revitalizing America’s maritime sector is an important and widely shared goal — one that requires a long-term, legislative and industrial strategy. We welcomed the vision outlined in the President’s Executive Order, which proposes targeted initiatives to strengthen U.S. shipbuilding, ports, and supply chain resilience. Unfortunately, the fee regime announced by USTR is a step in the wrong direction as it will raise prices for consumers, weaken U.S. trade and do little to revitalize the U.S. maritime industry,” said Joe Kramek, President and CEO of the World Shipping Council.

Concerns with the USTR Fee Regime

The World Shipping Council outlined several key concerns:

• Retroactive Port Fees: Applying fees to vessels that are already on the water offers no support for U.S. shipbuilding and, instead, risks harming American exporters — particularly farmers — at a time when global trade is facing significant strain. These backward-looking penalties disrupt long-term investment planning, introducing new costs and unpredictability for American businesses and consumers.

• Fees Calculated on NT: Structuring fees based on ship size — Net Tonnage (NT) — disproportionately penalizes larger, more efficient vessels that deliver essential goods, including components used in U.S. production lines. Nearly half of all liner shipping imports to the U.S. are used directly in domestic production processes. Increasing the cost of these shipments will reverberate through the supply chain, raising production costs for American businesses and, ultimately, for consumers. It will also penalize U.S. ports, who have made significant investments to expand their capacity to attract and handle the largest container ships serving the trade. 

• Fees on car carriers: Additionally, the USTR actions this week included a new and previously unannounced fee based on Car Equivalent Unit (CEU) capacity for almost every vehicle carrier in the world. This arbitrary action, targeting all foreign-built vessels, will further slow U.S. economic growth and raise automobile prices for American consumers, while doing little to encourage U.S maritime investment.

• Legal and Strategic Concerns: WSC also flagged significant legal concerns, noting that the proposed fees appear to extend beyond the authority granted under U.S. trade law.

The WSC is urging the Administration to reconsider this counterproductive measure, which risks harming U.S. consumers, manufacturers, and farmers without delivering meaningful progress toward revitalizing the U.S. maritime industry.

A Call for Constructive Solutions

The World Shipping Council reaffirmed its commitment to working collaboratively with the Administration and industry stakeholders on solutions that can truly strengthen the U.S. maritime sector. Constructive pathways — such as targeted investment incentives, infrastructure improvements, and streamlined regulatory processes — can deliver lasting benefits without disrupting U.S. trade or raising costs for American producers and consumers.

It is also important to recognize that the U.S. shipbuilding sector already faces significant constraints, including a backlog of military orders and ongoing labor shortages. Similarly, a shortage of trained and certified U.S. mariners limits the potential to expand U.S.-flag shipping, even if the regulatory environment was improved.

WSC members are proud to be integral contributors to the U.S. economy and maritime community. Liner shipping moves 65% of U.S. seaborne trade, contributes more than $2 trillion annually to the U.S. economy, and supports 6.4 million American jobs paying more than $420 billion in wages. WSC members also represent 75% of the vessels enrolled in the U.S. Maritime Security Program and bring significant shipbuilding experience and expertise to the U.S. maritime sector.

“The World Shipping Council remains fully committed to supporting U.S. efforts to revitalize the American maritime industry,” Kramek concluded. “We urge policymakers to pursue strategies that encourage growth, strengthen supply chain resilience, and avoid actions that risk harming American exporters, producers, and consumers at a time when global trade is already under pressure.”

Following a contentious and difficult debate, the IMO reached agreement on a measure to be finalized and adopted in October. The measure establishes a GHG fuel standard and framework that, if adopted, will require continuous reductions in GHG fuel intensity beginning in 2028 with ongoing reductions over the next two decades. IMO is poised to move forward on a topic that has evaded legally binding standards in many other fora for decades.

“This is a major milestone for climate policy and a turning point for shipping. Our industry has long been labelled as ‘hard to abate,’ but record industry investment and a new global measure can turn the tide on that,” World Shipping Council President & CEO Joe Kramek said today.

“Liner shipping has already moved to kick-start decarbonization, with nearly 1000 renewable-capable ships set to be on the water by 2030. However, a global regulation is necessary to deliver the renewable fuels at a commercially viable price.”

“Outcomes from the IMO today mean global regulations can now begin to leverage the record industry investment to meet decarbonization targets,” Joe Kramek concluded.

WSC’s Vice-President and lead IMO representative Bryan Wood-Thomas commended the ability of IMO to reach agreement on one of the most challenging issues in the history of the Organization. 

“Building on the World Shipping Council’s Green Balance Mechanism, the agreement creates a two-tiered regulatory measure that applies emission fees proportional to the GHG intensity of the energy used by a ship.  Most importantly, the regulations also provide a mechanism that encourages the use of cleaner zero and near-zero fuels and energy sources,” Bryan Wood-Thomas said.  

“The production of clean fuels and energy sources will create economic opportunities across the globe and have environmental benefits that will last for generations. However, there is considerable work remaining to ensure we have the rules and guidance necessary to use the fuels that will power the world’s fleet in future years.”

“These regulations are a critical starting point that gives us the needed regulatory structure to address this critical issue that impacts every corner of the globe,” Bryan Wood-Thomas concluded.  

Key facts

• There are nearly 200 renewable-capable liner ships on the water today, and an additional 700 to be delivered by 2030.

• Shipping accounts for 2-3% of GHG emissions

• Alternatives to traditional Very Low Sulfur Fuel Oil are significantly more costly: 31% more expensive for Liquid Natural Gas, (LNG), 53% for grey methanol, 111% for bio-LNG, and 274% for green ammonia according to Platts’ global bunker fuel cost calculator in January 2025 for Rotterdam.

##

“We want to work constructively with the administration on its efforts to revitalize the U.S. maritime industry,” Joe Kramek said. 

“As we’ve said previously, revitalizing the U.S. maritime industry will require a comprehensive, realistic, and sustained strategy developed by the Administration and Congress and enacted through legislation.” 

“The Executive Order outlines several encouraging elements that reflect a serious focus on rebuilding the American maritime industry,” Joe Kramek said.  

“Given the direction of this Executive Order and the comments made by the U.S. Trade Representative earlier this week, the World Shipping Council is hopeful the USTR recognizes that alternative measures to impose retroactive port fees would disadvantage all aspects of the supply chain - from consumers to farmers, from energy producers to manufacturers,” Joe Kramek said.

WSC member lines, who are container and vehicle carriers, are significant participants in the U.S. maritime industry. WSC member lines contribute 75 percent of the vessels enrolled in the U.S. Maritime Security Program, carry 65 percent of seaborne U.S. trade, and have significant shipbuilding experience. 

WSC members are integral to the U.S. economy and the U.S. maritime sector. Liner shipping contributes $2 trillion to the U.S. economy and supports 6.4 million U.S. jobs paying more than $420 billion in annual wages. 

“The World Shipping Council stands ready to support the Administration with constructive proposals to help revitalize the U.S. maritime industry,” Joe Kramek concluded.  

For more information on the seperate USTR proposals, and WSC's position, please visit our dedicated webpage: https://www.worldshipping.org/ustr-proposals

To succeed, the measure must help bridge the price gap between fossil fuels and cleaner alternatives, including zero and near-zero (ZNZ) fuels. That’s essential to drive investment in green energy and fuel supply, and to build the economies of scale needed to reduce cost over time.

However, key elements of the agreement remain to be resolved – which will determine how effective  the agreement will be in delivering a regulatory regime that enables an energy transition in the global fleet.

“A key issue still to be resolved is how and what green fuels will be incentivised from the revenue generated by the proposed measure. If those decisions aren’t made this week, the fuel market and fuel buyers won’t have any clearer signal to invest,” said Bryan Wood-Thomas, WSC’s lead IMO representative and Vice-President for Environment and Climate.

He added, “The industry needs certainty, and we need it now. We cannot have these decisions deferred to guidelines to be developed two years from now and every few years thereafter.  Without a clear incentive for cleaner fuels, we risk stalling momentum just as greener options are beginning to scale up.”

The World Shipping Council says it has been working with Singapore and other IMO member states to build consensus around a global proposal capable of driving decarbonisation in shipping.

“Liner shipping is already preparing for the clean transition,” Kramek said. “Nearly 200 vessels capable of running on renewable fuels are in operation today. By 2030, another 700 will join them. That’s billions of dollars already invested in cleaner technologies.”

“But these ships won’t be able to run on green fuels without a regulatory framework that makes ZNZ fuels commercially viable and available,” Joe Kramek concluded.