Globally, approximately 13 billion tonnes of traded goods were transported by sea in 2023, a 2.4% increase from the previous year. Growth was fuelled by an increase in longer-haul voyages across all segments, driven by disruptions from the war in Ukraine, instability in the Red Sea, and lower water levels in the Panama Canal, all of which extended ship journeys and distances. Since 2005, the average distance travelled per tonne of cargo has been increasing, rising from an estimated 4 675 miles per voyage in 2000 to 5 186 miles in 2024.
However, the EU-27 picture is different, as the gross weight of goods handled in ports declined by 3.9% in 2023, dropping from 3.5 billion tonnes in 2022 to 3.4 billion tonnes. After experiencing growth in the first three quarters of 2022 compared to the previous year, a decline was observed from the final quarter of 2022 through the last quarter of 2023. The decrease in goods handled is primarily due to restrictions on goods transport with Russia following its military aggression against Ukraine.
When zooming at Member State level, the year-on-year (2023 over 2022) rate of gross weight of goods handled is very heterogeneous, spanning from -31% in Estonia (23 million tonnes) to +47.5% in Malta (7.2 million tonnes). The Netherlands recorded the largest gross weight of goods handled at 545 million tonnes (-7.6% from 2022), followed by Italy with 500 million (-1.7%) and Spain with 471 million (-3.7%).
Liquid bulk goods (e.g. oil) represented roughly 37.9% of the total goods handled in EU (1.26 billion tonnes), followed by large containers with 22.7% (757 million tonnes) and dry bulk goods (e.g. grain) with 21.6% (720 million tonnes)[1]. The Member State that handled the most liquid bulk goods was the Netherlands (265 million tonnes), followed by Italy (204 million tonnes). Spain handled the most containers (145 million tonnes), followed by the Netherlands (105 million tonnes), Belgium (104 million tonnes) and Germany (103 million tonnes). The Netherlands also handled most dry bulk goods (130 million tonnes), followed by Spain (98 million tonnes).
Short sea shipping (SSS) is defined as the maritime transport of goods between ports in the EU (sometimes also including candidate countries and EFTA countries) on the one hand, and ports situated in geographical Europe, on the Mediterranean and Black Seas on the other hand. In 2023, 1.6 billion tonnes of goods were transported, 5.4% less than in the previous year. Italy (302 million tonnes), the Netherlands (232 million tonnes) and Spain (209 million tonnes) accounted for more than 46% of EU short sea shipping in 2023. The busiest region for SSS was the Mediterranean Sea, where roughly 39% of the goods were transported in terms of gross weight (628 million tonnes), followed by the North Sea (29% and 472 million tonnes) and the Baltic Sea (18% and 285 million tonnes). Liquid bulk (40% and 646 million tonnes) was the dominant type of cargo in EU SSS, followed by dry bulk (21%) and containers (16%).
In 2023, 386 million passengers (excluding cruise passengers) embarked and disembarked in all EU ports, a 6.8% increase compared to 2022. Cruise passengers were roughly 16 million, almost 34% more than the previous year, surpassing pre-COVID-19 levels for the first time (15 million in 2019). Italy recorded the highest number of passengers (including cruise) embarking and disembarking from its ports, tallying 92 million (17% more than the previous year), followed by Greece with 75 million (7% up) and Denmark with 41 million (in line with the previous year). There is a minimal difference between the count of passengers disembarking ('inwards') and embarking ('outwards') at EU ports. This phenomenon underscores the predominant reliance on national or intra-EU ferry services for seaborne passenger transport in Europe.
The sector Maritime transport includes the following sub-sectors:
- Passenger transport: sea and coastal passenger water transport and inland passenger water transport;
- Freight transport: sea and coastal freight water transport and inland freight water transport;
- Services for transport: renting and leasing of water transport equipment.
The sector generated a GVA of EUR 61.8 billion in 2022, a 39% increase compared to the 2021. Gross profit, at EUR 43.9 billion, increased by 56% on the previous year. The turnover reported for 2022 was EUR 228 billion, a 29% increase on the previous year (Figure 1).
Estimates for 2023 suggest a stable performance, with GVA, turnover and gross profit increasing less than 1%.
In 2022, almost 392 800 persons were directly employed in the sector, 4% more than in 2021. The annual average wage was estimated at EUR 45 700, up 6% compared to 2021.
The estimate for the persons employed in 2023 is 407 400, whilst the estimated average remuneration is EUR 44 800.
Germany has the highest employment within Maritime transport, contributing with 33% of jobs in the sector, followed by Italy (17%) and France (10%). Germany generates 52% of the Members States’ GVA in the sector, followed by Denmark (13%) and the Netherlands (10%) (Figure 2).
In 2022, about 50% of the jobs (197 700) where within the sub-sector Services for transport, while Passenger transport (102 700) and Freight transport (92 500) employed respectively 26% and 24% of people.
In terms of GVA, Freight transport generated about 65% of the sector’s GVA (EUR 40.6 billion), followed by Services 25% (EUR 15.3 billion) and then Passenger transport with 10% (EUR 6 billion).
For more detailed economic and social data, please consult the dashboard on the Blue Economy Indicators.
Based on the Liner Shipping Connectivity Index (LSCI), which indicates a country's integration into global liner shipping networks, the most-connected European economies in the last quarter of 2024 were Spain (+3.4% from Q4 in 2023), the Netherlands (-5.4%) and Belgium (-1%). Lithuania recorded the biggest improvement (+42.7% on a yearly basis), followed by Ireland (+16.3%) and Estonia (+11.1%), whilst Malta’s index dropped the most (-22.3%), followed by Romania (-18.2%) and Greece (-10.6%).
The most connected EU ports in the last quarter of 2024 were Rotterdam (NL, -6.8% compared to the same quarter in 2023), Antwerp (BE, -0.1%) and Hamburg (DE, -0.5%), according to the Port liner shipping connectivity index (PLSCI), which measures a port's integration into global liner shipping networks. The port of Malaga (ES) recorded the largest increase compared to the previous year (+205.7%), followed by two ports in Finland, Oulu (+128.3%) and Tornio (102.1%). The biggest drop was recorded by the ports of Kalundborg (DK, -58.1%), Taranto (IT, -54.3%) and Rostock (DE, -50.8%).
A comparison of the EU-27 GDP growth rate and goods handled in ports reveals a strong correlation between these indicators (Figure 3), suggesting that maritime trade is largely dictated by developments in the economy.
The EU maritime transport sector is undergoing significant transformation driven by evolving geopolitical dynamics, digitalisation, energy transition as well as increasing climate risks. Global political uncertainties impact trade routes and supply chains, emerging technologies and automation are reshaping operations, while the shift to alternative fuels and stricter environmental regulations accelerate decarbonisation efforts. At the same time, climate change intensifies risks such as extreme weather events and changing sea levels.
Route changes due to geopolitical factors and climate change: Over the past two decades, the maritime transport sector has undergone a significant structural transformation. While the overall trend has been one of growth, trade patterns, shipping routes, and traffic configurations have been reshaped by geopolitical and climate-related factors. The combination of climate change and geopolitical tensions represents one of the most significant risks to global maritime trade in decades. These factors threaten the stability of key trade routes, disrupt supply chains, and contribute to mounting economic uncertainty.
Maritime chokepoints, which serve as essential arteries for global commerce, are particularly vulnerable. With few viable alternatives, disruptions at these strategic passages can trigger far-reaching consequences, impacting food security, energy supply, and economic stability worldwide. For example, the Turkish Straits have faced ongoing disruptions in 2023 and 2024 due to geopolitical tensions, rising maritime traffic, environmental concerns, and infrastructure challenges. In response, Turkey introduced new regulations in September 2023, strengthening environmental standards, safety measures, traffic management, and security protocols to mitigate risks. Meanwhile, climate change is exerting pressure on another critical trade corridor—the Panama Canal. A severe drought has led the Panama Canal Authority to impose transit restrictions to conserve water, significantly reducing vessel traffic. In May 2024, the total number of transits declined by 19.2% compared to May 2023 and by 24.3% compared to May 2022[1],[2]. This has affected trade volumes, with West Coast ports exporting approximately 3.1 million tons of cargo—primarily to Europe—and importing around 6.5 million tons from Europe. Adding to these challenges, since mid-November 2023, escalating security risks in the Red Sea have led major shipping companies to suspend transits through the Suez Canal. In response, a significant share of ships on the Asia–Europe trade route has diverted around the Cape of Good Hope[3]. This shift has heightened costs for Europe, which remains heavily reliant on imports from Asia.
Spot freight rates on the Asia–Europe corridor, the EU’s main import route, have risen sharply since late 2023 (see Figure 4). Average costs per container (TEU) have approached levels seen during the peak of the pandemic. On the Europe–America corridor, freight rates have also increased considerably, reflecting accumulated stress across European and global logistics chains1.
Addressing these vulnerabilities requires urgent action to strengthen the resilience of global supply chains and ensure uninterrupted maritime trade. Diversifying shipping routes is crucial to reducing dependency on a limited number of critical passages, while greater cooperation among shippers, logistics providers, and ports can help optimise supply chain efficiency. At the same time, leveraging technology, data, and predictive analytics will improve demand forecasting, enhance early warning systems, and enable better capacity management at chokepoints, ultimately mitigating the risks posed by geopolitical instability and climate change.
[1] UNCTAD, 2024. Navigating Troubled Waters: Impact to Global Trade of Disruption of Shipping Routes in the Red Sea, Black Sea and Panama Canal. UNCTAD Rapid Assessment.
[2] Panama Canal Authority (2024). Transit statistics
[3] UNCTAD News, 2024. Red Sea, Black Sea and Panama Canal: UNCTAD raises alarm on global trade disruptions.
One main driver of the digital transformation is Artificial intelligence (AI). AI can for example, optimise routes based on historical data and current traffic conditions, thereby minimising costs and reducing delivery times. Also, it can be employed in demand forecasting, optimising inventory levels and reducing stock-outs, and in predicting maintenance of the equipment, minimising downtime and extending the lifespan of assets. Some European companies are already employing AI to facilitate certain processes (e.g. Maersk).
Another digital technology that could have an impact on the maritime transport industry is blockchain. Blockchain-based digitalisation tools (e.g. CargoX, created by a Slovenian company) can improve supply chain transparency and cargo tracking, execute smart contracts, increase cybersecurity and prevent fraud.
Digitalisation is also driving advancements in autonomous ships. These advancements range from steering and navigational assistance to full automation of navigation, potentially reducing operational costs, improving working conditions, saving fuel by optimising routes, and reducing human errors and accidents. The EU-funded AUTOSHIP project showcased how cutting-edge innovation on two vessels could support navigation as well as mooring and docking[1].
Digitalisation also plays a fundamental role in emissions monitoring. In this context, digitalisation has advanced substantially, also pushed by stricter and stricter EU regulations that promote a greener shipping industry, such as the EU ETS and FuelEU. The Monitoring, Reporting and Verification (MRV) system, introduced in 2015, provides detailed fuel-based data on vessel-level CO₂ emissions. In 2021, MRV recorded data from over 13 000 ships operating in and around European ports. From 2025, MRV coverage will expand to include general cargo vessels and offshore ships between 400 and 5 000 gross tonnage (GT). This will significantly increase the number of monitored vessels and strengthen the sector’s digital data infrastructure. The MRV is complemented by other emissions monitoring frameworks, including the UNFCCC greenhouse gas inventories and the Ship Traffic Emissions Assessment Model (STEAM). These systems use different methodologies: MRV tracks onboard fuel consumption per vessel, the UNFCCC applies a territorial accounting principle, and STEAM uses ship activity data from the Automatic Identification System (AIS). These differences lead to varying estimates: for domestic maritime transport, UNFCCC attributes 12% of total maritime CO₂ emissions, MRV 27%, and STEAM 37%11.
Despite growing operational and environmental demands, the digitalisation of European maritime logistics remains uneven and largely underdeveloped. According to the European Maritime Transport Environmental Report 2025[2], digital technologies are still treated as a secondary tool rather than an essential infrastructure component. This mismatch underscores the need for a rapid digital modernisation of Europe’s transport systems. Beyond maintaining physical infrastructure, the EU must advance towards interoperable digital platforms, real-time traceability, automated documentation systems, and modal synchronisation.
In this context, the Commission’s Digital Transport and Logistics Forum (DTLF)[3] provides a platform for structural dialogue, provision of technical expertise, cooperation and coordination between the Commission, Member States and the transport and logistic sector, with the objective to develop and implement digital interoperability and data exchange within the industry. The DTLF has two subgroups which focus on paperless transport and corridor freight information systems.
[1] Autonomous Shipping Initiative for European Waters - https://www.autoship-project.eu/.
[2] European Maritime Transport Environmental Report 2025 - https://www.eea.europa.eu/en/analysis/publications/maritime-transport-2025
[3] Digital Transport and Logistics Forum - https://transport.ec.europa.eu/transport-themes/digital-transport-and-logistics-forum-dtlf_en
Maritime transport is facing increasing environmental scrutiny. The industry accounts for 14.2% of transport-sector emissions in EU, and CO₂ emissions continued to rise—reaching 137.5 million tonnes in 2022, up 8.5% from the previous year. This is compounded by increasing methane emissions linked to the expansion of the LNG fleet, and a 10% rise in nitrogen oxides (NOx) emissions over the past decade, with notable increases in the Atlantic and Arctic regions[1].
In response, the European Commission has initiated a profound regulatory transformation of the maritime sector, with maritime transport now as a key pillar of the European Green Deal and the Fit for 55 legislative packages. The inclusion of shipping in the EU Emissions Trading System[2] starting in 2024 (i.e. shipping companies must purchase and surrender emission allowances for each tonne of reported CO2 or CO2 equivalent) and the enforcement of the FuelEU Maritime regulation[3] (i.e. ships above 5 000 GT calling EU ports must respect limits on greenhouse gas intensity, which will gradually increase until 2050) from 2025 represent a turning point. In parallel, sulphur emission controls are tightening, with the designation of the Mediterranean Sea as a Sulphur Emission Control Area (SECA) from May 2025[4]. Supporting infrastructure development is addressed through the Alternative Fuels Infrastructure Regulation (AFIR)[5], which requires European ports to be equipped with liquefied methane (LNG) bunkering infrastructure by January 2025 and to plan for the deployment of hydrogen, methanol, and ammonia refuelling infrastructure. Furthermore, the revised Renewable Energy Directive (RED III)[6] sets binding targets for the use of renewable fuels in the transport sector, including e-fuels and advanced biofuels. Finally, the ongoing revision of the Energy Taxation Directive seeks to eliminate existing tax exemptions for fossil fuels used in intra-EU maritime transport, aligning fiscal policy with EU climate objectives[7]. These measures will gradually force reductions in the carbon intensity of marine fuels and incentivize the adoption of alternative energy sources.
However, the effective adoption of clean technologies in maritime transport is still progressing slowly. In 2023, only 0.77% of the active fleet in Europe used alternative fuels, highlighting the gap between regulatory objectives and the actual transformation of the sector[8]. According to DNV[9], in Europe, there are several ships currently in operation and on order that use alternative fuels. Specifically, the number of ships running on alternative fuels are:
- Ammonia: 2 (including 1 in Norway)
- Battery-operated: 441 (mostly ferries)
- Fuel cells: 6
- Hydrogen: 7
- LNG: 200
- Methanol: 52
The sector’s transformation demands technological renewal. A progressive integration of vessels equipped with hybrid systems, batteries, methanol, wind propulsion, and, in the medium term, hydrogen and ammonia is expected. This energy transition poses a significant workforce challenge: it is estimated that over 800 000 seafarers will require specific training in new technologies and alternative fuels by 2035[10].
[1] European Maritime Transport Environmental Report 2025 - https://www.eea.europa.eu/en/analysis/publications/maritime-transport-2025
[2] European Commission, 2023 - EU Emissions Trading System (EU ETS) for Shipping
[3] European Commission, 2023 - FuelEU Maritime Regulation
[4] European Maritime Transport Environmental Report 2025 - https://www.eea.europa.eu/en/analysis/publications/maritime-transport-2025
[5] European Commission, 2023 - Alternative Fuels Infrastructure Regulation (AFIR)
[6] European Commission, 2023 - Renewable Energy Directive (RED III).
[7] European Commission, 2021 - Proposal for a Council Directive restructuring the Union framework for the taxation of energy products and electricity.
[8] European Maritime Transport Environmental Report 2025 - https://www.eea.europa.eu/en/analysis/publications/maritime-transport-2025
[9] DNV – Alternative Fuels Insight Statistics. Accessed on the 21/03/2025.
[10] European Maritime Transport Environmental Report 2025 - https://www.eea.europa.eu/en/analysis/publications/maritime-transport-2025