On Friday, U.S. maritime labor leaders took the opportunity of the 106th anniversary of the Jones Act to reiterate their demands for the Trump administration to end its emergency waiver program. They believe this policy...
On Friday, U.S. maritime labor leaders took the opportunity of the 106th anniversary of the Jones Act to reiterate their demands for the Trump administration to end its emergency waiver program. They believe this policy harms American mariners, local shipping companies, and overall efforts to strengthen the nation’s maritime industry.
In a statement celebrating the anniversary of the Merchant Marine Act of 1920, AFL-CIO Transportation Trades Department President Greg Regan and Secretary-Treasurer Shari Semelsberger commended the law as a fundamental part of U.S. maritime policy, while also sharply criticizing the ongoing waivers linked to disturbances caused by the conflict with Iran.
“As the largest transportation labor federation in America, representing thousands of maritime workers nationwide, we want to highlight a law that is crucial to supporting the American maritime industry,” the labor leaders stated.
The Jones Act mandates that cargo transported between U.S. ports must be carried on ships that are built in the U.S., owned by U.S. citizens, operated by U.S. companies, and primarily crewed by American mariners.
This statement coincides with recently released reports from the Maritime Administration, which reveal extensive use of the waiver since it was first issued in March. Records from vessel operators indicate that at least 88 foreign-flag voyages have been conducted under the waiver, transporting crude oil, gasoline, diesel, renewable diesel, fuel oil, fertilizer feedstocks, and other energy-related goods between U.S. ports.
The voyages included numerous shipments linking California refineries and fuel terminals, as well as connections between Gulf Coast energy hubs and markets on the East Coast, West Coast, and Puerto Rico.
Initially, the Trump administration issued a 60-day emergency Jones Act waiver due to energy market disruptions after the closure of the Strait of Hormuz, later extending it for an additional 90 days. This waiver permits foreign-flag vessels to transport certain energy and industrial products between U.S. ports that would typically be reserved for Jones Act-qualified vessels.
Labor leaders contend that the waiver has not achieved its objective of lowering fuel costs and has instead weakened the domestic maritime sector.
“In reality, this misguided decision does not affect gasoline prices, but instead makes our homeland more vulnerable to national security risks and favors foreign vessel operators over American maritime workers,” Regan and Semelsberger stated.
The AFL-CIO's statement adds to a growing list of maritime organizations opposing the waiver. Groups like the American Waterways Operators, Seafarers International Union, American Maritime Partnership, Marine Engineers’ Beneficial Association, Offshore Marine Service Association, Transportation Institute, and several lawmakers are all calling on the administration to end the exemption.
Critics argue that the new data from MARAD supports concerns that the waiver has shifted from a limited emergency measure to a broader policy. The filings indicate that foreign-flag vessels are carrying a wide variety of commercial petroleum and industrial goods, with many operators justifying this by citing national security reasons related to energy security and disruptions caused by the conflict in Iran.
Opponents have also linked the discussion to wider national security issues, arguing that repeated waivers undermine the cargo base necessary to support U.S.-flagged vessels, American shipyards, and the workforce of merchant mariners, especially as Washington is seeking to revitalize the maritime industrial base.
This criticism reflects growing tension in the administration's maritime strategy. While the White House promotes increasing U.S. shipbuilding capacity, enhancing sealift readiness, and restoring American maritime leadership, labor groups and domestic operators argue that allowing foreign vessels to engage in domestic trades undermines these goals.
Supporters of the waiver, including some energy sectors, argue that the added shipping flexibility is essential for managing supply disruptions and adapting to changing trade flows due to the Middle East crisis.
However, maritime labor organizations continue to argue that broad waivers should be replaced with the traditional case-by-case approach allowed by existing laws.
“Maritime labor stands united in its commitment to revitalizing the domestic maritime workforce and restoring shipping dominance,” Regan and Semelsberger said. “This goal is at risk when the Jones Act is scapegoated for rising gas prices, instead of being recognized as a critical element of the American maritime industry.”