From the magazine – Truly large ports such as Port of Rotterdam and Port of Antwerp-Bruges know how important their annual figures on cargo throughput and the allocation of business sites are, and what can be derived from them. Growth or decline in throughput across the various cargo categories and investments or the departure of companies say something about how well or poorly national economies and global trade flows are performing. The good news is that throughput is holding up reasonably well, but major industrial ports are seeing key companies in the chemical sector close down and leave.
In every issue of SWZ|Maritime, SWZ|Maritime’s editor Antoon Oosting writes an opinion piece under the heading “Markets” about the maritime industry or a particular sector within it. In the March 2026 issue, he discusses thr throughput results of the Dutch ports and what these numbers mean for global trade flows. The opinions expressed in this article are those of the author and do not necessarily reflect those of the publisher (the SWZ Foundation), the KNVTS, or other editors.
With a decline of 1.7 per cent in total throughput in 2025, amounting to 428.4 million tonnes overall, Rotterdam remains ahead for the time being of the merged port Antwerp-Bruges, which ended with a drop of 4.1 per cent to a total of 266.5 million tonnes. Container throughput in Rotterdam fell by 0.2 per cent to 133.2 million tonnes. In terms of TEUs (standard container units), Rotterdam still rose from 13,820,000 to 14,245,000, but according to Rotterdam port CEO Boudewijn Siemons this is due to a large number of empty containers being shipped out.
‘We have imported more and exported more air,’ said Siemons during his presentation of the annual figures on 26 February. In the longer term, this is not good, as it means exports are declining and the Netherlands is spending more money than it earns.
Whereas in Antwerp container throughput remained almost stable, with even slight growth of 0.4 per cent in tonnage (149.5 million tonnes) and 0.7 per cent in TEUs (13.63 million), this port also sees ‘a shift towards a larger import share in most trades’. Contrary to expectations, the United States became the largest trading partner here with 31.3 million tonnes of throughput, mainly due to a growing import of LNG (liquefied natural gas).
In Rotterdam, LNG throughput (especially imports) also increased via the Maasvlakte terminal by 15.1 per cent to 13 million tonnes. The main reason was that gas reserves in Europe had to be replenished more than in 2024. Container and breakbulk throughput to and from North America also increased by 13.6 per cent. Particularly disappointing, however, is that exports of iron, steel and cars from the ports of Antwerp and Bruges to the US declined sharply over the past year.
Also read: Port of Rotterdam throughput declined in 2025
Withering chemical sector
Much more serious, however, is that the large and important basic chemical industry in both Rotterdam and Antwerp is withering away. ‘Concerns about lagging industrial investment by the business community remain undiminished,’ the Port of Rotterdam Authority stated in its press release on the annual results.
A handful of chemical companies have indicated that they will close their factories in Rotterdam, while investments in new and ongoing projects have also been halted, particularly in the production of renewable fuels. According to Siemons, the measures taken by the government in 2025 are positive, but insufficient to level the Dutch competitive position with that of the European playing field. In addition, competition from countries such as China remains noticeable.
Siemons calls 2025 ‘a challenging year’ in which chemical and logistics companies were under considerable pressure and industry was affected by increasing global competition. He also points to rising geopolitical tensions. ‘It is precisely under such circumstances that a well-functioning port remains essential to the prosperity, economic development and strategic relevance of the Netherlands and Europe. Continued focus on resilience, agility and intensive cooperation at national and European level is crucial in this regard.’
Greening at risk
The halt in investments, particularly in renewable fuels, also means that the greening of the port area envisaged by the Port Authority is at risk. ‘Although the Port of Rotterdam Authority aims for a 55 per cent reduction by 2030, it is becoming increasingly unlikely that this target will be achieved in the port and industrial complex, as is the case nationally.’
The Port Authority therefore continues to work with companies to accelerate the reduction of CO2 emissions. Air Liquide started last year with the construction of a plant for green hydrogen. This will be the second electrolyser on the Maasvlakte alongside that of Shell, Holland Hydrogen I, which is due to be commissioned by the end of this year. The construction of a 20-kilometre offshore pipeline for the storage of CO2 in the seabed is also expected to be completed by the end of this year.
Also read: Drechtsteden shape maritime policy with De Witt Pact
Geopolitical pressure
Jacques Vandermeiren, CEO of the Port of Antwerp-Bruges, attributes the 4.1 per cent decline in throughput mainly to geopolitical tensions and economic uncertainty. ‘The war in Ukraine, trade conflicts between the United States, Europe and China and a volatile global trade were accompanied by prolonged congestion at container terminals and an unprecedented number of social actions,’ meaning strikes and go-slows.
In Zeebrugge, the LNG terminal is strongly affected by the European ban on the transshipment of Russian LNG to non-EU destinations. At the same time, new LNG production facilities in, among others, the United States and the Middle East offer prospects for additional imports via the terminal of Fluxys, the Belgian counterpart of Gasunie. Incidentally, Zeebrugge, like IJmuiden and Terneuzen, will also receive a new, larger sea lock.
Significantly more trade with Canada
With slightly more throughput in ocean shipping (0.4 per cent) and somewhat less (-4.3 per cent) in inland shipping, the merged port of North Sea Port (Ghent, Terneuzen and Vlissingen) reached a total cargo throughput of 128.5 million tonnes, making it the third port (after Rotterdam and Antwerp) in the Benelux.
North Sea Port handles relatively little container traffic (2 million tonnes), but more RoRo (3.7 million tonnes), breakbulk (9.7 million tonnes), liquid bulk (14.9 million tonnes) and dry bulk (36.7 million tonnes), mainly coal and iron ore for the blast furnaces of ArcelorMittal in Zelzate. With the new sea lock at Terneuzen, larger vessels can reach ArcelorMittal, but the tunnel at Zelzate blocks much larger, deeper-draught bulk carriers.
For North Sea Port, the United Kingdom is the most important trading partner, but what stood out last year was that trade with Canada increased sharply (+30 per cent), while that with the United States (-3.7 per cent) declined further. Sweden ranks fourth, which is related to the two Volvo factories, one for passenger cars and the other for trucks.
Next comes Brazil, due to large volumes of fruit juices, with Ghent remaining Europe’s fruit juice port. Like Rotterdam, this port is also exploring the possibility of freeing up quays for the transshipment of military transports. A condition is, of course, that this takes place at well-secured terminals. This is already happening in Vlissingen and the Eemshaven, where the US military can quickly land equipment should Russia attack European NATO countries.
Also read: Maritime key in Wennink’s Dutch version of Draghi-report
LNG imports in the North
With an expected throughput of 15.7 million tonnes, Groningen Seaports recorded a record in 2025. The previous record dates from 2023 (14.1 million tonnes). Last year’s record is largely due to LNG, which accounted for around a third of total throughput.
Meanwhile, companies in the northern seaports are not doing badly; in both Delfzijl and the Eemshaven, several new companies have started construction, while various existing companies have expanded their sites, buildings and installations. At the same time, Groningen Seaports also notes that industry is still struggling, particularly energy-intensive companies. According to the port authority, this is due to high energy prices, rising interest and construction costs, and difficulties in obtaining permits. For this reason, new companies are postponing investment decisions.
Meanwhile, the offshore wind industry in the Eemshaven continues to grow. According to CEO Bart Jan Hoevers, almost one in five wind farms in the North Sea has been built from the Eemshaven, and several are maintained from the same port.
Logistics hotspot
In addition to the chemical cluster around the Shell Moerdijk site, Port of Moerdijk is developing into an important national and even European logistics hotspot with the commissioning last year of the first phase of the Logistics Park Moerdijk (LPM) and the so-called internal track connecting the LPM to the existing port. Throughput increased by 2.7 per cent in 2025 to 15.2 million tonnes.
According to CEO Paul Dirix, Moerdijk has now grown into the second container port of the Netherlands. Important shipping companies in Moerdijk include A2B-online, mainly serving various ports in the United Kingdom, and Tailwind Shipping Lines, the shipping company of supermarket chain Lidl.
The port of Moerdijk saw an increase in cargo via slightly more inland vessels and a virtually stable number of seagoing vessels. The number of trains rose by more than 25 per cent to 2601, with rail connections to Poland and Milan. Employment in the port and industrial area increased slightly to 20,736 jobs.
Cartoon by Hans de Wilde/SWZ|Maritime.
