Rotterdam first quarter throughput broadly stable
The Port of Rotterdam experienced a slight decrease in throughput during the first quarter of 2026, handling 103.0 million tonnes, a 0.7% decline compared to 103.7 million tonnes in the same period of 2025. This marginal contraction was primarily attributed to reduced volumes in agribulk, coal, other liquid bulk, and breakbulk. Conversely, significant growth was observed in iron ore and scrap metal, other dry bulk, crude oil, mineral oil products, LNG, and container traffic measured in TEU.
Container throughput saw a modest increase of 0.3% in TEU terms year-on-year. However, volumes did not meet expectations, influenced by a Terminal Operating System update at a major container terminal. Overall tonnage declined by 3.2%, partly due to a substantial 14% increase in empty container exports, particularly towards Asia. In contrast, inland container volumes surged by 11%, bolstered by larger vessel calls and an expanded service network connecting to Asia and North America. Transhipment volumes remained under pressure, decreasing by 26%, with a recovery contingent upon the completion of planned container terminal expansions.
Breakbulk volumes fell by 1.5%, reflecting ongoing weakness in the automotive, construction, and machinery sectors. RoRo (Roll-on/Roll-off) volumes, however, saw a slight increase of 1.6%, supported by a modest economic recovery in the United Kingdom.
The potential closure of the Strait of Hormuz has emerged as the most significant external risk impacting the port’s near-term outlook. The Port of Rotterdam imports approximately 10% of its crude oil and 14% of its oil products from Persian Gulf countries, representing a total of 19 million tonnes, or 4.4% of its annual throughput, linked to this region. Key commodities include crude oil from Iraq and Saudi Arabia, kerosene from Kuwait, fuel oil from Saudi Arabia, and gas oil and diesel from Qatar. While the impact of the Strait’s closure was minimal in the first quarter, it is expected to become more pronounced in the second quarter.
A notable consequence of the Strait’s closure has been the redirection of tanker traffic towards Asia, where oil product prices have risen more sharply than in Europe due to a greater regional reliance on Middle Eastern supplies. At least five tankers originally destined for Rotterdam have been rerouted to Asian markets, a trend anticipated to lead to reduced inflows in the coming quarter. The direct impact of the Hormuz closure on the container sector is limited, with direct container traffic to and from the Middle East constituting only 1.2% of the total volume. However, indirect effects stemming from potential economic slowdowns and reduced purchasing power could prove more significant.
Port CEO Boudewijn Siemons acknowledged Rotterdam’s resilience as a European energy and logistics hub but highlighted the vulnerability of global energy flows exposed by the Strait of Hormuz situation. He cautioned that the repercussions of this geopolitical development may intensify throughout the remainder of the year.