Throughput at the port of Rotterdam fell slightly by 0.7% in the first quarter of 2026 compared with the same period last year. Throughput in the first three months of this year stood at 103.0 million tonnes, compared with 103.7 million tonnes in the first quarter of 2025. The decline is mainly due to a reduction in the throughput of agribulk, coal, other liquid bulk and breakbulk.
The throughput of iron ore and scrap metal, other dry bulk, crude oil, mineral oil products, LNG and containers (TEU) increased. The closure of the Strait of Hormuz has severely disrupted the global energy system. Rotterdam was dependent on countries in the Persian Gulf for 10% of its crude oil throughput and 14% of its oil product throughput. The impact of the closure of the Strait of Hormuz on throughput in Rotterdam is barely visible in the first-quarter figures.
Boudewijn Siemons, CEO of Port of Rotterdam Authority: “Throughput at the port of Rotterdam remained largely stable in the first quarter of 2026, despite growing geopolitical tensions. The closure of the Strait of Hormuz highlights just how vulnerable global energy flows are; the effects of this were only marginally apparent in the first quarter and may become more pronounced in the second quarter. At the same time, the growth in oil, oil products and containers shows that Rotterdam remains resilient as a European energy and logistics hub.”
Dry bulk
In the first quarter, throughput in the dry bulk segment fell by 4.3%. The biggest decline (20.9%) was in the throughput of agribulk. This decline is largely a return to normal levels, as last year saw a temporary increase in volumes shipped via Rotterdam. Coal throughput fell by 9.8% compared with the first quarter of 2025. This was mainly due to a decline in the throughput of energy coal following exceptionally high production levels in 2025. In the first quarter of 2026, production returned to its usual level. The volume of iron ore and scrap metal throughput increased by 5.3% compared with last year. This growth is in line with the slight upturn in German steel production in the first quarter. German electrosteel production rose by 2.5% in early 2026. Scrap exports via Rotterdam were slightly lower. The throughput of other dry bulk also showed an increase, rising by 4.6% compared with 2025. This growth was driven by increased demand for construction and industrial raw materials.
Liquid bulk
The throughput of liquid bulk rose by 2.2% in the first three months of this year. Crude oil throughput rose by 1.7% to 25.2 million tonnes. Refining margins in January and February were similar to those in 2025. In March, they rose sharply following price increases for crude oil and petroleum products caused by the blockade of the Strait of Hormuz in late February. The throughput of mineral oil products (petrol, diesel, kerosene, etc.) is 10.3% higher than in 2025. It is striking that exports of oil products rose whilst imports fell. One possible explanation is that, just as in 2025, most oil products were in backwardation, which provides no incentive for storage. There has also been an increase in exports of gas oil / diesel to Spain and Gibraltar. This may bebecause the Mediterranean is now an Emission Control Area (ECA), where the sulphur content of bunker fuel must not exceed 0.1%. LNG throughput increased by 1.7% compared with 2025. The low temperatures at the start of the year have led to higher consumption, and so more imports are needed to replenish stocks. Other liquid bulk fell by 7.2%. The decline is particularly evident in chemical products and can be partly attributed to lower production levels in Germany during January and February. This always has an impact on the throughput of raw materials and finished products in Rotterdam.
Containers and breakbulk
Container throughput is 0.3% higher in TEU than in the first quarter of 2025. Volumes are lower than expected due to an update to the Terminal Operating System at one of the major container terminals. Throughput in tonnes fell by 3.2%. This is due to the sharp 14% rise in exports of empty containers, particularly to Asia. The number of full containers on the Asia trade route also increased. Throughput volumes remain under pressure and fell by 26%. It is expected that throughput volumes will only recover once the container terminal expansions have been completed. The volume of inland containers rose sharply by 11%. This growth is driven primarily by Asia and North America, due to larger call sizes and an expanded range of services.
Throughput in the breakbulk segment fell by 1.5%. Markets related to the automotive, construction and machinery sectors are still under pressure. As a result, the throughput of aluminium and steel has fallen. RoRo volumes rose slightly by 1.6% as a result of the modest economic recovery in the United Kingdom.
Impact of Strait of Hormuz closure
In total, 19 million tonnes (4.4%) of Rotterdam’s total annual throughput relates to countries in the Persian Gulf. This mainly comprises crude oil from Iraq and Saudi Arabia, kerosene from Kuwait, fuel oil from Saudi Arabia and gas oil / diesel from Qatar. LNG from Qatar does not come to Rotterdam. Around two-thirds of the LNG throughput in Rotterdam comes from the United States.
Asia is more dependent on imports of crude oil and petroleum products from the Middle East than Europe. The blockade of the Strait of Hormuz led to rising prices for oil products in Asia immediately after it began. This increase was greater than in Europe due to the greater reliance on the Middle East. Due to higher prices in Asia, at least five tankers that were en route to Rotterdam have changed course to head for Asia. The consequences of this will contribute to lower inflows in the second quarter.
Imports of oil products from the Middle East will also be reflected in the figures for the second quarter, given the shipping time from that region. As the refineries in Rotterdam are operating at full capacity, this could lead to increased exports.
For the container sector, the impact of the closure of the Strait of Hormuz is limited. Direct container traffic to and from the Middle East accounts for 1.2% of the total volume. The indirect effects of the war on the container sector could have a much greater impact through economic downturn and falling purchasing power.