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From today’s news in Nieuwsblad Transport, it is clear that congestion in the Port of Rotterdam has reached a new and deeply troubling level. A survey conducted by Nieuwsblad Transport among 124 companies across the maritime, inland shipping, road transport, forwarding and terminal sectors shows that almost the entire transport chain is now affected, with financial losses running into the millions and growing concerns about the long-term competitiveness of Europe’s largest port.

According to the survey, 94% of respondents experience operational disruption due to congestion, and an overwhelming 88% say conditions have worsened again in 2025. Many companies report that the past twelve months have brought substantial financial damage, with a significant share facing hundreds of thousands of euros in additional costs and a notable group even exceeding the one-million-euro mark. Several respondents add that the real impact is even higher once reputational damage and deteriorating planning reliability are taken into account.

While unexpected disruptions such as recent stevedore strikes and protest actions are widely seen as immediate triggers that push the system into sudden gridlock, companies describe a deeper, structural imbalance behind the current situation. Growth in cargo volumes, increasing call sizes in container shipping, unreliable deep-sea schedules and pressure on hinterland capacity all contribute to a chronically overloaded system in which every incident has a magnified effect. Some respondents also point to ongoing global disruptions, such as the Suez crisis and the reshuffling of shipping alliances, as factors that exacerbate instability in the chain.

Road hauliers express particularly serious concerns. Almost all indicate that planning and turnaround times have deteriorated significantly over the past year. They describe a combination of peak loads at the quayside, shifting arrival times of vessels and cumulative delays that put constant pressure on land-side operations. The inland shipping sector, however, appears to be suffering the most severe financial consequences. Every respondent in this group reports that congestion has had a negative impact on operations, and many indicate damages ranging from half a million euros to more than one million. For inland shipping and inland terminals, congestion is increasingly seen not as a series of isolated incidents but as the result of a system that has become structurally overstretched.

Some also point to what they describe as a structural mismatch between sea-side volumes and landside capacity, particularly in relation to terminal handling. They criticise the limited flexibility of timeslot systems, restricted opening hours at warehouses and distribution centres, and insufficient night operations, all of which reduce the system’s ability to absorb peak volumes. Several respondents express frustration with the dominant position of terminals and a perceived lack of equal prioritisation between shipping lines, barge operators, road hauliers and other chain partners.

Results point to the need for a coordinated package of actions focused on increasing capacity, improving operational flexibility, strengthening hinterland connections, modernising systems and clarifying the responsibilities and expectations of all parties in the chain.