• The year 2024 continued to be influenced by geopolitical and economic challenges which led to uncertainties in global markets.
• Yet, these challenges did not have the same impact on the main European seaports. IWT traffic in the Ports of Rotterdam, Antwerp and North Sea Port increased in 2024, showing a certain recovery compared to the previous two years. In the Port of Constanţa, although IWT traffic remains very high, the resumption of activities at the Port of Odessa (Ukraine) at the end of 2023, led to a decrease in Constanţa due to less grain traffic being handled in the port.
IWT traffic at the Port of Hamburg continued its declining trend and suffered from the economic challenges that are observed in Germany together with infrastructure issues in the nearby inland waterway network of Hamburg.
• As far as the European inland ports are concerned, there were discrepancies in the way these ports were impacted by the general geopolitical and macroeconomic context as illustrated by the diverging results.
• The international situation is foreseen to remain volatile in the near future and could also have a significant impact on the forthcoming 2025 results of the European inland and seaports.
MAIN EUROPEAN SEAPORTS
- In 2024, 91,356 inland vessels called at the Port of Rotterdam (89,175 in 2023).
- The volumes of inland waterway cargo handling at the Port of Rotterdam increased by +0.7% to 141.9 million tonnes in 2024 (compared to 140.9 million tonnes in 2023). Apart from the dry bulk segment which experienced a -3.2% decline, the other types of cargo increased. The main reason behind the decrease for the dry bulk segment is the sharp decline in coal volumes over several quarterly financial periods. Indeed, coal-fired power plants are increasingly losing ground as an energy source in the German and Dutch energy mix, while renewable energies have a rising share.
- Increased European consumption, wage indexation and declining inflation in 2024 led to higher disposable income and increased demand for consumer goods and food. This can explain the good results for containers in 2024 compared to the previous year (+5.4%).
- The increase of the liquid bulk segment is closely linked to the growth in the transport of mineral oil products towards the ARA ports which can explain the positive results of this segment in the Port of Rotterdam.33
- The IWW modal split within total throughput in 2023 was 35.7% at the Port of Rotterdam (behind pipeline (37.6%) and ahead of road (19.9%) and rail (6.8%)). The IWW modal split share within container transport to and from the hinterland was 30.5% (behind road (59.2%) and ahead of rail (10.3%)).34
- The ports of Antwerp and Zeebrugge have been operating under the name ‘Port of Antwerp-Bruges’ since April 2022. Most of IWW cargo handling at the port takes place on the Antwerp site. In 2024, the number of vessels calling at the port increased to 57,454 (compared to 55,605 in 2023).
- Liquid bulk is the most important cargo type (approximately 60%), followed by containers (approximately 20%) and dry bulk (approximately 15%). Despite geopolitical tensions and economic uncertainties, the IWW cargo handling increased in 2024 (+4.7% compared to 2023) reaching a volume of 102.5 million tonnes (compared to 97.8 in 2023). This result was driven by an increase in the transport of liquid bulk (+5.9%), both for petroleum products and transport of chemicals, despite a difficult year for the European chemicals sector. While sectors such as construction and automotive were under pressure from high energy and raw material prices, as well as low demand, dry bulk also increased (+5.1%). This increase was mainly driven by transhipment of agricultural products, foodstuffs, fertilizers, crude minerals and building materials. Iron, steel, ores and scrap remained rather stable. Those increases were sufficiently robust to offset the decrease observed for solid mineral fuels (coal) which, on the other hand, almost halved in 2024 compared to the levels of 2023 and the previous two years. As to container transport, it remained stable between 2023 and 2024 (+0.5%) but is still well below its 2021 level (-27.7%).
- The IWW modal split within total maritime throughput (excluding industrial traffic35) in 2024 was 51% at the Port of Antwerp (49% in 2022), the highest share since 2019. The IWW modal split share within container transport to and from the hinterland was 33.9% in 2024, ahead of rail (6.9%) and behind road (59.2%).
- In 2024, 38,242 inland vessels called in at North Sea Port (Ghent, Terneuzen, Flushing), compared to 37,752 in 2023.
- Despite the current economic and geopolitical developments, inland waterway transhipment rose in 2024 by +4.5% compared to 2023, reaching 64.3 million tonnes. Seaborne cargo transhipment also increased, but to a more limited extent (+0.7%). Both liquid bulk (+6.6% compared to 2023) and dry bulk (+5.3%) increased, driven respectively by transhipment of liquid petroleum products and chemicals on the one hand and animal feeds, building materials and crude minerals on the other. Regarding building material, this increase can be explained by a slight decrease in the maritime transport of this cargo product, which was partly compensated (only to a small extent) by inland navigation. Container transport decreased by -15.2% compared to 2023, which had witnessed an increase of +36.8% and remains at levels higher than in 2021 and 2022. Both imports (+4.4%) and exports (+4.5%) increased.
- As for the modal split within hinterland transport (2023), inland navigation ranks first with a share of 58.3% (2 percentage points lost to road) followed by road (30.6%), rail (9.1%) and transhipment or feeder traffic (1.9%).
- In Constanţa, 11,085 inland vessels called at the port in 2024 (14,614 in 2023). Compared to 2023, which was an exceptional year for both maritime traffic and IWW traffic at the Port of Constanţa due to the port’s intensive contribution to EU solidarity lanes, both indicators decreased in 2024. Even if IWW traffic decreased by -20.9% compared to 2023, amounting to 17.2 million tonnes, such volumes remain the second highest volumes ever recorded. This decrease is mainly attributed to the resumption of activities at the port of Odessa (Ukraine) at the end of 2023, leading to less transit traffic going through the port of Constanţa. Indeed, Constanţa had become the largest alternative export route since the start of the Russian full-scale invasion and war of aggression against Ukraine. With activities resuming in Odessa, part of the traffic was simply no longer diverted to Constanţa as an alternative route.
- Regarding IWT, mainly dry cargo is handled at the Port of Constanţa, with a share of almost 85% of the total IWT cargo volume handled. Dry cargo volumes registered a -20.0% decrease compared to 2023. Liquid cargo volumes also decreased by -20.5%. Container transport and general cargo also decreased and remain small compared to liquid, dry bulk and general cargo. IWT traffic mainly consists of transit traffic and cabotage.
- The year 2024 continued to be influenced by both the Russian war of aggression against Ukraine and the conflicts in the Middle East.36 These geopolitical and economic challenges took their toll on international trade, leading to uncertainties in global markets. Moreover, in Germany, economic output declined by -0.2% and industrial production experienced a drop of -4.5% in comparison with 2023.
- These elements, together with infrastructure issues in the nearby inland waterway network of Hamburg (i.e. Elbe-Lateral Canal) and the bridge collapse in Dresden, which have both hindered proper IWT navigation over several months, have had a considerable impact on IWT at the Port of Hamburg. Indeed, IWT cargo handling dropped by -14.4% in 2024 (6.0 million tonnes) compared to 2023 (7.0 million tonnes), both exports (-16.1%) and imports (-13.2%) having suffered a decrease.
- Containers and dry cargo volumes decreased by -19.7% and -11.6% respectively between 2023 and 2024. The continuous decline of the containers category since 2021 has been partly driven by the general difficult macroeconomic context which also continued impacting many other European ports in 2024.37 Another reason for this decline was that rail transport gained ground in hinterland traffic at the Port of Hamburg, holding a 50.2% share of container transport to and from the hinterland, ahead of road (48.2%) and IWT (1.6%).
- Among dry cargo, the segments of agricultural products (-35.7%) and sands/stones (-22%) both experienced a strong decrease. The coal segment again experienced a decline (-14.7%), although less important than in the previous year. Apart from the geopolitical issues mentioned above, this decline can also be attributed to the continued shift of Germany towards sustainable electricity production. By contrast, the metal segment experienced an increase of +15.8%.
- Concerning liquid cargo, despite the good results of the chemical products’ segment (+14.8%), volumes declined by -16.5% between 2023 and 2024 and were mainly driven by the decline of mineral oil products, in the context of decarbonisation challenges.
- With regard to the outlook, at national level, the +0.0% growth forecast for the German economy could impact the general throughput figures at the port. In addition, the international situation is foreseen to remain volatile in the near future and could also have a significant impact on the forthcoming 2025 results.
Sources: Ports’ statistics, Destatis, CBS, Eurostat [iww_go_aport] and Danube Commission
Data from 2024. For Szczecin, data are for 2023.
Source: National statistical institute of Romania
ROTTERDAM
FIGURE 1: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF ROTTERDAM (IN MILLION TONNES)
Source: CBS
FIGURE 2: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF ROTTERDAM PER TYPE OF CARGO (IN MILLION TONNES) *
Source: CBS
* General cargo is not taken into account in these calculations. In 2024, the volume transported for general cargo amounted to 2.5 million tonnes.
ANTWERP-BRUGES
FIGURE 3: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF ANTWERP-BRUGES (IN MILLION TONNES) *
Source: Port of Antwerp-Bruges
* From 2021 onwards, figures for inland waterway cargo handling at the Port of Antwerp and Zeebrugge appear under the name “Port of Antwerp-Bruges”.
FIGURE 4: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF ANTWERP-BRUGES PER TYPE OF CARGO (IN MILLION TONNES) *
Source: Port of Antwerp-Bruges
* Ro/ro, general and not assigned goods are not taken into account in these calculations (in 2024, the volume transported for these three cargo types amounted to 7.0 million tonnes mostly attributed to general goods).
From 2021 onwards, figures for inland waterway cargo handling at the Port of Antwerp and Zeebrugge appear under the name “Port of Antwerp-Bruges”.
NORTH SEA PORT
FIGURE 5: INLAND WATERWAY CARGO HANDLING IN THE NORTH SEA PORT (IN MILLION TONNES)
Source: North Sea Port
FIGURE 6: INLAND WATERWAY CARGO HANDLING IN THE NORTH SEA PORT PER TYPE OF CARGO (IN MILLION TONNES) *
Source: North Sea Port
* Ro/ro and conventional cargo are not taken into account in these calculations (in 2024, the volume transported for these two cargo types amounted to 0.1 million tonnes and 4.0 million tonnes respectively).
CONSTANŢA
FIGURE 7: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF CONSTANŢA PER TYPE OF CARGO (IN MILLION TONNES)
Source: Port of Constanţa
HAMBURG
FIGURE 8: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF HAMBURG (IN MILLION TONNES)
Source: Statistical Office of Hamburg and Schleswig-Holstein
FIGURE 9: INLAND WATERWAY CARGO HANDLING IN THE SEAPORT OF HAMBURG PER TYPE OF CARGO (IN MILLION TONNES) *
Source: Statistical Office of Hamburg and Schleswig-Holstein
* General cargo is not taken into account in these calculations (in 2024, the volume transported for this cargo type amounted to almost 0.2 million tonnes).
MAIN EUROPEAN INLAND AND SEAPORTS38
TRADITIONAL RHINE PORTS
TABLE 1: INLAND WATERWAY CARGO HANDLING IN MAJOR TRADITIONAL RHINE PORTS (IN MILLION TONNES) AND RATE OF CHANGE 2024/2023 *
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Duisburg (DE) | 44.9 | 41.9 | 41.5 | 41.6 | +0.3% |
| Cologne (DE) | 9.8 | 8.2 | 7.7 | 8.8 | +14.0% |
| Karlsruhe (DE) | 6.4 | 6.8 | 6.4 | 6.6 | +3.6% |
| Strasbourg (FR) | 6.9 | 6.4 | 6.2 | 6.2 | +1.2% |
| Mannheim (DE) | 7.3 | 7.6 | 6.3 | 5.8 | -8.4% |
| Neuss (DE) | 6.6 | 5.6 | 5.5 | 5.7 | +2.2% |
| Ludwigshafen (DE) | 6.9 | 5.6 | 5 | 5.5 | +8.6% |
| Basel (CH) | 5.4 | 4.6 | 4.9 | 5.4 | +8.3% |
| Kehl (DE) | 4.4 | 3.2 | 2.7 | 4.0 | +49.2% |
| Mulhouse (FR) | 4.1 | 3.6 | 3.2 | 3.9 | +22.7% |
| Krefeld (DE) | 3.4 | 3.1 | 2.7 | 3.3 | +22.2% |
| Mainz (DE) | 3.1 | 3.5 | 3.3 | 3.2 | -2.3% |
| Andernach (DE) | 2.7 | 2.3 | 2.2 | 2.4 | +9.1% |
| Wesseling (DE) | 2.1 | 1.9 | 1.8 | 1.9 | +5.1% |
| Wesel (DE) | 2.1 | 2.1 | 1.8 | 1.9 | +3.2% |
| Total | 116.3 | 106.5 | 101.4 | 106.3 | +4.8% |
Sources: Destatis, Port de Strasbourg, Swiss Rhine ports, Port de Mulhouse
The “total” relates only to the ports mentioned in the table, not all Rhine ports.
* Data on German ports are based on the geographical approach, which means that all cargo turnover within a city is taken into account, and not only the cargo handled in a specific port.
TOTAL YEARLY WATERSIDE TRAFFIC (IN MILLION TONNES)
PORTS IN GERMANY OUTSIDE THE RHINE *
TABLE 2: INLAND WATERWAY CARGO HANDLING IN MAJOR NON-RHINE PORTS IN GERMANY (IN MILLION TONNES) AND RATE OF CHANGE 2024/2023 *
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Hamburg | 7.6 | 8.3 | 7.6 | 6.6 | -13.0% |
| Gelsenkirchen | 4.9 | 4.9 | 4.3 | 5.2 | +21.8% |
| Frankfurt am Main | 5.4 | 4.8 | 5.0 | 4.3 | -13.7% |
| Bottrop | 2.8 | 2.8 | 2.8 | 3.2 | +14.9% |
| Saarlouis | 2.6 | 2.8 | 2.7 | 2.8 | +5.0% |
| Magdeburg | 2.7 | 2.4 | 2.7 | 2.7 | -1.9% |
| Brunsbüttel | 2.8 | 2.8 | 3.2 | 2.6 | -17.6% |
| Marl | 3.1 | 2.9 | 2.9 | 2.6 | -10.0% |
| Bremen | 3.3 | 3.2 | 2.7 | 2.5 | -5.8% |
| Salzgitter | 2.7 | 2.7 | 2.5 | 2.4 | -3.7% |
| Hamm | 2.1 | 2.1 | 2.0 | 2.3 | +16.2% |
| Lünen | 2.3 | 2.6 | 2.3 | 2.1 | -7.9% |
| Lingen (Ems) | 2.1 | 2.0 | 1.8 | 1.8 | +4.9% |
| Heilbronn | 2.2 | 1.9 | 1.6 | 1.6 | -3.7% |
| Berlin | 1.8 | 1.7 | 1.3 | 1.4 | +1.9% |
| Total | 48.4 | 47.7 | 45.5 | 44.4 | -2.5% |
Source: Destatis
* Data on German ports are based on the geographical approach, which means that all cargo turnover within a city is taken into account, and not only the cargo handled in a specific port. For Hamburg, the figures in accordance with this approach are therefore higher than the figures of the Port of Hamburg, due to other transhipment places in the city.
TOTAL YEARLY WATERSIDE TRAFFIC (IN MILLION TONNES)
DUTCH PORTS
TABLE 3: INLAND WATERWAY CARGO HANDLING IN MAJOR DUTCH PORTS (IN MILLION TONNES) AND RATE OF CHANGE 2024/2023
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Rotterdam | 157.7 | 151.3 | 140.9 | 141.9 | +0.7% |
| Amsterdam | 56.3 | 56.3 | 52.3 | 53.5 | +2.1% |
| Flushing (North Sea Port)39 | 21.1 | 24.6 | 22.8 | 23.0 | +1.2% |
| Terneuzen (North Sea Port)40 | 12.7 | 11.6 | 14.8 | 16.3 | +9.6% |
| Moerdijk | 9.7 | 9.4 | 8.9 | 9.0 | +0.8% |
| Velsen | 7.2 | 6.7 | 6.4 | 7.0 | +8.8% |
| Sittard-Geleen | 7.1 | 6.7 | 7.2 | 5.6 | -22.8% |
| Dordrecht | 6.5 | 5.9 | 5.4 | 5.6 | +3.9% |
| Eemsdelta41 | 4.5 | 5.0 | 3.7 | 4.4 | +21.5% |
| Stein | 3.3 | 3.2 | 4.3 | 4.1 | -5.8% |
| Hengelo (O) | 3.6 | 2.9 | 3.2 | 3.3 | +2.5% |
| Nijmegen | 2.9 | 2.9 | 3.0 | 2.9 | -4.4% |
| Gennep | 3.3 | 2.9 | 2.4 | 2.3 | -4.8% |
| Total | 295.9 | 289.4 | 275.4 | 278.8 | +1.2% |
Source: CBS
TOTAL YEARLY WATERSIDE TRAFFIC (IN MILLION TONNES)
FRENCH AND BELGIAN PORTS
TABLE 4: INLAND WATERWAY CARGO HANDLING IN MAJOR FRENCH AND BELGIAN PORTS (IN MILLION TONNES) AND RATE OF CHANGE 2024/2023
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Antwerp (BE) | 109.442 | 101.2 | 97.8 | 102.5 | +4.7% |
| Ghent (North Sea Port) (BE)43 | 25.9 | 28.4 | 23.9 | 25.0 | +4.6% |
| Paris (FR) | 22.5 | 20.6 | 19.6 | 18.0 | -8.0% |
| Liège (BE) | 14.9 | 14.5 | 11.8 | 12.5 | +6.5% |
| La Louvière (BE) | 6.4 | 6.8 | 6.4 | 6.6 | +3.0% |
| Strasbourg (FR) | 6.9 | 6.4 | 6.2 | 6.2 | +0.7% |
| Rouen (FR) | 5.4 | 4.9 | 5.0 | 4.7 | -7.6% |
| Brussels (BE) | 5.4 | 5.1 | 4.8 | 4.7 | -0.9% |
| Mulhouse (FR) | 4.1 | 3.6 | 3.1 | 3.9 | +24.9 |
| Namur (BE) | 4.3 | 4.3 | 3.9 | 3.8 | -2.3% |
| Le Havre (FR) | 3.0 | 3.2 | 2.9 | 2.8 | -2.3% |
| Lille (FR) | 2.3 | 2.4 | 1.9 | 2.3 | +15.0% |
| Dunkirk (FR) | 2.6 | 2.1 | 2.1 | 2.0 | -3.2% |
| Marseille (FR) | 2.0 | 2.1 | 1.8 | 2.0 | +12.8% |
| Metz (FR) | 1.7 | 1.8 | 1.4 | 1.5 | +7.5% |
| Lyon (FR) | 1.2 | 1.2 | 1.1 | 1.2 | +14.9% |
| Ports de l’Escaut (FR)44 | 1.2 | 1.2 | 1.1 | 1.2 | +9.8% |
| Charleroi (BE)45 | n.a | n.a | 1.0 | 1.1 | +14.4% |
| Villefranche-sur-Saône (FR) | 0.7 | 0.7 | 0.7 | 0.6 | -16.4% |
| Total | 219.9 | 210.5 | 196.5 | 202.6 | +3.1% |
Sources: Voies Navigables de France, Ports de Paris, Port de Liège, Port Autonome du Centre et de l’Ouest, Port de Strasbourg, Port de Mulhouse, Port de Bruxelles, Port de Namur, Nouveau Port de Metz, Port de Lille, Port de Dunkerque, Port of Antwerp-Bruges, Association française des ports intérieurs (AFPI)
The “total” relates only to the ports mentioned in the table, and not to all French and Belgian ports.
TOTAL YEARLY WATERSIDE TRAFFIC (IN MILLION TONNES)
DANUBE PORTS
TABLE 5: INLAND WATERWAY CARGO HANDLING IN MAJOR DANUBE PORTS (IN MILLION TONNES) AND RATE OF CHANGE 2024/2023
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Constanţa (RO) | 15.8 | 15.4 | 21.7 | 17.0 | -21.4% |
| Ismail (UA) | 4.1 | 8.9 | 20.3 | 13.4 | -33.6% |
| Reni (UA) | 1.4 | 6.8 | 10.1 | 3.4 | -65.9% |
| Galaƫi (RO) | 3.3 | 3.1 | 1.9 | 3.2 | +62.8% |
| Linz (AT) | 3.5 | 2.9 | 2.9 | 2.8 | -3.3% |
| Smederovo (RS) | 3.2 | 3.0 | 2.8 | 2.8 | -2.6% |
| Giurgulesti (MD) | 1.8 | 2.1 | 2.7 | 2.6 | -3.3% |
| Pancevo (RS) | 0.9 | 1.6 | 1.6 | 2.2 | +35.4% |
| Bratislava – Komarno (SK) | 1.8 | 1.9 | 1.5 | 1.5 | -2.3% |
| Drobeta Turnu Severin (RO) | 1.2 | 1.0 | 1.4 | 1.4 | -0.5% |
| Prahovo (RS) | 1.0 | 0.9 | 1.0 | 1.4 | +29.0% |
| Novi Sad (RS) | 1.4 | 0.9 | 0.9 | 1.4 | +49.7% |
| Regensburg (DE) | 1.3 | 1.1 | 1.0 | 0.9 | -7.7% |
| Budapest-Csepel (HU) | 1.2 | 1.0 | 0.9 | 0.9 | +8.6% |
| Giurgiu (RO) | 1.0 | 0.7 | 0.7 | 0.8 | +9.7% |
| Călăraşi-Chiciu (RO) | 0.9 | 0.6 | 0.9 | 0.7 | -27.4% |
| Măcin (RO) | 1.2 | 0.9 | 0.7 | 0.7 | +7.7% |
| Vienna (AT) | 0.9 | 0.6 | 0.6 | 0.7 | +7.9% |
| Enns (AT) | 0.7 | 0.5 | 0.4 | 0.5 | +18.7% |
| Baja (HU) | 0.6 | 0.3 | 0.4 | 0.3 | -3.2% |
| Brăila (RO) | 0.5 | 0.8 | 0.4 | 0.1 | -63.7% |
| Tulcea (RO) | 1.3 | 0.5 | 0.2 | 0.1 | -26.9% |
| Total | 49.0 | 55.7 | 75.0 | 58.9 | -20.4% |
Sources: Danube Commission market observation report, Romanian National Institute of Statistics
The “total” relates only to the ports mentioned in the table and not all Danube ports. The data used in figure 6 come from the Port of Constanţa while the data used in this table come from the Romanian National Institute of Statistics. This can explain the slight difference in the figures reported.
TOTAL YEARLY WATERSIDE TRAFFIC (IN MILLION TONNES)
SAVA PORTS
TABLE 6: INLAND WATERWAY CARGO HANDLING IN MAJOR SAVA PORTS (IN 1,000 TONNES) AND RATE OF CHANGE 2024/2023 *
| 2021 | 2022 | 2023 | 2024 | 2024/2023 | |
|---|---|---|---|---|---|
| Serbia | |||||
| Other transhipment places ** | 2,283 | 3.2 | 4,381 | 1,959 | -55.3% |
| Sremska Mitrovica | 693 | 1,194 | 722 | 446 | -38.2% |
| Šabac | 224 | 142 | 131 | 203 | +54.9% |
| Croatia | |||||
| Slavonski Brod | 192 | 161 | 180 | 154 | -15.5% |
| Sisak*** | 29 | 38 | 29 | n.a | n.a |
| Bosnia and Herzegovina | |||||
| Brčko | 31 | 41 | 61 | 15 | -75.6% |
| Total | 3,452 | 4,775 | 5,505 | 2,777 | -49.5% |
Source: International Sava River Basin Commission
* In 2015, the Port of Šamac in Bosnia and Herzegovina reported bankruptcy, therefore no transhipment of cargo has been recorded since then. The production process of Brod oil refinery has been at a standstill since 2020. Since 2018, data for smaller transhipment places in Serbia began to be collected as part of the category “other ports”.
** In 2024, transhipment numbers were considerably lower than the previous years (driven by a strong decrease in the transport of coal and construction materials), reflecting the challenges and stagnation affecting economic activities across the Republic of Serbia and the surrounding region.
*** Several important companies on the Upper Sava had to close down in 2024 which has had a considerable impact on the activities of the Port of Sisak and explains the fact that no data are available in 2024.
TOTAL YEARLY WATERSIDE TRAFFIC (IN 1,000 TONNES)
