The port of Antwerp confirms its reputation and its strong position as a western European mainport year after year. Its terminals offer excellent performance. The freight volume has grown steadily over the past 30 years, thanks in particular to the versatility of the port: Antwerp offers not only transhipment but also a wide range of related services that create added value throughout the logistics chain.

In terms of freight volume Antwerp is the second-largest port in Europe, after Rotterdam. Since 1990 its market share among ports in North-West Europe has grown by a third. Its inland location and efficient hinterland connections are particular advantages.

the Benelux and mid-way between the Paris and Ruhr areas, forms the ideal basis for European distribution, located at the heart of the European network of motorways, waterways and railways.

With a view to further developing these advantages, a number of rail and barge projects have been included in the transport Master Plan for Antwerp. These include among others construction of the Liefkenshoek rail tunnel (a second rail link between the left and right banks of the Scheldt in the port area) and modernisation of the Royers and Van Cauwelaert locks for barge traffic. As for road transport the Master Plan provides for the Oosterweel link between the left and right banks of the Scheldt, thus closing the last gap in the ringroad round Antwerp.

Thanks to the extensive transport network, the port of Antwerp offers direct connections to all the large European centres of consumption and production. But more than that, the great variety of transport possibilities available within the port ensures a great deal of flexibility, so that the best solution for any transport problem can always be found.

In 1998, the share of the transport modalities of inland shipping, railways and road transport was 21.4%, 7.8% and 70.8% respectively. Ten years later, these percentages stand at 32.4%, 11% and 56.6% respectively. The figures infer that the more environmentally-friendly transport alternatives of inland shipping and rail have risen by 14.2% and this is at the expense of road transport.