Freight volumes were up in Q1 2025, but a long-term gap remains. That’s the statistical word from the official UK government figures. Container and liquid bulk sectors show growth, but energy transitions and post-Brexit trade patterns have weighed down on the overall outlook. The latest UK port freight statistics show a modest rise in overall tonnage and unitised traffic through major ports for Q1 2025, but the longer-term picture remains constrained.
Although volumes increased 5% compared to the same quarter last year, throughput is still 10% lower than in Q1 2019—the last comparable period before the UK’s exit from the European Union. The Office for Budget Responsibility has stated that “UK-EU trade will be around 15% lower in the long run than if the UK had remained in the EU,” a forecast that continues to shape expectations for UK port performance.
Post-industrial Britain playing out at UK ports
At the same time, a fundamental shift in the UK’s energy economy is reshaping the composition and direction of freight. “There is some evidence that tonnage is not likely to reach 2019 levels, following the United Kingdom’s exit from the European Union,” says the UK Department for Transport. The DfT says that Brexit analysis from the Office for Budget Responsibility assumes that UK-EU trade will be around 15% lower in the long run than if the UK had remained in the EU.
Major industrial plants are closing or transitioning to greener technologies. These include the shutdown of coal-fired power stations (the last such generator went offline last year) and blast furnaces (of which only one site remains). The demand for bulk cargo is reducing, says the DfT. These macroeconomic changes suggest that UK ports may never return to pre-Brexit volumes.
Liquid bulk surges at Milford Haven
Liquid bulk cargo, however, showed strong performance in Q1 2025, growing 6% year-on-year to reach 41 million tonnes. Much of this was driven by a 2.8 million tonne (31%) increase at Milford Haven in South Wales. This was attributed to a surge in liquid natural gas imports. The Humber estuary ports of Grimsby and Immingham also posted strong liquid bulk growth, adding one million tonnes, representing a 25% increase.
Dry bulk cargo fell 4% year-on-year to 19 million tonnes, driven by a dramatic drop at Port Talbot. The South Wales port saw a 99% fall in dry bulk tonnage, losing 1.2 million tonnes due to the closure of both the adjacent steel works blast furnaces at the end of September 2024. The Port of Medway also reported a significant 40% fall. These reductions reflect the structural shift in UK manufacturing and heavy industry. The DfT observes that this is a trend that is unlikely to reverse in the short term.
Containers making up ground
Container freight was a bright spot in Q1 2025. Overall tonnage rose 13% to 18.2 million tonnes and units up 9% overall. London led the growth with a 0.8 million tonne (16%) increase, bringing its total container tonnage to 5.6 million. Unitised volumes rose notably at London and Felixstowe, up 24% and 6% respectively. These figures may alter in coming quarters when the full effects of the Maersk and Hapag‑Lloyd’s Gemini Cooperation move from the latter to the former ports takes effect.
While these figures suggest resilience in the sector, they are unlikely to fully offset the decline in bulk cargo volumes. Nonetheless, port operators may find opportunities in developing container-handling capacity as trade routes continue to adapt to new post-Brexit patterns.
Ro-Ro freight growth
Ro-Ro freight tonnage climbed 4% year-on-year to 23.6 million tonnes, bolstered by a 0.5 million tonne (27%) increase at London and a 0.3 million tonne (7%) rise at Grimsby and Immingham. London benefited from P&O Ferries’ capacity expansion on the Tilbury–Rotterdam route, with a second vessel joining the service in March 2025.
Ro-Ro unitised freight traffic grew 6%, with increases reported at Belfast and Felixstowe. These gains reflect efforts by ferry operators to reconfigure services and enhance frequency, as they respond to changing demand from both hauliers and consumers, says the Department for Transport commentary on the figures.
Ro-Ro non-freight and Holyhead closure
In contrast, non-freight Ro-Ro traffic—largely made up of passenger vehicles—dropped 8% year-on-year to 1.3 million units. The decline was most pronounced at Tyne, Dover and Holyhead. Tyne’s fall continued a downward trend in automotive throughput, while Holyhead was disrupted by a closure early in the year.
Since Q4 2024, the sector has seen a 16% fall overall, though this is partially attributed to seasonal variation. The broader concern for ports remains a structural one, says the DfT. The decline of UK car exports and shifting global automotive supply chains may signal deeper challenges.