Putting fuel, chemicals or other bulk liquids into a Dutch tank terminal is mostly a commercial exercise, not a licensing one. The terminal holds the permits. What you need depends on one question: whether you will ever release the product for consumption in the Netherlands, because almost every obligation in this field attaches to that moment rather than to ownership of the cargo.<\/p>\r\n
This page separates what the terminal carries from what you carry, and corrects several claims that circulate widely and are wrong.<\/p>\r\n
A bulk liquid terminal in Rotterdam, Vlissingen, Amsterdam or Moerdijk holds the environmental permit for the site, the safety report and safety management system if it is a Seveso establishment, the tank inspection regime, and in most cases an excise licence covering the tanks. It also holds every relationship with the Port Authority, from the land lease to berth nominations and transhipment approvals.<\/p>\r\n
As the owner of the cargo you hold none of that. What you bring is a legal entity that can contract, a tax position, and documentation about the product. The terminal will test all three before it accepts you.<\/p>\r\n
A claim repeated in a good deal of market entry material is that wholesale activity in petroleum products has to be notified to the ACM, even without physical storage. That is wrong. The ACM regulates electricity, gas and heat. Oil and fuel wholesale fall outside its remit, and the Wet voorraadvorming aardolieproducten 2012 does not mention the ACM at all.<\/p>\r\n
The real obligation that this claim garbles is stockholding. Under the Wet voorraadvorming aardolieproducten 2012 the stockholding duty falls on holders of an excise licence and on registered consignees whose releases for consumption exceed a threshold set at 100,000 tonnes of petroleum products per year, and reporting goes to the minister rather than to the ACM. Alongside it sits the voorraadheffing, the COVA levy, charged at 8.00 euro per 1,000 litres on light oil and gasoil and per 1,000 kilograms on LPG. The levy is owed by whoever owes the excise, is collected by the Belastingdienst as if it were excise, and reaches you inside the price the terminal or supplier invoices.<\/p>\r\n
The ACM does become relevant in two ordinary ways. Buying a Dutch terminal or trading company above the turnover thresholds in the Mededingingswet requires a concentration notification. And its wholesale market conduct rules under REMIT cover gas and electricity, not oil.<\/p>\r\n
An accijnsgoederenplaats, usually shortened to AGP, is the Dutch tax warehouse. It is a defined physical space where excise goods may be produced, processed, stored, received and dispatched under suspension of excise duty. Operating one requires a licence from the inspector under article 39 of the Wet op de accijns, and security has to be provided before the licence can be used.<\/p>\r\n
If your product sits in a terminal that holds an AGP, it sits in the terminal’s AGP. You do not need one of your own. The Uitvoeringsbesluit accijns contains administrative rules specifically for logistics service providers, which is exactly this arrangement.<\/p>\r\n
Two thresholds are worth knowing if you are considering your own licence. Under article 17 of the Uitvoeringsregeling accijns a storage AGP for mineral oils requires at least 10,000 hectolitres, rising to 50,000 kilograms for LPG and 1,000,000 kilograms for heavy fuel oil. Below those volumes a storage AGP of your own is not available, which is one of the reasons smaller traders work through a terminal.<\/p>\r\n
This is the clause to read closely in a storage agreement.<\/p>\r\n
Excise becomes due at uitslag tot verbruik, the release for consumption. Under article 51 of the Wet op de accijns, on a regular removal from an AGP the duty is owed by the licence holder, by any other person who removes the goods, and by the person on whose account the goods are removed. On an irregular removal it extends further, to any other person involved in it.<\/p>\r\n
Ownership of the cargo is not the trigger. Instructing the removal is. A cargo owner who instructs a duty-paid outturn can therefore be co-liable for the excise alongside the terminal. Terminals allocate this contractually, and the allocation is worth as much attention as the storage rate.<\/p>\r\n
Two other licences cover the edges.<\/p>\r\n
Article 42a of the Wet op de accijns provides for a fictieve accijnsgoederenplaats, a fictitious AGP. It is available to mineral oil traders who do not physically hold or store the oils they buy, to intermediaries acting for AGP licence holders, and to bunker traders delivering only to ships. It permits a virtual tax warehouse with no physical facility. It is an option rather than an obligation, which is the opposite of how the ACM claim above is usually phrased.<\/p>\r\n
A geregistreerde geadresseerde, or registered consignee, is a business that receives excise goods under duty suspension from a tax warehouse or registered consignor in another member state. It cannot store under suspension. Receipt is itself a release for consumption, so the duty falls due on arrival. A temporary licence exists for occasional receipts, usable at most three times before a general licence is needed.<\/p>\r\n
Movements under suspension run through EMCS on an electronic administrative document. Duty-paid intra-EU business movements use the certified consignor and certified consignee roles with their own document.<\/p>\r\n
This is entirely the terminal’s responsibility, but it shapes what a terminal will accept from you, so it is worth understanding.<\/p>\r\n
Since the Omgevingswet entered into force on 1 January 2024 the relevant permit is an omgevingsvergunning for a milieubelastende activiteit. The terminology in older material is out of date in one specific way that matters: the Besluit risico’s zware ongevallen 2015, the Brzo 2015, was repealed on 1 January 2024 and its content redistributed across the Omgevingsbesluit, the Besluit kwaliteit leefomgeving and the Besluit activiteiten leefomgeving. The current term is Seveso-inrichting. The multi-agency inspection framework is still called BRZO+, which is why the old name persists in conversation.<\/p>\r\n
The province is the competent authority for complex companies, and in the Rotterdam area the work is carried out by DCMR Milieudienst Rijnmond, which supervises the Seveso establishments across Zuid-Holland and Zeeland. Thresholds follow Annex I of the Seveso Directive, splitting sites into lower tier and upper tier.<\/p>\r\n
The practical consequence for a cargo owner is the Seveso inventory. Whether a terminal can take your product is often decided by how much headroom the site has against its Annex I quantities, not by whether a tank is physically suitable. Ask about it early.<\/p>\r\n
The PGS series gives practical effect to the legal framework, and the designated versions are listed in the Omgevingsregeling.<\/p>\r\n
PGS 31 is often described as the guideline for smaller tanks. That is wrong. The split between PGS 30 and PGS 31 is by hazard class and product type, not by tank size.<\/p>\r\n
REACH registration bites at 1 tonne per year per substance per legal entity, and the obligation falls on the importer, meaning the party responsible for physically bringing the substance into the EU. A non-EU manufacturer can appoint an Only Representative established in the EU, in which case EU buyers named on the representative’s coverage list are downstream users with no registration duty of their own.<\/p>\r\n
For mainstream petroleum substances the registrations already exist, held by refiners and large importers, so a cargo owner buying from an EU established supplier is normally a downstream user. The obligations that follow run to safety data sheets, exposure scenarios and use conditions. Registration becomes your problem when you are the EU importer of record above the threshold.<\/p>\r\n
One trap deserves naming. Substances under customs supervision, in temporary storage, in a free zone or in a customs warehouse are outside REACH unless they are processed. Excise suspension in an AGP is not customs suspension. Union goods in an AGP are in free circulation for customs purposes, so REACH applies to them normally. A site can hold both a customs warehouse authorisation and an AGP at the same time, and which regime your parcel is in at any given moment is something to track rather than assume.<\/p>\r\n
Fuel quality for road fuels sits in the Besluit brandstoffen luchtverontreiniging, which implements Directive 98\/70\/EC and sets the petrol and diesel specifications, the summer period from 1 May to 30 September, the requirement that suppliers offer diesel with up to 7 percent FAME, and the sulphur limits. It was amended in 2026 to implement RED III.<\/p>\r\n
Anything you read that describes HBE certificates as the current instrument is out of date. The Dutch Energie voor Vervoer system moved from HBEs to EREs in 2026. One ERE represents one kilogram of CO2 equivalent emission reduction in the chain against a European reference value, and the obligation is now called the brandstoftransitieverplichting. HBEs were usable up to 1 May 2026 to settle the 2025 obligation, and remaining balances were converted at 1 HBE to 46 ERE.<\/p>\r\n
The obligation follows the excise release rather than ownership. For the land sector it falls on the company performing uitslag tot verbruik of petrol, diesel or heavy fuel oil, above a threshold of 500,000 litres per calendar year, and it requires an account in the register held by the Nederlandse Emissieautoriteit. Deliveries are registered before 1 March and sufficient EREs are surrendered before 1 April. Under RED III the obligation now also spans inland waterway and maritime transport, with sector sub-targets and a separate sub-target for renewable fuels of non-biological origin.<\/p>\r\n
If you store under suspension and re-export or sell on under suspension, none of this touches you. If you instruct a duty-paid outturn to the Dutch land sector above the threshold, it does. This belongs in the storage contract alongside the excise clause.<\/p>\r\n
For anyone moving oil products this has become the most demanding part of onboarding, and older guidance omits it entirely.<\/p>\r\n
Since 21 January 2026 the EU prohibits the purchase, import or transfer of petroleum products under tariff heading 2710 obtained in any third country from Russian crude oil. The measure came in with the eighteenth sanctions package adopted on 19 July 2025, amending Regulation (EU) 833\/2014. EU importers have to evidence the country of origin of the crude used to refine the product, with exceptions for Canada, Norway, Switzerland, the United Kingdom and the United States, and a presumption for countries that are net crude exporters.<\/p>\r\n
The twenty-first package, adopted on 23 July 2026, extended the shadow fleet measures to bunkering and logistics support, brought the number of sanctioned tankers to 673, and created authority for transaction bans on refineries processing Russian crude in third countries as well as in Russia. Price caps currently stand at 47.60 US dollars per barrel for crude, 100 dollars for premium-to-crude products and 45 dollars for discount-to-crude products, and there is a ban on temporary storage or placement of Russian crude and products in EU ports.<\/p>\r\n
In practice terminals screen the cargo and the counterparty, and refuse product without satisfactory origin documentation. Expect to produce it before a tank is allocated.<\/p>\r\n
A cost that most planning material still ignores. EU ETS2 covers fuel suppliers delivering to the built environment, road transport and other sectors. Monitoring obligations began in 2025, an ETS2 permit from the Nederlandse Emissieautoriteit is required together with a monitoring plan, verified emission reports and register accounts are the 2026 workload, and the system goes live in 2027 with the first surrender of allowances.<\/p>\r\n
There is no Port of Rotterdam permit that a cargo owner storing product at a third party terminal needs. Lists that put port authority permits on a cargo owner’s checklist are wrong.<\/p>\r\n
The Authority is a landlord port authority. It develops and manages the port and industrial area, lets sites to storage, transhipment and petrochemical companies, and promotes safe and efficient shipping. It does not operate terminals. The permits and exemptions the Harbour Master issues are directed at vessel operators, bunker suppliers, terminals and contractors: bunkering permits, berthing and mooring exemptions, transhipment and ship-to-ship approvals, petroleum port access exemptions, hot work permits, pilotage exemption certificates. None is addressed to the owner of the cargo.<\/p>\r\n
A tank storage agreement is a commercial contract with the terminal operator. It is not a permit and the Authority is not a party to it. Seaport dues are calculated on the use made of the port, the gross tonnage of the vessel and the quantity transhipped, and reach a cargo owner through freight terms rather than directly.<\/p>\r\n
One obligation does reach cargo owners and is regularly missed. Under section 1.8.3 of ADR, RID and ADN a company must appoint one or more safety advisers if it transports dangerous goods, commissions such transport, or loads, unloads, fills or packages for it. Commissioning transport is enough. The certificate is obtained by examination and is valid for five years, and there are exemptions where activities rest only on the limited quantity, excepted quantity or 1000-point provisions.<\/p>\r\n
Note also that ADR is the road mode only. A Rotterdam flow will normally touch IMDG and MARPOL at sea, ADN on the inland waterways and RID on rail, and the documentation differs in each.<\/p>\r\n
Insurance sits in this list as a commercial requirement rather than a statutory one. Dutch law does not oblige a cargo owner to hold product liability cover. Terminals and counterparties do.<\/p>\r\n
The figure of six to twelve months that circulates for this market is a terminal development timeline. It has almost nothing to do with becoming a storage customer.<\/p>\r\n
For a cargo owner moving product into an existing terminal that already holds an AGP, with no release for consumption, the timeline is weeks and the constraints are tank availability, credit and sanctions clearance, not regulation. If you need an excise licence of your own, add the Douane decision period, which is a maximum of 120 days per licence and extendable, plus the time to arrange security. Building or materially modifying a terminal is where six to twelve months becomes optimistic: the extended permitting procedure alone runs six months plus six weeks after a complete application, and it is preceded by pre-application consultation and, where required, an environmental impact assessment.<\/p>\r\n
Be careful with capacity figures in this market, because most of the ones in circulation are old. The Port of Rotterdam pages giving roughly 31 million cubic metres of independent tank storage and around 7.5 million cubic metres of oil product storage across more than twenty terminal locations were last updated in 2021.<\/p>\r\n
The most recent dated utilisation figure comes from Vopak, which reported proportional occupancy of 91 percent for the first half of 2026 against 92 percent a year earlier. That is a group level figure across a global portfolio rather than a Rotterdam number, and it is marginally down year on year. Rotterdam throughput for the first half of 2026 showed liquid bulk up 2.4 percent, with mineral oil products up 11.5 percent to 25.0 million tonnes. Throughput is not the same as storage utilisation, and anyone telling you Rotterdam tank capacity is tight should be asked for a dated source.<\/p>\r\n
Where this becomes a practical question is matching the product to a terminal that can take it. Tell us the product, the volumes, the tank specification you need and whether you will release for consumption in the Netherlands, and we will put the request to terminals and bulk liquid operators that handle it.<\/p>\r\n
Related reading on this site: excise goods<\/a>, liquid cargo<\/a>, energy logistics<\/a>, and storing goods in the Netherlands without a Dutch company<\/a>.<\/p>\r\n