## Company Profile ECS EUROCARGO SP. Z O.O. — Poland-based sea & container freight forwarder. Public-facing focus is on ocean/container logistics (FCL/LCL), bookings and documentation for sea transport; contact listed is Sea and Container Freight (Jacek Kosakowski). Operates from Polish seaport gateways (Gdańsk/Gdynia corridor) and appears positioned to serve exporters/importers moving containerized cargo on Europe–Asia and intra‑European short‑sea trades. Company scale not publicly reported; firm profile and job title indicate an SME/SMB forwarder specialising in container trades and end‑to‑end ocean freight services. ## Pain Points 1) Margin pressure & rate volatility on Asia–Europe lanes: Q1 2026 spot levels remain well above pre‑COVID baselines and move weekly, squeezing small forwarders who buy spot space and offer customers 30–60 day payment terms. 2) Routing uncertainty from the Red Sea crisis and lingering Suez/Cape hybrid regime: 10–14 day longer transits, last‑minute rerouting and higher surcharges increase claims and customer service workload. 3) Growth in Polish container exports (Gdańsk/Gdynia records) creates pipeline clients who need market access (buyer discovery, demand intelligence) and commercial support the forwarder may not have in‑house to monetise. ## Intel Summary === MULTI-DIMENSION RESEARCH === === [MARKET EVENTS] Poland sea container trade 2026: Gdańsk & Gdynia throughput; export orientations === 1. **Latest container throughput – Port of Gdańsk (Baltic Hub)** - In **Q1 2026**, Port of Gdańsk handled **20.9 million tonnes** of cargo, up **13.6% YoY** vs Q1 2025. - **Container throughput:** **761,896 TEU**, up **22% YoY**; container tonnage exceeded **6.5 million tonnes** (+17.2% YoY).([container-news.com](https://container-news.com/port-of-gdansk-records-growth-in-first-quarter-of-2026/?utm_source=openai)) - 2024 annual container volumes at Gdańsk: **2,248,764 TEU**, up **9.68% vs 2023 (2,050,287 TEU)**.([actiaforum.pl](https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai)) - With the T3 expansion, Baltic Hub’s **theoretical capacity is now ~4.5 million TEU/year**, positioning Gdańsk as Poland’s dominant container gateway.([en.wikipedia.org](https://en.wikipedia.org/wiki/Port_of_Gda%C5%84sk?utm_source=openai)) **Implications:** - Q1 2026 already equals ~34% of 2024’s full‑year Gdańsk TEU, suggesting a trajectory towards another record year if seasonality holds. - Strong container growth is explicitly linked by port management to **“expanding export activity”** and robust domestic demand.([container-news.com](https://container-news.com/port-of-gdansk-records-growth-in-first-quarter-of-2026/?utm_source=openai)) 2. **Latest container throughput – Port of Gdynia** - Gdynia reported a **historic record in 2025**, **exceeding 1 million TEU** for the first time, with **5.27% YoY growth** in container handling vs 2024.([port.gdynia.pl](https://www.port.gdynia.pl/en/for-the-first-time-ever-1-million-teu-in-cargo-handling/?utm_source=openai)) - In **H1 2025**, Gdynia handled **13.1 million tonnes** (+YoY, 65% general cargo). Container volumes in that half‑year were **536,198 TEU**, up **>19% YoY**.([port.gdynia.pl](https://www.port.gdynia.pl/en/cargo-handling-at-the-port-of-gdynia-in-the-first-half-of-2025/?utm_source=openai)) - A national port review shows **2024 Gdynia container throughput at 974,586 TEU** (+11.52% vs 2023).([actiaforum.pl](https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai)) - Recent monthly data (e.g., March 2026) from AIS‑based trackers show **~42,000 TEU exports and ~38,000 TEU imports** at Gdynia in that month, indicating a balanced export/import profile with dense vessel calls (75 container calls in March).([econdb.com](https://www.econdb.com/maritime/ports/PL%20GDY/?utm_source=openai)) 3. **National context – Polish seaport container trade** - **Total container throughput in Polish seaports in 2024:** **3.30 million TEU**, up **10.28% YoY** from 2.99 million TEU in 2023.([actiaforum.pl](https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai)) - Gdańsk: **2.25 million TEU** (+9.68%). - Gdynia: **0.97 million TEU** (+11.52%). - Szczecin‑Świnoujście: **75,856 TEU** (+12.23%).([actiaforum.pl](https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai)) - In **H1 2025**, containers at the three main port complexes grew strongly: - Gdańsk: nearly **1.3 million TEU** (+20.5% vs H1 2024). - Gdynia: **536.2k TEU** (+19.18%). - Szczecin‑Świnoujście: **>50k TEU** (+46.11%).([trade.gov.pl](https://www.trade.gov.pl/en/news/polish-seaports-in-the-first-half-of-2025/?utm_source=openai)) 4. **Export destinations & trade orientation via Gdańsk/Gdynia** Trade.gov.pl and port/market intelligence sources highlight that: - **Gdynia’s primary trading partners** accessed via regular container and Ro‑Ro services are: **Germany (largest), Sweden, Denmark, Finland, Norway, UK, Netherlands**, plus **China via transshipment hubs**.([content.ballastmarkets.com](https://content.ballastmarkets.com/ports/gdynia/?utm_source=openai)) - For **Gdańsk / Baltic Hub**, regular mainline services connect Poland to: - **North‑West Europe hubs** (e.g., Rotterdam, Hamburg, Antwerp‑Bruges) for intra‑European distribution. - **Asia (notably China, South Korea, Southeast Asia)** via alliances such as 2M successor arrangements and Gemini‑type services (Maersk/Hapag‑Lloyd), as referenced in the national seaport review.([trade.gov.pl](https://www.trade.gov.pl/en/news/polish-seaports-in-the-first-half-of-2025/?utm_source=openai)) - A 2025 Polish seaports report notes that Gdańsk’s rising containerized general cargo volumes reflect **strong Polish logistics and transport service exports**, i.e., Poland acting as a **Baltic gateway and land‑bridge** for CEE cargo bound to/from: - **Germany, Czechia, Slovakia, Hungary, and Ukraine** by rail/road.([trade.gov.pl](https://www.trade.gov.pl/en/news/the-port-of-gdansk-ended-2025-with-strong-figures/?utm_source=openai)) **Directional takeaway for 2026:** - On the **export side**, 2026 Q1 data confirms growth in containerized flows from Poland primarily to: - **North‑West Europe and Scandinavia** (short‑sea and feeder), and - **Asia (particularly China)** via deep‑sea loops calling Gdańsk and, to a lesser extent, Gdynia. - No fully disaggregated 2026 partner‑by‑TEU statistics are yet published, but 2024–H1 2025 patterns and Q1 2026 Gdańsk growth strongly suggest continued orientation toward **Germany/Benelux + Asia** as dominant container export destinations.([trade.gov.pl](https://www.trade.gov.pl/en/news/polish-seaports-in-the-first-half-of-2025/?utm_source=openai)) **[MARKET EVENTS] Sources:** ([container-news.com](https://container-news.com/port-of-gdansk-records-growth-in-first-quarter-of-2026/?utm_source=openai)) === [DEMAND SIGNALS] Europe–Asia container freight rates Q1 2026; trend & impact on small forwarders === 1. **Spot rate levels and direction in Q1 2026** - An early‑February 2026 Drewry World Container Index (WCI) update shows the **composite index at ~USD 1,959/FEU**, down **7% WoW**, and **36% lower than a year earlier** (early 2025).([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) - On the **Shanghai–Genoa (Asia–Med) route**, rates in that same WCI publication fell **7% WoW to ~USD 3,048/FEU**, around **28% lower YoY**.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/container-freight-rates-from-asia-continue-to-fall-in-february-2026/?utm_source=openai)) - S&P Global’s “Containers Quarterly” for Asia–Europe (Jan 2026) notes: - Spot Asia–North Europe freight entered **2026 on “seasonal firmness”** driven by **pre‑Lunar‑New‑Year demand** and delayed GRIs. - However, **Platts Long‑Term Container Rate 1 (PLCR1)** for long‑term Asia–Europe contracts stayed broadly stable at **USD 1,700/FEU**, signalling that **contracted rates remained well below spot spikes** and that the market expected moderation through 2026.([spglobal.com](https://www.spglobal.com/energy/en/news-research/latest-news/shipping/010926-containers-quarterly-asia-europe-enters-2026-with-seasonal-firmness-structural-uncertainty?utm_source=openai)) - A 2026 global economics summary (McKinsey) tracking Drewry’s WCI confirms **spot ocean freight rates in early 2026 sit far below the 2021–22 peaks**, but somewhat above 2019 pre‑COVID baselines, implying a “normalized but not fully deflated” rate environment.([mckinsey.com](https://www.mckinsey.com/~/media/mckinsey/business%20functions/strategy%20and%20corporate%20finance/our%20insights/global%20economics%20intelligence/global%20economics%20intelligence%20executive%20summary%20march_2026/gei_critical_trends_and_risks_march_2026.pdf?utm_source=openai)) 2. **Comparative context vs Red Sea peak disruptions (late 2023–early 2024)** - During the height of Red Sea diversions, **UNCTAD estimated Shanghai–Europe spot container rates up ~256% between Dec 2023 and Feb 2024**, largely attributable to the Houthi attacks and subsequent rerouting.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) - Subsequent analysis (2025‑dated) indicates that while **rerouting via the Cape of Good Hope persisted into 2025**, the **glut of new vessels and softer global demand** exerted downward pressure on spot prices, preventing a return to 2021‑style price peaks.([spglobal.com](https://www.spglobal.com/commodity-insights/en/news-research/latest-news/crude-oil/092524-cape-of-good-hope-reroutes-likely-to-persist-well-into-2025-as-industry-adapts-one-ceo?utm_source=openai)) 3. **Q1 2026 demand conditions on Asia–Europe** - Ports‑focused industry monitoring indicates **Q1 2026 Asia–Europe container volumes grew >8% YoY**, contributing to **~2.5% YoY growth in global container throughput** per Drewry’s preliminary assessment.([ports.marinelink.com](https://ports.marinelink.com/ports/port/wilmington/news/q1-2026-asia-europe-container-volumes-show-strong-growth?utm_source=openai)) - This volume recovery, combined with **still‑elevated bunker and insurance costs due to ongoing security risks in the Red Sea corridor**, underpins the **“seasonally firm but structurally uncertain”** characterization of the Asia–Europe market in early 2026.([spglobal.com](https://www.spglobal.com/energy/en/news-research/latest-news/shipping/010926-containers-quarterly-asia-europe-enters-2026-with-seasonal-firmness-structural-uncertainty?utm_source=openai)) 4. **Implications for small freight forwarders (Europe–Asia lane)** **Cost structure & margins** - Even with the WCI composite **36% lower YoY**, levels around **USD 1,900–2,000/FEU** and route‑specific quotes of **USD 3,000+/FEU to Med** remain materially higher than **2019 averages (~USD 1,300–1,500/FEU on key Asia–Europe legs)**, compressing margins for small forwarders that: - Buy capacity largely at **short‑term spot** rather than on multi‑year framework contracts. - Have **limited bargaining power** with top‑10 carriers.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) **Volatility & working capital** - Short‑term volatility (weekly 5–10% moves) exposes small forwarders to: - **Quote validity risk**: difficulty holding customer quotes for more than a few days without either eroding margin or re‑negoting. - **Working‑capital strain** where customers expect **30–60 day payment terms** but carriers/NVOCCs require **pre‑payment or short terms**, forcing smaller firms to bridge the gap.([spglobal.com](https://www.spglobal.com/energy/en/news-research/latest-news/shipping/010926-containers-quarterly-asia-europe-enters-2026-with-seasonal-firmness-structural-uncertainty?utm_source=openai)) **Service reliability & differentiation** - Continued **rerouting and schedule disruptions** (see Red Sea section below) mean transit times remain **10–14 days longer via Cape**, with irregular arrival windows.([atlasinstitute.org](https://atlasinstitute.org/the-red-sea-shipping-crisis-2024-2025-houthi-attacks-and-global-trade-disruption/?utm_source=openai)) - Large global forwarders can use **portfolio capacity, allocation guarantees, and priority space agreements** to offer relatively more stable transit, while small forwarders: - Face **higher rollover risk** on peak sailings. - Must differentiate via **niche trade lanes, LCL consolidation, customs/warehousing services**, or **digital visibility tools**, often at higher per‑shipment cost. (This is an inference from industry structure layered onto the cited cost and reliability trends.) **Net demand signal for 2026:** - **Demand is recovering** on Asia–Europe with positive volume growth in Q1 2026, but **price levels remain structurally higher than pre‑COVID** and operational risk (Red Sea, Cape routing) persists. - For small European forwarders, 2026 so far looks like a **margin‑squeeze environment**: - Not the extreme windfall of 2021–22, - But also not the low‑rate, high‑competition regime of 2019–early 2020; instead a **mid‑rate, high‑volatility** setting where scale and carrier relationships matter more.([ports.marinelink.com](https://ports.marinelink.com/ports/port/wilmington/news/q1-2026-asia-europe-container-volumes-show-strong-growth?utm_source=openai)) **[DEMAND SIGNALS] Sources:** ([spglobal.com](https://www.spglobal.com/energy/en/news-research/latest-news/shipping/010926-containers-quarterly-asia-europe-enters-2026-with-seasonal-firmness-structural-uncertainty?utm_source=openai)) === [TIMING SIGNALS] Red Sea attacks 2024–2026: route changes, Suez vs Cape, and effects on forwarders === 1. **Chronology & scale of disruption (2024–2025)** - **November 2023 onward:** Houthi attacks on commercial shipping in the **Red Sea/Bab el‑Mandeb** lead major carriers (MSC, Maersk, CMA CGM, COSCO, Hapag‑Lloyd, Evergreen) to **suspend Suez/Red Sea transits and reroute via the Cape of Good Hope**.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) - **Dec 2023–Feb 2024:** - UNCTAD calculates **container flows through Suez down ~50%**, with a corresponding increase around the Cape.([sciencedirect.com](https://www.sciencedirect.com/science/article/pii/S0966692325001954?utm_source=openai)) - One detailed Red Sea crisis review cites a **256% surge in Shanghai–Europe spot container rates** attributable to security‑driven rerouting in this period.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) - Ships diverting via the Cape added **≈6,000 nautical miles and 10–14 days** transit time on Asia–Europe routes.([atlasinstitute.org](https://atlasinstitute.org/the-red-sea-shipping-crisis-2024-2025-houthi-attacks-and-global-trade-disruption/?utm_source=openai)) - **Full‑year 2024:** - A macro report notes a **90% decline in container ship traffic through Suez in 2024**, with vessels widely avoiding the Red Sea and Arabian Sea.([bcm.nacm.org](https://bcm.nacm.org/wp-content/uploads/2026/01/Houthi-attacks-in-the-Red-Sea-why-maritime-trade-is-still-not-smooth-sailing.pdf?utm_source=openai)) - Container vessel traffic via Suez fell by **≈75% vs 2023** according to a 2026 synthesis of Red Sea crisis impacts.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea?utm_source=openai)) - By early 2025, assessments still describe **“persistent Red Sea security challenges”** and continued reliance on Cape routing for both container and tanker segments.([ports.marinelink.com](https://ports.marinelink.com/ports/port/angoon/news/red-sea-security-challenges-persist-into-2025-rerouting-impact-deepens?utm_source=openai)) - Rerouting via Cape contributed to **more containers lost at sea**: the World Shipping Council reported 2024 container losses rose by **221 boxes vs 2023**, with a significant share linked to incidents off the Cape in heavy seas.([maritime-executive.com](https://maritime-executive.com/article/vessel-rerouting-contributed-to-increase-in-containers-lost-at-sea?utm_source=openai)) 2. **Adjustments and partial normalization (late 2025–early 2026)** - By late 2024 and into 2025, the industry had **“adapted” to the new pattern**, with an **11% YoY growth in global container ship capacity to 29.5 million TEU**, which helped absorb some of the extra sailing days and dampen rate inflation despite longer routes.([spglobal.com](https://www.spglobal.com/commodity-insights/en/news-research/latest-news/crude-oil/092524-cape-of-good-hope-reroutes-likely-to-persist-well-into-2025-as-industry-adapts-one-ceo?utm_source=openai)) - **Maersk** guidance (early 2026) indicates a **gradual re‑opening of some Red Sea/Suez routings**: - From **mid‑February 2026**, Maersk’s **ME11 service** is structurally transitioned back through the **Red Sea and Suez Canal**. - Maersk notes that, when security conditions allow, it will **also adjust AE12 and AE15 (Asia–Europe) services** to reintroduce Red Sea/Suez routings at a later stage.([maersk.com](https://www.maersk.com/it-it/stay-ahead?gclsrc=aw.ds&utm_source=openai)) - **Hapag‑Lloyd’s February 2026 notices** still describe **“temporary route adjustments”** and publish detailed schedules for vessels either trans‑Suez or via Cape, indicating **selective, cautiously resumed Red Sea usage rather than full normalization**.([hapag-lloyd.com](https://www.hapag-lloyd.com/fr/services-information/news/2026/02/update-on-red-sea-transit-and-temporary-route-adjustments.html?utm_source=openai)) 3. **Europe–Asia routing pattern in 2026 (Suez vs Cape)** Pulling together recent analyses: - 2026 commentary continues to frame the Red Sea as a **high‑risk corridor**, with **security incidents not fully resolved**; a January 2026 risk report stresses that **maritime trade is “still not smooth sailing”**, highlighting: - Extended journey times (≈10 extra days) for flows still routed via Cape. - **Higher freight and insurance costs** and lingering schedule unreliability.([bcm.nacm.org](https://bcm.nacm.org/wp-content/uploads/2026/01/Houthi-attacks-in-the-Red-Sea-why-maritime-trade-is-still-not-smooth-sailing.pdf?utm_source=openai)) - Scientific and policy work on the first half of 2024 shows that rerouting **“more than 650 container vessels accounting for ≈10 million TEU”** via the Cape of Good Hope had a **measurable impact on European port call patterns and competitiveness**, with some Mediterranean hubs losing share relative to North‑West Europe/Baltic options that could be better integrated into revised rotations.([sciencedirect.com](https://www.sciencedirect.com/science/article/pii/S0966692325001954?utm_source=openai)) - By 2026, we therefore see a **hybrid routing regime** on Europe–Asia: - Some services cautiously **returning to Suez**, especially those operated by carriers with robust naval protection and risk‑sharing arrangements. - Other strings – particularly those serving sensitive cargoes or operators with lower risk tolerance – **continuing via Cape**, locking in **structurally longer transit times and higher operating costs**.([maersk.com](https://www.maersk.com/it-it/stay-ahead?gclsrc=aw.ds&utm_source=openai)) 4. **Effects on freight forwarders – timing & market structure signals** **Transit times & schedule reliability** - Rerouting added **10–14 days** on Asia–Europe legs, increasing **total door‑to-door lead times by 25–40%** depending on the original schedule length.([atlasinstitute.org](https://atlasinstitute.org/the-red-sea-shipping-crisis-2024-2025-houthi-attacks-and-global-trade-disruption/?utm_source=openai)) - Schedule reliability suffered due to: - **Congestion and weather risk** off the Cape of Good Hope.([maritime-executive.com](https://maritime-executive.com/article/vessel-rerouting-contributed-to-increase-in-containers-lost-at-sea?utm_source=openai)) - Frequent **last‑minute routing changes** in response to new incidents or naval advisories. **Cost pass‑through & risk‑sharing** - Red Sea surcharges, war risk premiums, and higher bunker consumption raised carriers’ unit costs. A 2024 analysis notes that this led to: - **Upward pressure on freight rates** on all key East‑West trades, even where volumes remained subdued.([ports.marinelink.com](https://ports.marinelink.com/ports/port/egegik/news/red-sea-diversions-continue-to-impact-global-shipping-routes-in-2024?utm_source=openai)) - For forwarders: - Large global players can **negotiate how these surcharges are structured**, lock in capacity, and hedge exposure. - Small forwarders are typically **price‑takers**, forced to pass through surcharges quickly or accept margin erosion on fixed‑price customer contracts. (This is an inference based on industry bargaining‑power asymmetries overlaying the documented surcharge environment.) **Capacity & competitive dynamics** - The crisis **absorbed some of the 10–11% new capacity** added in 2023–2025 by stretching voyage times, which otherwise would have intensified rate competition.([spglobal.com](https://www.spglobal.com/commodity-insights/en/news-research/latest-news/crude-oil/092524-cape-of-good-hope-reroutes-likely-to-persist-well-into-2025-as-industry-adapts-one-ceo?utm_source=openai)) - In timing terms, this meant: - **2024–early 2025:** Elevated spot rates and constrained capacity despite slower global trade, favouring carriers and large forwarders with secured allocations. - **Late 2025–Q1 2026:** As more capacity delivered and partial Suez usage returned, rates eased, but **service patterns remained unstable**, prolonging the premium on **reliability and visibility** as value propositions. **Operational risk & insurance/liability** - More challenging Cape conditions in 2024 contributed to a **35% share of global container losses concentrated along that passage**, as cited in a 2026 Red Sea crisis overview.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea?utm_source=openai)) - For forwarders – especially smaller firms – this: - Raises the importance of **cargo insurance advisory**, - Increases the risk of **disputes and claims management** with shippers when cargo is delayed or lost on extended routes, consuming management time and legal resources. **Timing signal summary for 2026:** - The Red Sea crisis has **transitioned from acute shock (late 2023–mid‑2024) to chronic, partially mitigated risk (late 2025–2026)**. - For Europe–Asia trades in 2026: - **Transit times remain elevated vs pre‑crisis**, especially on Cape‑based loops. - **Routing patterns and port calls are still in flux**, which complicates network planning for both ocean carriers and forwarders. - This environment tends to **favour scale and integration**, putting **structural pressure on small, pure‑play forwarders** unless they can move into niches (specialty cargoes, near‑shoring corridors, or value‑added logistics) less exposed to long‑haul East‑West volatility. **[TIMING SIGNALS] Sources:** ([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) Sources: • Port of Gdańsk records growth in first quarter of 2026 - Container News https://container-news.com/port-of-gdansk-records-growth-in-first-quarter-of-2026/?utm_source=openai • Port Monitor. Polish seaports in 2024. Summary and future outlook https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai • Port of Gdańsk https://en.wikipedia.org/wiki/Port_of_Gda%C5%84sk?utm_source=openai • Port of Gdańsk records growth in first quarter of 2026 - Container News https://container-news.com/port-of-gdansk-records-growth-in-first-quarter-of-2026/?utm_source=openai • Port of Gdynia (PL GDY) – Container Terminal Performance & Vessel Schedules https://www.econdb.com/maritime/ports/PL%20GDY/?utm_source=openai • Port Monitor. Polish seaports in 2024. Summary and future outlook https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai • Port Monitor. Polish seaports in 2024. Summary and future outlook https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai • Port Monitor. Polish seaports in 2024. Summary and future outlook https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai • Port Monitor. Polish seaports in 2024. Summary and future outlook https://www.actiaforum.pl/wp-content/uploads/2025/02/PolskiePorty_2024-en-07022024.pdf?utm_source=openai • Port Monitor. Polish seaports in 2024. 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