## Company Profile JAS Forwarding Netherlands BV is the Dutch branch of JAS Worldwide, a global freight forwarding and logistics group. The Netherlands unit provides integrated air, sea, road and customs brokerage services out of the Amsterdam/Schiphol and North‑Range gateway area, handling international import/export consolidation, project and general cargo, and multimodal European distribution. As part of a global network, JAS NL typically services exporters/importers that need cross‑border door‑to‑door logistics, slot/space sourcing, and value‑added services (customs clearance, warehousing, project logistics). ## Pain Points 1) Air capacity constraints at Schiphol driven by ongoing night‑flight restrictions and higher noise/slot surcharges — limiting ability to offer reliable overnight export services and forcing customers to consider other hubs or slower multimodal options. 2) Rising regulatory cost layer (EU ETS, FuelEU) and carrier environmental surcharges increasing feeder/short‑sea slot costs and margin pressure on low‑value, high‑volume intra‑EU cargo — complicating priced door‑to‑door offers and making certain short‑sea routes less competitive vs land alternatives. 3) Growing complexity from nearshoring and Mediterranean feeder dependence (Turkey/North Africa) — more routing permutations, equipment repositioning and feeder bottlenecks that create reliability and lead‑time risk for JAS’s importer/exporter clients. ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. MARKET EVENTS – AMSTERDAM / SCHIPHOL FREIGHT FORWARDING & CARGO, 2026 === **Schiphol air cargo – 2026 traffic and constraints** - Schiphol publishes 2026 cargo statistics monthly. Dedicated “Verkeer- en vervoercijfers 2026” pages exist for January–March 2026 with tonnage and movements, indicating that full-year 2026 cargo reporting is active and that cargo operations are continuing under a constrained-flight regime.(https://www.schiphol.nl/nl/cargo/cargo-statistieken/) - The Dutch Supreme Court (Council of State) ruling of 11 March 2026 annulled the government’s planned annual cap (478,000 total flights including 27,000 night flights) on operations at Schiphol, which airlines and forwarders had argued would cut capacity and damage freight connectivity. However, the court explicitly allowed the **reduction of night flights to remain in force**, meaning that night operations remain structurally restricted even after the cap was struck down.(https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai) - The overturned cap would have reduced movements from ~500k+ to 478k per year; cargo stakeholders had warned this would have forced more freighter and belly cargo to other hubs (e.g., Liège, Brussels, Frankfurt).(https://theloadstar.com/dutch-top-court-annuls-schiphol-flight-cap/?utm_source=openai) - With the cap gone but night restrictions upheld, the effective impact for air cargo is a **shift of growth away from night freighters toward daytime belly and regional freighter alternatives**, rather than a full restoration of unconstrained night operations. **Airport charges and noise-related price signals** - Schiphol introduced **new airport charges in April 2025**, with higher surcharges for noisier aircraft and operations during the night period. While not cargo-specific, this creates a structural cost headwind for older, noisier freighters and for forwarders relying on night slots, pushing some volume to quieter aircraft or alternate hubs.(https://www.schiphol.nl/en/schiphol-as-a-neighbour/nightflights?utm_source=openai) **Port of Amsterdam – 2025–2026 throughput and mix** - Port of Amsterdam reported **2025 cargo throughput of 62.1 million tonnes**, essentially flat vs 2024, but with a **strong shift in revenue mix**: non‑fossil activities accounted for **70% of total income** in 2025 (up from 68% in 2024). This reflects continued policy pressure to reduce coal and oil and grow biofuels, hydrogen, circular and general cargo activities.(https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai) - Earlier port materials note that general cargo and project cargo are around **2.8 million tonnes per year**, small but strategically important for machinery, steel, and project logistics moved via short‑sea and inland waterways into the Amsterdam–Rhine corridor.(https://www.portofamsterdam.com/en/business/cargo-flows/stukgoed-en-projectlading?utm_source=openai) - A 2023 snapshot put total Amsterdam cargo at **63 million tonnes**, confirming that the 2025 figure of 62.1 Mt is a marginal decline (≈‑1.4% over two years), not a major contraction.(https://en.wikipedia.org/wiki/Port_of_Amsterdam?utm_source=openai) **Positioning vs competing North Range ports** - For context, Rotterdam handled **428.4 million tonnes in 2025** (down 1.7% y/y), while container throughput grew 3.1% in TEU to **14.2 million TEU**, underscoring a modest recovery in container flows despite bulk weakness.(https://www.portofrotterdam.com/en/news-and-press-releases/throughput-port-rotterdam-shows-slight-decline?utm_source=openai) - Antwerp‑Bruges Q1 2026 cargo reached **65.5 million tonnes**, slightly below prior years, with container volumes “broadly in line” with 2022/2024, but weaker conventional general cargo.(https://newsroom.portofantwerpbruges.com/hubfs/Jaarcijfers_Q1_2026_Factsheet_ENG.pdf?hsLang=en&utm_source=openai) - Port of Amsterdam’s 62.1 Mt throughput in 2025 thus positions it as a **medium‑scale multipurpose port** within the Dutch system, with a growing share of energy transition cargo and biofuels competing for berth, storage, and logistics capacity that might otherwise be used for traditional bulk and some unitised cargo.(https://portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai) **Implications for freight forwarders in Amsterdam region (2026)** - **Air cargo**: - Night‑flight reductions combined with differentiated airport charges are structurally shifting cargo from night freighters to **daytime belly capacity and regional freighter alternatives**, limiting the ability of forwarders to offer late cut‑offs and overnight uplift at Schiphol.(https://www.schiphol.nl/en/schiphol-as-a-neighbour/nightflights?utm_source=openai) - The March 2026 court ruling removes the immediate threat of a hard cap on total movements, stabilising **slot availability for day operations** and averting more drastic diversion of Dutch export/import cargo to other European hubs.(https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai) - **Seaport cargo**: - With throughput broadly stable but revenues shifting toward non‑fossil activities and logistics services, the Port of Amsterdam is evolving into a **specialised energy transition and general cargo hub**, rather than a pure fossil bulk port. This supports **higher‑value, project, and short‑sea cargo** segments that are typically handled by freight forwarders with engineering and multimodal capabilities.(https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai) **Key data points to carry forward** - Schiphol: attempted 478k flights/yr cap (including 27k night flights) annulled in March 2026; night‑flight reductions remain.(https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai) - Port of Amsterdam: 2025 throughput 62.1 Mt; 70% of income from non‑fossil activities; general cargo ≈2.8 Mt/yr.(https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai) === 2. PROBLEM FRAMING – FUELEU MARITIME & DECARBONISATION SURCHARGES ON SHORT‑SEA/FEEDER COSTS (2026) === **Regulatory baseline (2025–2026)** - **FuelEU Maritime** entered into force on 1 January 2025. It applies to ships ≥5,000 GT calling at EU ports and sets targets for reducing **GHG intensity of energy used by ships**: - 2% reduction vs 2020 baseline (91.16 gCO₂e/MJ) in 2025; - 6% by 2030; ramping to 80% by 2050.(https://unctad.org/system/files/official-document/rmt2025ch3_en.pdf?utm_source=openai) - Non‑compliance is penalised via a monetary charge per tonne of “very low sulphur fuel oil equivalent”: - **€2,400/t in 2025**, rising to **€2,640/t in 2026** and **€2,904/t in 2027**. This penalty level effectively caps the marginal cost of compliance fuel or pooling strategies, and is already used by carriers in internal cost models.(https://unctad.org/system/files/official-document/rmt2025ch3_en.pdf?utm_source=openai) - In parallel, the **EU ETS for maritime** moved to **100% coverage for intra‑EU voyages** and 50% for EU–non‑EU voyages as of **1 February 2026** (full‑scope phase‑in), raising CO₂ cost exposure significantly vs 2024–25.(https://ports.marinelink.com/ports/port/jacksonville-usjax/news/shipping-lines-adjust-tariffs-as-eu-ets-full-scope-takes-effect?utm_source=openai) **Magnitude of decarbonisation surcharges in 2026** - Industry analyses for early 2026 indicate: - **EU ETS surcharges now average about $168 per dry 40’ container (FEU) on Asia–North Europe** routes, representing **6–7% of the base freight rate**, up from around 1% of base rates in 2024.(https://searoutes.com/2026/01/16/eu-ets-shipping-surcharges-impact/?utm_source=openai) - Across Europe‑linked trades, combined ETS / IMO / security‑type charges are adding **15–20% on top of base container rates** in 2026.(https://cxtms.com/blog/ocean-freight-regulatory-cost-layer-ets-imo-security-surcharges-container-rates-2026?utm_source=openai) - These numbers are for deep‑sea lanes, but they set the benchmark per‑tonne‑CO₂ pricing that also affects **short‑sea and feeder legs**, where sailing distances are shorter but the **share of decarbonisation cost in total voyage cost is structurally higher** (less fuel spread over fewer nautical miles, relatively fixed port/call costs). **Specific impacts on European short‑sea and feeder services** 1. **Cost structure and per‑TEU impact** - A 2026 technical paper using a representative **4‑ship short‑sea / RoRo fleet (100% EU jurisdiction, mostly HFO/MGO)** finds that FuelEU compliance plus ETS costs:(https://www.sustainable-ships.org/stories/2026/optimizing-fueleu-compliance?utm_source=openai) - Add **€20–45 per TEU equivalent** on typical **North Europe–Baltic or North Sea–Bay of Biscay** services in 2026 (assuming current carbon prices and no biofuel blending). - Raise total voyage operating costs by **8–12%** vs a no‑FuelEU, no‑ETS baseline for a conventional short‑sea operator. - Because short‑sea legs often carry lower‑revenue feeder or transhipment cargo, this **8–12% cost rise can translate into 10–15% higher slot costs** on the feeder leg, even if mainline deep‑sea freight rates remain more competitive. 2. **Carrier pricing behaviour in 2026** - Carriers (e.g., ONE, CMA CGM, Hapag‑Lloyd, MSC) have rolled out updated environmental or ETS‑linked surcharges on **all cargo moving via EU ports** from January–February 2026, often with differentiated levels for: - Deep‑sea vs short‑sea; - Intra‑EU vs EU–non‑EU; - Reefer vs dry.(https://ports.marinelink.com/ports/port/jacksonville-usjax/news/shipping-lines-adjust-tariffs-as-eu-ets-full-scope-takes-effect?utm_source=openai) - For feeder and coastal services, forwarders report that: - Environmental surcharges plus bunker‑linked EFS/EBS components together add **€30–70 per TEU** on **intra‑North Europe and North Europe–Mediterranean feeders** in Q1–Q2 2026, depending on vessel efficiency and routing (reported ranges from trade advisories and forwarder bulletins).(https://cxtms.com/blog/ocean-freight-regulatory-cost-layer-ets-imo-security-surcharges-container-rates-2026?utm_source=openai) - These levies are frequently **collected at destination** or as stand‑alone line items, making them more visible – and contentious – for shippers using short‑sea/feeder legs as part of door‑to‑door solutions.(https://www.reddit.com/r/logistics/comments/1s498xf/april_efsebs_alert_shipping_lines_imposing/?utm_source=openai) 3. **Operational and network implications** - The 2026 regulatory environment (ETS at 100% intra‑EU + FuelEU intensity targets) is encouraging: - **Speed reductions on marginal feeder legs** (slow steaming to reduce fuel burn and CO₂ per trip), which can degrade schedule reliability and connection buffers at North Range hubs.(https://cxtms.com/blog/ocean-freight-regulatory-cost-layer-ets-imo-security-surcharges-container-rates-2026?utm_source=openai) - **Pooling strategies** under FuelEU, where operators group more efficient and less efficient vessels to minimise penalty exposure; this can result in selective deployment of newer, more efficient tonnage on **high‑volume short‑sea corridors** (e.g., North Europe–Western Med) while older ships are pushed to less regulated or lower‑visibility routes.(https://sustainable-ships.org/stories/2026/optimizing-fueleu-compliance?utm_source=openai) - A cluster of 2025–26 academic and AIS‑based analyses shows that, alongside geopolitical disruptions, regulatory and cost pressures are contributing to **reconfigurations of Mediterranean–Northern Europe container networks**, with Western Med hubs (near Gibraltar) gaining relative importance and complex feeder patterns into North Europe and the Baltic.(https://link.springer.com/article/10.1057/s41278-026-00356-5?utm_source=openai) 4. **Problem framing for shippers and forwarders** - For European short‑sea and feeder services in 2026, decarbonisation rules create a **structural cost floor**: - Even if base ocean freight falls, ETS + FuelEU‑related surcharges **keep all‑in slot costs elevated by roughly 10–15% vs pre‑2025 baselines** on many intra‑EU legs.(https://searoutes.com/2026/01/16/eu-ets-shipping-surcharges-impact/?utm_source=openai) - This is particularly challenging for **low‑margin feeder cargo** (intermediates, low‑value goods), where inland modes (rail, barge, truck) sometimes become cost‑competitive over medium distances once decarbonisation surcharges are included.(https://cxtms.com/blog/ocean-freight-regulatory-cost-layer-ets-imo-security-surcharges-container-rates-2026?utm_source=openai) - For ports like Amsterdam (largely short‑sea and multipurpose), the regulatory cost burden on coastal shipping may **shift some intra‑European flows to inland barge/rail or trucking**, while concentrating remaining short‑sea cargo on higher‑utilisation, larger‑vessel corridors to major hubs like Rotterdam and Antwerp‑Bruges.(https://portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai) === 3. DEMAND SIGNALS – NEARSHORING TO TURKEY & NORTH AFRICA AND EFFECT ON CONTAINER FLOWS TO NORTHERN EUROPE (TOWARD 2026) === **Corporate nearshoring intentions (Europe‑focused)** - An IMF working paper (2026) synthesising recent surveys reports that **42% of global companies** have already adjusted or plan to adjust supply chains toward more regional or “friend‑shored” configurations, with EU‑based firms among the most active.(https://www.imf.org/_next/data/QUjzBoI7IlSWld0ujG2VL/en/-/media/files/publications/dp/2026/english/nacccoea.pdf.json?utm_source=openai) - The same paper, drawing on Economist Impact and INVERTO survey work, notes that **EU‑based companies expect to increase nearshoring and reshoring activity in 2025–26**, with particular emphasis on building **trade and investment linkages with North Africa and parts of Sub‑Saharan Africa** for intermediate inputs.(https://www.imf.org/_next/data/QUjzBoI7IlSWld0ujG2VL/en/-/media/files/publications/dp/2026/english/nacccoea.pdf.json?utm_source=openai) - INVERTO (a BCG company) highlights Turkey, North Africa, and Eastern Europe as leading **nearshore locations for European consumer goods and fashion**, noting that brands are willing to sacrifice **>2 percentage points of gross margin** to secure shorter lead times and more resilient logistics.(https://www.inverto.com/en/insights/is-nearshoring-a-suitable-strategy-for-your-fashion-brand/?utm_source=openai) **Evidence on actual trade/production shifts** - McKinsey’s *State of Fashion 2025* report shows that despite high rhetoric, the **share of imports into Europe and the US from “nearshoring countries” was broadly flat between 2019 and 2022**, indicating that the **physical shift in volumes has lagged corporate intent** so far.(https://www.mckinsey.de/~/media/mckinsey/locations/europe%20and%20middle%20east/deutschland/news/presse/2024/2024-11-11%20state%20of%20fashion%202025/mckinsey%20the%20state%20of%20fashion%202025.pdf?utm_source=openai) - However, more recent (2024–25) commentary in the same and related studies points to **incremental growth of Turkey and North Africa’s share in selected categories** (fashion, fast‑moving consumer goods, some automotive components), rather than a wholesale pivot away from Asia.(https://inverto.com/en/insights/is-nearshoring-a-suitable-strategy-for-your-fashion-brand/?utm_source=openai) **Implications for container flows to Northern Europe** The nearshoring dynamic interacts with several other forces (Red Sea disruptions, Cape diversions, ETS/FuelEU, etc.), making clean attribution difficult. Current evidence suggests: 1. **Moderation of Asia–North Europe headhaul growth, not collapse** - By late 2025, Asia–Europe freight rates had slumped to multi‑year lows (PCR1 at $1,300/FEU, with deals as low as $1,100–1,200/FEU) due to weak demand and ample capacity, before later disruptions and regulatory costs pushed rates up again.(https://www.spglobal.com/energy/en/news-research/latest-news/shipping/100725-containers-quarterly-asia-europe-container-freight-collapses-to-multiyear-lows?utm_source=openai) - Analysts quoted in these pieces expect some **restocking‑driven demand recovery into 2026**, suggesting that any diversion of sourcing to Turkey/North Africa is **tempering, rather than reversing**, underlying Asia–North Europe volumes.(https://www.spglobal.com/energy/en/news-research/latest-news/shipping/100725-containers-quarterly-asia-europe-container-freight-collapses-to-multiyear-lows?utm_source=openai) 2. **Growing role of Mediterranean hubs and feeder dependence into North Europe** - AIS‑based research on Asia–Med–North Europe services (2026) finds an **“asymmetric reconfiguration”** of shipping networks: - Cape of Good Hope routings weaken direct calls at Eastern Med hubs; - Western Med hubs near the Strait of Gibraltar gain importance as transhipment points; - Feeder networks into Southern and then Northern Europe become more central, with the **final leg (feeder) now a key volatility and cost node**.(https://link.springer.com/article/10.1057/s41278-026-00356-5?utm_source=openai) - A 2026 Sogese container market update notes that longer Asia–Europe routings (via the Cape) add **10–20 days to transit times**, tightening effective equipment availability and making reliable feeder capacity into European hinterlands more critical.(https://ajot.com/news/mediterranean-feeder-networks-emerge-as-europes-new-container-bottleneck-sogese-report?utm_source=openai) 3. **Nearshoring effect on trade lanes** - As more EU demand is met from **Turkey and North Africa**, a higher share of containerised cargo to Northern Europe is likely to: - Move **via Mediterranean origin ports** (e.g., Mersin, Istanbul, Izmit; Tanger Med, Casablanca) into Western Med hubs; - Then move on **feeder or short‑sea services to North Range ports** (Rotterdam, Antwerp‑Bruges, Hamburg, North Sea Canal ports including Amsterdam).(https://link.springer.com/article/10.1057/s41278-026-00356-5?utm_source=openai) - While precise 2025–26 TEU splits by origin region are not yet published for all ports, related fact sheets and port commentary show that: - Rotterdam’s **2025 container throughput was 14.24 million TEU**, with Asia and the Americas as top deep‑sea trades; the port emphasises growing connections and services, including to **Mediterranean and West Africa**, which are typical gateways for Turkey and North Africa‑linked flows into North Europe.(https://www.portofrotterdam.com/en/news-and-press-releases/throughput-port-rotterdam-shows-slight-decline?utm_source=openai) - Antwerp‑Bruges Q1 2026 data states TEU volumes are broadly in line with 2022/24, suggesting **no collapse in North Europe’s role as a gateway**, even as sourcing patterns begin to diversify.(https://newsroom.portofantwerpbruges.com/hubfs/Jaarcijfers_Q1_2026_Factsheet_ENG.pdf?hsLang=en&utm_source=openai) 4. **Capacity and equipment signals in Europe (2026)** - Sogese/AJOT reporting in May 2026 notes carriers are **repositioning equipment back to China**, leading to **reduced container availability in Europe**, particularly 40HC, as demand strengthens at origin.(https://ajot.com/news/carriers-repositioning-equipment-back-to-china-depots-in-europe-remain-congested-sogese-report?utm_source=openai) - Another Sogese piece emphasises that Mediterranean feeder networks are emerging as Europe’s **“new container bottleneck,”** not because of total container oversupply, but due to slower circulation and longer routings that make the feeder legs capacity‑critical.(https://ajot.com/news/mediterranean-feeder-networks-emerge-as-europes-new-container-bottleneck-sogese-report?utm_source=openai) - These findings imply that, even as nearshoring slightly reduces some Asia‑origin flows, **equipment tightness and feeder dependence** still support a strong role for North European ports in serving EU demand, including that sourced from the near periphery. **Synthesis for 2026 planning** - Nearshoring to Turkey and North Africa is **real in strategy and incremental in volumes**, but: - The **Asia–North Europe deep‑sea corridor remains dominant**, albeit with slower structural growth and more volatile rates.(https://spglobal.com/energy/en/news-research/latest-news/shipping/100725-containers-quarterly-asia-europe-container-freight-collapses-to-multiyear-lows?utm_source=openai) - The practical manifestation of nearshoring is an **increasing share of Mediterranean‑origin containers feeding into North European gateways**, often via Western Med hubs and complex feeder networks – not a simple one‑for‑one substitution of Asia boxes with regional ones.(https://link.springer.com/article/10.1057/s41278-026-00356-5?utm_source=openai) - For ports like Amsterdam and for freight forwarders in the Netherlands: - The likely medium‑term outcome (through 2026) is **stable to slightly re‑routed container flows into Northern Europe**, with greater relative weight on **Med–North Europe feeders and short‑sea services**, increasingly exposed to ETS + FuelEU costs and feeder bottlenecks discussed in Dimension 2.(https://ajot.com/news/mediterranean-feeder-networks-emerge-as-europes-new-container-bottleneck-sogese-report?utm_source=openai) If you’d like, I can next translate these findings into a quantitative scenario (e.g., low/central/high cases for 2026–28 TEU flows into North Europe under different nearshoring assumptions) or into a risk‑opportunity map for a Netherlands‑based freight forwarder. Sources: • Schiphol | Verkeer- en vervoercijfers https://www.schiphol.nl/nl/cargo/cargo-statistieken/ • ▶ Court Overturns Annual Flight Cap at Amsterdam Airport Schiphol https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai • Dutch top court annuls Schiphol flight cap - The Loadstar https://theloadstar.com/dutch-top-court-annuls-schiphol-flight-cap/?utm_source=openai • Schiphol | Night Flights at Schiphol https://www.schiphol.nl/en/schiphol-as-a-neighbour/nightflights?utm_source=openai • Port of Amsterdam reports higher revenue and profit in 2025 https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai • Stukgoed en projectlading | Port of Amsterdam https://www.portofamsterdam.com/en/business/cargo-flows/stukgoed-en-projectlading?utm_source=openai • Port of Amsterdam https://en.wikipedia.org/wiki/Port_of_Amsterdam?utm_source=openai • Throughput in the port of Rotterdam shows a slight decline | Port of Rotterdam https://www.portofrotterdam.com/en/news-and-press-releases/throughput-port-rotterdam-shows-slight-decline?utm_source=openai • Port of Antwerp-Bruges https://newsroom.portofantwerpbruges.com/hubfs/Jaarcijfers_Q1_2026_Factsheet_ENG.pdf?hsLang=en&utm_source=openai • Port of Amsterdam reports higher revenue and profit in 2025 https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai • Schiphol | Night Flights at Schiphol https://www.schiphol.nl/en/schiphol-as-a-neighbour/nightflights?utm_source=openai • ▶ Court Overturns Annual Flight Cap at Amsterdam Airport Schiphol https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai • Port of Amsterdam reports higher revenue and profit in 2025 https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai • ▶ Court Overturns Annual Flight Cap at Amsterdam Airport Schiphol https://aviacionaldia.com/en/2026/03/court-overturns-annual-flight-cap-at-amsterdam-airport-schiphol.html?utm_source=openai • Port of Amsterdam reports higher revenue and profit in 2025 https://www.portseurope.com/port-of-amsterdam-reports-higher-revenue-and-profit-in-2025/?utm_source=openai