## Company Profile FREJA TRANSPORT & LOGISTICS AB — Swedish arm of a Nordic freight-forwarding and contract-logistics group. Operates road transport, cross-border groupage and contract logistics across Sweden and the wider Scandinavian/European network (contact: sales.sweden@freja.com). Likely mid-sized regional forwarder with emphasis on road haulage, temperature-controlled and general cargo flows into/out of Swedish ports and cross-border corridors to Denmark, Germany and Benelux. ## Pain Points ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. [MARKET EVENTS] – European road freight market 2026 (with focus on Scandinavia / Sweden / Denmark) === **Overall European rate and capacity picture 2026** - The TI–Upply–IRU European Road Freight Rate Benchmark for Q1 2026 shows: - Contract rate index roughly mid‑130s (Q4 2025 index at 136.9, +2.6 points quarter‑on‑quarter), indicating continued structural cost pressure vs 2017–2019 baseline. ([upply.com](https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - Outlook for 2026 is “modest upward pressure” on rates, driven primarily by fuel prices, tolls, and persistent driver shortage, with limited ability for shippers to push rates down despite soft/slowing volumes in some sectors. ([upply.com](https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - Nordic‑focused fleet analytics for January–March 2026 report: - Nordic road‑freight spot rates up **6–8% year‑on‑year vs 2024**, outpacing the broader EU average. Key drivers: driver shortages, road toll increases, rollback of some diesel tax exemptions, and higher insurance and wage costs. ([gsfleet.io](https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai)) **Driver shortage – Europe and Nordics** - Preliminary 2026 IRU survey (cited in the Q1 2026 benchmark) indicates: - Driver shortage remains “persistent” rather than worsening dramatically; vacancies still concentrated in international long‑haul and specialized segments (hazmat, temperature‑controlled). ([upply.com](https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - Nordic‑specific data in early‑2026 fleet review: - Ageing driver demographic: over one‑third of Nordic HGV drivers are 55+; replacement rates lag retirements, particularly in Sweden and Denmark, tightening capacity on domestic and cross‑border flows to Germany and Benelux. ([gsfleet.io](https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai)) - Cabotage and use of Eastern European subcontractors into Sweden/Denmark remain common, but regulatory and wage‑floor enforcement in Scandinavia are increasing effective labour costs. **Rate structure: contract vs spot in 2025–Q1 2026** - Across Europe: - Contract rates are holding at historically high levels (index mid‑130s vs 2017 baseline 100), while spot rates have softened more in 2025, creating a wider contract/spot gap. ([upply.com](https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - In the Nordics: - Spot: +6–8% YoY since 2024; this is notably higher than many continental markets where spot is flat or down. ([gsfleet.io](https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai)) - Contract: Nordic contract rates are being re‑priced upward on renewal; shippers accepting escalator clauses linked to diesel, tolls, and—prospectively—carbon costs, locking in higher base levels through 2026. **Capacity and utilization (Sweden / Denmark focus)** - Nordic fleet review into early 2026 notes: - Fleet growth in Sweden and Denmark is modest (low single‑digit %), with some small carriers exiting due to cost inflation and difficulty passing on increases, tightening capacity in niche lanes (e.g., timber, refrigerated food) even as general cargo demand is only moderate. ([gsfleet.io](https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai)) - High‑capacity vehicles (longer combination vehicles / EMS) are increasingly used in Sweden and, to a lesser extent, Denmark; this partially offsets driver scarcity by raising ton‑km per driver on trunk routes, but these vehicles are constrained by infrastructure and cross‑border rules. - Cross‑border flows: - Capacity constraints are more pronounced on northbound legs into Sweden/Finland where backhauls are weaker; carriers are pricing in higher empty‑running risk. **Cost structure signals relevant for 2026 pricing** - Fuel: Post‑2024 oil and diesel volatility, together with new excise/tax changes in several EU states, mean fuel remains ~30% of total road freight costs, so any uptick in oil (including via Red Sea‑driven bunker markets) translates into rate pressure. ([cxtms.com](https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai)) - Tolls and road user charges: Continued rollout and uprating of CO₂‑differentiated tolls (e.g., Germany, Austria, and similar schemes under discussion in the Nordics) are expected to add low‑single‑digit % to per‑km costs during 2026; Nordic shippers already report cost pass‑through in late 2025 tenders. ([gsfleet.io](https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai)) **Implications for shippers and forwarders in Sweden/Denmark** - Expect: - Slightly tighter effective capacity on specific flows (northbound, temperature‑controlled, high‑weight bulk/forest products). - Sustained upward bias in contract rates during 2026 even if spot remains more volatile. - Greater use of index‑linked surcharges (fuel/tolls, and soon carbon) embedded into rate sheets rather than pure all‑in prices. **Sources (Market Events)** TI–Upply–IRU European Road Freight Rate Benchmark Q1 2026 press release; Nordic Fleet Review Jan–Mar 2026; CXTMS analysis of EU ETS2 freight cost structure. ([upply.com](https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) === 2. [PROBLEM FRAMING] – EU emissions rules & carbon pricing for road freight (ETS extension; impact on Sweden / shippers & forwarders) === **Regulatory architecture and timing** - ETS2 / ETS for road transport: - The “Fit for 55” package established a **separate ETS (ETS2)** covering emissions from road transport and buildings. - Initial start was 2027, but **co‑legislators agreed in Nov 2025 to delay the start to 2028** to avoid price shocks. ([eea.europa.eu](https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai)) - The scheme will cap CO₂ from fuels used in road transport; **fuel suppliers** (not hauliers directly) are the regulated entities, passing carbon costs into diesel/gasoil prices. ([cfp.energy](https://www.cfp.energy/en/insights/ets2-road-transport-overview?utm_source=openai)) - Swedish interpretation and preparation: - Swedish research institute RISE notes that from **2027 onward** (in practice 2028 given the EU delay decision) fuel suppliers must meet new reporting, verification, and cost‑responsibility requirements for road‑transport CO₂, and that these costs will be reflected in end‑user fuel prices. ([ri.se](https://www.ri.se/sv/bioraffinaderi/berattelse/eu-ets-2-sa-paverkas-bransleleverantorer-av-nya-spelreglerna?utm_source=openai)) **Carbon price levels and pass‑through to freight** - Design features: - ETS2 includes a **price stability mechanism**: if the ETS2 allowance price goes above ~**€45/tCO₂ in 2020 euros (~€58 in 2027–2028 values)**, extra allowances are released from a market reserve. ([eea.europa.eu](https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai)) - Freight cost impact modelling (EU‑wide, with implications for Nordics): - CXTMS 2026 analysis frames the impact for global shippers using European road freight: - With fuel representing about **30% of total road freight cost**, even a moderate carbon component (say €30–50/tCO₂) can raise total freight rates by **3–8%**, depending on vehicle efficiency and share of fuel in cost. ([cxtms.com](https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai)) - Think‑tank assessments (e.g., I4CE chapter on road‑ETS) show that including road transport in an ETS tends to lift overall EUA/ETS prices vs an electricity‑only system and can deliver **road emissions reductions on the order of one‑third by 2030 (–32.7% vs 2005)** under reference scenarios, assuming price‑driven efficiency and electrification. ([i4ce.org](https://www.i4ce.org/wp-content/uploads/2022/07/rapport-I4CE-chapitre-4-1.pdf?utm_source=openai)) **Specific issues for forwarders and shippers (2026‑onwards)** - Cost visibility and contract structure: - ETS2 will not be in force in 2026 yet, but **forwarders and large shippers are already negotiating 2026–2028 contracts** that anticipate carbon‑cost pass‑through: - New clauses separating base rate, fuel surcharge, and a forthcoming **“ETS2 / carbon surcharge”** to be indexed to the ETS2 price when trading becomes liquid. ([cxtms.com](https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai)) - Competitive differentiation: - Carriers with newer, more fuel‑efficient or alternative‑fuel fleets (HVO, bio‑LNG, battery electric) will have a structurally lower carbon cost per tonne‑km once ETS2 starts. Analysts expect **5–15% CO₂‑per‑km differences** translating into similar relative savings on the ETS component of fuel. ([eea.europa.eu](https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai)) - Modal shift and network design: - As carbon becomes priced into road but is also tightening for maritime and aviation via EU ETS/FuelEU, there is an increasing incentive to: - Shift long‑haul legs (e.g., Gothenburg–Hamburg) to rail/short‑sea where feasible. - Use road mainly for first/last‑mile and high‑value/urgent flows in Sweden and Denmark. - EEA notes that road transport emissions have only fallen **~4.4% since 2005**, far behind other sectors, making road a prime target for stronger carbon pricing and supporting policies (Social Climate Fund, EV/biofuel support). ([eea.europa.eu](https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai)) **Sweden‑specific framing** - Sweden already has comparatively high carbon taxation in road fuels; ETS2 will **overlay** an EU‑wide carbon price onto national instruments. - RISE emphasises that fuel suppliers (and by extension hauliers and shippers) in Sweden must prepare for: - Dual compliance: national carbon tax + EU ETS2. - Stronger incentives to move to **HVO100, biogas trucks, and electrification** on dense corridors. - Tightening reporting demands that will increase back‑office/admin costs in carriers and fuel suppliers. ([ri.se](https://www.ri.se/sv/bioraffinaderi/berattelse/eu-ets-2-sa-paverkas-bransleleverantorer-av-nya-spelreglerna?utm_source=openai)) **Strategic problem framing for 2026** - 2026 is a **pre‑ETS2 transition year**, but: - Carbon‑cost expectations are **already being priced into** long‑term road freight contracts. - Shippers/forwarders in Sweden and Denmark who do not actively manage routing, vehicle technology, and contractual carbon clauses risk being locked into above‑market carbon surcharges from 2028 onward. - Key risks/opportunities: - **Risk:** Margin squeeze for road hauliers with older diesel fleets as shippers resist full pass‑through of higher fuel + carbon costs. - **Opportunity:** For forwarders who can orchestrate **low‑carbon route design** (rail + short‑sea + low‑emission road legs) and provide auditable emissions data, ETS2 becomes a commercial differentiator rather than only a cost. **Sources (Problem Framing)** European Environment Agency ETS2 analysis; CXTMS 2026 ETS2 and freight costs briefing; CFP Energy ETS2 overview and first futures trade note; RISE (Sweden) explainer on EU ETS2 for fuel suppliers; I4CE analysis of including road transport in ETS. ([eea.europa.eu](https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai)) === 3. [TIMING SIGNALS] – Red Sea / Houthi attacks & Asia–Europe container shipping 2024–2026 (routing, delays, rates) === **Chronology & routing patterns** - Initial disruption: - Houthi attacks from **Nov 2023 through 2024** cut Suez Canal container transits by ~**55% year‑on‑year by Q4 2024**, forcing “virtually all” Asia–North Europe and Asia–Med services around the Cape of Good Hope. ([deluair.com](https://deluair.com/consultancy/insights/container-shipping-2026?utm_source=openai)) - Marsoft estimated that by mid‑Jan 2024, **80–90% of capacity** that would normally transit the Red Sea/Suez had been rerouted via the Cape. ([marsoft.com](https://www.marsoft.com/insights/current-liner-situation-in-the-red-sea?utm_source=openai)) - 2025 stabilisation: - By late‑2025, partial de‑escalation (e.g., an Oct 2025 Gaza ceasefire and Houthi “operational pause”) allowed carriers to progressively reintroduce some Suez routings; by early 2026, Red Sea traffic was approaching, but still below, pre‑crisis levels. One assessment suggests 2026 Suez container transits may **cap at 90–95% of 2023 peak**, even under benign conditions, as some capacity remains structurally redeployed. ([themiddleeastinsider.com](https://themiddleeastinsider.com/2026/04/25/red-sea-shipping-disruption-2026/?utm_source=openai)) - Q1 2026 status: - Ports/market report in early‑2026: **“Persistent security challenges in the Red Sea”** continue to force “a significant portion” of global shipping to route via the Cape, with voyages Asia–Europe elongated by **10–14 extra days** and higher fuel/insurance costs. ([ports.marinelink.com](https://ports.marinelink.com/ports/port/tacoma/news/red-sea-rerouting-impacts-global-shipping-q1-2026?utm_source=openai)) - April 2026 escalation: - Value Chain Asia (Apr 20, 2026) reports Maersk, CMA CGM, and Hapag‑Lloyd **suspending Hormuz and Suez transits** and routing Asia–Europe via the Cape of Good Hope, adding **25–30 days** to end‑to‑end transit times on lanes that are normally 30–35 days. Spot rates on affected Asia trades have **tripled to quadrupled vs late‑2025 levels**, and carriers have imposed emergency bunker surcharges broadly. ([valuechainasia.com](https://valuechainasia.com/articles/logistics/asia-ocean-freight-rates-2026-cape-reroute?utm_source=openai)) **Capacity absorption and effective supply** - Rerouting impact: - Maritime Gateway’s 2026 outlook estimates that earlier Red Sea diversions absorbed **~9% of the global container fleet’s effective capacity**, supporting elevated rates through 2024–2025. ([maritimegateway.com](https://www.maritimegateway.com/container-shipping-forecast-2026-rates-routes-risk/?utm_source=openai)) - Deluair Consultancy notes that a full return to normal Suez routing (removing Cape diversions) would **release 1.5–2.0 million TEU of effective capacity** into a market that is also absorbing ~2.0 million TEU of newbuild deliveries in 2025–26 — a setup for a potential 2026 rate collapse if security normalizes quickly. ([deluair.com](https://deluair.com/consultancy/insights/container-shipping-2026?utm_source=openai)) **Freight rate dynamics (Asia–Europe, 2024–2026)** - Initial spikes: - OECD/ITF analysis finds that following the start of Red Sea attacks, **Asia–Europe container rates rose over 300%**, to roughly **USD 5,000 per FEU Shanghai–Rotterdam** and **>USD 6,000 per FEU Shanghai–Genoa**; by February 2024, these had eased back to **~150% above** pre‑attack levels. ([oecd.org](https://www.oecd.org/content/dam/oecd/en/publications/reports/2024/12/risks-and-resilience-in-global-trade_c8a001ff/1c66c439-en.pdf?utm_source=openai)) - Marsoft confirms that by mid‑Jan 2024, Asia–Europe spot rates had “nearly quadrupled” vs early Dec 2023 levels. ([marsoft.com](https://www.marsoft.com/insights/current-liner-situation-in-the-red-sea?utm_source=openai)) - Through 2024–early 2025: - As vessels were redeployed and new capacity delivered, Deluair reports Asia–North Europe rates entering **Q1 2025 at USD 3,500–4,000/FEU**, still above pre‑pandemic, but down from the early‑2024 spike. ([deluair.com](https://deluair.com/consultancy/insights/container-shipping-2026?utm_source=openai)) - 2026 scenarios: - S&P Global/JOC analysis at TPM26 (Mar 2026) characterises current Middle East conflict as a “problem, but not pandemic‑scale” for container shipping; higher bunker costs and insurance support rates, but the arrival of new tonnage keeps a cap on extremes. ([spglobal.com](https://www.spglobal.com/market-intelligence/en/news-insights/research/2026/03/middle-east-war-impacts-container-shipping?utm_source=openai)) - Maritime Gateway (May 2026) highlights **Asia–Europe as the most volatile lane in 2026**: - Continued Red Sea risk plus the newbuild “glut” set up a **bimodal** outlook: if attacks persist and Cape routing continues, rates remain structurally elevated; if Red Sea fully reopens, the sudden capacity release plus newbuilds could drive **20–30% rate drops within weeks**. ([maritimegateway.com](https://www.maritimegateway.com/container-shipping-forecast-2026-rates-routes-risk/?utm_source=openai)) - Seapower Magazine (mid‑2026) notes that a credible cessation of Houthi attacks could trigger a **“seismic impact” with freight rates plunging even lower across trades**, given already soft fundamentals. ([seapowermagazine.org](https://seapowermagazine.org/houthi-militia-ceasing-attacks-in-red-sea-would-have-seismic-impact-on-container-shipping-and-see-freight-rates-plunge-but-questions-remain-unanswered/?print=pdf&utm_source=openai)) - Most recent (Apr 2026 escalation): - Value Chain Asia reports that with Asia–Europe loops again diverted around Africa: - **Spot rates tripled to quadrupled vs late‑2025**, mirroring the early‑2024 shock. - A single Asia–Europe box can now spend **nearly two months at sea**, vs ~one month under normal Suez routing, creating significant inventory and working‑capital drag for shippers. ([valuechainasia.com](https://valuechainasia.com/articles/logistics/asia-ocean-freight-rates-2026-cape-reroute?utm_source=openai)) **Schedule reliability and port congestion** - Prolonged Cape routing has: - Added **10–14 days** to typical Asia–Europe voyages on average (and 25–30 days for fully Cape‑routed loops during peak escalation), forcing carriers to either add extra vessels per loop or accept degraded frequency and reliability. ([ports.marinelink.com](https://ports.marinelink.com/ports/port/tacoma/news/red-sea-rerouting-impacts-global-shipping-q1-2026?utm_source=openai)) - Driven congestion and yard utilisation spikes at hubs like Singapore and Nhava Sheva (India), which are absorbing “cascading schedule slippage” as services arrive off window. ([valuechainasia.com](https://valuechainasia.com/articles/logistics/asia-ocean-freight-rates-2026-cape-reroute?utm_source=openai)) **Timing signals for 2026 planning** - For Asia–Europe shippers in 2026: - **Baseline assumption** should be that some Red Sea risk premium persists for at least the medium term; security “improvement” is unlikely to mean an immediate, sustained return to pre‑2023 Suez patterns. - Contracting strategies for 2026–27 are increasingly including: - Explicit **Red Sea / routing surcharge clauses** and transparency in pass‑through of rerouting and bunker costs. ([deluair.com](https://deluair.com/consultancy/insights/container-shipping-2026?utm_source=openai)) - Flexibility around transit time ranges rather than fixed ETAs, acknowledging the structurally lower schedule reliability. - For European road freight (link to Dimensions 1–2): - These ocean‑side disruptions propagate into European inland networks via: - **Bunker‑linked diesel prices**, indirectly affecting road fuel and thus road freight costs. - Irregular arrival pulses at North European ports, complicating trucking fleet and driver scheduling for hinterland flows into Scandinavia. **Sources (Timing Signals)** Deluair Consultancy 2026 container shipping outlook; Maritime Gateway 2026 forecast; S&P Global/JOC TPM26 analysis; OECD/ITF trade resilience report; Marsoft Red Sea impact commentary; Ports/MarineLink 2026 Red Sea rerouting update; Middle East Insider 2026 Red Sea disruption status; Value Chain Asia April 2026 rate surge report; Seapower Magazine on potential rate plunge. ([deluair.com](https://deluair.com/consultancy/insights/container-shipping-2026?utm_source=openai)) Sources: • PRESS RELEASE https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai • PRESS RELEASE https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai • Nordic Fleet Review https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai • PRESS RELEASE https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai • Nordic Fleet Review https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai • PRESS RELEASE https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai • Nordic Fleet Review https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai • Nordic Fleet Review https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai • EU ETS2 Extends Carbon Pricing to Road Transport: What European Freight Cost Increases Mean for Global Shippers | CXTMS https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai • Nordic Fleet Review https://www.gsfleet.io/wp-content/uploads/GSFleet-Nordic-Fleet-Review-January-March-2026-2.pdf?utm_source=openai • PRESS RELEASE https://www.upply.com/hubfs/webinar-ti-iru-upply/2026/Q1%202026/PR%20EN-q1-2026-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai • EU new Emissions Trading System (ETS2) and Social Climate Fund: Mechanisms, challenges and conditions for a fair decarbonisation in road transport | Publications | European Environment Agency (EEA) https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai • ETS2 - Road Transport Overview https://www.cfp.energy/en/insights/ets2-road-transport-overview?utm_source=openai • EU ETS 2 – så påverkas bränsleleverantörer av nya spelreglerna | RISE https://www.ri.se/sv/bioraffinaderi/berattelse/eu-ets-2-sa-paverkas-bransleleverantorer-av-nya-spelreglerna?utm_source=openai • EU new Emissions Trading System (ETS2) and Social Climate Fund: Mechanisms, challenges and conditions for a fair decarbonisation in road transport | Publications | European Environment Agency (EEA) https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai • EU ETS2 Extends Carbon Pricing to Road Transport: What European Freight Cost Increases Mean for Global Shippers | CXTMS https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai • CHAPTER EXTENDING THE EU ETS TO THE ROAD TRANSPOR https://www.i4ce.org/wp-content/uploads/2022/07/rapport-I4CE-chapitre-4-1.pdf?utm_source=openai • EU ETS2 Extends Carbon Pricing to Road Transport: What European Freight Cost Increases Mean for Global Shippers | CXTMS https://cxtms.com/blog/eu-ets2-road-transport-carbon-pricing-european-freight-costs-global-shippers-2026?utm_source=openai • EU new Emissions Trading System (ETS2) and Social Climate Fund: Mechanisms, challenges and conditions for a fair decarbonisation in road transport | Publications | European Environment Agency (EEA) https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai • EU new Emissions Trading System (ETS2) and Social Climate Fund: Mechanisms, challenges and conditions for a fair decarbonisation in road transport | Publications | European Environment Agency (EEA) https://www.eea.europa.eu/en/analysis/publications/emissions-reduction-from-transport-in-europe-how-the-ets2-will-help-this-sector-meet-its-climate-targets?utm_source=openai • EU ETS 2 – så påverkas bränsleleverantörer av nya spelreglerna | RISE https://www.ri.se/sv/bioraffinaderi/berattelse/eu-ets-2-sa-paverkas-bransleleverantorer-av-nya-spelreglerna?utm_source=openai]