## Company Profile CHALLENGE INTERNATIONAL SAS (contact: Thierry Poncet) — French freight forwarder operating within the SeaLogis/Sealogis Freight Forwarding network. Public evidence (company page) positions them as a forwarding/business development contact for a global partner network. Services likely include ocean and air freight forwarding, customs facilitation and partner network management for cross‑border shipments into/out of France and Mediterranean gateways. Market position: a France‑based forwarder leveraging a global partner network (corporate contact role suggests responsibility for partner origination and network relationships). Scale: not explicitly listed; profile implies SME to mid‑tier forwarder focused on networked agency relationships rather than owning large vessel capacity. ## Pain Points 1) Compliance & data burden: Full ETS (2026) + CBAM compliance requires consignment‑level emissions and customs alignment; many shippers/suppliers still provide fragmented/manual emissions data, creating reconciliation work and clearance risk that forwarders must absorb or coordinate. 2) Pricing & surcharge volatility: Med lanes remain relatively premium and exposed to Red Sea routing risk; carriers’ capacity maneuvers and ETS surcharges create unpredictable landed costs that clients expect forwarders to explain and manage. 3) Opportunity capture on nearshoring to North Africa/Med: Clients shifting sourcing need fast supplier discovery, verified product specs (esp. perishables), and integrated logistics — a capability gap for forwarders that rely on partner networks but lack a scalable channel to introduce and convert export/import customers into full procurement‑to‑delivery flows. ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. MARKET EVENTS – EUROPEAN FREIGHT FORWARDING, RATES & CAPACITY (FOCUS: 2026, CONTAINER TRADES, MEDITERRANEAN / MARSEILLE) === **Macro container-market setup (2026)** - Global container shipping in 2026 is characterized by a structural capacity surplus (newbuild deliveries, post‑COVID orderbook) versus still‑uneven demand and high geopolitical risk (Red Sea/Suez, Russia‑Ukraine, U.S. trade policy). Multiple 2026 outlooks expect **oversupply peaking around 2027**, with market conditions “resembling 2016 price‑war levels” if disruptions ease. ([beroeinc.com](https://www.beroeinc.com/resource-centre/insights/navigating-container-shipping-market-procurement-outlook-2026/?utm_source=openai)) - Research syntheses for 2026 describe **“modest growth amid regional shifts”**: intra‑Asia and Asia–Europe lanes retain solid volumes, while Trans‑Pacific remains more demand‑sensitive. ([ports.marinelink.com](https://ports.marinelink.com/ports/port/roosevelt/news/2026-global-container-shipping-outlook-modest-growth-amid-regional-shifts?utm_source=openai)) **Europe & Asia–Europe/Mediterranean rate levels (early–mid 2026)** - S&P Global’s Q1 2026 containers quarterly reports **Asia–Mediterranean spot rates (Platts PCR3)** at roughly **USD 4,200/FEU** after easing by about **USD 200** from early‑January GRI overshoot; Asia–North Europe trades are cheaper, underscoring the persistent Med premium. ([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 January 2026 Freightos update (via industry commentary) shows **Asia–Europe ~USD 3,000/FEU** and **Asia–Med ~USD 4,850/FEU**, “elevated” versus late‑2025 but comparable to a typical peak‑season band, driven by pre‑Lunar New Year demand and GRIs. ([reddit.com](https://www.reddit.com/r/zim/comments/1qby5r8/freightos_weekly_update_january_13_2026_excerpts/?utm_source=openai)) - A May 2026 container‑market update summarizing Drewry’s World Container Index trends notes that **Asia–Europe pricing stabilized in early March 2026**, with softening on some European lanes but still significant cost pressure from fuel/emissions and re‑routing. ([sogeseitalia.it](https://www.sogeseitalia.it/wp-content/uploads/2026/05/Sogese_May2026_Market_Update_FINAL-1-1.pdf?utm_source=openai)) - Another 2026 forecast observes that **long‑term contracts starting Q1 2026 on Mediterranean routes are generally priced below contemporaneous spot levels**, signaling that both shippers and carriers expect gradual softening through 2026 if Red Sea risk does not re‑escalate. ([maritimegateway.com](https://www.maritimegateway.com/container-shipping-forecast-2026-rates-routes-risk/?utm_source=openai)) **Capacity, utilization & carrier behavior** - Procurement analysis for 2026 indicates the container market is “**moving from tight capacity into oversupply**,” with the overcapacity peak expected in 2027. This implies **downward pressure on base rates** but more aggressive capacity management (blank sailings, slow steaming, service reshuffles) by alliances and large independents like MSC. ([beroeinc.com](https://www.beroeinc.com/resource-centre/insights/navigating-container-shipping-market-procurement-outlook-2026/?utm_source=openai)) - S&P Global’s early‑2026 Asia–Europe commentary notes that **seasonal firmness, GRI timing, and Red Sea diversions have tightened effective capacity**, but emphasizes that **rate sustainability now depends more on carriers’ willingness to withhold capacity than on demand growth itself**. ([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)) - Multiple 2026 outlooks stress the Red Sea/Suez risk bifurcation: - A “normalization” scenario (stable Suez access, fewer diversions) would **release capacity and push rates lower**. - A renewed or extended disruption could produce **20–30%+ rate spikes on Asia–Europe lanes within weeks**, especially into the Med. ([spglobal.com](https://www.spglobal.com/market-intelligence/en/news-insights/research/2026/02/2026-ocean-freight-outlook-softer-rates-ahead-but-volatility-is-not-going-anywhere?utm_source=openai)) **Cost structure: ETS & environmental surcharges into Europe** - From 2024 the EU ETS has applied to maritime, with **phase‑in of surrendered emissions shares**: 40% (2024), 70% (2025) and **100% from January 1, 2026** for CO₂ emissions on voyages to/from EU ports. ([climate.ec.europa.eu](https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-shipping-sector/faq-maritime-transport-eu-emissions-trading-system-ets_en?prefLang=mt&utm_source=openai)) - Market commentary using Searoutes data in early 2026 estimates **ETS‑related surcharges at about USD 168 per 40' box** on Asia–Europe routes, equivalent to **6–7% of base rates** at early‑2026 price levels; if base rates fall, ETS can rise to **10–12% of the all‑in freight cost**. ([reddit.com](https://www.reddit.com/r/ShippingStocks/comments/1rlcxkm/2026_is_the_year_shipping_regulation_gets_real_eu/?utm_source=openai)) **Mediterranean & Marseille/Fos specifics** - Port statistics for **Marseille‑Fos** show total throughput growth of **+5% in 2025**, driven strongly by refined product imports (+23%, to 14 Mt) amid refinery maintenance and tight European energy markets. Capital expenditure is set to increase to **EUR 130 million in 2026 (≈ +25% vs 2025)**, signaling continued capacity and infrastructure upgrades (including container terminals and energy‑transition projects). ([portsetcorridors.com](https://portsetcorridors.com/2026/le-port-de-marseille-fos-a-enregistre-une-croissance-de-5-de-son-trafic-en-2025/?utm_source=openai)) - Marseille‑Fos remains France’s largest seaport and one of the top container ports in the Mediterranean, historically handling around **1.4–1.5 million TEU/year**; recent trends indicate stable to modestly rising container volumes within broader traffic growth. ([en.wikipedia.org](https://en.wikipedia.org/wiki/Marseille-Fos_Port?utm_source=openai)) - 2026 market reports highlight **Mediterranean trades as relatively tight versus North Europe**, both on spot pricing (USD 4,200–4,800/FEU east–west into the Med in early 2026) and in capacity utilization, largely due to longer Cape routes, feeder complexity, and strong demand into Southern Europe, North Africa, and East Med. ([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)) **Implications for European freight forwarders (esp. Mediterranean / France)** - Forwarders are operating in a **two‑speed environment**: - Structurally cheaper ocean freight versus 2021–2022 extremes, with increasing opportunity to lock in lower long‑term rates. - Yet **higher and more volatile “non‑freight” cost components**: ETS/green fuel surcharges, war risk, insurance, and congestion‑driven equipment costs. ([beroeinc.com](https://www.beroeinc.com/resource-centre/insights/navigating-container-shipping-market-procurement-outlook-2026/?utm_source=openai)) - For Mediterranean hubs like Marseille, this translates into: - Competitive positioning vs. Northern Range ports for Asia–Med and Africa‑bound flows, aided by infrastructure investment. - Higher exposure to ETS costs (all voyages touching EU ports) and to Red Sea/Suez routing decisions—making **lane‑specific contracting and surcharge transparency** critical for shippers using France as a gateway. ([climate.ec.europa.eu](https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-shipping-sector/faq-maritime-transport-eu-emissions-trading-system-ets_en?prefLang=mt&utm_source=openai)) === 2. DEMAND SIGNALS – NEARSHORING, SOURCING DIVERSIFICATION & FRANCE–AFRICA FLOWS (IMPACT ON SEA/AIR VOLUMES, 2026) === **Europe‑wide nearshoring & sourcing diversification signals (2025–2026)** - 2025–2026 supply‑chain surveys referenced in 2026 freight‑market guides show a continued **shift from “China‑only” to “China+1/+N”** sourcing models among European importers, with rising shares of procurement from: - **North Africa (Morocco, Tunisia, Egypt)**, - **Turkey and the wider Eastern Mediterranean**, and - **Central/Eastern Europe (Poland, Romania, Balkans)**, as manufacturers seek shorter lead times, ESG control, and geopolitical risk diversification. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) - 2026 freight‑strategy reports note that for consumer goods and light manufacturing, **lead‑time reduction of 30–50%** is achievable where production shifts from East Asia to near‑Europe/North Africa, often enabling a **modal rebalancing away from emergency airfreight toward short‑sea and road/rail** for replenishment. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) - S&P’s 2026 ocean‑freight scenarios stress that trade‑lane demand is being reshaped not just by macro growth but by **company‑level footprint changes**: some EU buyers are shifting volumes to **Mediterranean, intra‑Med, and intra‑Europe lanes**, even as headline Asia–Europe container volumes stay relatively stable. ([spglobal.com](https://www.spglobal.com/market-intelligence/en/news-insights/research/2026/02/2026-ocean-freight-outlook-softer-rates-ahead-but-volatility-is-not-going-anywhere?utm_source=openai)) **Modal consequences – sea vs. air** - Medium‑term outlooks expect **global air cargo growth in 2026 to lag containerized ocean volumes** as supply chains normalize and high‑value flows partially re‑anchor near Europe; however, air remains critical for time‑sensitive African trade (pharma, perishables, high‑value spare parts). ([ports.marinelink.com](https://ports.marinelink.com/ports/port/roosevelt/news/2026-global-container-shipping-outlook-modest-growth-amid-regional-shifts?utm_source=openai)) - For diversified sourcing (e.g., splitting Asian and North African suppliers), shippers are increasingly using: - **Short‑sea/ro‑ro services between North Africa and Southern Europe (France, Spain, Italy)**, and - **Feeder plus trucking/rail combinations** into inland EU, which typically reduces air‑freight dependence for replenishment by **5–15 percentage points of volume share** in suitable product categories according to 2025–2026 procurement case studies. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) **France as gateway & trade with Africa (directional signals)** - While detailed 2025–2026 trade statistics by mode for France–Africa are still being consolidated, port and logistics commentary indicates: - Rising **traffic through Marseille‑Fos and other French ports to/from North & West Africa**, linked to energy products, agri‑foods, and manufactured goods. 2025 total traffic at Marseille‑Fos grew **+5%**, with further investments in 2026—positioning the port as a stronger hub for Med and African trades. ([portsetcorridors.com](https://portsetcorridors.com/2026/le-port-de-marseille-fos-a-enregistre-une-croissance-de-5-de-son-trafic-en-2025/?utm_source=openai)) - Freight forwarders increasingly market **France and Iberian/Italian ports as gateways to francophone West and Central Africa**, leveraging historical ties and feeder networks; this typically channels growth into **short‑ and medium‑haul container and ro‑ro services**, not air. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) - For Africa–Europe air cargo, 2026 outlooks still foresee **solid growth in high‑value perishables (fresh produce, flowers, seafood) and pharma**, with Europe as the main destination market, but **structural shift of general cargo volumes to ocean** as reliability improves versus the 2021–2022 crisis period. ([ports.marinelink.com](https://ports.marinelink.com/ports/port/roosevelt/news/2026-global-container-shipping-outlook-modest-growth-amid-regional-shifts?utm_source=openai)) **Buyer behavior: switching origins and logistics implications** - 2026 freight‑market strategy guides for importers emphasize that **origin shifts directly translate into different risk/cost bundles**: - Moving part of a product line from East Asia to North Africa/Eastern Europe typically cuts **transit time by 7–20 days** door‑to‑door into Western Europe; - Freight cost per unit may rise or fall depending on labor and energy differentials, but **working‑capital and stock‑out risk generally improve**, allowing lower safety stocks. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) - As a result, analysts recommend shippers treating **ocean contracts and logistics footprints as an integrated portfolio**: balancing long‑haul Asia–Europe volume (higher exposure to ETS, Red Sea, fuel) with **shorter Med and intra‑Europe legs**, which may be more predictable and less carbon‑intensive. ([gocubic.io](https://www.gocubic.io/guides/market-intelligence/2026-freight-market-outlook?utm_source=openai)) **What this likely means for 2026 sea/air volumes on France–Africa corridors** *(inference based on current evidence)* - **Sea freight:** - Increased use of Marseille‑Fos and other French/Western Med ports as consolidation points for Africa‑bound traffic, particularly for **energy, construction materials, FMCG and agri‑food**. - Expanded short‑sea/feeder services linking France with **Maghreb, West Africa hubs (e.g., Tanger Med, Abidjan, Dakar via transhipment)**; this likely yields **net sea‑freight growth in low‑/mid‑value cargo segments**. ([portsetcorridors.com](https://portsetcorridors.com/2026/le-port-de-marseille-fos-a-enregistre-une-croissance-de-5-de-son-trafic-en-2025/?utm_source=openai)) - **Air freight:** - Continued importance for **perishables into France/Europe and high‑value exports from Europe to African markets**, but no evidence of a structural surge; instead, **normalized growth with some substitution back to ocean** where lead times from nearer origins allow it. ([ports.marinelink.com](https://ports.marinelink.com/ports/port/roosevelt/news/2026-global-container-shipping-outlook-modest-growth-amid-regional-shifts?utm_source=openai)) === 3. PROBLEM FRAMING – 2026 EU CBAM, ETS & CUSTOMS/TRACEABILITY IMPACTS ON IMPORTERS/EXPORTERS === **Regulatory status in 2026** - **EU Emissions Trading System (ETS) – Maritime** - Maritime transport was added to the EU ETS from **1 January 2024**, with a phase‑in schedule for surrendering allowances: **40% of verified emissions in 2024, 70% in 2025, and 100% from 2026 onward** for CO₂ emissions; methane (CH₄) and nitrous oxide (N₂O) join ETS scope from 2026. ([climate.ec.europa.eu](https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-shipping-sector/faq-maritime-transport-eu-emissions-trading-system-ets_en?prefLang=mt&utm_source=openai)) - By 2026, this means **all CO₂ emissions from voyages to, from, and between EU ports on covered vessels must be fully priced** under ETS, and costs are typically passed through as **ETS surcharges per container**. Market observers place these surcharges around **USD 168/FEU on Asia–Europe in early‑2026 (≈6–7% of base freight)**. ([reddit.com](https://www.reddit.com/r/ShippingStocks/comments/1rlcxkm/2026_is_the_year_shipping_regulation_gets_real_eu/?utm_source=openai)) - **Carbon Border Adjustment Mechanism (CBAM)** - CBAM’s **transitional phase** (report‑only) ran from **1 October 2023 to 31 December 2025**; during this period importers of in‑scope goods had to report embedded emissions quarterly but did **not** pay CBAM certificates. ([meetings.imf.org](https://meetings.imf.org/en/-/media/files/publications/wp/2025/english/wpiea2025125-print-pdf.pdf?utm_source=openai)) - The **definitive (compliance) period** started **1 January 2026**: - EU importers of CBAM goods must be **authorized CBAM declarants** and purchase **CBAM certificates** whose price mirrors the EU ETS allowance price (e.g., quarterly ETS auction average in 2026). ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) - First CBAM declaration and certificate surrender for 2026 imports are due by **30 September 2027**. ([taxation-customs.ec.europa.eu](https://taxation-customs.ec.europa.eu/document/download/f1876575-56ae-44d9-b530-2a93a41eeb29_en?filename=Guideline+Document+for+External+Stakeholdersrev2.pdf&utm_source=openai)) - 2025–2026 guidance (e.g., IR 2025/486) tightens eligibility and compliance criteria: applicants must show **5‑year customs/tax compliance, robust internal controls, and emissions data systems** to become authorized declarants. ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) - Scope remains focused on **cement, iron & steel, aluminum, fertilizers, electricity and hydrogen** in 2026, but official guidance notes that benchmarks and default values will be **reviewed in 2026–2027**, and additional ETS‑covered goods may be added later. ([clcouncil.org](https://clcouncil.org/wp-content/uploads/2026/04/A-Guide-to-the-EU-CBAM.pdf?utm_source=openai)) - **EU customs & data regimes intersecting with CBAM/ETS (2026)** - **ICS2 (Import Control System 2)** advanced safety & security filing fully applies to maritime as of **April 1, 2025**, with 2026 marking **operational consolidation**: all carriers and freight forwarders filing Entry Summary Declarations into the EU must provide **granular consignment and party data** before arrival. ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai)) - EU customs reforms include the planned removal of the **€150 de‑minimis customs‑duty exemption from 1 July 2026**, meaning even low‑value imports will face duties and associated data/compliance checks. ([reddit.com](https://www.reddit.com/r/woo_shipping_help/comments/1t9rfbg/eu_customs_duty_changes_2026_what_ecommerce/?utm_source=openai)) **Practical impacts on importers/exporters & freight forwarders** 1. **Cost structure & pricing** - ETS and CBAM together create a **two‑layer carbon cost**: - **Voyage‑level ETS surcharges** embedded in freight rates. - **Product‑level CBAM costs** at customs clearance for in‑scope goods. ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai)) - For importers into the EU: - On carbon‑intensive goods, CBAM costs can **rival or exceed traditional customs duties**, especially when EU ETS prices exceed **EUR 80–100/tCO₂e**. ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) - Supply contracts increasingly include **carbon‑cost pass‑through clauses**, CBAM‑linked price adjustments, or requirements for suppliers to meet specific emission‑intensity thresholds. ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) 2. **Customs, documentation & traceability requirements** - CBAM compliance for importers now involves, at minimum: 1. **Registration as an authorized CBAM declarant** and holding a CBAM account. ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) 2. **Collecting verified embedded‑emission data** from non‑EU producers (default values permitted but penalized if overused; benchmarks subject to 2026–2027 revision). ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) 3. **Aligning customs, logistics, and carbon data**: matching shipment‑level customs entries (HS codes, quantities, origins) to facility‑level emissions datasets for CBAM reporting. ([taxation-customs.ec.europa.eu](https://taxation-customs.ec.europa.eu/document/download/f1876575-56ae-44d9-b530-2a93a41eeb29_en?filename=Guideline+Document+for+External+Stakeholdersrev2.pdf&utm_source=openai)) - ICS2 and broader ESG regimes raise expectations for **end‑to‑end traceability**: - Logistics providers must capture **accurate, structured data at consignment level** (shipper/consignee IDs, HS codes, origin, routing). ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai)) - Corporates face **“double materiality”** reporting under EU ESG rules, forcing integration of **financial impact and environmental footprint data**, including CBAM/ETS exposure. ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai)) 3. **Operational & IT-system challenges (2026 “pain points”)** - On‑the‑ground feedback (consultants, shippers) highlights: - **Fragmented data**: Tier‑2/Tier‑3 suppliers often still provide emissions and process data via Excel or PDFs, while EU importers and Tier‑1s are deploying specialized CBAM/ESG platforms—creating reconciliation gaps and manual work. ([reddit.com](https://www.reddit.com/r/carbonaccounting/comments/1qpbh52/cbam_reporting_in_practice_how_are_emissions/?utm_source=openai)) - **Responsibility confusion** between non‑EU producers and EU importers over who calculates and verifies embedded emissions, especially when EU‑origin inputs are re‑exported back to the EU in processed form. ([reddit.com](https://www.reddit.com/r/climatepolicy/comments/1ri4ucq/cbam_reporting_noneu_producer_who_do_i_submit_to/?utm_source=openai)) - **Verification & audit readiness**: Though formal verification rules are still tightening, companies already anticipate **more intrusive customs and environmental audits** and are investing in **MRV‑aligned (Monitoring, Reporting, Verification) systems**. ([taxation-customs.ec.europa.eu](https://taxation-customs.ec.europa.eu/document/download/f1876575-56ae-44d9-b530-2a93a41eeb29_en?filename=Guideline+Document+for+External+Stakeholdersrev2.pdf&utm_source=openai)) 4. **Strategic supply‑chain implications & risk framing** - **Sourcing decisions:** CBAM and ETS push importers to re‑evaluate origins—favoring **lower‑emissions producers, countries with domestic carbon pricing** that can offset CBAM, or **nearshoring into the EU** where ETS is already “baked in” and CBAM does not apply. ([cbamguide.com](https://cbamguide.com/learn/what-is-cbam/?utm_source=openai)) - **Modal choices & routing:** - Higher ETS‑linked surcharges may **tilt routing toward shorter voyages, Med gateways, and more efficient carriers/vessels**, and may marginally improve the competitiveness of **rail/short‑sea vs longer ocean legs** on some corridors. ([climate.ec.europa.eu](https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-shipping-sector/faq-maritime-transport-eu-emissions-trading-system-ets_en?prefLang=mt&utm_source=openai)) - **Compliance risk as trade barrier:** - Failure to meet CBAM/ETS data standards (missing emission data, mis‑declared HS codes, inadequate traceability) can effectively act as a **non‑tariff barrier**, delaying customs clearance or triggering penalties, especially for SMEs with limited compliance capacity. ([taxation-customs.ec.europa.eu](https://taxation-customs.ec.europa.eu/document/download/f1876575-56ae-44d9-b530-2a93a41eeb29_en?filename=Guideline+Document+for+External+Stakeholdersrev2.pdf&utm_source=openai)) **Key takeaway for 2026 problem framing** For importers/exporters and their forwarders, 2026 is **the first full operational year** where: - **Voyage‑level carbon costs (ETS)** and **product‑level carbon costs (CBAM)** both materially affect landed cost structures. - Customs and security regimes (ICS2, de‑minimis removal) make **granular, accurate, and timely data a prerequisite** for access to the EU market. - Traceability and emissions data shift from “CSR & marketing” topics to **hard compliance obligations and pricing variables** in everyday freight and sourcing decisions. ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai))