## Company Profile WEDO FORWARDING COMPANY LIMITED is a Vietnam‑based freight forwarder (website: wedoforwarding.com; ZoomInfo listing). Publicly available information is limited, but the company presents as a full‑service forwarder operating from Vietnam that offers ocean and air freight, customs clearance, door‑to‑door delivery and warehousing services for exporters and importers. Given the company’s online presence and typical profiles of similar firms in Ho Chi Minh City/Hai Phong, WEDO most likely serves SMEs and mid‑market exporters — including agri‑food/seafood, e‑commerce and light manufacturing — and acts as a local logistics partner for cross‑border shipments to China, ASEAN, Europe and North America. ## Pain Points 1) Schedule and cost volatility on Asia–Europe lanes (ongoing Red Sea disruptions) that raise freight, insurance and transit‑time risk for perishable/shrimp customers; WEDO’s shippers face higher re‑routing costs, longer transit times and increased risk of spoilage without route/modal contingency. 2) Reefers and cold‑chain capacity pressure: seafood exporters require reliable reefer equipment, controlled transit times and traceability — carriers’ equipment imbalances and blank sailings make booking and schedule integrity harder to guarantee. 3) Documentation & compliance burden: accelerating destination market traceability, COA/antibiotic/residue checks, IUU/catch certification and tighter customs checks (EU, US) increase inspection rates and create clearance delays; SME exporters need help preparing compliant digital documentation to benefit from Vietnam’s NSW improvements. 4) Demand for rapid, alternative solutions (air‑sea, intra‑Asia routing, buyer sourcing in China) — clients increasingly request fast market access and order‑level matching (especially to China) rather than just shipment execution. ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. COMMODITY_TRENDS – VIETNAM SHRIMP & SEAFOOD EXPORTS, CHINA DEMAND, SUPPLY‑CHAIN/LOGISTICS 2026 === • Export performance 2025–Q1 2026 - Vietnam’s total seafood exports in 2025 are estimated at about USD 11.35 billion, up 13.1% YoY; shrimp was the main growth driver.([vietfishmagazine.com](https://vietfishmagazine.com/markets/vietnam-seafood-exports-face-mounting-challenges-in-2026.html?utm_source=openai)) - In Q1 2026, Vietnam’s seafood exports reached around USD 2.64 billion, up 14.4% YoY, indicating solid momentum into 2026 despite signs of softening demand from March onward.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) • Shrimp-specific data and the role of China - Shrimp exports in Q1 2026 were about USD 1.07 billion, +17.5% YoY. China (incl. Hong Kong) is cited as the key growth engine behind this increase.([vir.com.vn](https://vir.com.vn/shrimp-exports-hit-107-billion-on-strong-china-demand-151968.html?utm_source=openai)) - In the first two months of 2026, shrimp export value reached about USD 690 million, up 20% YoY; lobster exports surged 65% to roughly USD 259 million, heavily reliant on Chinese demand.([english.vov.vn](https://english.vov.vn/en/economy/lobster-leads-surge-in-vietnams-early-2026-seafood-exports-post1276888.vov?utm_source=openai)) - Industry commentary highlights that, with US market conditions more challenging (tariffs, technical barriers), China is “set to become the key growth driver” for Vietnam’s seafood industry in 2026.([english.vov.vn](https://english.vov.vn/en/economy/lobster-leads-surge-in-vietnams-early-2026-seafood-exports-post1276888.vov?utm_source=openai)) • Market structure and global demand context - VASEP notes that global seafood demand “generally persists” in import‑dependent markets (US, EU, Japan, China) but remains uneven, with lingering pressure on discretionary consumption and inventory adjustment in key markets.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - Despite 2025’s rebound, 2026 is framed as a year of “mounting challenges,” with doubts about sustaining the 13% growth of 2025 due to intensified competition from other shrimp‑exporting countries (India, Ecuador), and rising technical and environmental trade barriers.([vietfishmagazine.com](https://vietfishmagazine.com/markets/vietnam-seafood-exports-face-mounting-challenges-in-2026.html?utm_source=openai)) • Trade barriers and compliance pressures affecting shrimp/seafood - VASEP and related analyses flag several regulatory headwinds for Vietnam’s shrimp and seafood exports: - US anti‑dumping duties on shrimp and related litigation risks.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - US Marine Mammal Protection Act (MMPA) rules and broader sustainability/traceability requirements.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - Stricter Certificates of Analysis (COA), antibiotic/chemical residue limits in multiple markets.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - EU’s new electronic catch certification system and continued IUU yellow‑card status for Vietnam, increasing documentation and control frequency.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) • Supply‑chain / logistics conditions for seafood in 2026 - Industry commentary links 2026 seafood export risks to: - Middle East/Red Sea‑related container disruptions, implying longer transit times and higher freight costs on Asia–Europe lanes, with knock‑on impacts on reefer equipment availability and scheduling for Vietnamese exporters.([english.vov.vn](https://english.vov.vn/en/economy/lobster-leads-surge-in-vietnams-early-2026-seafood-exports-post1276888.vov?utm_source=openai)) - Greater scrutiny on cold‑chain integrity and traceability from farm/boat to destination, often requiring more investment in on‑land logistics (packing plants, cold storage, tracking systems).([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - However, intra‑Asia trades (e.g., Vietnam–China) continue to benefit from relatively shorter routes and growing container capacity; Drewry notes that China–Vietnam remains the most important country‑pair in intra‑Asia container trade flows, which supports frequent sailings and competitive rates for seafood shippers serving Chinese buyers.([drewry.co.uk](https://www.drewry.co.uk/news/news/drewry-now-delivers-deeper-insight-into-intra-asia-container-shipping-market?utm_source=openai)) [Sources for this section: VASEP/MAE, Vietfish Magazine, VOV, Vietnam Investment Review, OECD, Drewry – cited inline.] === 2. MARKET_EVENTS – RED SEA ATTACKS & VIETNAM TRADE POLICY / CUSTOMS DIGITALIZATION === A. Red Sea attacks (2024–2026) and impact on Asia–Europe routes & Vietnam exporters • Nature and scale of disruptions - Houthi attacks on commercial vessels in the Red Sea and Gulf of Aden from late 2023 onward have driven large‑scale diversions away from the Suez Canal. By March 2024, over 2,000 ships had rerouted, significantly increasing sailing distances and times.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) - UNCTAD’s analysis cited in late‑2024/early‑2025 work shows spot container rates Shanghai–Europe rising ~256% from December 2023 to February 2024 due primarily to these attacks.([en.wikipedia.org](https://en.wikipedia.org/wiki/Red_Sea_crisis?utm_source=openai)) - IMF and EIA analysis in 2024 highlighted that Suez Canal trade volumes fell about 50% YoY in early 2024, and container/petroleum freight rates spiked as ships took the Cape of Good Hope route, adding ~4,000 nautical miles to typical Asia–Europe voyages.([imf.org](https://www.imf.org/en/blogs/articles/2024/03/07/red-sea-attacks-disrupt-global-trade?utm_source=openai)) • 2025–early 2026 trajectory and Asia–Europe shipping impact - OECD’s 2024 “Risks and Resilience in Global Trade” report notes that Red Sea disruptions pushed Asia–Europe container rates over 300%, to about USD 5,000/FEU at peak, and lengthened transit times, adding substantial cost burdens.([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)) - As of early 2026, S&P Global and Drewry commentary describe Asia–Europe markets entering 2026 with “seasonal firmness” and structurally higher volatility, still influenced by security premiums, re‑routed services, and equipment imbalances.([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 Vietnam exporters (incl. seafood) - Longer lead times: Rerouting via the Cape lengthens Asia–North Europe transit by roughly 10–14 days, complicating inventory planning and shelf‑life management for refrigerated/reefer cargo from Vietnam to EU markets.([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)) - Higher freight and insurance costs: Container spot rates and war‑risk insurance surcharges have raised total logistics costs; exporters with long‑term contracts saw delayed GRIs, but 2024–2026 tenders generally embed higher base rates versus pre‑crisis 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)) - Modal and market shifts: Some Vietnam exporters (including seafood) are reported by local media and VASEP analysis to have: - Re‑prioritized nearer markets (China, ASEAN, Middle East) to avoid Red Sea/Suez exposure.([english.vov.vn](https://english.vov.vn/en/economy/lobster-leads-surge-in-vietnams-early-2026-seafood-exports-post1276888.vov?utm_source=openai)) - Considered partial reallocation to airfreight for high‑value, time‑sensitive shipments to Europe during peak disruption episodes, despite much higher per‑kg costs (no specific % share, but industry commentary points to “selective” use).([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)) B. Vietnam customs, digitalization, and trade policy updates (focus on 2025–2026) • Ongoing customs digitalization and single‑window initiatives - Vietnam continues to expand its National Single Window (NSW) and ASEAN Single Window connectivity, rolling more ministries and procedures onto the e‑platform; the goal is full electronic submission/processing for the majority of import–export procedures and certificates. Recent updates emphasize: - Higher rates of electronic C/O (certificates of origin) issuance and e‑customs declarations; - Integration with specialized inspection agencies to reduce physical inspection ratios.([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)) - Customs authorities are also advancing risk‑management systems and pre‑arrival processing to shorten clearance time, especially for perishable goods like seafood.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) • Trade facilitation and policy orientation - Vietnam’s trade policy in 2025–2026 emphasizes: - Leveraging FTAs (CPTPP, EVFTA, RCEP, UKVFTA) while responding to mounting non‑tariff barriers (green, labor, traceability requirements).([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - Strengthening digital trade facilitation and cross‑border e‑commerce frameworks to support SME exporters and reduce documentation frictions.([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)) - In the seafood sector specifically, regulators are coordinating with industry to upgrade IUU compliance systems (vessel monitoring, catch documentation) to work toward removal of the EU yellow card, which directly affects clearance risk and inspection frequency at EU ports.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) • Practical implications for exporters - For 2026, the key customs‑/policy‑related risks and opportunities for Vietnam exporters include: - Faster processing for compliant traders due to risk‑management and e‑customs, beneficial for time‑sensitive cargo (chilled seafood, high‑value agri‑food).([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) - Stricter enforcement linked to environmental, labor, and traceability obligations in destination markets (especially EU, US), requiring improved documentation and digital traceability all along the supply chain.([seafood.vasep.com.vn](https://seafood.vasep.com.vn/total-seafood-trade/news/what-opportunities-lie-ahead-for-vietnam-s-seafood-exports-in-2026-36703.html?utm_source=openai)) [Sources for this section: IMF, EIA, UNCTAD/OECD analyses of Red Sea crisis; S&P Global, Drewry; Vietnam fisheries/seafood and trade facilitation reporting – cited inline.] === 3. DEMAND_SIGNALS – CONTAINER FREIGHT RATES, VIETNAM PORT CONGESTION, AIRFREIGHT & E‑COMMERCE (Q1–Q2 2026) === A. Container freight rates Asia–Europe and Asia–US (Q1–Q2 2026) • Asia–Europe (North Europe & Med) - According to S&P Global Platts Containers Quarterly (Jan 2026), Platts Container Rate 1 (PCR1) and PCR11 (North Asia–North Europe/UK) were assessed at around USD 2,700/FEU on 9 January 2026, up from late‑December levels due to pre‑Lunar‑New‑Year demand and delayed GRIs.([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)) - Drewry’s World Container Index on 8 January 2026 put the composite index at USD 2,557/FEU (+16% WoW). On the Shanghai–Genoa (Asia–Med) route, rates reached roughly USD 3,885/FEU, up 13% WoW.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) - These early‑2026 levels are reported as ~36% lower than the same period a year earlier, reflecting the rate normalization during 2025 but still above pre‑pandemic averages and with significant volatility driven by the Red Sea situation and carrier capacity management.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) • Asia–US - While the provided sources focus more on Asia–Europe, broader industry commentary (Drewry/S&P Global, as referenced in early‑2026 pieces) indicates: - Asia–US West Coast (e.g., Shanghai–LA/LB) spot rates in early 2026 remain below the Red Sea‑inflated Asia–Europe peaks but are subject to GRIs around Lunar New Year; individual assessments often show mid‑USD 1,500–2,000/FEU ranges in early January with upward pressure during peak weeks.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) - Asia–US East Coast rates show a premium of several hundred dollars per FEU over West Coast due to longer transit and capacity constraints via Panama and Suez; the Red Sea disruptions indirectly support East Coast rates where alternate routings are employed.([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)) • Trend into Q2 2026 (inferred from Q1 signals) - The market enters Q2 2026 with: - Softer demand post‑Lunar New Year, but continuing security‑ and fuel‑related cost pressures; - Ongoing carrier capacity management (blank sailings, slow‑steaming) to support rates. - Consensus from early‑2026 analyses is for elevated volatility around a mid‑cycle rate level – i.e., below early‑2024 Red Sea peaks but above pre‑2020 baselines.([trasportoeuropa.it](https://www.trasportoeuropa.it/english/sea/container-freight-rates-rise-sharply-at-the-start-of-2026/?utm_source=openai)) B. Vietnam port congestion – Cat Lai & Hai Phong (2026) • Cat Lai (Ho Chi Minh City region) - At the start of Lunar New Year 2026 (Year of the Horse), Cat Lai Port (Tan Cang–Cat Lai, under Saigon Newport Corp.) planned to handle about 1.6 million tonnes of cargo during the Tet period, reflecting high operational throughput but without reports of severe congestion or gridlock.([english.thesaigontimes.vn](https://english.thesaigontimes.vn/cat-lai-port-to-handle-1-6-million-tons-of-cargo-over-tet/?utm_source=openai)) - The newly launched CTC service, connecting Cat Lai–Laem Chabang–Singapore–Port Klang–India (Chennai and Vizag), indicates ongoing expansion of regional connectivity and container capacity, which helps alleviate bottlenecks by diversifying service options for exporters.([english.thesaigontimes.vn](https://english.thesaigontimes.vn/cat-lai-port-to-handle-1-6-million-tons-of-cargo-over-tet/?utm_source=openai)) • Hai Phong - Hai Phong remains one of Vietnam’s two largest general seaports (with Saigon/Cat Lai in the south). Current reference material highlights its central role for northern Vietnam’s container traffic, but recent 2026 data does not indicate acute congestion spikes; instead, capacity upgrades and new terminals in the Lach Huyen area are designed to accommodate larger vessels and reduce pressure on older berths.([en.wikipedia.org](https://en.wikipedia.org/wiki/Hai_Phong_Port?utm_source=openai)) • Overall port situation in early 2026 - Available early‑2026 reporting emphasizes strong throughput around Tet rather than critical congestion. The main operational challenges for exporters come from schedule unreliability and vessel bunching tied to global network disruptions (Red Sea, GRIs, blank sailings) rather than purely local yard or gate congestion at Cat Lai or Hai Phong.([english.thesaigontimes.vn](https://english.thesaigontimes.vn/cat-lai-port-to-handle-1-6-million-tons-of-cargo-over-tet/?utm_source=openai)) C. Airfreight demand – Vietnam, e‑commerce exports (2026) • E‑commerce driven air cargo demand (regional context with Vietnam link) - While the specific sources in this search set focus more on maritime trade, recent OECD and trade‑resilience analyses stress the growing role of air cargo for time‑sensitive, high‑value and e‑commerce shipments as firms diversify logistics away from single‑route maritime dependencies (e.g., Red Sea). This includes Southeast Asian manufacturing and e‑commerce hubs such as Vietnam.([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)) - Industry commentary from 2025–2026 (air cargo and integrator reporting referenced in these policy documents) points to: - Rising cross‑border B2C parcel flows out of Vietnam tied to major online marketplaces; - Increased use of regional air hubs (HCMC, Hanoi) for consolidated e‑commerce exports to the US and EU, especially for electronics, fashion, and small consumer goods.([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)) • Relationship to maritime disruptions and pricing - Airfreight from Vietnam remains substantially more expensive on a per‑kg basis than ocean; however, persistent schedule unreliability on Asia–Europe container services, and the long lead times via Cape routes, create substitution demand for urgent/seasonal goods and high‑margin SKUs.([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)) - For 2026, the qualitative demand signal is: - Incremental, targeted growth in airfreight for e‑commerce and high‑value exports; - No evidence yet of a broad modal shift away from sea, but more frequent use of “air‑sea” and “sea‑air” combinations and contingency planning by large shippers.([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)) [Sources for this section: Drewry World Container Index; S&P Global Platts container assessments; Saigon Times (Cat Lai); background on Hai Phong; OECD/UN trade‑resilience work – cited inline.]