## Company Profile CLASQUIN SA — France-based international freight forwarder (CEO: Hugues Morin). Offers ocean, air and road forwarding, customs clearance and contract logistics; evidence of active ocean contracts/tariffs (Blue Lotus Ocean Line tariff doc in memo). Operates on Europe–Africa and Europe–Asia lanes and serves exporters of agri‑food, FMCG and industrial goods. Mid‑sized forwarder with capability to manage feeder services, transshipment and temperature‑controlled cargoes. ## Pain Points ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. [DEMAND SIGNALS] === France / Western Europe – trade-flow shifts with Africa & Asia, 2026 context and outlook • Overall Europe–Africa container trade: – Drewry/TI and other analysts describe Europe–Africa as one of the structurally growing deep-sea trades, underpinned by population growth and infrastructure investment in West Africa and North Africa. Recent commentary highlights continued volume growth into 2025, but with volatility due to Suez diversions and Red Sea risk, which have rerouted some Asia–Europe and Asia–Med flows via the Cape and shifted transshipment patterns in the Med and West Africa hubs. ([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)) • Med & North Africa corridors: – The Mediterranean has been further reinforced as a relay region for Europe–Africa and Asia–Africa traffic, with North African ports (Tanger Med, Port Said, Algeciras/Gioia Tauro transshipment pattern) acting as key nodes. Market commentary notes that congestion and schedule disruption in Northern Europe have pushed some shippers/forwarders to routings via Med hubs, then feedering to France/Benelux or directly to West Africa, especially for time‑sensitive and reefer cargoes. ([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)) – Forwarder blogs discussing 2026 customs and ETS/CBAM transitions explicitly flag the importance of gateway selection (North Europe vs Med) to manage ETS cost exposure and transit times; this is encouraging use of Med gateways for North Africa and some West Africa trades, especially from Southern Europe/France and Spain. ([acrosslogistics.com](https://acrosslogistics.com/blog/en/eu-customs-2026-ics2-cbam-eudr?utm_source=openai)) • West Africa focus (food & agri relevance): – Trade reports through 2024–25 show Europe–West Africa container volumes still dominated by EU exports of foodstuffs, beverages, frozen meat, dairy, cereals, and packaged foods, and imports into Europe of cocoa, fruits, nuts, fishery products, and other primary commodities. Although hard, recent quantitative figures by lane (e.g., France–West Africa) are paywalled, multiple 2025–26 outlook pieces identify West Africa as one of the “structural growth” corridors for containerized trade, especially for FMCG and temperature‑controlled cargo. ([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)) • Asia–Europe / Asia–Med knock-on effects: – The 2026 ocean freight outlook by S&P Global emphasizes that, depending on Red Sea/Suez security, carriers may continue running longer Cape of Good Hope routes, cutting effective capacity on Asia–Europe strings and forcing re‑optimisation of transshipment patterns feeding Africa and the Med. In the “continued disruption” scenario, effective capacity on Asia–Europe (and thus on some Asia–Med–West Africa loops) remains tight, keeping rates elevated and encouraging shippers to reconsider sourcing and consolidation points in Europe (including France) for Africa-bound cargo. ([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)) • France-specific implications (inferred from regional trends): – France’s role as an export platform for agri‑food to West & North Africa (cereals, dairy, processed foods) makes it particularly exposed to: • Med/North Africa relay: leveraging Southern European and French Atlantic ports into West Africa and Maghreb. • ETS/CBAM‑driven routing: where French exporters and freight forwarders balance ETS surcharges on direct calls at French ports versus feedering/transshipment via Med or non‑EU hubs (e.g., Tangier) to reduce cost impacts; trade and logistics advisory pieces are already recommending scenario analysis by lane for 2026. ([acrosslogistics.com](https://acrosslogistics.com/blog/en/eu-customs-2026-ics2-cbam-eudr?utm_source=openai)) • Container volume & rate indications (no precise France–Africa TEU breakdown in open sources): – Market commentary for early 2026 describes “capacity under pressure” and port congestion “particularly across Northern Europe,” with carriers blanking sailings and reshuffling loops. This impacts flows via North Europe gateways (Le Havre/Antwerp/Rotterdam) serving West Africa and some Asia cargo transshipping into African services. ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) – Analysts also point to growing use of regional feeders and shortsea services linking Spain/France/Italy with North Africa and West Africa, partly to mitigate mainline schedule unreliability and to optimize for ETS cost zones. ([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)) Take‑away for demand signals: • Under any 2026 scenario, Europe’s (and France’s) containerized trade with North/West Africa remains on a growth track, but subject to routing and service‑pattern reshuffles driven by: – Red Sea/Suez security and resulting re‑routing. – EU ETS maritime cost pass‑through and CBAM effects on certain imports/exports (particularly metals, fertilisers, and energy‑intensive inputs into agri‑food chains). – Shipper demand for reliable Med–North Africa–West Africa corridors and for secure reefer capacity on lanes where food and agricultural commodities are a core volume driver. ([acrosslogistics.com](https://acrosslogistics.com/blog/en/eu-customs-2026-ics2-cbam-eudr?utm_source=openai)) Sources for this section: ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) === 2. [PROBLEM FRAMING] === Capacity bottlenecks, blank sailings, congestion, feeder services & reefer issues affecting European exporters in 2026 • Capacity, blank sailings & schedule reliability: – A February 18, 2026 market update reports “container shipping capacity remains under pressure” as carriers increase blanked sailings, schedule reliability weakens, and congestion ties up vessels in key Northern European gateways. ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) – The same source notes that carriers have stepped up blank sailings around Lunar New Year, but that these cancelations are increasingly deployed as an ongoing capacity‑management tool, not just seasonal. Exporters are advised to provide forecasts early so forwarders can “ring‑fence capacity, minimise disruption and shield [shippers] from last‑minute surcharges.” ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) – Freight‑market commentary from late March 2026 highlights carriers “aggressively implementing blank sailings… to artificially reduce capacity and support higher price levels,” even as some global volumes soften – indicating a structural shift toward more strategic capacity discipline by alliances. ([reddit.com](https://www.reddit.com/r/FreightRight/comments/1s2qic5/ocean_rates_up_as_volumes_continue_to_sink/?utm_source=openai)) • Port congestion & European gateway pressure: – The February 2026 update explicitly flags that “port congestion continues to tie up vessels, particularly across Northern Europe,” directly cutting effective capacity and leading to bunching, missed berthing windows and unreliable feeder connections. ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) – S&P’s 2026 outlook similarly points to port congestion, geopolitical routing risks and shifting trade policies as ongoing constraints on “effective capacity,” even if nominal fleet capacity has grown. ([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)) • Rate environment & surcharges: – The same March 2026 commentary notes ocean rates on some lanes rising despite “volumes continuing to sink,” attributing this to blank sailings and higher fuel/regulatory costs (ETS, low‑sulphur, potential FuelEU Maritime implementation). This creates a situation where European exporters face elevated base rates plus a growing stack of surcharges (ETS, congestion, peak season, equipment imbalance). ([reddit.com](https://www.reddit.com/r/FreightRight/comments/1s2qic5/ocean_rates_up_as_volumes_continue_to_sink/?utm_source=openai)) • Feeder services & regional connectivity: – Service disruptions at major hubs have a disproportionate effect on secondary ports in France, Iberia and the western Med that depend on regular feeders. S&P and forwarder advisories describe a need to re‑route via alternative hubs or inland transport when feeder reliability drops or when alliances reshuffle their feeder networks to control costs and ETS exposure. ([acrosslogistics.com](https://acrosslogistics.com/blog/en/eu-customs-2026-ics2-cbam-eudr?utm_source=openai)) – For Europe–Africa and intra‑Med trades, this manifests as: • Less predictable weekly frequency. • Short‑notice port omittances. • Increased transshipment moves (and risk) for refrigerated and high‑value cargoes. • Reefer (refrigerated) capacity & agri‑food exports: – While specific 2026 reefer slot statistics are not openly quantified, multiple 2024–26 freight outlooks stress that reefer cargo (meat, dairy, fruit & veg, frozen foods) is at heightened risk during capacity squeezes, because: • Reefer plugs and slots are physically limited on each vessel. • Carriers often prioritize long‑term contract volumes. • Transshipment and delays increase spoilage risk and insurance costs. ([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)) – Forwarder advisories urge agri‑food exporters to: • Book further in advance. • Consider alternative routings (e.g., routing via Med hubs vs North Europe). • Use temperature‑controlled warehouses near major ports to ride out schedule slippage. ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) • Container & equipment imbalances (including reefer shortages): – Market commentary tied to 2026 ETS cost shocks suggests that equipment imbalances may worsen on certain corridors as carriers redeploy capacity to more profitable or less ETS‑exposed trades. For exporters in peripheral regions (e.g., Western France with seasonal agri exports), this can translate into sporadic equipment shortages – especially 40’ high‑cube reefers. ([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)) • Carrier alliances & strategic behavior: – The 2026 outlook stresses that increasingly “strategic carrier behavior” – alliances coordinating blank sailings, rationalising networks, and optimizing for regulatory cost (ETS, CBAM knock‑ons) – will remain a central factor in perceived capacity tightness, even when overall fleet growth would suggest more supply. ([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)) – For European exporters, this means: • Higher dependence on a smaller number of alliances per corridor. • Less bargaining power for SMEs on spot rates and surcharges. • Greater value in forwarder‑managed capacity blocks and long‑term contracts. • Operational pain points for European exporters: Based on 2025–26 logistics and customs‑compliance advisories: – Shorter booking windows and more roll‑overs on key export lanes. – Need to provide richer cargo information earlier (due to ICS2 and customs rules – see next section), raising the risk of delays if shipper data is incomplete. – Difficulty guaranteeing “day‑certain” arrivals on time‑sensitive flows (fresh produce, promotional FMCG, ingredients). – Increased internal workload for logistics teams (scenario planning, routings, documentation, emissions reporting support). ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) Sources for this section: ([metro.global](https://metro.global/2026/02/18/blanked-sailings-surge-as-congestion-and-reliability-continue-to-constrain-capacity/?utm_source=openai)) === 3. [TIMING SIGNALS] === Key 2026 regulatory changes impacting EU trade, customs and maritime emissions – and implications for freight forwarders/exporters 1. CBAM (Carbon Border Adjustment Mechanism) – definitive phase from 1 January 2026 • Timing & scope: – CBAM’s transitional (report‑only) period ran from October 2023–December 2025; the definitive period with financial obligations began on 1 January 2026. ([en.wikipedia.org](https://en.wikipedia.org/wiki/EU_Carbon_Border_Adjustment_Mechanism?utm_source=openai)) – Initially covers imports into the EU of iron and steel, aluminium, cement, fertilisers, electricity, and hydrogen, plus some downstream products listed in annexes. ([hfw.com](https://www.hfw.com/insights/simplified-eu-cbam-comes-into-force-alongside-new-implementing-and-delegated-acts/?utm_source=openai)) • 2026 operational change: – From 2026, EU importers must be authorised CBAM declarants, calculate embedded emissions of covered imports, and purchase/surrender CBAM certificates. Price is linked to the EU ETS; for 2026 imports, the certificate price uses the quarterly average of the EU ETS allowance price for the quarter of importation. ([hfw.com](https://www.hfw.com/insights/simplified-eu-cbam-comes-into-force-alongside-new-implementing-and-delegated-acts/?utm_source=openai)) – Several 2025–26 tax and policy notes highlight that this effectively shifts from reporting to a real “carbon cost” on covered imports; exporters in third countries will feel this as EU buyers demand emissions data, renegotiate prices, or switch to lower‑carbon suppliers. ([ey.com](https://www.ey.com/en_gl/technical/tax-alerts/european-commission-publishes-provisional-implementing-acts-and-their-annexes-regarding-cbam?utm_source=openai)) • Impact on forwarders & exporters: – Freight forwarders and customs brokers are not the legal CBAM obligors, but guidance stresses they will be central in: • Ensuring correct classification of CBAM goods. • Capturing emissions‑related data elements in shipment documentation. • Managing new CBAM‑related codes in customs declarations from 2026. ([ifa-forwarding.net](https://ifa-forwarding.net/blog/international-freight-forwarding/customs-compliance-in-2026-key-changes-for-carriers-forwarders-and-shippers/?utm_source=openai)) – Food and agri exporters are indirectly affected where they use CBAM‑covered inputs (fertilisers, steel packaging, aluminium cans, energy‑intensive intermediates) and as CBAM‑driven cost shifts alter pricing and sourcing along their supply chains. ([pwc.com](https://www.pwc.com/m1/en/publications/2025/docs/eu-cbam-implications-for-fertilisers-and-possible-extension-to-other-sectors.pdf?utm_source=openai)) 2. EU ETS Maritime – 100% phase & extended coverage from 1 January 2026 • Phasing: – EU ETS for maritime shipping started its transitional phase in 2024, with 40% of verified emissions covered in 2024, 70% in 2025, and 100% from 1 January 2026. ([ukpandi.com](https://www.ukpandi.com/news-and-resources/news/article/eu-ets-and-shipping-from-1-january-2026/?utm_source=openai)) – It applies to: • 100% of emissions from voyages between EU/EEA ports. • 50% of emissions from voyages between EU/EEA ports and non‑EU ports (both inbound and outbound legs). • All emissions at berth in EU ports. ([ukpandi.com](https://www.ukpandi.com/news-and-resources/news/article/eu-ets-and-shipping-from-1-january-2026/?utm_source=openai)) • 2026 extensions: – From 2026, ETS coverage expands to include not only CO₂ but also methane (CH₄) and nitrous oxide (N₂O) from ships above 5,000 GT, significantly affecting LNG‑fuelled vessels. ([reddit.com](https://www.reddit.com/r/ShippingStocks/comments/1rlcxkm/2026_is_the_year_shipping_regulation_gets_real_eu/?utm_source=openai)) • Cost impact: – 2026 analyses warn of a “cost shock” to supply chains as the ETS hits full coverage; shipping surcharge increases of roughly 35–50% versus initial 2024 ETS surcharges are projected on some trades, with costs largely passed through to shippers and forwarders. ([phaata.com](https://phaata.com/en/logistics-market/eu-ets-2026-a-cost-shock-to-the-global-supply-chain-61957.html?utm_source=openai)) – Forwarders are already reporting ETS‑linked surcharges in carrier tariffs for voyages touching EU ports, and advisory notes emphasise the need to model ETS cost per lane and per customer. ([clecat.org](https://www.clecat.org/en/news/newsletters/eu-ets-maritime-cost-exposure-increases-as-of-1-ja?utm_source=openai)) • Timing signal: – For 2026 contract seasons, the ETS at 100% coverage is a structural cost element. Exporters locking in annual contracts now must decide whether to absorb, pass on, or re‑route to mitigate this cost (e.g., via non‑EU hubs or alternative modes where viable). 3. ICS2 & customs data reforms – “pre‑loading” data and stricter descriptions • ICS2 implementation: – The EU’s Import Control System 2 (ICS2) becomes fully operational for all modes around 2026, shifting to “pre‑loading” safety and security data for shipments before arrival or even before loading, depending on mode. ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai)) – This demands richer, more accurate data earlier in the booking cycle, including detailed goods descriptions and HS codes. • 2026 customs‑compliance guidance: – A 2026 compliance note for carriers, forwarders and shippers stresses that generic descriptions like “freight of all kinds,” “parts” or “general cargo” are no longer acceptable. Poor or inconsistent data between shipper, forwarder and carrier systems is flagged as a major cause of delays, fines, and shipment holds. ([ifa-forwarding.net](https://ifa-forwarding.net/blog/international-freight-forwarding/customs-compliance-in-2026-key-changes-for-carriers-forwarders-and-shippers/?utm_source=openai)) – For CBAM goods, import declarations from 1 January 2026 also need specific CBAM‑related codes; importers or their indirect representatives are urged to obtain “authorised CBAM declarant” status in advance. ([ifa-forwarding.net](https://ifa-forwarding.net/blog/international-freight-forwarding/customs-compliance-in-2026-key-changes-for-carriers-forwarders-and-shippers/?utm_source=openai)) • Impact on forwarders/exporters: – Logistics operators must adjust cut‑off times, data‑validation processes and customer onboarding to ensure complete data is captured before ICS2 deadlines. – Exporters (including agri‑food SMEs) need to improve master data (product descriptions, HS coding) and integrate emissions‑related attributes where relevant (CBAM, ETS). 4. Other EU Green Deal / transport law changes with 2026 timing • EUDR (EU Deforestation Regulation): – Although actual enforcement has been subject to political discussion and potential postponement, 2026 customs commentaries still list EUDR as a critical compliance factor for importers of timber, cocoa, coffee, palm oil, rubber, soy, and some derivatives – many of which are core agri‑food commodities. The precise enforcement date is under review, but companies are urged to prepare traceability systems now. ([acrosslogistics.com](https://acrosslogistics.com/blog/en/eu-customs-2026-ics2-cbam-eudr?utm_source=openai)) • National transport‑law changes in 2026: – A 2026 round‑up of EU transport law highlights: • New import‑control and export‑declaration processes at some EU border crossings and ports, including “envelope” requirements where trucks without correctly created digital envelopes are refused access to certain port areas and to the Eurotunnel terminal. • Stricter VAT/export‑evidence rules, where exporters who fail to lodge correct export declarations cannot apply a zero VAT rate. ([trans.info](https://trans.info/five-transport-law-changes-448050?utm_source=openai)) – These changes raise the operational stakes for customs and documentation accuracy – a key issue for forwarders managing cross‑Channel and intra‑EU/UK flows. 5. Policy & price‑signal evolution into/after 2026 • CBAM fine‑tuning and reviews: – The Commission and Council have released additional implementing and delegated acts and a simplification package, with some elements (benchmarks, default values, potential sectoral extensions) expected to be revised around 2026–27. ([ey.com](https://www.ey.com/en_gl/technical/tax-alerts/european-commission-publishes-provisional-implementing-acts-and-their-annexes-regarding-cbam?utm_source=openai)) – Exporters and forwarders serving CBAM‑relevant sectors are advised to treat 2026 as the start of a multi‑year adjustment period, not a one‑off change. • EU ETS & Green Deal trajectory: – As of 2026, ETS covers around 40% of EU GHG emissions. The Green Deal roadmap anticipates further tightening of caps and possible expansion to additional sectors over time. ([en.wikipedia.org](https://en.wikipedia.org/wiki/European_Union_Emissions_Trading_System?utm_source=openai)) Implications & timing cues for freight forwarders / exporters: • 2026 is a structural inflection point: – CBAM definitive phase + ETS at 100% maritime coverage + ICS2 full deployment = a new baseline for trade with the EU. – These mechanisms interact: CBAM affects commodity pricing and sourcing, ETS shifts routing and freight costs, ICS2/customs reforms change documentation and data requirements. • For 2026 planning cycles, risk‑mitigation priorities include: – Embedding carbon‑cost modelling (ETS + CBAM) into lane and contract decisions. – Upgrading data quality and digital integration (to meet ICS2 and CBAM customs‑data standards). – Scenario analysis on routing (Med vs North Europe; EU vs non‑EU hubs) for Africa/Asia trades, especially for cost‑sensitive agri‑food exports. Sources for this section: ([searates.com](https://www.searates.com/de/blog/post/eu-customs-rules-2026-ics2-cbam?utm_source=openai))