Category: KMZ Cargo

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Source: KMZ Cargo – KMZ CARGO –

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The KMZ Cargo company (part of the military-industrial holding Kinigsepp Machine-Building Plant) actively participates in various charitable projects as a logistics operator. In 2025, the company's specialists completed several successful shipments, demonstrating their ability to effectively solve complex logistics problems. Thanks to their professionalism, many people in need around the world received the assistance they needed.

This year, KMZ Cargo once again joined its partners' large-scale charitable initiative, which aims to organize and deliver humanitarian aid to Belarus, Uzbekistan, Mongolia, Armenia, and other countries. The company's specialists are already conducting preliminary work: analyzing logistics routes, studying each country's legal requirements, selecting the necessary documents—in short, doing everything to ensure smooth and timely delivery.

Delivering charitable cargo isn't just logistics; it's also a significant responsibility. KMZ Cargo thanks its partners for their trust and is proud to use its cargo transportation expertise as a significant contribution to international charitable initiatives that help change lives for the better.

Together we make the world a little kinder and fairer!

Publication date: 03/04/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

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Why is winter peak transportation time in Chukotka?

Few people know that the busiest time for transportation in Chukotka is the winter season. It's during this time that winter roads—unique routes through the snow—open, enabling the delivery of important cargo to remote areas.

The winter road carries everything—food, fuel, construction materials, spare parts, and equipment for the mines. This is vital logistics for supporting work and life on the farthest frontiers.

The operation of winter trails depends on weather conditions:

– Pevek – Bilibino – operates from approximately February to March.– Yakutsk – Bilibino – operates from December to April.

Once winter roads close, cargo transportation becomes possible only by air. This is expensive and not always convenient, especially for large volumes, weights, or dimensions of cargo. In this case, you'll need to book a charter flight—an expensive proposition. Don't wait for the winter roads to close! Now is the time to ship your cargo while the roads are open. Prompt planning will save you money and avoid delays.

Contact us today and ensure your logistics in Chukotka are stress-free and cost-effective.

Publication date: 03/03/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

An important disclaimer is at the bottom of this article.

EASA closes skies to 12 countries, 170 container ships are blocked in Hormuz, Jebel Ali is out of service, and CMA CGM imposes a $3,000 per FEU levy.

The escalation of the military conflict in the Middle East, triggered by Operation Epic Fury and Iran's retaliatory strikes, paralyzed civil aviation and brought key container ports in the Persian Gulf to a standstill. By the end of March 1, 2026, the region had effectively fallen out of global transport patterns, leading to an immediate reduction in capacity, rising freight rates, and a reorganization of routes for both sea and air cargo flows, according to publications such as Trasporto Europa, Freight Waves, and Lloydslist.com.

According to a bulletin from the European Union Aviation Safety Agency (EASA), the European regulator recommended that airlines avoid the airspace of 12 countries, including Bahrain, Iran, Iraq, Israel, Jordan, Kuwait, Lebanon, Oman, Qatar, the UAE, and northern Saudi Arabia. The document points to the high risks posed by air defense systems, missiles, and drones, which pose a threat to aircraft even at cruising altitudes, as well as the impossibility of reliably separating and identifying targets.

According to national aviation authority notices, Tehran's airspace is closed until at least 8:30 AM on March 3. Israel has also restricted overflights for civilian aircraft without special permits until 10:00 AM on March 3. In the UAE, according to notices, a "special control" regime is in effect, directly affecting operations at Dubai and Abu Dhabi airports.

Electronic warfare is a factor that greatly increases operational risks. Reports of interference with satellite navigation systems, including jamming and signal spoofing, are widespread on certain routes. This potentially impacts navigation, flight profile management, and crew workload, forcing airlines to abandon corridors that appear open on paper.

Airlines responded immediately to the threats. Emirates suspended all flights to and from Dubai. Etihad announced an emergency suspension of flights. Qatar Airways ceased service due to the closure of national airspace, instituting a diversion and refund policy. In Europe, Lufthansa Group, Air France, and British Airways expanded their list of cancelled destinations, banning overflights of Iran, Iraq, and Israel. Italy's ITA Airways, according to the company, extended the suspension of flights to Tel Aviv until March 7 and rerouted flights to avoid the airspace of Israel, Lebanon, Jordan, Iraq, and Iran.

The network effects of these decisions are already evident: flights are being rerouted to alternative Eastern Mediterranean hubs, requiring aircraft and crew redeployment, with cascading consequences for cargo aircraft schedules and rotations.

The situation in the maritime industry is unfolding along similar lines. According to Lloyd's List, Mediterranean Shipping Company (MSC), CMA CGM, and Hapag-Lloyd have officially announced the suspension of transit and ordered vessels in the conflict zone to take shelter. Other shipping lines are expected to follow suit in the coming hours.

MSC announced that it has suspended all bookings for cargo bound for the Middle East until further notice. CMA CGM has introduced a "conflict-related emergency surcharge": according to the operator's notice, the charge will be $2,000 per 20-foot container, $3,000 per 40-foot container, and $4,000 per reefer container for shipments to ports in the Red Sea and the Persian Gulf.

According to estimates by Hua Joo Tan, co-founder of Linerlytica, approximately 170 container ships with a combined capacity of approximately 450,000 TEUs (approximately 1.4% of the global fleet) are currently trapped inside the Strait of Hormuz. Reuters data confirms that hundreds of commercial vessels remain anchored on both sides of the strait.

According to Lloyd's List Intelligence, at least 15 container ships turned around while attempting to enter or exit the strait. Iran has not officially announced a closure of the strait, but warnings from Iranian radio stations, military threats, and internal directives from shipping companies have effectively halted traffic.

The situation at the region's ports is uneven. According to maritime industry sources, the most critical impact is being recorded in the UAE. Operations at the largest container hub, Jebel Ali (Dubai), have been suspended. Dubai authorities confirmed that a fire broke out within the port following the interception of an aerial target. According to sources, the port is not officially closed, but operations are effectively suspended. The closure of such a major facility, as analysis shows, dramatically reduces transshipment and regional distribution capacity, which immediately impacts feeder shipments to other Persian Gulf ports.

The Port of Sharjah in the UAE is operating normally. The ports of Fujairah and Khor Fakkan, located at the mouth of the Persian Gulf, are operating at full capacity. However, their regional transshipment capacity is significantly lower than that of Jebel Ali, creating the risk of overload and increased waiting times.

In Oman, the Port of Duqm, including the Asyad dry dock, has suspended operations. The ports of Sohar and Salalah remain open. Analysts note that Salalah maintains its role as a hub on Arabian-Asia routes, which is critical for connectivity to Asian and African markets.

All ports in Kuwait are officially open, but the Kuwait Ports Authority has ordered the rerouting of vessels bound for Shuaiba to the port of Shuwaikh, which operates with a draft limit of 9.6 meters and complies with ISPS 2 safety standards. Manifests, according to the authorities, are transmitted automatically. This decision concentrates traffic in one terminal, creating the risk of congestion and slowing cargo handling.

In Qatar, the ports of Hamad, Doha, Ras Laffan, and others are open, but captains report deteriorating GPS signals, leading to the need to exercise extreme caution when navigating. In Bahrain, Wilhelmsen reports that operations at Khalifa bin Salman Port have been suspended, as have all port control operations, except for emergency ones, at Sitra. In Jordan, the port of Aqaba is fully operational, according to ISS Shipping, remaining one of the few ports in the Levant not directly affected by restrictions.

The current crisis is also exacerbating the situation on the alternative route – the Red Sea. As Peter Sand, chief analyst at Xeneta, notes, hopes for a mass return of container shipping to the Red Sea and the Suez Canal in 2026 appear to have been dashed. According to the Associated Press, Yemen's Houthis have declared their readiness to resume attacks on commercial vessels.

Shipping companies have already begun adjusting routes. Maersk and Hapag-Lloyd notified customers of the rerouting of the MECL (to the US) and ME11 (to Northern Europe) services, linking the Middle East and India, from the Suez route to the Cape of Good Hope. Gemini Cooperation, which includes Maersk and Hapag-Lloyd, cited "unforeseen constraints arising from the overall operational situation in the Red Sea region." Earlier, in February, some lines began returning to transit via the Suez, but a new round of tensions halted this process.

Analysts explain that the extended sailing distance around the Cape of Good Hope currently absorbs approximately 2.5 million TEU of global container capacity. A return to the Suez route would free up this volume and potentially lead to a rate collapse. Xeneta forecasts that rates will now continue to decline, but at a much slower pace than expected in the second half of the year. Meanwhile, Peter Sand notes that spot rates from Asia have already begun to rise since February 15 amid the US military buildup in the region.

For the air cargo market, the primary impact was a sharp reduction in available capacity. According to monitoring data, capacity fell by 100% in Iran and Syria, by 84% in Iraq, and by 78% in Israel. Even in Lebanon and Jordan, where capacity has not been completely reduced, the reductions are significant. Globally, market participants report that total cargo aircraft capacity has fallen by 2% in a week. This figure, experts point out, is particularly significant given that after 2022, the Middle East and Iranian corridors have become the key alternative to Russia's closed skies.

The disruption of hubs in Dubai, Abu Dhabi, and Doha is disrupting established logistics networks. These airports served as key consolidation and transfer points for traffic between Asia, Europe, and North America. Losing access to these hubs forces carriers to use longer routes, which increases travel time and fuel consumption. Experts estimate that each additional flight hour costs airlines $6,000-$10,000, including fuel and crew costs, not including overflight fees and indirect costs.

Additional pressure is creating a "forced" demand for air freight as a substitute for sea freight. In the Strait of Hormuz, in addition to container ships, insurance and operational issues are hampering tanker operators. At the same time, the structural bypass of the Red Sea via the Cape of Good Hope continues to increase transit times between Asia and Europe by 15-20 days, pushing shippers of time-critical cargo to switch to air freight.

Supply chains with stringent deadline and temperature requirements have been hit the hardest. Air freight rates for pharmaceuticals are expected to increase by 20-30% compared to the end of 2024. For electronics and AI components, delivery times are increasing and connections are becoming less predictable. For e-commerce, sources in the freight industry report that reduced cargo capacity and the prioritization of critical cargo are limiting the acceptance of standard shipments and increasing rates.

In addition to operating costs, insurance costs are rising. According to market data, war risk insurance premiums have increased from 0.125% to 0.25-0.5% of the cargo value, and even higher on some routes due to special surcharges. Notification periods for changes in conditions have been reduced from 48 to 24 hours, increasing uncertainty for shippers during planning.

As a reminder, in June 2025, Iran shifted its tactics in confronting the West, moving from direct seizures of tankers to large-scale jamming of navigation signals in the Strait of Hormuz. At that time, according to Windward Maritime AI, as the conflict with Israel escalated, more than a thousand vessels experienced coordinate distortion daily. LR

Read more:http://logirus.ru/nevs/global_logistics/middle_east_on_fire_conflict_paralyzed_1-4_world_fleet_and_collapsed_air traffic.html

Publication date: 03/02/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

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Source: KMZ Cargo – KMZ CARGO –

An important disclaimer is at the bottom of this article.

Specialists from the KMZ Cargo company (part of the military-industrial holding Kinigsepp Machine-Building Plant) in their work, they often encounter discrepancies between the declared and actual weight or size of shipments. In some cases, this issue can be resolved without hassle, but not in air freight, where every gram and centimeter is counted and the accuracy of these measurements is paramount.

When a client requests shipment of cargo with specific dimensions and weight, these parameters are reserved and assigned to a specific flight. One of the most common errors in these requests is weighing and measuring without taking into account the packaging, pallet, or crate.

Unplanned increases in cargo parameters lead to additional costs and potential issues with shipping on the selected flight. Sometimes it's possible to reschedule the request, but airlines often refuse to accept the cargo due to insufficient space on board. Alternative flights or dates must then be found, which can lead to delays or even failure to deliver the cargo on schedule.

To avoid such situations, KMZ Cargo specialists recommend:

• Carefully weigh the cargo and indicate the exact weight and dimensions;

• Consider possible additional weight – packaging, protective materials, etc.;

• Plan for time reserves and be prepared for possible delays when recalculating weight.

Properly specifying your cargo's characteristics will help avoid unexpected complications and make the shipping process transparent and as fast as possible. Contact the professionals at KMZ Cargo, and your cargo will arrive on time!

Publication date: 02/27/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

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Employers were prohibited from including overtime in their schedules, and drivers were allowed to split their breaks into 15-minute segments.

The Russian Ministry of Transport has presented a draft new order (source) regulating drivers' work and rest schedules. The document is scheduled to come into effect on September 1, 2026, and will remain in effect until September 1, 2032. In the draft, the ministry adjusted the rules for summarizing working hours, clarified daily rest periods, and expanded the list of exceptions for certain categories of transportation.

These requirements apply to all drivers employed under an employment contract and their employers—both legal entities and sole proprietors. The document is mandatory for use when developing internal work regulations and creating shift schedules.

The new rules do not apply to drivers engaged in international transportation, fire trucks, ambulances, emergency rescue services, and departmental security drivers. Exceptions are also made for drivers employed by state and local government agencies, employees working on a rotational basis, and military drivers on active duty.

The document stipulates that a driver's normal workweek cannot exceed 40 hours. If it is impossible to comply with the daily or weekly limit, the employer is required to implement a summarized work time accounting system. The accounting period may be monthly, quarterly, or other, but no longer than one year.

When calculated in aggregate, the daily shift duration must not exceed 10 hours. A shift extension of no more than two hours is permitted, but only to complete a transport or travel to a parking spot and subject to rest requirements. Certain categories of drivers—drivers of healthcare facilities, public utilities, emergency services, passenger taxis, cash-in-transit vehicles, and executive cars—are permitted to work shifts of up to 12 hours. For drivers of regular city and suburban routes, a 12-hour shift is only possible with the approval of a trade union or other representative body of drivers.

The draft provides for the possibility of dividing the workday into two parts. The break between the parts must occur no later than five hours after the start of work. The total duration of such breaks cannot exceed five hours, and for drivers of regular passenger transportation in the city and suburbs, three hours. The location of the break must be free for the driver to use at their own discretion, and the break itself is not included in working hours.

For drivers of passenger cars (except taxis) and employees engaged in geological exploration and survey work in the field, irregular working hours may be established.

According to paragraph 8 of the document, driving time during a daily period must not exceed nine hours. This limit can be increased to 10 hours no more than twice per calendar week. To complete a trip or travel to a parking lot, drivers are entitled to exceed the established time by a maximum of two hours; however, employers are prohibited from including such excess driving time in their schedules.

No later than 4:30 hours after the start of travel, drivers must take a special break of at least 45 minutes. This break can be split into sections: the first part should be no less than 15 minutes, and the last part should be no less than 30 minutes. For drivers of regular city transportation, each part of the break must be at least 10 minutes.

Daily rest must be no less than twice the duration of the previous shift. When calculated cumulatively, the minimum rest is 11 hours within 24 hours from the start of the shift. Rest may be reduced to nine hours no more than three times between weekly rest periods, and may also be divided into parts, provided the first part is at least three hours long and the last part is at least nine hours long.

Drivers working as part of a crew are required to take a minimum of nine hours of rest at the same time. Time spent on a trip but not driving is not included in working hours. For these hours, the employer is required to pay additional compensation, the amount of which is determined by a collective agreement or local regulation, taking into account the opinion of the drivers' representative body.

Weekly uninterrupted rest must be at least 45 hours. It must be provided before the seventh working day following the end of the previous weekly rest.

As a reminder, back in 2021, there was talk about the Ministry of Transport intending to monitor truck drivers who fall asleep at the wheel using systems capable of detecting a person's fatigue using pupil size or heart rate. At the time, it was planned that drivers of vehicles equipped with similar "Antisleep" systems would be able to spend more than the prescribed 10-12 hours behind the wheel. The cost of installing such equipment at the time was estimated at between 25,000 and 85,000 rubles. LR

Read more:http://logirus.ru/nevs/transport/new_regulations_of the Ministry of Transport_from_1_September_2026_drivers_will_work_and_rest_otherwise.html

Publication date: 02/25/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

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The state requires all freight forwarders operating as of March 1, 2026, to legalize their operations within 60 days. Olga Lapina announced the exact cutoff date: those late by midnight on April 29 will be fined.

The mandatory freight forwarder register, which comes into effect on March 1, 2026, will subject market participants to stiff fines of up to 1 million rubles for operating outside the list, said Olga Lapina, a second-class adviser to the Russian State Civil Service and a PhD candidate in economics, during the "Big Conference on EPD," organized by Astral Group.

According to the expert, despite the lack of approved forms and formats, all companies engaged in freight forwarding activities will be required to undergo the state registry procedure. Those already operating on the market as of March 1, 2026, are required to submit notification within 60 days of that date. Olga Lapina clarified that the deadline, according to her calculations, will be April 29, 2026, at 24:00.

The speaker emphasized that the verification of the information provided will be carried out through interagency cooperation. Regulatory authorities will send inquiries to the Federal Tax Service to confirm the legal entity's registration and compliance with all applicable requirements. The registration procedure itself is stated to be free for businesses.

The expert emphasized the serious financial risks for violators. If a company continues to operate as a freight forwarder without being included in the register, it faces an administrative fine of 100,000 to 300,000 rubles. For repeat violations, the penalties are stricter, with fines reaching up to 1 million rubles.

As a reminder, Olga Fedotkina, Executive Director of the National Union of Experts in Transport and Logistics, proposed introducing a two-year moratorium on fines for freight forwarders under the article "Failure to fulfill obligations stipulated by the legislation on transport and forwarding activities" of the Code of Administrative Offenses of the Russian Federation. LR

Read more:http://logirus.ru/nevs/transport/forwarders_must_enter_the_registry_by_April_29_otherwise_million.html

Publication date: 02/19/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

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Source: KMZ Cargo – KMZ CARGO –

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Crane vessels are the key to Arctic projects

The Northern Sea Route is a logistical challenge where standard solutions don't work. Large-scale projects in the Arctic require a special approach.

Why is a crane vessel the ideal solution for the NSR?

– Independence from ports. No need to build berths – the vessel will load and unload your oversized cargo right at the shore.– For the most complex cargo. Modules, equipment, structures – anything that won't fit in a container.– Speed and control. All operations under the control of a single crew. Fewer connections, fewer risks.– Safety in ice. Special ice class for confident navigation along northern routes.

What do we need to know to calculate your flight?

Simply send:• Weight and dimensions of the cargo• Type (dangerous, fragile, requiring special conditions)• Packing List• Points A and B

Our logisticians will select a vessel, plan a route, and calculate door-to-door delivery times.

How do we save you money?

We utilize return voyages and consolidate cargo. Empty vessels don't sail, reducing your shipping costs.

Publication date: 02/16/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

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Source: KMZ Cargo – KMZ CARGO –

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Chinese partners often offer a comprehensive solution: the price of the product includes both production and delivery. While this may seem convenient, this simplification leads to additional, unobvious costs. In such circumstances, the 22% import tax to Russia is calculated not only on the product but also on logistics.

The KMZ Cargo company (part of the military-industrial holding Kinigsepp Machine-Building Plant) recommends, in accordance with Article 164, paragraph 2.1 of the Russian Tax Code, accounting for international logistics services separately from the purchase of goods. A contract for the production or purchase of equipment, which includes the cost of only the goods themselves, is concluded separately from the contract for transportation services. This approach allows for the provision of international transportation logistics services at a zero VAT rate in accordance with the Russian Tax Code. After rendering services, KMZ Cargo provides a full package of documents confirming the international shipment, which is processed at a zero VAT rate.

The company's specialists are knowledgeable about international shipping and its regulations, ensuring the fastest and most cost-effective delivery possible. KMZ Cargo is your reliable partner for international freight transportation!

Publication date: 02/12/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

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New FSTEC and FSB regulations may block the use of foreign algorithms for analyzing cargo flows, predicting equipment wear, and managing warehouses, as they will be deemed unsafe.

Russia may introduce mandatory certification of AI systems for critical infrastructure and government agencies, RBC reports.

The authorities have prepared a bill that will, for the first time, introduce differentiated regulation for artificial intelligence systems based on their risk level. Mandatory certification by the Federal Service for Technical and Export Control (FSTEC) and the Federal Security Service (FSB) is planned for AI systems used in critical information infrastructure (CII) facilities and in public administration. This follows from the draft law "On the Use of Artificial Intelligence Systems by Agencies Part of the Unified System of Public Authority," a copy of which RBC has obtained.

According to the document, all AI systems will be divided into four risk categories: minimal, limited, high, and critical. High-risk systems will be those used in critical information infrastructure (CII) facilities—communication networks, energy, transportation, finance, and other significant industries. Critical risk implies a threat to life, health, or national security. It is for these two categories that a mandatory certificate of compliance will be required. The new National AI Center for Public Administration will determine the criticality level of each system and maintain a registry of approved solutions.

RBC has learned that testing of high- and critical-risk AI systems is planned for a special testing facility being established at the initiative of the Ministry of Digital Development. Successful completion of the tests will be a prerequisite for approval for use on critical information infrastructure (CI) facilities. Furthermore, the bill explicitly prohibits the use of AI systems with rights held by foreign entities on such infrastructure. The authors intend this to ensure technological sovereignty and protect against the risk of data leaks. A Ministry of Digital Development spokesperson, however, declined to comment on the details, stating only that the ministry is "not currently developing legislation" related to such a testing facility.

Market experts have varying assessments of the initiative's potential implications. On the one hand, the need to protect critical assets is undeniable. As Pavel Rastopshin, CEO of Ultimatek Group, notes, AI is currently frequently used in the energy, transportation, and housing and utilities sectors for predictive analytics, load management, and accident prevention, often based on solutions from international vendors such as Siemens or Schneider Electric. The idea of certification for such systems is understandable, but, according to him, there is currently no real mechanism for certifying neural networks with unpredictable behavior. "It cannot be tested for all situations, which means security cannot be guaranteed using traditional methods," Rastopshin noted. He admits that regulators may face a dilemma: either impose a restrictive regime, freezing digitalization, or seek fundamentally new approaches to regulation.

On the other hand, a strict ban on foreign AI solutions raises questions about practical implementation and potential costs. Vitaly Popov, Director of the Softline Solutions Department, points out that many companies have already integrated foreign systems into their processes, including open-source models (LR). Abruptly abandoning them could paralyze workflows. "This is a step backwards in terms of development… Many companies are already using foreign AI solutions… Will we be able to transition to Russian solutions without losses?" the expert asks. He also emphasizes that most domestic AI developments are built on architectures derived from global open source, so a legal ban will not eliminate technological dependence but merely limit access to the most mature models.

Denis Romanov, Director of the Lukomorye AI Product Development Center (part of Rostelecom), points out that not all foreign solutions are equally risky. Open-source models like Llama or Mistral can be deployed locally and, if trained on domestic data and with controlled updates, used with minimal risk. He believes the key factor is not the architecture's origin, but control over the entire chain: deployment, data, and updates.

At the same time, there are also warnings about the potential negative consequences of overly strict regulation for the emerging market. Dmitry Markov, CEO of VisionLabs (MTS), believes that strict measures at the initial stage of AI development could hinder technological progress, reduce the competitiveness of Russian developers, and trigger an outflow of qualified personnel.

As a reminder, Russia ranked 28th out of 36 countries in the Global AI Vibrancy Tool for 2024. Its strong legislative position contrasts with weak implementation and low research citation rates. LR

Read more:http://logirus.ru/nevs/infrastructure/your_and_or_someone else’s_upcoming_certification_to put an end to_on_foreign_neural networks.html

Publication date: 02/11/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.

Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

An important disclaimer is at the bottom of this article.

The rules abolish the practice of resealing at EAEU borders, introducing a unified digital system. Responsibility for providing the seal lies with the customer, with violations subject to fines starting in the second quarter of 2026, as well as the measures already in place for sanctioned goods.

On February 11, 2026, a mandatory EAEU agreement on the use of electronic navigation seals for international road transport will come into force. A key change is that a single seal installed in the country where tracking begins will be valid for the entire route across the Union's countries, without needing to be replaced at borders. This means that a seal installed, for example, in Belarus will accompany a truck across Russia to its final destination in Kazakhstan. There will no longer be a need to replace the device at borders, as all national operators are integrated into a single system and exchange data, explained Maxim Demenchuk, Commercial Director of the CRCP.

The new requirements will be introduced in stages. During the first stage, starting on February 11, monitoring will apply to the transportation of sanctioned goods, alcohol, and tobacco products under customs transit, export, and mutual trade procedures. Additionally, road transport will be required to secure a customs seal for light industry and electronic goods from approved lists.

The second stage, scheduled for July 31, 2026, will expand the rules to cover all customs transit of any goods transported by road. An important clarification: the agreement applies only to shipments that involve the territories of two or more EAEU countries. Domestic Russian routes are not covered by these rules, clarified Maxim Demenchuk.

To get started, carriers, freight forwarders, or shippers must register in their personal account on the CRCP website, create a shipping request, and pay for the service. The system will automatically calculate the rate in rubles for the entire route, regardless of the number of countries crossed. Payment is made to the operator in the country where the tracking begins, who then independently settles with their colleagues in other countries.

The company declares its technological readiness for change. The CRCP electronic seal fleet comprises 23,000 devices, with plans to increase this number by 30% by 2026. A network of over 150 temporary storage warehouses and 138 Platon system offices has been deployed across Russia, where devices can be installed or removed. A 24-hour support line is already operational. In the event of an emergency en route, such as a damaged seal, the driver must immediately notify the operator via the hotline.

The expert paid special attention to liability issues. Serious penalties, including re-exportation or destruction of the goods, are already in place for failure to use seals on sanctioned goods. Starting in the second quarter of 2026, Russia is expected to introduce administrative fines for violations under the EAEU agreement. Meanwhile, the current Union State Decree No. 7, which regulates import controls from third countries, will remain in effect alongside the new agreement. This means that direct imports, for example, from China to Russia, will remain subject to the old rules for certain categories of goods.

In the case of consolidated cargo, if the shipment contains at least one piece of regulated goods, the entire vehicle may be sealed, clarified Maxim Demenchuk. Special procedures for removing and re-sealing seals will apply for shipments to the Kaliningrad Region through third countries. The device must be returned within three calendar days to the operator in the country where the shipment ends or to any Centralized Regional Control Center (CRCC) collection point.

Contact information for all national operators, including Beltamozhservice in Belarus and the Institute of Space Technology and Engineering (ISTE) in Kazakhstan, is available on the CRCP website in a special information sheet for carriers.

As a reminder, the electronic navigation seal system will be integrated with the GIS EPD, giving carriers the freedom to choose devices from different operators. These plans were confirmed by Artem Popov, CEO of the Digital Platform Development Center, speaking at the Transport Week 2025 forum. LR

Read more:http://logirus.ru/nevs/custom_and_ved/seal_with_passport_EAS_one_seal_for_the_entire_route_through_the_union.html

Publication date: 02/11/2026

Please note; this information is raw content obtained directly from the information source. It is an accurate account of what the source claims, and does not necessarily reflect the position of MIL-OSI or its clients.