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Translation. Region: Russian Federation –

Source: KMZ Cargo – KMZ CARGO –

An important disclaimer is at the bottom of this article.

The draft presidential decree allows only carriers with a Russian stake of over 50%, their own fleet, and consent to Russian jurisdiction to operate on routes to Russian ports. Of the ten largest global operators, only MSC is exempt.

The draft presidential decree introduces a set of restrictions on the operation of container shipping lines calling at Russian ports. The document allows only Russian-controlled companies operating their own fleet and agreeing to Russian jurisdiction over disputes to engage in such shipping. Of the ten largest global container operators, only the Swiss Mediterranean Shipping Company (MSC) is not included in the exemption list, Kommersant reports.

According to the draft decree, which the publication's sources have reviewed, a company associated with an unfriendly country will be required to comply with a set of six conditions in order to conduct regular foreign trade sea container shipping calling at least at one Russian port.

According to the document, the ship owner, carrier, and line operator must be registered under Russian law. The ultimate Russian beneficiary's share in the company structure must exceed 50%. The Ministry of Transport's proposed position, incorporated into the draft, stipulates a requirement for vessel and ship owner liability insurance with Russian companies or reinsurance in Russia.

The draft decree also includes a provision on consent to the arbitration of disputes in Russian courts if the plaintiff chooses such jurisdiction. Furthermore, carriers are required to prioritize the acceptance and transportation of sanctioned cargo, as well as cargo from sanctioned senders or recipients.

As follows from the draft's appendix, a separate condition is the requirement that vessels operating on the line be owned by the operator. Transportation along the entire route from the country of origin of the goods to the Russian Federation and back must be carried out exclusively by the operator's own vessels.

Ten companies are included in the list of entities with which ship owners, carriers, or operators are prohibited from contacting. According to the document, the list includes Danish Maersk, French CMA CGM, German Hapag-Lloyd and BREB, Dutch Samskip, Hong Kong OOCL, British X-Press Container Line (UK) Limited, Korean KMTC and HMM, and Japanese ONE. MSC, the world's largest container carrier, is not included.

Lawyers interviewed by the publication noted the ambiguity in the document's wording regarding the specific restrictions that apply to companies on the list. A corporate lawyer, who wished to remain anonymous, points out that the literal wording—"is not a person directly or indirectly owned, managed, used, or otherwise controlled"—implies an outright ban. He believes that a literal interpretation would prohibit any participation, even minority stakes, in listed entities. At the same time, as follows from the draft text, the Ministry of Transport is granted the authority to issue temporary permits for transactions with such entities.

A Kommersant source in the industry, familiar with the logic behind the document's preparation, explains that the initiative's goal is to restrict access to "unfriendly" linear services and replace them with lines under Russian corporate, property, insurance, and procedural control.

Another industry source told the publication that the draft's provisions could create obstacles to the development of container shipping. He believes that, given the current level of development of national shipping companies and their limited geographic reach, replacing the capacity of global operators is virtually impossible. He added that this threatens to reduce vessel calls at domestic ports and redistribute cargo flows in favor of international hubs. A Kommersant source in the port industry estimates a potential decline in container terminal utilisation at 40-60%.

A Kommersant source among shippers notes that if the initiative is implemented, the main victims will be Russian exporters and importers, who will lose the ability to attract partners even from friendly countries.

A Kommersant source points out that strict requirements for Russian registration, ultimate beneficial owner control, and vessel ownership limit market access for a wide range of foreign operators. They explain that to ensure Russia's cargo turnover, a large-capacity container fleet is necessary, which is often the subject of investment agreements between carriers and banks that prohibit changes in ownership.

Another Kommersant source calls the ownership clause a radical tightening of the current legal framework. He believes this formula should be expanded to include legal ownership, allowing for the use of vessels through leasing or charter.

Furthermore, as the publication's source notes, the requirement for transportation exclusively by own vessels limits the use of multimodal schemes involving partner lines and feeder operators. In some ports, according to the source, this makes transshipment impossible due to technical constraints.

A Kommersant source in the industry draws attention to the provision requiring the mandatory transportation of sanctioned cargo. He warns that, given the extraterritorial nature of the sanctions, this requirement could lead to the blocking of such cargo at foreign ports and, consequently, the complete closure of carriers' operations.

Kommersant's sources propose relaxing a number of requirements. These include allowing the use of chartered vessels, which, according to their information, currently transports the majority of Russian container cargo. They also believe it would be appropriate to make the requirements regarding the Russian shareholding more flexible for operators willing to provide priority service to Russian cargo and subject it to the jurisdiction of Russian courts. Furthermore, the publication's sources propose expanding the Ministry of Transport's authority to issue temporary permits to operators that do not fully comply with the draft requirements.

As a reminder, Western companies control almost three-quarters of global container shipping. Just three operators—Danish Maersk, Swiss-Italian Mediterranean Shipping Company, and French CMA CGM—combined to account for over 45% of the container capacity market. Carriers from the world's major shipping countries, with the exception of China's COSCO, which is among the top five, significantly lag behind them in terms of global reach. LR

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

Publication date: 03/23/2026

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.

Air freight to Bilibino: How KMZ Cargo solves Chukotka's number one logistics challenge.

Bilibino is often called the most expensive and one of the most difficult to access cities in Russia. Situated deep in Chukotka, on the International Date Line, it is the first city on the planet to greet the new day. But the city's main problem isn't its geographic location, but how to get cargo there. Bringing anything to Bilibino is a real challenge, requiring professional knowledge, experience, and reliable partners.

Logistics company KMZ Cargo, a subsidiary of the defense industry holding company Kingisepp Machine-Building Plant, offers an effective solution to this complex task – air freight delivery to Bilibino with full door-to-door support.

Bilibino: Why cargo delivery is a special mission here.

Bilibino is located hundreds of kilometers from the coast and has no direct access to major transportation routes. The nearest airport is Keperveyem, 35 kilometers from the city. This is where planes arrive from the mainland, and where the final stage of delivery begins.

The approximate cost of air freight to Bilibino is currently around 570 rubles per kilogram. However, this is only the base price—after landing, the cargo must travel another 35 kilometers on local roads, which incurs additional costs. Furthermore, air freight is primarily used for transporting perishable goods such as fruits, vegetables, eggs, and dairy products, as other modes of transportation take too long.

Alternative delivery routes appear even more complex:

The Northern Sea Route via Pevek – cargo is first delivered by sea from Arkhangelsk, Murmansk, or Vladivostok, then traversed by truck for 650 kilometers of rugged gravel roads with countless fords up to two meters deep. The journey from Pevek takes anywhere from three days to several weeks, depending on river water levels. Delivery via Magadan – in winter, along a winter road – costs approximately one and a half million rubles by truck and takes from a week to a month. The Kolyma River route – cargo is first transported to the village of Seymchan (500 km from Magadan, 1,700 km from Yakutsk), then 1,500 km by barge over two weeks, and then another 260 km by truck.

That's why air freight remains the most reliable and efficient method of transporting goods to Bilibino, especially for goods with limited shelf life and critical deliveries.

KMZ Cargo: Competencies for work in Arctic conditions.

Since its founding, KMZ Cargo has specialized in the transportation of non-standard cargo. Today, it is a major logistics operator, handling all types of transportation: automobile, aviation, sea and river, railway And multimodal.

The company's CEO, Tatyana Damaskina, notes: "Now, what would seem to be a very young company, is already capable of transporting, without exaggeration, all types of cargo: from flowers and animals to engines and parts of nuclear reactors."

Experience handling industrial and oversized cargo, including transportation for the defense industry, has enabled KMZ Cargo to develop unique competencies necessary for working in challenging logistics environments.

How KMZ Cargo organizes air freight to Bilibino.

A comprehensive door-to-door approach. KMZ Cargo handles the entire transportation process. Simply inform the client of the cargo's location – our specialists will arrive, pack, pick up, and deliver it directly to the recipient in Bilibino. Multimodal solutions. Taking into account the specifics of the route, KMZ Cargo develops an optimal delivery plan, combining various modes of transport. This can include: Direct air delivery to Keperveyem Airport followed by road transport to Bilibino. A combined route using rail transport to the departure airport. Complex multimodal schemes involving sea transport for oversized cargo. Full documentation support. Air transportation to remote regions requires careful document preparation. KMZ Cargo provides full support in preparing: Bills of lading. Customs documents (for international shipments). Special permits, if necessary. The company has experience with quarantine, phytosanitary control, and other types of government oversight. Oversight is ensured at all stages. Each client is assigned a personal manager who is always available and knows the status of their cargo. KMZ Cargo ensures 24/7 cargo monitoring, which is especially important when shipping to Arctic regions with unpredictable weather conditions.

Advantages of working with KMZ Cargo.

Reliability and safety – professional drivers and meticulous vehicle maintenance guarantee the safety of your cargo. Experience in handling sensitive cargo – being a subsidiary of a defense industry holding company fulfilling state defense contracts – confirms our high level of process organization. Flexibility in solving non-standard problems – the company is ready to handle requests of any complexity and finds solutions even in the most challenging situations. A one-stop shop for all types of transportation – clients don't need to search for different contractors for different stages of the route: KMZ Cargo handles the entire chain.

Prospects for the development of air traffic with Bilibino.

Starting in 2027, the region's aviation capabilities are expected to expand. KMZ Cargo, a resident of the Russian Arctic zone, is launching helicopter passenger and cargo transportation in Chukotka. The company's fleet will include 10 Mi-8 helicopters, and it will be based in Bilibino.

The city is constructing a helipad, which will create additional opportunities for cargo delivery to central Chukotka along the following routes: Bilibino-Pevek-Omolon-Markovo-Ilerney-Peschanka-Kupol.

KMZ Cargo, with its experience in organizing complex multimodal transportation, is ready to integrate these new capabilities into its logistics schemes, offering clients even more flexible and efficient solutions.

Conclusion.

Air freight delivery to Bilibino is a task that requires not just logistical expertise, but a deep understanding of the specifics of Arctic shipping, reliable partnerships with air carriers, and flawless organization at every stage.

The logistics company KMZ Cargo combines the expertise of a major industrial holding company, experience handling critical and oversized cargo, and a customer-focused approach, providing door-to-door delivery with 24/7 monitoring.

With KMZ Cargo, your cargo will arrive in Bilibino quickly, safely, and with minimal administrative hassle, whether you need to deliver perishable goods, industrial equipment, or other critical cargo.

To calculate the cost of air freight to Bilibino and receive detailed advice, please contact KMZ Cargo managers.

Publication date: 03/23/2026

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.