COTIF rules. OTIF/CIT standards. Digital signatures possible under eIDAS. The sender and carrier sign the CIM consignment note.
OSJD rules. Different standards. Different systems. New consignment note, new signatories. Their identity? Unverified in the CIM world.
China-Europe freight trains take multiple routes — through Russia and Belarus, or via the Trans-Caspian corridor through Kazakhstan, Azerbaijan, Georgia, and Turkey. Both cross multiple borders, shift between legal systems, and require new documentation at every transition. At each point, someone signs. Except Poland, none of them get an EU digital identity.
When freight crosses from CIM to SMGS (or back), new consignment notes are issued and new signatories must be identified. The old operator hands off to a new operator. Both sign. Neither system recognizes the other's digital identity. At Malaszewicze alone, thousands of handovers happen monthly.
A single train crosses 5-8 countries. China, Kazakhstan, Belarus, Poland, Germany. Each border requires documentation. Each requires identity. Each has different systems, different languages, different customs authorities. No unified digital identity bridges them all — except a biometric passport.
Cargo arrives by ship → goes on rail → leaves by truck. At each transition point: new documents, new operators, new identity needs. The port agent, the yard operator, the truck driver — each needs verified identity. Three modes, three document regimes, one identity layer needed.
Whether you're managing CIM/SMGS reconsignment, preparing for eFTI on rail, building DAC-enabled systems, or handling multimodal transitions — let's explore how IdentiGate bridges the gap between two legal worlds.
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