Policy & Compliance
Changes to Polish SENT system
From 17 March, Poland is extending its System for Electronic Transport Supervision to include speci fi ed clothing and footwear categories
A s a CLECAT member, BIFA receives updates on both EU and national regulatory changes that may impact BIFA Members. The Association recently received information regarding Poland’s System for Electronic Transport Supervision (SENT). CLECAT considered the topic relevant for all EU transport and logistics operators and has sent a Q&A document outlining the changes. To summarise, the Polish National Revenue Administration monitors road and rail transport using the SENT IT system. It is an electronic monitoring system for tracking the transport of ‘sensitive’ goods, such as fuels, alcohol, tobacco and chemicals, to prevent tax fraud and VAT evasion. Carriers must be aware that in the SENT system the following movements are monitored: • Transport of goods beginning in the territory of Poland and ending in the territory of Poland, or outside the territory of Poland; • Carriage and of goods beginning and ending their journey outside, but transiting the territory of Poland; • Transport of goods beginning outside the territory of Poland and ending in the territory of Poland.
Source: https://puesc.gov.pl/en/uslugi/p rzewoz-towarow-objety- monitorowaniem-sent Carriers must register on the PUESC database and have geolocation devices fitted to their vehicles in order to track the relevant loads. Dependent on the activity or agreed activity, either the carrier or the consignee sends a transport notification for movements covered by SENT. Vehicle geolocation data It also requires the transmission of up-to-date vehicle geolocation data throughout the journey, typically via the e-TOLL PL mobile application or via registered on-board/external localisation devices. From 17 March 2026, Poland is extending SENT to include specified clothing and footwear categories (CN 61, CN 62, selected CN 63 items, and CN 64), subject to defined thresholds. Members can view the Q&A document by clicking on the attached link https://bifa.org/wp- content/uploads/2026/01/PDF-P
policies within the sector since the rejection of the IMO’s proposals in October 2025. The IMO had proposed a legally binding framework to reduce greenhouse gas (GHG) emissions from ships globally. The IMO Net- zero Framework was the first in the world to combine mandatory emissions limits and GHG pricing across an entire industry sector. Since then, shipping lines have made their own decision to order a significant number of new vessels with the capability to burn low emission fuels. Market challenges It is felt that the container market is entering a challenging period that will see slowing demand growth, declining freight rates and looming overcapacity. For shippers, freight forwarders and logistics service providers, the coming years are therefore likely to remain volatile. It is argued that the situation reaffirms the importance of flexible contracting strategies. On the other side of the same coin, we are almost certain to see shipping lines adopting capacity management strategies to reduce over-capacity in an effort to shore up freight rates. On top of these business factors,
“ It is estimated that about 60% of global container volumes are transported under long-term contracts, with the remaining 40% exposed to spot market volatility
global instability still has the potential to complicate the situation further.
March 2026 | 13
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