"Almost any supply of spare parts exceeds the repair period for CTP in 30 days"
The situation with spare parts in Russia has become more complicated over the past few months. Due to the shortage of fuel, the delivery time of parts from China increased by ten days, Evgeny Ufimtsev, head of the All-Russian Union of Insurers, told Izvestia in an exclusive interview. Now, almost any delivery exceeds the 30 days allowed by law for CTP repairs. Logistics increased in price by 30%, which led to a 10-12% increase in prices for bulky spare parts. If at least some of the legislative amendments are not adopted quickly, the cost of policies will start to rise, he warned. This year, payments above 400 thousand should be completely banned. They may also have time to approve a reform that will allow for the issuance of a second compensation "for wear and tear." What anti—fraud measures are being considered now, when the CTP camera check will start working and how much fines can be raised for the absence of a policy - in an exclusive interview with Evgeny Ufimtsev to Izvestia.
"Due to the conflict, the delivery of auto parts from the UAE now takes 40-45 days"
— Due to the shortage of fuel, there is a difficult situation with the delivery of spare parts. Can we say that the work of the two main supply hubs, the United Arab Emirates, is actually disrupted due to the conflict and China due to logistical problems? And does this affect CTP repairs?
— The situation with CTP repairs is really difficult right now. Over the past three months, several geopolitical factors have affected him at once. One of the key challenges is changing supply routes.
Evgeny Ufimtsev, Head of the All-Russian Union of Insurers
The serious situation around Iran and the closure of the Strait of Hormuz for some time practically paralyzed one of the main hubs for the delivery of spare parts for many car brands - the United Arab Emirates. A lot of parallel import details went through the UAE to Russia. The deadlines were long, but steady, and this made it possible to form a stock of components in warehouses here.
Now many people actually work with wheels, and it has become much more difficult to create a stock of parts. Due to the conflict, the delivery of auto parts from the UAE now takes 40-45 days. If we are talking about complex electronics, headlights and other oversized parts, they can be shipped by air. Light parts can be delivered by plane in about 10 days.
Problems with gasoline and diesel have been superimposed on this situation since June. The lion's share of component supplies came from China, and from this direction, parts are most often transported by car.
— After the sanctions, many switched to Chinese cars. Is there a problem with them now, too?
— Yes, the problem has affected all the details from this direction. Against the background of fuel shortage, the delivery time of auto parts from China increased by 7-10 days. This is a serious blow, because previously the delivery usually took 14-20 days, that is, two to three weeks. Now almost any supply of spare parts exceeds the repair period for CTP in 30 days.
There are also difficulties with railway logistics from China. The timing and cost are affected by the shortage of containers due to the difference in import and export volumes and the long turnover times of containers. There is also an overload of the Zabaikalsk – Manchuria crossing.: For direct trains, the queue for paperwork and track changes has already reached 14 days. Another factor is the increase in tariffs for rail transportation. By rail, the delivery time from China is 30-45 days.
At the same time, the main difficulty now is not so much in increasing deadlines as in instability. Previously, the station could negotiate with the customer and say: there is a scheduled flight, a pickup truck will arrive in 30 days, you can put the car for repair. Now the cargo may arrive in 30-40 days, or it may suddenly be delayed in the Middle East or China. Because of this, the repair period is shifted, and claims arise against the station or the insurer: the person was counting on one period, but actually gets another.
In addition, the rising cost of fuels and lubricants has increased the cost of shipping itself.
"Large auto parts have risen in price by 10-12% due to the fuel situation"
— How much has the cost of spare parts increased due to the fuel situation?
— According to estimates from sites and stores that order spare parts, the cost of delivery has increased by about 30%. This is affected by the cost of diesel fuel, route changes, and downtime. An electronic queue has been introduced at the Zabaikalsk MAPP, there is a shortage of slots, and the total cargo transit time can reach two weeks.
For expensive but lightweight components, such as headlights, blocks, or linings, this may have almost no effect on the final price: the increase will be small, about 1-2%.
The main problem concerns large-sized parts: rear fenders, doors, non-removable metal elements. They were the ones most affected by the increase in logistics costs. Large auto parts have risen in price by 10-12% due to the fuel situation.
In addition, due to fuel shortages, part of the cargo from China to Russia is transported through Kazakhstan, which means additional customs procedures, queues and risks of delayed clearance.
— Are there any specific brands that have been affected the most? For example, which spare parts were most often supplied from China?
— It cannot be said that the problem concerns only specific brands. Of course, this affected Chinese cars.
However, if we talk about parallel imports, it should be noted that the market has developed a certain specialization in the types of parts. For example, they tried to import headlights, glazing and complex electronic components for different brands from the United Arab Emirates: it was better there with quality and certification. For Toyota and Lexus, too, a significant part of the spare parts traditionally went through the UAE.
Spare parts made in China, even for the same European brand, could differ slightly in fasteners or individual components. For example, bumpers, plastic linings and other elements are becoming more active from China.
— Have they already started redistributing supplies through other countries?
— We do not expect a sharp reorientation of supplies through other countries yet. The problem is not only in transport logistics, but also in the hubs themselves.: These are large strategic sites that serve not only Russia, but also many other markets. It is extremely difficult to find the same large spare parts center in another region. Therefore, the main task now is to stabilize routes and look for more reliable options within the existing logistics.
"This year, a law should be passed banning payments in excess of 400 thousand rubles for CTP"
— What is the current situation with the reform of CTP payments? What option do they come to and when can the mechanism work?
— One of the acute problems now is the so—called unlimited payments. We are talking about cases when the car was sent for repair, but it was not possible to arrange it or the deadlines began to be violated. Then the insurer is sometimes charged more than 400 thousand rubles, although this is the limit set by the CTP law.
Evgeny Ufimtsev, Head of the All-Russian Union of Insurers
Recently, the Constitutional Court ruled that this was illegal and indicated that the norm should be fixed more clearly in the law. The draft amendments have already been prepared and are currently being reviewed by the Ministry of Finance, the Central Bank and the insurance community. Most likely, the discussion will be postponed to the fall. However, this year a law should be passed banning payments in excess of 400,000 rubles for CTP, because there is a clear decision of the Constitutional Court.
Over-limit payments are more often received not by consumers, but by professional car lawyers. They use gray areas in legislation and judicial practice, and for ordinary car owners, this eventually leads to an increase in the cost of the policy.
— What about the deduction of depreciation?
— Yes, a measure is being discussed separately so that a person can choose a service station for restoring a car and receive money for repairs that have already been completed, excluding wear and tear. It is also needed, and it is being discussed.
But for its adoption, it is necessary to clearly prescribe the procedure for actions, including in case of delayed repairs, lack of spare parts or hidden damage.
In general, the document is already in a high degree of readiness and, in principle, can be adopted in the fall. If the rules are left too broad, car lawyers will have the opportunity to argue again that the insurer has not fulfilled its obligations and demand fines, penalties and penalties.
If the public discussions take place quickly, it would be possible to enter on January 1 with a modified methodology. But the sphere is sensitive, so the deputies, the Ministry of Finance and other participants want to hold more discussions and take into account the opinion of consumers more precisely.
— Due to the reform of in-kind compensation, how much can payments increase?
— Not all car owners will start getting more. Some of the cars are still being repaired through insurers, so no additional payment will be required for them.
In addition, some people receive money and do not repair the car, for example, if the damage is small. The reform will work in cases where the car owner repaired the car himself and then receives an additional payment.
Therefore, the average payment due to the reform of in-kind compensation may increase by about 15%.
"On average, the cost of spare parts for all brands will increase by 8.2% in September"
— CTP has become unprofitable in many regions. What should I do about it? Will the market raise prices?
— Indeed, many CTP regions have already flown into the red zone in terms of unprofitability. In some regions, the situation has become critical for insurers.
According to the RSA, from January 1 to July 9, 2026, in 12 regions, CTP payments exceeded fees even without taking into account the costs of doing business. The most difficult situation is in Ingushetia: the level of payments has reached almost 200%, and including expenses — 256%. Then there are the Primorsky Territory, where business expenses are already 177%, in Karachay-Cherkessia -164%, in Dagestan — 161%, in Mari El -160%.
More than 130% are also in the Kamchatka Territory, Yakutia, Chechnya, Khabarovsk and Trans-Baikal Territories, Buryatia and Khakassia. One of the reasons is the increase in the average payout with the policy price almost unchanged. It hasn't actually changed for about three years. Apparently, the situation has reached a critical point.
If the payments exceed the fees, the insurer is forced to either reduce local costs by reducing staff and the number of offices, or increase the price of the product. First of all, the changes may affect emergency and high-risk drivers. But there can be no uncontrolled growth: the cost is limited by the Central Bank's tariff corridor.
In order to curb the increase in the cost of CTP, it is necessary to actively combat fraud. The main increase in payments occurred precisely because of him.
Another track is to limit compensation to third parties: the victim himself or his legal representative should receive the money. Nowadays, car lawyers often receive payments to their own account under a power of attorney or assignment agreement. As a result, a person may not understand how much was actually collected from the insurance company, and then it becomes a surprise to him that he needs to pay such a large tax on fines, penalties and penalties. If the car owner wants to use the help of a lawyer, he must pay for his services himself from the compensation received.
Conceptually, the idea of paying directly to the victim is supported by all departments and participants in the discussion. However, there is no ready-made legal wording for the law yet.
— The Bank of Russia has lowered the territorial CTP coefficient for Novosibirsk. Can we expect the same decision in other regions?
— The market is currently in a difficult transition period. New directories of average prices of RSA spare parts will start operating on September 19, and they may significantly change the balance of payments from insurers due to the new calculation rules.
In the directory, the average cost of spare parts for all brands will increase by 8.2% in September. But the dynamics differs for different brands: for some it can reach 10-15%, while for others it will be lower. For example, prices for Kia will increase by about 8.5%, Renault — by 8.4%, Nissan — by 7.9%, Audi — by 7.6%, Mazda — by 7.2%, Toyota — by 6.3%, Hyundai — by 6.1%, and VAZ (Lada) — by 4.7%.
Because of this, it is now difficult to name regions where it is already possible to reduce the cost of the policy. In the current conditions, the absence of an increase in the average price will be a good result. If the fight against car lawyers compensates for the rise in price of spare parts, this will avoid increasing the cost of CTP for ordinary car owners.
"The roads are different, but not to the same extent"
— How has the reduction in the coefficient already affected the cost of CTP in Novosibirsk?
— In Novosibirsk, after reducing the territorial coefficient, the annual CTP policy fell in price by 2.8%. Before the change (for six months in 2026), it cost an average of 11,543 rubles, and after June 22 — 11,219 rubles.
Evgeny Ufimtsev, Head of the All-Russian Union of Insurers
But I would call it an advance. The work of law enforcement agencies and insurers against fraudsters has had an effect, but the problem has not been fully resolved. Novosibirsk is still noticeably different from the neighboring regions. For example, the frequency of accidents is higher there: more than 6.5% per 100 contracts compared to about 4% in Omsk. Yes, the roads are different, but not to the same extent.
The average payout in Novosibirsk is about 170,000 rubles, while in Omsk and other Siberian regions it is closer to the Russian average of 120,000 rubles. If the intensified fight against fraud continues, insurers will be able to further reduce the cost of the policy.
— May other regions, on the contrary, require tariff increases due to fraud?
— The situation remains critical in a number of regions of the Far East, the Caucasus and Novosibirsk. There are also border areas: signs of a worsening of the fraud situation have appeared in Mari El and the Arkhangelsk region.
At the same time, it cannot be said that any new region has sharply worsened its performance. There is a good example. For example, in Smolensk there were problems with fraud in casco, where organized criminal groups worked. Their activities were suppressed by joint actions of insurers and operational services of the Ministry of Internal Affairs.
Currently, there is no critical situation with CTP in this region either: the region ranks 26th in the RSA ranking and is located far enough from the red zone.
The problem is rather different: previously, some of the subjects actively left the red zone, but today such a movement is almost invisible.
— How much is the volume of insurance fraud now? Are there any new schemes?
— In the first quarter of 2026, insurers sent 1,767 complaints to law enforcement agencies for 1.41 billion rubles. A year earlier, there were a third fewer of them, and the volume was 56% less. At the same time, the incidence of criminal cases increased from 28% to 35%. If we talk about CTP schemes, there is now a noticeable turn towards the European protocol.
"Restrictions should be introduced on the European protocol — technical and legal"
— What measures are being considered against fraudsters?
— Various options were discussed, including a ban on the sale of the CTP policy to fraudsters or the confiscation of cars. Emotionally, such measures are understandable, but legally they are impassable.
The first thing to do now is to pay the consumer himself or his legal representative. Another block is the European protocol. By itself, it is necessary: people process accident data faster, do not wait for the traffic police and do not create traffic jams. But the electronic euro protocol has given rise to separate fraudulent schemes.
Novosibirsk has recorded the largest number of Euro protocols issued through Gosuslugi and mobile applications. Registration with photofixation there takes about eight minutes, with an average duration of 20-23 minutes in the country. It already looks like an accident has been put on stream.
Therefore, it is necessary to introduce technical and legal restrictions on the European protocol. The insurer should be able to use a different algorithm in case of suspicion.
Evgeny Ufimtsev, Head of the All-Russian Union of Insurers
— Can these changes work next year?
— Since the measures are targeted, they can be added to one of the bills already under discussion: either to quick amendments to limit payments in excess of 400 thousand rubles, or to a large bill on the reform of in-kind compensation.
The task is to prevent the cost of CTP from growing due to the earnings of car lawyers. The policy should become more expensive only when the cost of spare parts increases and payments to consumers increase, and not because of the gray areas where intermediaries earn money.
Currently, about 60 regions have already reached the critical level of loss in CTP. This situation simply leaves no time. If you don't accept at least some of the amendments quickly, the cost of the policy will start to rise. We need to make every effort to get the part done this year.
"In the fall of 2026, the CTP camera check will be fully operational"
— You mentioned many factors that will affect the CTP price. If all this is summed up, how much can the average cost of a policy in the country increase?
— The main driver this year will be a change in the unified methodology, followed by an increase in the cost of spare parts. If there are no new geopolitics that will further affect the price of parts, the average CTP may rise in price by 5-7%.
For conscientious car owners, the change may be small — at the level of 1-2%. And for emergency drivers, CTP may rise in price by another 10% this year.
— There is another measure under discussion — the launch of a CTP check by cameras. The benchmark remains the same — October of this year?
— Yes, we expect that the CTP camera check will be launched in October this year. In the spring, Deputy Prime Minister Vitaly Saveliev issued an instruction: by October 1, the Ministry of Finance, together with the RSA, the Ministry of Internal Affairs and the Ministry of Transport, should work out the risks and a plan to remove obstacles to the launch, and the Ministry of Internal Affairs should complete the modernization of its resources.
Now we are waiting for improvements to the Interior Ministry's systems so that we can record the car's passage under the camera and immediately check if it has a valid policy. There are no problems with the AIS insurance database: almost 100% of electronic CTP contracts get there instantly.
It may take a little extra time to debug the system. But we expect that the government's instructions will be completed on time, and in the fall of 2026, the CTP camera check will be fully operational.
Moreover, you can immediately check international CTP policies — the so-called "Blue Cards". We managed to establish an electronic interaction system with Belarus back in May last year.
"An increase in the initial fine for the absence of CTP to 1.5-3 thousand rubles is being discussed"
— Will the check be carried out immediately with fines, without experiment?
— It is logical to introduce checks all over the country at once and with fines. But before launching, you need to make sure that there will be a minimum or no errors at all.
Moreover, we believe that the initial fine for the absence of CTP should be increased. Now it is symbolic — 800 rubles. Its size has already been increased to 3-5 thousand for repeated violations, but 99.9% of fines for the absence of a policy now fall on the first violation.
Therefore, the basic norm also needs to be reviewed. The figures sound different: in general, an increase in the initial fine for the absence of CTP to 1.5-3 thousand rubles is being discussed.
First of all, this is necessary for law-abiding car owners. If a person bought a policy and got into an accident, he must be sure that the second participant also has a CTP. Otherwise, he has to go to court and try to recover damages from the culprit directly.
"Most drivers without CTP travel to Ingushetia"
— What proportion of drivers currently drive without CTP throughout Russia? And are there any regions where this figure is noticeably higher?
— In Russia as a whole, we estimate the share of such drivers at 7-10%.
The majority of drivers without CTP travel to Ingushetia — more than half. This is followed by North Ossetia — 34%, Karachay-Cherkessia — 29% and Tyva — 28%. In Dagestan, one in four people drives without compulsory car insurance, and in Buryatia and Kabardino-Balkaria, about one in five. There are 18% of them in Crimea, and 16% in the Trans-Baikal Territory. Krasnodar Territory is in tenth place with 13%.
— The Central Bank is moving towards liberalizing CTP tariffs. Earlier, you said that insurers can offer to completely release tariffs. Will you approach the regulator with such an initiative now?
— Further tariff liberalization is associated with changes in the limits on life and health, and on property. Due to problems with logistics and the supply of spare parts, as well as due to the new unified calculation method, the market is changing now. They will already affect the CTP price. Because of this, the Bank of Russia has not yet actively discussed this topic.
Evgeny Ufimtsev, Head of the All-Russian Union of Insurers
But I think that by the end of the year, discussions on adjusting the limits, followed by further tariff liberalization, are likely to begin. These adjustments need to be made together.
The main principle is that the tariff should be fair. Currently, the reinsurance pool shows that about 12% of drivers do not have enough CTP costs to cover their risks. In fact, the remaining 88% of car owners pay extra for them.
The change in tariffs will be related to the overall design of the reform and, above all, to the limits. First, for life and health, because 500 thousand rubles is no longer enough in the current conditions.
— So the tariff liberalization is most likely postponed to next year?
— The discussion of tariff liberalization is postponed to the end of this year so that possible changes can be implemented next year.
But I don't think the tariffs will be fully released in 2027. The Bank of Russia is not a proponent of shock changes. The market may be affected by several major amendments at the same time: a change in limits and a reform of in-kind compensation. Therefore, these decisions will need to be smoothed out, including through the maximum base rate, so that the policy does not become too expensive for individual car owners.
— Do you expect the insurance market to grow by the end of the year?
— The market will grow by the end of the year. According to our estimates, premiums could increase by about 10% by 2025.
Life insurance remains the main driver. An additional incentive will be provided by the launch of shared-equity life insurance, as well as the restoration of credit. Another factor is the reduction of the key interest rate. If the Bank of Russia continues this trend by the end of summer and the beginning of autumn, it will revive mortgages, car loans and consumer lending. This means that collateral insurance and other products for citizens will grow more actively.
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