{"id":1494917,"date":"2026-11-09T11:35:46","date_gmt":"2026-11-09T10:35:46","guid":{"rendered":"https:\/\/rothschenk.de\/episode-74-preventing-shipping-damage-part-1-what-exactly-is-shipping-damage\/"},"modified":"2026-11-09T11:44:30","modified_gmt":"2026-11-09T10:44:30","slug":"episode-74-preventing-shipping-damage-part-1-what-exactly-is-shipping-damage","status":"publish","type":"post","link":"https:\/\/rothschenk.de\/en\/episode-74-preventing-shipping-damage-part-1-what-exactly-is-shipping-damage\/","title":{"rendered":"Episode 74: Preventing Shipping Damage: Part 1 \u2014 What Exactly Is Shipping Damage?"},"content":{"rendered":"\n
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At a Glance<\/strong>:This article highlights the simple tools and methods that can be used to address the challenge of stress-resistant packaging and find company-specific solutions. <\/p>\n\n\n\n

What exactly is shipping damage? The various perspectives on the risks are supplemented with proposed solutions.<\/p>\n<\/div>\n<\/div>\n\n

Movement of the cargo inside the packaging can cause damage during transport, but this damage is often not visible at first glance. That is why it is advisable to conduct a thorough inspection of every incoming shipment.<\/p>\n\n

\u201cAccording to estimates by the German Insurance Association (GDV e.V.), approximately 70% of all transportation damage worldwide is preventable, with a significant portion directly attributable to unsuitable or defective packaging.\u201d<\/p>Source: GDV (German Insurance Association)<\/strong><\/cite><\/blockquote><\/figure>\n\n

Based on my nearly 30 years of experience, I can wholeheartedly agree with that.<\/p>\n\n

The question that naturally follows is: under what conditions would I consider damage to the goods to be the result of transportation? Here\u2019s an example: A pallet of cement bags is delivered from the manufacturer to the recipient, and one bag is damaged during transport.<\/p>\n\n

If the recipient is a home improvement store, they will file a claim for damage in transit because the damaged bag can no longer be sold. If, however, the recipient is a construction site, they will likely just dump the bag into the mixer and not make a fuss about it. So it depends on the circumstances as to when something is considered damage in transit.<\/p>\n\n

During various conversations with customers, the topic of \u201cshipping damage\u201d came up time and again. When I asked whether there was any shipping damage and, if so, how much, I was often told there was none or none worth mentioning. When I asked the second question\u2014whether there was a company-specific definition of damage during transport\u2014I was usually met with silence.<\/p>\n\n

My view is this: if there is no company-specific definition of transport damage, then it cannot be specifically documented. It is therefore up to the observer to decide whether or not damage is present.\u201cIf goods are damaged in transit because they were not packaged \u2018appropriately for the intended use,\u2019 this has serious implications for insurance coverage and the liability of all parties involved.\u201d So states the GDV.<\/p>\n\n

In our bureaucratic German system, one can assume that everything is regulated somewhere\u2014you just don\u2019t know exactly where. The German Commercial Code (HGB) provides clarity on this matter.<\/p>\n\n

For once, here is the original text of the law:<\/p>\n\n

The shipper must pack the goods\u2014insofar as their nature requires packaging in light of the agreed-upon mode of transport\u2014in such a way that they are protected against loss and damage<\/strong> and that no damage is caused to the carrier<\/strong>. If the goods are to be handed over for carriage in a container, on a pallet, or in or on any other loading unit used to consolidate cargo items, the shipper must also stow and secure the goods in or on the loading unit in a manner that ensures they are safe for transport. The shipper must also mark<\/strong> the goods to the extent required for their handling in accordance with the contract .<\/strong><\/p>\u00a7 411 Packaging. Marking<\/strong> <\/cite><\/blockquote><\/figure>\n\n

And here’s another section of the law:<\/p>\n\n

(1) The carrier is exempt from liability to the extent that the loss, damage, or failure to meet the delivery deadline is attributable to one of the following risks: 1. the agreed-upon or customary use of open vehicles not covered by tarps or loading on deck; 2. insufficient packaging by the shipper<\/strong>; 3. handling, loading, or unloading of the goods by the shipper or the consignee;<\/strong> 4. the natural nature of the goods, which is particularly prone to damage, especially due to breakage, rust, internal spoilage, drying out, leakage, or normal shrinkage; 5. insufficient marking of the cargo items by the shipper<\/strong>; 6. the carriage of live animals.<\/p>\u00a7 427 Special Grounds for Exclusion of Liability <\/strong><\/cite><\/blockquote><\/figure>\n\n

From these two paragraphs, the following interrelated considerations can be derived, among others:Step 1:<\/strong> Definition of transport loadsStep 2:<\/strong> Determining packaging suitable for the loadsStep 3:<\/strong> Instructions for forming stable load unitsStep 4:<\/strong> Instructions for securing the load unit on or inside the transport vehicle.<\/p>\n\n

In the following posts, I will examine each of these steps and share my thoughts on them.<\/p>\n\n

Step 1: Defining Transportation Demands<\/strong>A customer orders a product from a supplier and provides a shipping address. From this, the expected transportation demands can be determined.Example: The <\/strong>production facility for the desired product is located in Germany, and the recipient needs the goods delivered to their location in Australia. The question is: Which transportation routes can be used to get the product to Australia? The only options are by ship or by plane. This allows us to determine the transportation impacts more precisely. Please follow my reasoning.<\/p>\n\n

Air Transport:<\/strong><\/p>\n\n