Usually, whole transport chains are given to one company. This method begins in the offer stage. For higher volumes - mostly im- and export - larger medium-sized companies and groups are invited to take part in the tender process. A pre-selection is therefore made at this early stage, which usually amounts to a complete assignment of the transport chain. This preselection often ties the shipper to a forwarding company over a longer period of time. 

This is exactly where we start. We want to break up the supply chain and set new intersections. We advise and convince our customers to use companies for the individual components who ultimately also provide the mode of transport and map the warehouse logistics processes themselves. Our customer not only benefits from a lower price, but also uses companies with a high level of core competence. Direct commissioning enables him to solve internal processes more efficiently and in a more targeted manner. In order to achieve this goal, we provide assistance with the preparation of the tender documents or take over this process completely. We determine the delivery conditions, show our customers the intersections to be set and recommend companies for the individual transport and logistics services. In addition, we also offer holistic solutions by managing all logistics processes. In case of complex warehouse logistics projects, we can also offer to take over directly. But first and foremost, we want to support our customers' projects competently and sustainably from the start, with the aim of achieving a win-win situation.

In times of globalization, constant growth and fast-paced development it is more important than ever to stay up to date. Regardless of innovations in the technical sector: the commitment of your employees is what tips the scales in most cases. Small causes can lead to huge consequences as people tend to do things the way they are used to.

The failure of solutions in processing transports does not seldomly start in the executive floor. To optimize processes it is not enough to implement a new software solution, but to keep your employees informed about the next steps. Regular trainings are as important as steps to promote employee loyality.

For example, a top-notch logistics department might not bring your company forward if the vehicle to be loaded is not available at the ramp or palett invoices, damage calculations etc. cloud the operating results. We offer practical consulting in the fields of logistics, shipping, insurance and fleet-risk management. We analyze, evaluate and work out a fitted solution for you and your team.

What is the legal basis?

How can damages be processed correctly?

How can I cover myself?

Questions you should consider intensively - at least when signing a trade agreement and the related delivery clause.
The most common set of rules are the International Commercial Terms (Incoterms® 2010). The clauses contained therein regulate the allocation of transport costs between the buyer and seller and the transfer of the transport risk (transfer of risk) from the seller to the buyer. In particular, two of the eleven delivery clauses oblige the seller to take out transport insurance in favor of the buyer. These are the CIF and CIP delivery clauses. In both cases, the seller organizes and pays for the transport and insurance up to the agreed destination, but the risk of transport (e.g. damage, loss, theft) is already transferred to the buyer when the goods are handed over to the first carrier (CIP) or when they cross the ship's rail at the port of shipment (CIF).

Example: The buyer agrees with his supplier on the CIP clause and the goods are stolen during transport.

If in this case the seller has only taken out a minimum insurance cover in accordance with general transport insurance conditions (Institute Cargo Clauses), the buyer will probably be left with his costs. The reason is that this minimum protection only includes explicitly mentioned damage events such as explosion, sea and earthquake. Transport accidents and not mentioned risks - in this case theft - are not covered. To avoid a shortfall in coverage as in this case, it is advisable to examine the three ICC categories more closely. The insurance coverage ranges from the minimum coverage in the ICC-C category to the coverage of all risks in the ICC-A category. But beware, even a so-called "All Risks - Insurance" does not cover all risks, contrary to its name. 

Basically, damage has been occurring ever since goods were stored and transported. The causes that lead to damage have remained largely the same, even though the increasing international flow of goods and changes in transport technology (e.g. container traffic) and warehousing (e.g. automated high-bay warehouses) have had an impact. On the other hand, transport laws and forwarding, warehousing and transport conditions, which regulate liability for transport and storage damage, are subject to the greater change of the times. Essentially, the legal and contractual basis regulates the principle of liability, the scope of liability, the limits of liability, the complaint periods, the statute of limitations, etc. and thus also serves as a basis for deciding to what extent one would like to cover further risks by taking out goods transport insurance. 

We offer you to take a close look at the topic of insurance in and for your company and to provide you with detailed and practice-oriented advice. For this purpose, our team of experts is at your side with advice and support.

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