We advise shippers, logistics providers and international trading companies across the entire transport and logistics chain.
Our clients include in particular
Transport law combines short deadlines with complex liability issues. We most frequently assist in the following situations.
Goods arrive damaged or are lost in transit. Carrier or forwarder liability depends on immediate documentation, compliance with short notice periods and the correct legal basis for the claim.
After a transport loss, liability and insurance coverage must be clarified quickly. We notify the insurer, assess liability under the CMR or ADSp and preserve recourse claims against the responsible party.
A new logistics or framework agreement is being negotiated. Scope, liability limits, insurance cover and the effective incorporation of the ADSp determine the risk of the ongoing relationship.
Customs questions classification, value or origin and threatens a post-clearance recovery. We review the decision, conduct the objection procedure and address preference and customs valuation issues.
Authorised Economic Operator status simplifies customs procedures and strengthens confidence among business partners and authorities. We assess eligibility, prepare the application and support the authorisation process.
Cross-border road transport is generally governed by the CMR, with specific liability limits and short deadlines. We clarify jurisdiction, the applicable rules and cross-border enforcement.
Transport law imposes short notice and limitation periods. We preserve evidence, issue reservations in time and pursue claims before rights are lost.
Recurring transports require robust terms on liability, insurance and customs. We draft the transport and logistics contracts so that they hold in the event of a loss.
Whether goods are exported from or imported into Germany, we coordinate transport, customs and foreign trade issues in both directions.
Export from Germany
You ship goods abroad.
Import into Germany
You source goods from abroad.
A transport loss leaves little time. We advise from the initial documentation and preservation of deadlines through settlement or court enforcement.
Send us the key facts and available documents. We review liability and deadlines in confidence and take the necessary steps.
For loss of or damage to the goods between takeover and delivery, the carrier is in principle liable, regardless of fault, under so-called custody liability. This liability is, however, capped in amount: in road haulage, both nationally under the Commercial Code and internationally under the CMR, a limit of 8.33 special drawing rights per kilogram of gross weight applies. In cases of qualified fault, such as intent or recklessness, the cap falls away. We clarify liability and represent you, whether you are enforcing claims or defending against them.
The CMR is the convention on the contract for the international carriage of goods by road. It applies mandatorily where the place of takeover and the place of delivery are in different states and at least one of them is a contracting state, which is true of almost all European countries. The CMR governs the consignment note, the carrier's liability, notification deadlines and a short limitation period. Because it is mandatory, its rules cannot be overridden by differing standard terms. We draft contracts within the CMR and conduct disputes over it.
The deadlines are short and decisive. Visible damage must be notified on delivery, concealed damage within a few days; if notification is missed, the goods are presumed to have been delivered in proper condition. Claims under the freight contract become time-barred, under the CMR and the Commercial Code, as a rule after one year, and after three years in cases of intent or equivalent fault. Given these tight deadlines, action should be taken at once when damage occurs. We secure your claims within the deadlines.
The German Freight Forwarders' Standard Terms (ADSp) are pre-formulated terms that are widespread in the forwarding and logistics sector. Among other things, they govern the forwarder's liability and its limitation, the insurance of the goods and the handling. The ADSp do not apply automatically but must be effectively incorporated into the contract, and they are subject to review of standard terms. For shippers they often mean a noticeable limitation of liability in the forwarder's favour. We review the incorporation and its consequences and draft the contracts fairly.
The carrier owes the carriage of the goods itself and is liable for the transport. The freight forwarder, by contrast, owes the organisation of the shipment, in particular the selection and instruction of carriers, and is in principle liable only for careful arrangement. In practice the line blurs, for instance with self-entry or the fixed-cost forwarder, who is liable like a carrier. The correct classification decides liability and claims. We clarify the roles and identify the right defendants.
The Union Customs Code is the EU's uniform customs law. It governs import and export, the customs declaration, the customs value, the tariff classification of goods and the origin of goods, as well as customs authorisations and simplifications. For companies, the correct classification in the customs tariff, the correct customs value and the use of preferential agreements are above all decisive, because they determine the duty burden. Errors lead to subsequent recovery and fines. We support customs declarations, authorisations and objection proceedings.
Authorised Economic Operator (AEO) status is a customs distinction for reliable and secure companies. It brings simplifications in customs handling, fewer controls and preferential treatment, as well as an edge in trust with international business partners. The requirements include compliance with customs rules, a suitable accounting and control system and security standards. The authorisation requires thorough preparation. We check the requirements and support the authorisation procedure.
Cargo insurance covers damage to the transported goods, regardless of whether a party is liable; carrier liability insurance, by contrast, covers the liability of the carrier or forwarder. If the cargo insurer settles the loss, the injured party's claim passes to it, and it takes recourse against the party responsible for the loss. In the multi-tier transport chain, the correct order of recourse is decisive. We handle losses, pursue recourse and defend against unjustified claims.
In multimodal transport, the goods are carried by different means, such as truck, ship and rail. What is legally difficult is which liability regime applies when it is unclear on which leg the damage occurred. Under German law, the law for the leg on which the damage is presumed then applies in principle, and failing that the general freight law. Contracts should regulate liability clearly across the legs. We put multimodal contracts together and clarify liability questions in the event of a loss.
In cross-border transports, different legal systems, liability regimes and trade terms come together. What matters is the clear agreement of the Incoterms, which determine the passing of risk and the bearing of costs, the choice of law and jurisdiction, adequate insurance cover and observance of the mandatory conventions such as the CMR. Sound contract drafting prevents jurisdiction and applicable law from being unresolved in the event of a loss. We draft the contracts and steer enforcement across borders.
