I. Core Requirements for International Air Cargo Packaging
The core principles of cargo packaging for international air freight are “safety, compliance, and adaptability.” This requires protecting cargo from damage during complex transportation environments (such as loading and unloading, turbulence, and air pressure fluctuations) while also complying with aviation safety regulations and customs requirements in the destination country.
In this article, Weefreight will provide a detailed analysis, which we hope will be helpful.
- Basic Safety Requirements
Compression and Shock Resistance: Air cargo undergoes multiple loading and unloading and stacking cycles, so packaging must be able to withstand certain pressures (especially heavy cargo). Fragile items (such as glass and electronic components) must be filled with cushioning materials (bubble wrap, foam, air bags, etc.) to prevent vibration and collision. For precision instruments, wooden pallets or custom wooden boxes with internal positioning foam are recommended.
Moisture and Rust Prevention: Goods sensitive to moisture (such as paper products and textiles) require waterproof film or desiccant. Metal products require rust prevention (e.g., coating with anti-rust oil or wrapping with anti-rust paper) to prevent rusting due to humidity fluctuations during transportation.
Strength Adaptation: Goods of different weights require packaging of corresponding strength. For example, small and light cargo can be packaged in rigid cardboard boxes (five-layer corrugated cardboard is recommended). Heavy cargo (over 50kg per shipment) requires wooden pallets (which must comply with IPPC fumigation standards and bear fumigation markings), iron pallets, or reinforced wooden boxes. The packaging must also be secured with strapping (plastic or steel) for added stability.
- Special Aviation Safety Requirements
Prohibition of Mixed Packaging of Dangerous Goods: Dangerous goods (such as batteries, liquids, powders, flammable and explosive materials) must not be mixed within packaging. Even “implicitly dangerous goods” (such as equipment containing batteries) must be declared separately and comply with dangerous goods packaging standards (such as UN-certified packaging). Ordinary goods packaging must be clearly marked “Non-Dangerous Goods.”
Packaging Integrity: Packaging must be free of damage, holes, or oil stains, and must be tightly sealed (cross-tape is recommended for cartons) to prevent leakage or spillage, which could pose a safety hazard.
Dimension and Weight Limits: The package must comply with the airline’s individual package size and weight regulations (varies slightly between airlines and aircraft models, but typically limits are 300kg and 3 meters per side. Overweight/oversized items require advance confirmation and special reinforcement.)
- Compliance and Labeling Requirements
Specific Regulations of the Destination Country: Some countries have mandatory packaging requirements. For example, Australia and New Zealand prohibit the use of unfumigated solid wood packaging (a fumigation certificate is required). The EU requires the IPPC label (format: “IPPC + country code + company code + treatment method code”) for wooden packaging. Goods such as food and pharmaceuticals must use food-grade packaging materials to prevent contamination.
Clear Labeling: Complete cargo labeling must be affixed to the outside of the packaging, including shipping marks (including consignor/consignee information, destination, number of pieces, etc.), and handling labels such as fragile, moisture-proof, and upward (must comply with internationally recognized graphic standards) to prevent loading and unloading errors.
II. Determining Liability for Cargo Damage
Liability for cargo damage in international air freight is determined based on the cause of damage and relevant terms and conditions. This involves the shipper, carrier (airline), freight forwarder, and consignee. The specific determination logic is as follows:
- Circumstances Where the Shipper Bears Liability
If the damage is caused by packaging issues or handling errors on the part of the shipper, liability rests solely with the shipper. Common scenarios include:
The packaging does not meet the aforementioned “basic safety requirements” or aviation regulations (e.g., fragile items are not cushioned, or heavy cargo packaging is insufficiently strong);
The cargo itself has quality defects (e.g., unsecured parts fall off during transport);
The cargo’s nature is not truthfully declared (e.g., fragile items are labeled as ordinary cargo, causing the carrier to treat them as ordinary cargo).
- Circumstances in which the Carrier (Airline) is Liable
If the damage is caused by the airline’s fault or failure to fulfill its basic transportation obligations during transportation, the carrier will be liable for compensation. Common scenarios include:
Rough handling during loading and unloading (e.g., damaged packaging due to rough handling);
Moisture or contamination of the cargo during transportation due to the carrier’s fault (e.g., a leak in the cargo hold not promptly addressed);
Failure to comply with agreed transportation conditions (e.g., failure to place cargo requiring low-temperature transportation in a cold chain hold).
However, please note: Airlines typically set liability limits based on the Warsaw Convention or the Montreal Convention (e.g., calculated based on cargo weight, with a compensation limit of approximately US$20 per kilogram). They are not liable for damage caused by “force majeure (e.g., inclement weather)” or inherent defects in the cargo (e.g., natural decay of fresh fruit).
- Circumstances in which the freight forwarder bears liability
As a “freight forwarder’s agent,” a freight forwarder is only liable for its own fault. Examples include:
Failure to communicate the shipper’s special packaging requirements (e.g., “Handle with care for fragile items”) to the airline;
Misplaced cargo information leading to carrier mishandling;
Failure to purchase insurance as required, where damage is caused by the freight forwarder’s agent’s error.
If the freight forwarder merely acts as an “intermediary” to complete the booking and customs clearance processes and is not at fault, it is not liable for damage.
- Consignee Notes
The consignee’s actions when signing for the goods directly impact the determination of liability:
If damage is discovered during on-site inspection upon signing for the goods, the consignee must immediately provide a “Damage Certificate” (noting the damage, quantity, photos, etc.) to the carrier or freight forwarder and refuse to sign for “in good condition.” Otherwise, the consignee may lose their right to claim compensation due to “confirmed receipt.”
If damage is discovered after signing for the goods, evidence must be provided proving that the damage occurred during transportation (not during storage/transshipment after signing for the goods). Otherwise, liability cannot be determined.
- The Supplementary Role of Insurance
If the consignor has purchased air cargo insurance, regardless of who is at fault, they can first file a claim with the insurance company (and then pursue compensation from the responsible party after the insurance company pays). Insurance is particularly crucial for mitigating the risk of damage for high-value goods.
Summary
The core of cargo packaging is to “avoid damage risks at the source.” This requires a comprehensive design that takes into account cargo characteristics, aviation regulations, and the requirements of the destination country. Determining damage liability focuses on “cause tracing.” Shippers must ensure packaging compliance and cargo declaration, while consignees must conduct on-site inspections and, if necessary, transfer risk through insurance.
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