For fruit importers in the European Union, proper marine cargo insurance directly determines the profit and loss of an entire container of goods. According to FAO data, approximately 5% to 15% of fresh fruits and vegetables worldwide suffer damage during transportation. In developing countries, food loss caused solely by shipping can reach as high as 40%. This figure means that roughly one out of every ten fruit containers may sustain severe losses due to transit‑related accidents. Insurance is not a mere formality; it is a measure to close risk exposures in advance.

Many importers use general cargo insurance for sea shipments. However, standard general cargo insurance policies usually exclude compensation for refrigeration equipment failure and transit delays, two of the most fatal risks for fresh‑fruit sea freight. The correct option is to purchase Refrigerated Cargo All Risks under Ocean Marine Cargo Insurance. Based on public premium rate tables from Zhongan Online, the base rate for Refrigerated Cargo All Risks is 0.100%, while the rate for basic Refrigerated Cargo Insurance is 0.050%. The premium gap is small, yet the scope of cover differs greatly. The terms of Refrigerated Cargo All Risks specify that insurers shall indemnify spoilage losses resulting from a continuous 24‑hour shutdown of refrigeration machinery. When buying insurance, always confirm that the policy clearly states “Refrigerated Cargo All Risks” under ocean marine cargo insurance, rather than ordinary general cargo insurance.

If you choose less‑than‑container‑load (LCL) shipments to save freight costs and load fruit together with strongly‑scented agricultural products such as garlic and carrots, the risk of odour contamination rises significantly. Sulphur compounds released by garlic are highly penetrative. Once odour contamination occurs, the whole consignment will be rejected by supermarket retail channels. In such circumstances, adding the Risk of Odour Contamination is necessary. It is also recommended to add the Risk of Sweating and Heating to cover hidden mould growth caused by temperature and humidity fluctuations inside containers. These two additional coverages only add a minor premium cost, but can cover hard‑to‑prove losses in mixed‑cargo shipments.

Two key points are often overlooked in the claims process. A case heard by the Shanghai Maritime Court involved 19 tonnes of Mexican avocados. After discharge at the destination port, a joint survey report showed that 27% of the avocados were rotten and 72.7% were fully softened. The report recorded that during the latter part of the voyage, container temperatures fluctuated between 6.9 °C and 10.1 °C, exceeding the 6.5 °C storage requirement specified in the bill of lading. The court ruled that the carrier bore 80% of the liability and the consignee bore 20%. The joint survey report was the critical evidence to establish the carrier’s liability. Therefore, after a loss incident, do not open the container to take photos or dispose of damaged produce on your own. Immediately contact the surveyor appointed by your insurance company to conduct a joint inspection. Without this report, you will have almost no room for recourse if the insurer rejects your claim.

Another critical document is the weighing certificate. Fresh produce inevitably loses moisture during long‑distance sea voyages, especially items such as ginger and citrus fruits. If you intend to claim compensation for weight loss, official weighing records at the destination port are the only valid evidence. Many importers find they cannot provide weighing documents when filing claims and have to bear all losses themselves. Arrange weighing immediately after discharge and keep written records.

Regarding insured value and deductibles, it is standard practice to insure for 110% of the CIF value. For commodities with volatile prices such as cherries and durians, it is advisable to raise the insured value to 120% or even 130% to include expected profits, not just production costs. In terms of premium rates, the reference rate for fresh fruits and vegetables under marine all‑risks insurance is approximately 0.35% for shipments from Oceania and Asian countries, and around 0.50% for shipments from Africa and Central‑South America. Actual rates vary by insurance company and shipping route and are subject to real‑time quotations. For refrigerated cargo, the typical absolute deductible is about 1% of the insured value per incident. For fruit consignments, negotiate deductible terms with your insurer according to the dehydration characteristics of each variety to avoid disputes during claim settlement.

Special attention should be paid to the warehouse‑to‑warehouse clause. Standard policies for fresh produce normally provide coverage only up to the warehouse at the port of discharge. If your goods need further transport to inland cold‑storage facilities, you must notify your insurer in advance to extend coverage. Without this extension, there will be a coverage gap for this leg of transit, and you will bear all resulting losses. This detail is frequently missed by importers requiring secondary transshipment. Always inform your insurer of your full logistics route when purchasing insurance.

Lastly, it is important to understand the carrier’s limitation of liability. The Maersk “Saltoro” vessel incident at the end of 2024 serves as a typical example. Operating a Chile‑to‑China cherry express service, the vessel departed San Antonio Port on 27 December 2024, carrying 1 350 cherry containers and 3 nectarine containers, with a scheduled arrival in China in 22‑23 days. A main‑engine failure left the ship stranded in the Pacific Ocean for 22 days. After a total 52‑day sea voyage, it arrived at Chinese ports on 17 February 2025. All fruit on board suffered extensive spoilage and was destroyed. There were 95 affected cargo owners, with total cargo value exceeding USD 160 million. Nevertheless, according to the final ruling of the Chilean Constitutional Court in March 2026, Maersk was ordered to pay only approximately USD 16.64 million, merely 10% of the actual cargo losses. Carrier liability limitation is a long‑established rule under international maritime law, setting a statutory cap on carrier compensation. The remaining 90% of loss exposure must be covered by commercial insurance.

To sum up: Statutory liability caps limit the compensation shipping lines can pay, so commercial insurance is required to cover residual risks. Select the correct insurance policy, add necessary additional coverages, and keep all required claim documents. Only in this way can you avoid losing profits across multiple containers due to refrigeration malfunctions or vessel breakdowns.