UNIVERSITY OF NAIROBI

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TOPIC: THE SCOPE AND DEVELOPMENT OF MARINE INSURANCE

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1.0 INTROD1UCTION

Background

Marine Insurance covers the loss or damage of ships, cargo, terminals, and any
transport or property by which cargo is transferred, acquired, or held between the point of
origin and final destination

Marine insurance is generally considered to have been the very first type of insurance.
The oldest tangible evidence of this insurance is a policy written in 1343. In a different
form, however, marine insurance was introduced many centuries prior to that time.

Trade of various sorts was an important feature of ancient civilization. At first trade was
conducted primarily on land, but gradually water transportation became more important
commercially.

Marine insurance can be traced back to the bottomry bonds and respondentia bonds used
in ancient Greece and Rome and, even further back, to the relationship between
Babylonian traders and their darmathas. Sometime during the Middle Ages, the first true
insurance transaction took place. By the seventeenth century, marine insurance was being
transacted by individual underwriters who congregated in London coffeehouses, most
notably Edward Lloyd’s coffeehouse, which was the predecessor to the modern Lloyd’s
of London.

2.0 TYPES OF MARINE INSURANCE

Marine insurance can be broadly classified as either property or liability insurance.

Property Insurance insures against financial loss resulting from damage to, or
destruction of, property in which the insured has an insurable interest.

Liability Insurance insures against financial loss resulting from some person or
organization making a claim against the insured for damages because of bodily injury,

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death, property damage, or some other injury for which the insured is allegedly
responsible.

PROPERTY INSURANCE

The principal branches of marine property insurance are

 Cargo insurance,
 Hull and machinery insurance, and
 Loss of income insurance.

Cargo insurance – Cargo insurance covers the interest of shippers, consignees,

distributors, and others in goods and merchandise shipped primarily by water or, if in
foreign trade, also by air. Most cargo insurance involves foreign trade across oceans, but
the cargo may also be transported within a nation or between nations on inland
waterways.

Hull and Machinery( H & M) insurance – H & M insurance protects ship-owners and
others with an interest in vessels, and the like against the expenses that might be incurred
in repairing or replacing such property if it is damaged, destroyed, or lost due to a
covered peril. Usually, hull insurance on pleasure craft and tugs and barges, is provided
as part of a package policy providing both property and liability coverage.

Loss of income insurance – Marine loss of income insurance covers a ship-owner

against loss of business income resulting from damage to or loss of the insured vessel.
When written for cargo vessels, whose income is called freight, the coverage is referred
to as freight insurance.

LIABILITY INSURANCE

Liability insurance can also be divided into three categories:

 Collision liability,
 Protection and indemnity, and

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  Other liability insurances.

Collision Liability Insurance: Collision liability insurance is included in most

commercial hull insurance policies. Due to reasons such as the size of the H & M policy
deductible and prompt guarantees issued by the P & I Underwriters, it is often more
prudent and practical to have this aspect of cover underwritten under the P & I policy. It
covers the liability of the insured vessel for damage to another vessel and property
thereon resulting from collision between the insured vessel and the other vessel.

Protection and Indemnity Insurance: Protection and indemnity (P&I) insurance is the
major form of liability insurance for vessels. This insurance protects the insured against
(1) liability for bodily injury or property damage arising out of specified types of
accidents, and (2) certain unexpected vessel-related expenditures.

In many cases, P&I policies are broadened to include coverage for collision liability
losses in excess of the collision liability coverage provided under the hull policy. This
optional P&I feature is most desirable and is quite commonly incorporated into the policy
because collision liability coverage whether underwritten under the H & M or the P & I
policy is ordinarily limited to a separate amount of insurance equal to the agreed value of
the vessel, which could be less than needed to pay collision liability claims.

Other Liability Insurance: Other liability policies include the following:

- Liability insurance for maritime businesses such as ship repairers, stevedores,

wharfingers, marina operators, boat dealers and terminal operators
- Charterers liabilities policies
- Excess liability policies

Specialist Policies

Various types of specialist policy exist, including:

New-building risks: This covers the risk of damage to the hull whilst it is under
construction.

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 Yacht Insurance: Insurance of pleasure craft is generally known as 'yacht
insurance' and includes liability coverage. Smaller vessels, such as yachts and
fishing vessels, are typically underwritten on a 'binding authority' or 'lineslip'
basis.
War risks: Usual Hull insurance does not cover the risks of a vessel sailing into a
war zone. A typical example is the risk to a tanker sailing in the Persian Gulf
during the Gulf War. War risks cover protects, at an additional premium, against
the danger of loss in a war zone. The war risks areas are established by the
London-based Joint War Committee, which has recently moved to include the
Malacca Straits as a war risks area due to piracy.
Increased Value (IV): Increased Value cover protects the shipowner against any
difference between the insured value of the vessel and the market value of the
vessel.
Overdue insurance: This is a form of insurance now largely obsolete due to
advances in communications. It was an early form of reinsurance and was bought
by an insurer when a ship was late at arriving at her destination port and there was
a risk that she might have been lost (but, equally, might simply have been
delayed). The overdue insurance of the Titanic was famously underwritten on the
doorstep of Lloyd's.
Cargo insurance: Cargo insurance is underwritten on the Institute Cargo
Clauses, with coverage on an A, B, or C basis, A having the widest cover and C
the most restricted. Valuable cargo is known as specie.

3.0 COVERED PERILS

The “perils clause” of a marine property policy lists the causes of loss covered by the
policy. The perils of principal importance covered by hull and cargo policies are the
“perils of the seas,” which do not include every loss that occurs on the sea, but only
accidental, unanticipated losses occurring through extraordinary action of the elements at
sea, as well as mishaps in navigation such as collision with another vessel or running
aground. Various other perils – such as fire, lightning, or earthquake—are also named in
the perils clause. As the insurance needs of ship-owners and cargo shippers became more

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complex, new clauses were devised to cover additional perils such as bursting of boilers,
breakage of shafts, and accidents in loading and unloading. Eventually, the concept of
“all-risks” policy was introduced, which states that any risk of physical loss is covered
unless it is specifically excluded. War, capture, seizure, political or labor disturbances,
civil commotion, riot, and similar perils are excluded under basic marine insurance forms
but can be bought back through an endorsement or by a separate policy.

The peril normally covered by a liability policy is a claim or suit brought against the
insured claiming damages for some alleged wrongful act of the insured. Unless the claim
is made or the suit is brought, the insured will not suffer a liability loss, even though the
insured may have negligently injured another or damaged another’s property. The types
of loss covered by liability policies are presented in different ways. Typically, protection
and indemnity policies contain several clauses describing the specific types of losses,
costs, or expenses that the insurer will pay if, and only if, the insured is held liable for
and has paid them.

4.0 TYPES OF LOSSES COVERED

The types of losses covered by cargo and hull policies can be categorized as

 Total loss,
 Particular average,
 General average, and
 Sue and labor charges. These categories of losses are described below.

Total Loss: A total loss can be either an actual total loss or a constructive total loss. An
actual total loss may take any of three basic forms:

 Physical destruction (e.g. foundering, loss by fire, missing ship).

 Loss of specie. This has been defined as cargo which no longer answers the
description of the interest insured.
 Irretrievable deprivement (e.g. capture).

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Because the interpretation of constructive total loss by some laws is unacceptable to
most insurers, some hull policies usually contain a provision stating that there will be no
recovery for a constructive total loss unless the cost of recovering and repairing the vessel
would exceed the agreed value of the vessel. Similarly, cargo policies ordinarily contain a
provision stating that there will be no recovery for a constructive total loss unless the
property is reasonably abandoned in expectation of its becoming an actual total loss
without expending more than the value of the property. The important concept to grasp
for now is that in most marine insurance policies the full amount of insurance is payable
in the event of either an actual or a constructive total loss.

Particular Average: In marine insurance, an “average” is a partial loss of vessel or

cargo. A particular average is a partial loss that is to be borne by only a particular interest
(such as the vessel alone or one of the various cargo interests aboard). In contrast, a
general average is a partial loss that must be borne proportionally by all interests in the
maritime venture (such as the vessel and all owners of cargo aboard the vessel on a
particular voyage).

Damaged property can be considered general average only if the property was sacrificed
in order to save the entire venture or was somehow damaged as a result of the sacrifice. If
this element is lacking, the damage is a particular average. An example of particular
average is fire damage to a vessel and cargo aboard the vessel.

General Average: General average originated in ancient times as a way to apportion

fairly among all parties to a maritime venture any losses incurred by some of the ventures
in the interest of preserving the entire venture. Modern hull and cargo policies include a
provision covering the insured’s share of general average.

In order for a loss to be considered general average, the loss must be a direct consequence
of a “general average act.” defined as follows:

There is a general average act when, and only when, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the common safety for

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the purpose of preserving from peril the property involved in a common maritime
adventure.

5.0 ORIGINS OF FORMAL MARINE INSURANCE LAW

The modern origins of marine insurance law were in the law of merchant, with the
establishment in England in 1601 of a specialised chamber of assurance separate from the
other Courts. Lord Mansfield, Lord Chief Justice in the mid-eighteenth century, began
the merging of law merchant and common law principles. The establishment of Lloyd's
of London, competitor insurance companies, a developing infrastructure of specialists
(such as shipbrokers, admiralty lawyers, and bankers), and the growth of the British
Empire gave English law a prominence in this area which it largely maintains and forms
the basis of almost all modern practice. The growth of the London insurance market led
to the standardization of policies and judicial precedent further developed marine
insurance law. In 1906 the Marine Insurance Act was passed which codified the previous
common law; it is both an extremely thorough and concise piece of work. Although the
title of the Act refers to marine insurance, the general principles have been applied to all
non-life insurance.

Practice

The Marine Insurance Act includes, as a schedule, a standard policy (known as the 'SG
form'), which parties were at liberty to use if they wished. Because each term in the
policy had been tested through at least two centuries of judicial precedent, the policy was
extremely thorough. However, it was also expressed in rather archaic terms. In 1991, the
London market produced a new standard policy wording known as the MAR 91 form and
using the Institute Clauses. The MAR form is simply a general statement of insurance;
the Institute Clauses are used to set out the detail of the insurance cover. In practice, the
policy document usually consists of the MAR form used as a cover, with the Clauses
stapled to the inside. Typically each clause will be stamped, with the stamp overlapping
both onto the inside cover and to other clauses; this practice is used to avoid the
substitution or removal of clauses.

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6.0 PROTECTION AND INDEMNITY

A marine policy typically covered only three-quarter of the insured's liabilities towards
third parties. The typical liabilities arise in respect of collision with another ship, known
as 'running down' (collision with a fixed object is an 'allision'), and wreck removal (a
wreck may serve to block a harbour, for example).

In the 19th century, shipowners banded together in mutual underwriting clubs known as
Protection and Indemnity Clubs (P&I), to insure the remaining one-quarter liability
amongst themselves. These Clubs are still in existence today and have become the model
for other specialised and uncommercial marine and non-marine mutuals, for example in
relation to oil pollution and nuclear risks.

Clubs work on the basis of agreeing to accept a shipowner as a member and levying an
initial 'call' (premium). With the fund accumulated, reinsurance will be purchased;
however, if the loss experience is unfavourable one or more 'supplementary calls' may be
made. Clubs also typically try to build up reserves, but this puts them at odds with their
mutual status.

Because liability regimes vary throughout the world, insurers are usually careful to limit
or exclude American Jones Act liability.

Calculation of Marine Insurance Amount/Premium:

Amount of premium depends on factors like nature of cargo, scope of cover, packing,
mode of conveyance, distance and past claims experience. Premium can be paid on a
monthly/quarterly/half-yearly/yearly basis.

Marine Insurance Claim Procedure:

• In case of loss/damage in transit, a monetary claim should be lodged with the

carrier within the time limit to protect recovery rights
• Appointment of surveyor or claim representative in agreement with the insurer to
determine the nature, cause and extent of loss/damage

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 • The surveyor informs the insurer of the approximate value of loss incurred
• The claim procedure takes from one to three weeks

Documents Required for Marine Insurance Claim:

1. Original Invoice & packing List - if forming part of Invoice

2. Document of declaration of consignment
3. Damage Certificate from the carrier

Excess, Deductible, Retention, Co-Insurance, and Franchise

An Excess is the amount payable by the insured and is usually expressed as the first
amount falling due, up to a ceiling, in the event of a loss. An excess may or may not be
applied. It may be expressed in either monetary or percentage terms. An excess is
typically used to discourage moral hazard and to remove small claims, which are
disproportionately expensive to handle. The equivalent term to 'excess' in marine
insurance is 'deductible' or 'retention'.

A co-insurance, which is typically applied in non-proportional treaty reinsurance, is an

excess expressed as a proportion of a claim, e.g. 5%, and applied to the entirety of a
claim.

A franchise is a deductible below which nothing is payable and beyond which the entire
amount of the sum insured is payable. It is typically used in reinsurance arbitrage
arrangements.

7.0 WARRANTIES AND CONDITIONS

A peculiarity of marine insurance, and insurance law generally, is the use of the terms
condition and warranty. In English law, a condition typically describes a part of the
contract that is fundamental to the performance of that contract, and, if breached,
breaches the contract as a whole. By contrast, a warranty is not fundamental to the
performance of the contract and breach of a warranty will not lead to a breach of the
contract. The meaning of these terms is reversed in insurance law. Thus, the Marine

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Insurance Act 1906 refers to implied warranties, one of the most important of which is
that the vessel is seaworthy.

Marine Insurance Act, 1906

The most important sections of this Act include:

s.4: a policy without insurable interest is void.

s.17: imposes a duty on the insured of uberrimae fides (as opposed to caveat
emptor); ie. that questions must be answered honestly and the risk not
misrepresented.
s.18: the proposer of the insurer has a duty to disclose all material facts relevant to
the acceptance and rating of the risk. Failure to do so is known as non-disclosure
or concealment (there are minor differences in the two terms) and renders the
insurance voidable by the insurer.
s.33(3): If [a warranty] be not [exactly] complied with, then, subject to any
express provision in the policy, the insurer is discharged from liability as from
the date of the breach of warranty, but without prejudice to any liability incurred
by him before that date.
s.34(2): where a warranty has been broken, it is no defence to the insured that the
breach has been remedied, and the warranty complied with, prior to the loss.
s.34(3): a breach of warranty may be waived (ie. ignored) by the insurer.
s.50: a policy may be assigned. Typically, a shipowner might assign the benefit of
a policy to the ship-mortgagor.
ss.60-63: deals with the issues of a constructive total loss. The insured can, by
notice, claim for a constructive total loss with the insurer becoming entitled to the
ship or cargo if it should later turn up. (By contrast an actual total loss describes
the physical destruction of a vessel or cargo.)
s.79: deals with subrogation; ie. the rights of the insurer to stand in the shoes of an
indemnified insured and recover salvage for his own benefit.
Schedule 1 of the Act contains a list of definitions; schedule 2 contains the model policy
wording.

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Typical exclusions in an “ALL-RISK” Policy are:

1. Improper packing 9. Losses at port city more

than 15 days after discharge
2. Abandonment of cargo of cargo

3. Rejection of goods by 10. Losses inland more than

customs 30 days after discharge of
cargo
4. Failure to pay or collect
accounts 11. Losses in South
America more than 60 days
5. Inherent vice (infestation after discharge of cargo
or loss due to the nature of
product itself) 12. Barge shipments

6. Employee conversion or 13. Goods subject to an on-

dishonesty deck bill of lading

7. Losses due to delay or 14. Losses caused by

loss of market temperature or pressure (air
shipments)
8. Losses in excess of
policy limits 15. Failure to notify air
carrier of preliminary loss
in timely fashion

16. Used goods

Vessel Owner’s Limited Liability

The Hague/COGSA Act was developed to protect vessel owners against legal liability to
shippers for circumstances out of their control. It was conceived during the post World
War I era when vessel owners had little jurisdiction over their ships once they left port.
COGSA, the Carriage of Goods by Sea Act, limits vessel owner’s liabilities to US$500
per shipping unit. It also relieves all their liability to shippers in 17 situations known as
the Hague/COGSA Defenses. This means shippers have no legal recourse against vessel
owners when their goods are lost or damaged by these 17 causes.

The 17 Hague/COGSA Defenses

Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting
from:

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 1. Act, neglect, or default of the
master, mariner, pilot, or the
servants of the carrier in the
navigation or in the management of
the ship
2. Fire, unless caused by the actual
fault or privity of the carrier
3. Perils, danger, and accidents of
the sea or of other navigable waters
4. Act of God
5. Act of war
6. Act of public enemies
7. Arrest or restraint of princes,
rulers, or people or seizure under
legal process
8. Quarantine restrictions
9. Act or omission of the shipper or
owner of the goods, his agent or
representative
10. Strikers, lockouts, stoppage or
restraint of labor from whatever
cause, whether partial or general:
Conclusion
Risk is an inevitable part of everyday life. Nobody can say beforehand when an
undesirable event may occur or how grave the damage may be. Investing in insurance is
said to be less risky. This is because an underlying principle is the 'law of large numbers'.
Provided that nothing herein
contained shall be construed to
relieve a carrier from responsibility
for the carrier’s own acts
11. Riots and civil commotions
12. Saving or attempting to save
life or property at sea
13. Wastage in bulk or weight or
any other loss or damage arising
from inherent defect, quality, or
vice of the goods
14. Insufficiency of packaging
15. Insufficiency or inadequacy of
marks
16. Latent defects not discoverable
by due diligence
17. Any other cause arising
without the actual fault and privity
of the carrier without the fault or
neglect of the agents or servants of
the carrier, but the burden of proof
shall be on the person claiming the
benefit of this exception to show
that neither the actual fault or
privity of the carrier nor the fault
or neglect of the agents or servants
of the carrier contributed to the
loss or damage
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The law states that the ability to predict losses improves with larger groups. Insurance is
widely available and affordable. It is a significant economic force in industrialized
countries.

Reference:

Birds, J. Birds' Modern Insurance Law. Sweet & Maxwell, 2004.

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