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Yes, a marine cargo policy can pay when a container sinks, but there is no automatic “shipwreck” benefit. Recovery depends on the Institute Cargo Clauses (ICC) or other wording shown on your policy schedule, the cause of loss, exclusions, insured value, deductible, evidence and governing law. ICC(A) is an all-risks form subject to exclusions; ICC(B) and ICC(C) cover progressively narrower lists of named perils.
Start with the clause on your policy schedule
The phrase “marine cargo insurance” describes a class of cover, not one uniform promise. The policy schedule identifies the clause version, insured goods, voyage, valuation, deductible, limits and endorsements. Those details control whether a loss at sea is payable.
| Issue | ICC(A) | ICC(B) | ICC(C) |
|---|---|---|---|
| Basic structure | All risks of physical loss or damage, subject to exclusions | Listed perils | Narrower list of listed perils |
| Sinking, stranding, fire and collision | Covered unless excluded | Listed perils | Listed perils |
| Sea-water entry | Generally covered unless excluded | Listed | Not in the standard C list |
| Washing overboard or a package lost overboard | Generally covered unless excluded | Listed | Not in the standard C list |
| General-average and salvage charges | Covered subject to exclusions | Covered subject to exclusions | Covered subject to exclusions |
| War and strikes | Usually excluded unless endorsed | Usually excluded unless endorsed | Usually excluded unless endorsed |
ICC(A) is often described as “all risks,” but it is not unlimited. The wording covers physical loss or damage unless an exclusion applies. ICC(B) and ICC(C) require the loss to fit a named peril. A sinking may fit all three forms, while seawater entering a container or a package falling overboard during handling may fit B but not the standard C list.
Insurers may issue amended or proprietary clauses, so the letters alone are not enough. Read the exact version, endorsements and policy schedule.
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When a sinking or shipwreck is covered
Actual total loss
If a vessel sinks and the container cannot be recovered, the cargo may be an actual total loss. The proximate cause still must be an insured peril. Under ICC(A), the physical loss is generally covered unless a listed exclusion applies. Under ICC(B) or ICC(C), the sinking, stranding, fire, collision or another named peril must appear in the applicable wording.
Damage without total loss
A vessel casualty does not have to destroy every item. Salt-water contamination, impact damage, wet packaging or corrosion can be partial losses if they result from an insured peril and can be documented. The insurer may assess repair, reconditioning, salvage value or the commercial value of the damaged goods.
Constructive total loss
Some policies address a constructive total loss, where recovery, repair or forwarding would cost more than the cargo’s insured or recoverable value. The threshold and notice requirements vary. Do not abandon goods or declare a total loss without following the policy’s procedure; the insurer may need to approve abandonment and arrange a survey.
Other ways cargo can be “lost at sea”
Jettison
Jettison is the deliberate throwing of cargo overboard to save the vessel and the common maritime adventure. Where the selected clause includes the peril, the sacrificed cargo can be insured. The event may also trigger a general-average adjustment, discussed below.
Washing overboard
ICC(B) expressly lists washing overboard. A container or cargo swept from the deck can therefore fall within B coverage if no exclusion applies. Do not assume the same result under ICC(C), whose standard list is narrower.
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Seawater entering the container
Sea-water entry is expressly listed in the B wording cited by insurer and Institute Cargo Clauses summaries. Under ICC(A), it is generally covered unless excluded. It is not in the standard C list, so a C claim requires another applicable named peril or amended wording.
Loss during loading or unloading
ICC(B) includes total loss of a package lost overboard or dropped while loading or unloading. Keep terminal reports, tally sheets, photographs and the carrier’s incident record because the handling point and package-level loss matter.
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Non-delivery and delay
A late arrival is not automatically a physical-loss claim. Delay is commonly excluded, even when an insured casualty caused the delay. A carrier’s notice that a box was not delivered may support a claim if the evidence shows an insured physical loss, but a mere schedule failure or commercial loss of market is generally not enough.
General average and salvage charges
General average is a contribution mechanism. After an extraordinary sacrifice or expenditure made deliberately and reasonably to save the common maritime adventure, the ship, cargo and freight interests contribute according to the applicable contract and law.
The ICC wording covers “general average and salvage charges, adjusted or determined according to the contract of carriage and/or the governing law and practice.” It also covers amounts incurred to avoid an insured peril, subject to exclusions. UNCTAD model clauses similarly provide cover for the insured cargo’s proportion of general average and salvage when incurred to avoid an insured peril; where insured cargo is sacrificed, the assured may recover the whole insured loss subject to the clause.
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In practice, an insurer may require general-average security before cargo is released. Expect requests for the bill of lading, commercial invoice, policy or certificate, average bond or guarantee, adjustment documents and proof of value. Cooperate with the appointed average adjuster and do not sign away recovery rights without advice. The policy, carriage contract and governing law determine the final contribution and procedure.
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Exclusions are as important as the insured perils. Zurich’s 2024 cargo wording, for example, states that insurance covers all risks of loss or damage except those set out in its exclusion clauses. Common exclusions in that wording and comparable summaries include:
- Wilful misconduct: A deliberate act by the assured that causes the loss is not protected.
- Ordinary leakage, ordinary loss in weight or volume, and wear and tear: Expected handling or gradual deterioration is not a fortuitous casualty.
- Inadequate or unsuitable packing: The packing must be fit for the voyage and performed before the cover attaches.
- Inherent vice: A product’s own tendency to spoil, deteriorate or self-heat can be excluded even when the vessel arrives safely.
- Delay: Financial loss caused by late delivery is commonly excluded, including delay following an insured event.
- Insolvency or financial default of the vessel owner or operator: A carrier’s failure to pay or perform is not necessarily cargo damage.
- Unseaworthiness or unfitness known to the assured: Coverage can be restricted when the assured or its servants were privy to the condition when the goods were loaded.
- Nuclear risks: Nuclear-related causes are separately excluded in many wordings.
- War, capture, seizure and detention: These are normally outside ordinary cargo clauses.
- Strikes, riots and terrorism: These political or civil-disturbance risks are commonly excluded from the ordinary form.
The insurer must connect the exclusion to the loss under the wording and governing law, but the claimant still needs evidence of cause, condition and value. A clause that looks broad cannot override an express exclusion.
War, piracy, terrorism and strikes need special attention
War-risk and strikes clauses are usually separate extensions. Generali and MSIG summaries describe war cover for war perils at sea and strikes cover for strikers, rioters, terrorists or people acting from a political motive. The endorsement may alter the attachment and termination points, geographic limits, cancellation terms or deductible.
Piracy is particularly wording-dependent. Some policies treat piracy as a maritime peril; others place it within war-risk wording or exclude it with capture, seizure or detention. Check the definition and endorsement instead of assuming that every hijacking or armed robbery is covered. The same caution applies to terrorism, civil war, sanctions-related detention and government seizure.
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When transit cover starts and ends
Transit cover is not open-ended storage insurance. Zurich’s 2024 policy wording attaches when the goods leave the named origin warehouse to begin transit and ends at final delivery, at an elected non-transit storage point, or 60 days after discharge at the final port, whichever occurs first. A different policy can use different points.
MSIG’s current FAQ describes a similar ordinary-transit approach and a maximum 60-day continuation for a second leg after port discharge, or 30 days by air. Treat those figures as wording-specific, not universal market rules. If goods remain in a terminal, warehouse or inland depot beyond the stated period, ask for an extension before the deadline.
How the payable amount is determined
Even when liability is accepted, the payment is not automatically the invoice total. The adjuster will examine:
- the insured value and valuation basis shown on the certificate or schedule;
- the deductible or excess;
- policy limits, sublimits and any package or location limit;
- whether the loss is total, partial, constructive-total or a general-average sacrifice;
- salvage, resale, repair or mitigation values;
- proof of ownership, invoice value, freight, duties and other components allowed by the wording;
- compliance with notice, mitigation and cooperation duties; and
- the governing law and any contractual time bar.
A practical estimate is therefore conditional: start with the covered physical loss under the policy’s valuation clause, subtract the applicable deductible and any salvage or other adjustments, and apply limits. Only the final adjustment establishes the amount.
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What to do immediately after a suspected loss
- Notify the insurer or broker immediately. Follow the policy’s notice clause and identify the vessel, voyage, container, bill of lading and suspected casualty.
- Prevent further damage where reasonably possible. Arrange safe storage, drying, segregation, forwarding or salvage when practical. Keep invoices and photographs.
- Preserve core documents. Gather the bill of lading, commercial invoice, packing list, insurance certificate or schedule, carrier notices, terminal records, survey evidence and casualty reports.
- Request a survey or average adjuster. Ask whether the insurer has appointed one and provide access to the cargo, records and witnesses.
- Record the condition and quantity. Photograph seals, container damage, wet cartons, marks, serial numbers and discarded packaging. Keep damaged goods until the insurer or surveyor gives disposal instructions.
- Check the policy before estimating recovery. Confirm the ICC version, endorsements for war or strikes, insured value, deductible, limits and any constructive-total-loss or abandonment wording.
- Protect legal rights against the carrier and other parties. Send timely reservations or notices required by the bill of lading and local law. Insurance payment does not remove a contractual time bar.
- Confirm the limitation period. The deadline can depend on the bill of lading, policy, jurisdiction and governing law. Obtain advice from a specialist broker or lawyer before it expires.
Common claim problems and practical fixes
| Problem | Why it matters | Useful response |
|---|---|---|
| Only a generic certificate is available | The certificate may not show exclusions or endorsements | Obtain the full wording and schedule from the broker or insurer |
| The cargo was poorly packed | Inadequate packing is a common exclusion | Supply packing specifications, loading photographs and independent inspection records |
| The shipment is merely late | Delay is commonly excluded | Document the physical event that caused any actual damage or loss |
| Goods were discarded before inspection | Evidence of quantity, condition and salvage may be lost | Preserve samples and obtain written disposal approval where possible |
| General-average security is refused | The carrier may hold cargo pending security | Contact the insurer promptly about the required guarantee, bond and adjustment documents |
| War or strike caused the casualty | Ordinary clauses commonly exclude these causes | Check for a separate war or strikes endorsement and its territorial terms |
| Notice was sent after a contractual deadline | Carrier and policy time bars can defeat otherwise valid claims | Send a protective notice immediately and obtain jurisdiction-specific advice |
Examples: how the clause changes the result
Container sinks after a collision
The vessel collides, the container sinks and the cargo cannot be recovered. Collision and sinking are listed or otherwise insured, and no exclusion applies. An ICC(A), B or C claim may be viable, subject to proof, valuation and deductible.
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Deck cargo is washed overboard in heavy seas
Under ICC(B), washing overboard is an expressly listed peril. Under ICC(A), it is generally covered unless excluded. Under standard ICC(C), the peril is not listed, so coverage is uncertain unless another named peril or endorsement applies.
Goods arrive two weeks late but undamaged
There is no physical loss. Delay and consequential commercial loss are commonly excluded, so a late delivery alone does not create a payable cargo claim.
Cargo is sacrificed to refloat the vessel
The deliberate sacrifice may be jettison and may be included in general average. The insurer can require the average bond or guarantee and the adjuster’s documents before settling the insured contribution or cargo loss.
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Questions to ask before buying or renewing cover
- Which exact clause version applies, and is it amended?
- Are war, piracy, terrorism, strikes and riots endorsed or excluded?
- Where does cover attach, and how long does it continue after port discharge?
- Does the valuation include freight, duties and expected profit, and what deductible applies?
- What packing standard, survey, notice and mitigation duties must be met?
- What are the abandonment, constructive-total-loss and general-average procedures?
- Which law, jurisdiction and contractual time limits govern a claim?
The governing policy wording—not a generic description of marine insurance—decides whether a lost shipment is paid. Read the schedule and endorsements before transit, preserve evidence after a casualty, and treat war, strikes, delay and general average as separate coverage questions rather than assuming that every shipwreck is insured.
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