War-risk insurance is not a single policy that automatically protects a ship, its cargo, and everyone aboard. It is a set of potentially separate covers: hull and machinery insurance for physical loss or damage to the vessel, protection for specified third-party liabilities, and—depending on the insured interest and contract—separate cover for crew, cargo, passengers, piracy, or ransom-related costs. The policy wording, limits, exclusions, voyage, and location determine what actually responds.
Why “war-risk insurance” can mean several different covers
The phrase describes a category of marine insurance risks, not a universal package. A shipowner’s cover for damage to the ship is different from insurance for a liability owed to a third party. Cargo owners, charterers, carriers, crew members, and passengers may each have different insured interests and policy documents. A vessel’s insurance therefore cannot be understood from the label alone.
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Two important policy layers are hull and machinery (H&M) and protection and indemnity (P&I). H&M concerns the vessel itself. P&I concerns specified liabilities to others, subject to the club’s rules and the ship’s certificate of entry. War-risk protection may be added or arranged separately from ordinary P&I; it should not be assumed that a standard P&I entry covers war-caused liabilities. Gard’s Rule 58 and the UK P&I Club’s 2024 Rulebook describe this separation, including war P&I as a limit distinct from hull and disbursements war-risk policies.
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That distinction matters in a claim. Damage to a ship is a physical loss question; a claim by an injured person, a cargo interest, or another third party is a liability question. One event can produce both, but one policy does not necessarily answer for both.
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What each layer may address
| Cover or exposure | What it is for | What must be verified |
|---|---|---|
| Hull and machinery war risks | Physical loss or damage to the insured vessel under the applicable wording. | The insured perils, exclusions, limit, deductible or attachment, area restrictions, and any voyage notification or additional-premium conditions. The cited sources do not establish a universal list of covered hull perils. |
| War-risk P&I | Specified third-party liabilities where the separate war-risk terms respond. | The liability categories, applicable limit, exceptions, exclusions, and the vessel’s certificate and club rules. Ordinary P&I may exclude war-caused liabilities. |
| Crew liability cover or extension | Specified liabilities relating to crew, if included by the policy or an extension. | Who is covered, the trigger, the limit, exclusions, and interaction with other war-risk insurance. |
| Cargo insurance | Loss or damage to the cargo interest under that cargo policy’s terms. | Whether the policy covers the particular cause of loss, voyage and location, insured interest, and relevant exclusions. The sources here do not establish standard cargo war-risk wording. |
| Maritime extortion or kidnap-and-ransom cover | A distinct class of protection that may address specified ransom or release-related costs. | Covered persons or property, consent requirements, covered expenses, limits, and whether a separate policy is required. |
| Passenger liability | Liability arrangements governed in part by the applicable passenger-carriage legal framework. | Which convention, protocol, reservation, jurisdiction, and insurance contract apply to the voyage. |
The table is a map of questions, not a promise that every ship or shipment has each layer. A shipowner may have H&M and P&I arrangements while cargo interests arrange their own insurance. The actual insured party and contract matter as much as the name of the peril.
What war-risk P&I exclusions mean
Gard’s Rule 58 says its P&I cover does not extend to specified liabilities, losses, costs, or expenses when caused by war, civil war, revolution, rebellion, insurrection, civil strife, hostile acts, terrorism, or capture, seizure, arrest, restraint, or detainment, subject to the rule’s stated exceptions and wording. This is an example of a club’s rules, not a universal clause that can be applied verbatim to every insurer.
The practical implication is that an owner should not infer that a claim is covered simply because the ship has P&I. The causal connection to a listed event, the exact liability, any exception, and the relevant war-risk policy all need to be considered. A claim may also involve costs or circumstances that fall outside one policy even if another policy could respond.
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Gard’s Rule 58 commentary says: “Members are expected to ensure that they have the appropriate insurance cover that meets their specific needs in this regard.” This is the club’s guidance in the context of risks discussed in its rule commentary; it is not a regulator’s instruction or a substitute for reviewing policy terms.
Crew cover: check the wording and the limit
Crew protection should be confirmed expressly rather than inferred from vessel insurance. Gard’s ordinary P&I rules exclude certain liabilities caused by war risks. In a specific Red Sea extension described in a circular published on 15 February 2024, Gard stated a crew-liability limit of USD 10 million per ship per event, or the lower applicable policy limit. The circular also said the extension did not cover liabilities recoverable under other applicable war-risk insurance.
That USD 10 million figure is a product-specific, historical example—not a standard market limit and not evidence of the terms available to a ship today. For a particular crew, check whether the policy covers the relevant liability, who qualifies as crew, whether the limit applies per person, per vessel, per event, or in aggregate, and whether other insurance takes precedence. The cited circular’s “lower applicable policy limit” qualification is important: the stated extension limit did not override a lower limit that otherwise applied.
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Ransom is a separate question from crew liability. Gard’s rule commentary says ransom for kidnapped crew is not covered as of right under the cited P&I rules. That does not establish that ransom is uninsurable; it means the shipowner should identify an express applicable cover and its conditions rather than assume that ordinary P&I or a crew-liability extension pays it.
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Cargo interests should read the cargo policy and its endorsements for the specific shipment, voyage, and insured interest. The available sources do not establish a standard current cargo war-risk clause or a universal list of cargo losses that it covers. It would therefore be unsafe to say that every cargo loss caused by conflict, seizure, diversion, or a delayed voyage is covered—or that it is always excluded.
Lloyd’s 2025 Risk Code Guidance and Mapping Notes recognize maritime extortion cover involving costs associated with releasing cargo after pirate seizure. That reference supports a narrow point: release costs can arise under a distinct maritime extortion cover. It does not show that a cargo war-risk policy automatically covers ransom, release costs, physical damage, delay, or every loss associated with a seizure.
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For a shipment, identify whose interest is insured (for example, the cargo owner’s or another party’s), the covered property, the relevant cause of loss, the geographical and voyage terms, and any notice or consent requirements. If a vessel owner’s policy and a cargo policy both appear relevant, establish which covers which insured interest; do not assume one party’s insurance protects another party’s goods.
Piracy, war, and ransom are not interchangeable
These labels can describe related events but do not necessarily trigger the same policy. Gard says piracy has traditionally been treated as a marine risk rather than a war risk under its rules. Its commentary also distinguishes crew ransom from ordinary P&I recovery. Lloyd’s classifies maritime extortion as a distinct risk-code class. Those distinctions caution against treating piracy as automatically included in a war-risk policy or assuming a war-risk policy includes ransom.
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- Piracy: Check how the applicable policy defines and treats piracy. Gard’s description of the traditional treatment under its rules is not a statement that every policy uses the same definition.
- Seizure or capture: Determine whether the relevant wording addresses the event and the resulting physical loss, liability, or expense. The same incident can raise separate claims under different covers.
- Ransom or release costs: Confirm that a policy expressly addresses the relevant person or property, expense, and circumstances. Ask whether advance consent or another condition applies; the sources do not establish universal terms.
Passenger liability has a separate legal framework
Passenger claims are not simply another form of crew cover. The International Maritime Organization’s overview of the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea describes a war/terrorism reservation and passenger-liability limits within the applicable protocol and reservation framework. It states figures of 250,000 units of account per passenger per distinct occasion, or 340 million units overall per ship per distinct occasion, in that context.
These are convention-framework figures, not universal insurance limits for every vessel, voyage, jurisdiction, or passenger claim. Whether the convention applies, which version or reservation is relevant, and what the ship’s insurance contract covers are separate questions. Legal liability rules do not replace the actual policy wording.
Area, timing, and cancellation can change the answer
War-risk terms can be affected by where a ship travels and when it does so. Insurer notices may cancel or alter specified covers for named areas, set an effective time, or provide for reinstatement on revised terms. A general statement that a ship has war-risk insurance is not enough to establish cover for a particular voyage through a particular area.
For example, Gard published a cancellation notice on 12 August 2026 concerning war risks in the Indian Ocean, Gulf of Aden, and Red Sea. It named affected covers, including fixed-premium crew cover and several P&I and charterer covers; the stated cancellation time was 00:01 GMT on 16 August 2026. The notice said cover would automatically be reinstated subject to an exclusion. It applied to the listed Gard entities and covers—not automatically to all insurers or policies. Because the stated effective date has passed, a ship planning a voyage now should check the latest notice and its own documents rather than infer the present status from that historical notice.
How to review a ship, voyage, or shipment
When comparing existing policies or proposed offers, organize the review around the insured interest, the trigger, and the way policies interact. A broker or marine insurance adviser can help interpret the documents, but the written terms and current insurer notices control.
- List every insured interest. Identify the vessel owner, charterer, cargo owner, carrier, crew, or passenger interest involved. Record which person or entity is insured under each policy.
- Separate the policy layers. Mark which document is for H&M, ordinary P&I, war P&I, a crew extension, cargo, or maritime extortion/K&R. Do not treat the word “war” in one document as proof that another layer is included.
- Match the event to the wording. Compare the policy’s defined triggers and exclusions with the exposure in question—such as war, hostile act, terrorism, capture, seizure, piracy, or extortion. Do not assume these terms are interchangeable.
- Check the voyage and geography. Confirm the route, named areas, territorial waters, notification duties, additional-premium conditions, and any relevant notice or exclusion. Check the applicable version and effective time.
- Record limits and attachment. Note whether each limit is per vessel, per event, per person, or aggregate; whether a layer is excess; and whether another policy may respond first. Confirm how overlapping or excluded losses are treated.
- Review claims conditions before an incident. Find requirements for notice, consent, mitigation, and documentation, especially for ransom or release costs. The cited sources do not establish uniform requirements, so use the actual wording.
- Get a written answer for unresolved gaps. Ask the insurer or broker to identify the applicable clause, endorsement, limit, and voyage terms. A verbal summary or product label is not a reliable substitute for the contract.
What the available figures do—and do not—show
Gard’s shipowners P&I page reports that the International Group of P&I Clubs provides marine liability cover for 90% of the world’s ocean-going tonnage; the accessed page does not state a publication year. Treat this as a page-reported figure with no stated measurement year, not as a newly measured 2026 statistic. It describes the group’s scale, not the scope or limit of any one ship’s insurance.
The other figures in this article are similarly bounded: the USD 10 million crew-liability limit belongs to a Gard Red Sea extension described in 2024, while the passenger figures belong to the IMO’s description of a convention framework. None is a general market quote, a guarantee of coverage, or a current limit for every policy.
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