Incident Taxonomy and Legal Mapping
Companion to the Domain Glossary. This document catalogues the incident types Meridian will handle and, for each one, the regulatory obligations it triggers, the insurance instruments that respond, whether General Average is typically declared, and the documents that get produced.
Two audiences. Product: this is the source of truth for the incident-type dropdown when a shipowner creates a case, and for the columns of any dashboard filtering. AI module: this is the retrieval filter map — when the user picks a scenario, these are the corpus tags the retriever restricts to.
Summary matrix
Section titled “Summary matrix”Coverage of each incident type against the main instruments. A dot means the instrument is engaged in the typical case; a dash means it usually is not.
| Incident type | SOLAS report | MARPOL | H&M | P&I liability | Cargo claim | GA typical | Class survey |
|---|---|---|---|---|---|---|---|
| Container loss overboard | ● | ○ | ○ | ● | ● | ○ | ● |
| Collision | ● | ○ | ● | ● | ● | ○ | ● |
| Grounding | ● | ○ | ● | ● | ○ | ● | ● |
| Fire on board | ● | ○ | ● | ● | ● | ● | ● |
| Pollution incident | ● | ● | ○ | ● | – | – | ○ |
| Cargo damage in transit | – | – | – | ● | ● | – | – |
| Salvage services needed | – | ○ | ● | ● | ○ | ● | ● |
| Deviation to refuge | – | – | ○ | ● | ● | ● | ● |
| Machinery breakdown | – | – | ● | ○ | ○ | ○ | ● |
| Piracy / detention | – | – | ○ | ● | ● | ○ | – |
| Crew injury or fatality | – | – | – | ● | – | – | – |
| Total loss | ● | ○ | ● | ● | ● | – | – |
Legend: ● typical, ○ possible, – rarely or never, “possible” meaning it happens in a meaningful subset of cases but is not the base case.
Incident details
Section titled “Incident details”1. Container loss overboard
Section titled “1. Container loss overboard”Description. One or more containers fall from the ship’s deck stow into the sea, whether from heavy weather, parametric rolling, structural failure of the stow, or lashing failure. The archetype is the CMA CGM G. Washington casualty (137 containers lost) that the underlying MAIB report analyses.
Regulatory. Mandatory reporting under SOLAS Chapter V Regulations 31 and 32 as amended by Resolution MSC.550(108), effective 1 January 2026. Report goes to nearby ships, coastal state, flag state, and onward to IMO GISIS. MARPOL notification applies if containers carry hazardous materials.
Insurance response. P&I is the primary responder for cargo claims from shippers whose containers are lost, wreck removal costs if drifting containers pose a hazard under the Nairobi WRC, and pollution costs if hazardous cargo escapes. H&M rarely engages unless the ship itself is damaged in the stow collapse (lashing bridges, hatch covers, guardrails).
GA relevance. Uncommon. Lost containers are not typically a “sacrifice for the common safety” — they are involuntary loss, not deliberate action. GA can be declared if the shipowner incurs port of refuge expenses to inspect and secure the remaining stow.
Key documents. SOLAS V/31 report to coastal state, Note of Protest at first port of arrival, cargo damage survey per container, Master’s Report, MAIB or equivalent flag state investigation report, class survey of remaining lashing and hatch structures.
Meridian corpus tags. Hague-Visby (cargo carrier liability), CSC (container standards), SOLAS V/31, Nairobi WRC (drift risk), NMIP if Nordic owner.
2. Collision
Section titled “2. Collision”Description. Contact between two ships, or between the ship and a fixed or floating object other than the seabed.
Regulatory. COLREGs applicability for fault analysis. Casualty investigation by both flag states. Coastal state notification if within territorial waters.
Insurance response. H&M pays for damage to own ship. P&I handles third-party liability for damage to the other ship and its cargo, and for any personal injury or pollution. The Running Down Clause (RDC) in some H&M wordings picks up part of the collision liability. LLMC limitation is routinely invoked to cap aggregate exposure.
GA relevance. Possible. If the collision leads to salvage or port of refuge, those costs are GA. The collision itself is not.
Key documents. Collision report, both masters’ statements, VDR data preservation, damage surveys on both ships, salvage contracts if invoked, notice to underwriters, LOU to release detained vessel.
Meridian corpus tags. COLREGs, LLMC, Hague-Visby (cargo aboard), MIA 1906 or NMIP, YAR if GA declared.
3. Grounding
Section titled “3. Grounding”Description. Ship touches the seabed or a submerged object, whether under way, at anchor, or manoeuvring. Ranges from soft touch with no damage to hard grounding requiring salvage.
Regulatory. Coastal state notification is immediate if in territorial waters. Flag state investigation for serious groundings. MARPOL if bunkers or cargo escape.
Insurance response. H&M for hull damage. P&I for third-party liability (pollution, wreck removal if the ship becomes a wreck). Cargo claims are usually limited because Hague-Visby has an exception for perils of the sea.
GA relevance. Very common. Salvage services engaged to refloat the ship are classic GA expenditure. Costs of temporary repairs, tugs, and port of refuge all fall within YAR numbered rules.
Key documents. Grounding report, echo sounder trace, hydrographic assessment, salvage contract (usually LOF with SCOPIC), grounding survey, refloating plan, port of refuge declaration.
Meridian corpus tags. YAR (especially Rules VI, X, XI), LOF, SCOPIC, MARPOL if pollution, MIA 1906 or NMIP, LLMC.
4. Fire on board
Section titled “4. Fire on board”Description. Fire in the engine room, cargo holds, accommodation, or on deck. Container ship fires have become a systemic industry concern owing to mis-declared hazardous cargo.
Regulatory. Immediate distress alerting under SOLAS. Coastal state notification. Casualty investigation by flag state.
Insurance response. H&M under specific fire cover. P&I for cargo damage claims and for firefighting-related pollution. Cargo claims typically fall on P&I unless the carrier can invoke the Hague-Visby fire defence (which requires proof of no actual fault of the carrier). Salvage is often needed.
GA relevance. Classic. Water damage to cargo from firefighting is the textbook GA sacrifice. Salvage costs and port of refuge expenses are GA expenditure. Almost every serious fire results in a GA declaration.
Key documents. Fire report, cargo manifest review (for hazardous mis-declarations), firefighting log, salvage contract, cargo surveys distinguishing fire damage from water damage, GA declaration usually issued within days.
Meridian corpus tags. YAR (Rules III on jettison and water damage), Hague-Visby (fire defence), IMDG Code (hazardous cargo classification), SOLAS Chapter II-2 (fire safety).
5. Pollution incident
Section titled “5. Pollution incident”Description. Discharge of oil, chemicals, hazardous packaged goods, or other pollutants. May be the primary casualty or secondary to grounding, collision, or fire.
Regulatory. MARPOL primary. CLC (Civil Liability Convention) for oil pollution from oil tankers, Bunker Convention for pollution from any ship’s fuel, HNS Convention for hazardous and noxious substances (not yet in force). Immediate notification to coastal state under MARPOL and often under national law.
Insurance response. P&I is the primary and often sole responder. Pollution cover is one of the largest categories of P&I payout. H&M engages only if the ship itself is damaged.
GA relevance. Rare on the pollution event itself. Response costs undertaken for the common safety can qualify.
Key documents. SOPEP (Shipboard Oil Pollution Emergency Plan) report, MARPOL notification, coastal state incident report, sampling and analysis reports, cleanup contractor invoices, pollution response plan.
Meridian corpus tags. MARPOL Annex I to VI, CLC, Bunker Convention, HNS, coastal state pollution laws, P&I club rules.
6. Cargo damage in transit
Section titled “6. Cargo damage in transit”Description. Cargo arrives damaged, short, or contaminated, without any concurrent casualty to the ship. May be discovered on arrival, on discharge, or later at the consignee’s premises.
Regulatory. No mandatory reporting. Notice of loss requirements under the bill of lading and Hague-Visby govern preservation of the cargo claim.
Insurance response. Cargo underwriter indemnifies the cargo owner, then subrogates against the carrier. Carrier defends under Hague-Visby, invoking exceptions and package limitations. P&I responds on the carrier’s behalf.
GA relevance. None. This is a first-party cargo issue with no common adventure at stake.
Key documents. Bill of lading, cargo survey report, notice of loss letter, demand under P&I, package limitation calculation, time bar diary.
Meridian corpus tags. Hague-Visby especially Article IV exceptions, bill of lading terms, cargo insurance clauses (Institute Cargo Clauses A/B/C), NMIP cargo chapter if Nordic.
7. Salvage services required
Section titled “7. Salvage services required”Description. Not a standalone incident type but a service triggered by grounding, fire, collision, machinery failure, or heavy weather damage. Included here because the salvage negotiation and its financial consequences form a distinct workflow.
Regulatory. International Convention on Salvage 1989. LOF is contractual, not regulated. SCOPIC invocation must follow the tariff.
Insurance response. H&M pays the ship’s contribution to salvage award, P&I pays the cargo’s share on the shipowner’s behalf under club rules until security is provided. Cargo underwriter provides the salvage guarantee to release cargo.
GA relevance. Central. Salvage award is expressly recoverable in GA under YAR Rule VI.
Key documents. LOF signed by master, SCOPIC invocation notice, salvage security (bond and guarantee), salvage arbitration award, apportionment between ship and cargo.
Meridian corpus tags. Salvage Convention 1989, LOF wording, SCOPIC clause, YAR Rule VI.
8. Deviation to port of refuge
Section titled “8. Deviation to port of refuge”Description. Ship leaves its contractual voyage route to seek shelter, inspect damage, land injured crew, or await salvage. Almost always incidental to another casualty.
Regulatory. No specific reporting unless combined with casualty. Charter party notice obligations apply to charterers.
Insurance response. P&I covers deviation-related exposure to cargo interests (delay, damage). Cargo underwriters may challenge deviation if unjustified. H&M is not engaged unless damage occurred.
GA relevance. Central. Port of refuge expenses (port dues, tug hire, wages during detention, cargo handling) are classic GA expenditure under YAR Rules X and XI.
Key documents. Master’s declaration of reason for deviation, port of refuge notice to charterers and cargo interests, port disbursements account, cargo landing and reloading records, non-separation agreement if cargo forwarded separately.
Meridian corpus tags. YAR Rules X and XI, Hague-Visby Article IV exceptions (deviation to save life or property), charter party deviation clauses.
9. Machinery breakdown
Section titled “9. Machinery breakdown”Description. Failure of main engine, auxiliary machinery, steering, or navigation equipment. May immobilise the ship or force reduced-speed operation.
Regulatory. Only reportable if it results in a casualty or danger to navigation.
Insurance response. H&M under machinery cover, subject to specific exclusions and deductibles. P&I limited unless deviation or cargo delay results.
GA relevance. Uncommon. If deviation to a repair port is required for the common safety, port of refuge expenses may qualify.
Key documents. Machinery breakdown report, class surveyor attendance, repair invoices, machinery survey, deviation notice if applicable.
Meridian corpus tags. H&M policy machinery clauses, IACS class rules on machinery, YAR if GA declared.
10. Piracy, hijacking, or detention
Section titled “10. Piracy, hijacking, or detention”Description. Ship seized by pirates, arrested by state authorities, or otherwise detained against the shipowner’s will. Includes wrongful arrest and administrative detention.
Regulatory. UNCLOS piracy provisions. Coastal or port state detention notifications. Sanctions regimes if state-imposed.
Insurance response. Kidnap and ransom (K&R) insurance is a separate market covering ransom payments and negotiator fees. P&I covers crew claims and some liabilities. War risk policies engage for acts of war and terrorism. Cargo claims for delay may fall on P&I depending on charter party terms.
GA relevance. Occasional. Ransom paid to release the ship and cargo has been treated as GA expenditure in some jurisdictions.
Key documents. Piracy alert, K&R insurance notification, negotiator engagement, ransom payment records, post-release master’s report, crew debriefs.
Meridian corpus tags. UNCLOS, K&R policy wordings, war risk clauses, YAR treatment of ransom.
11. Crew injury or fatality
Section titled “11. Crew injury or fatality”Description. Injury, illness, or death of a seafarer during service. Includes accidents on board, occupational illness, and repatriation events.
Regulatory. MLC 2006 (Maritime Labour Convention) obligations. Flag state investigation for serious injuries and fatalities. Coastal or port state OSH inspections.
Insurance response. P&I is the primary and usually sole responder, covering crew claims, medical expenses, repatriation, and death benefits under MLC-required cover.
GA relevance. None.
Key documents. Injury or fatality report, medical records, MLC compliance certificate, next-of-kin notifications, insurer engagement.
Meridian corpus tags. MLC 2006, STCW, P&I club rules on crew claims, national employment law.
12. Total loss
Section titled “12. Total loss”Description. The ship is destroyed (actual total loss) or damaged beyond economic repair (constructive total loss). Ends the voyage and terminates the insurance risk.
Regulatory. Full casualty investigation. Wreck notifications if the wreck remains at sea.
Insurance response. H&M pays the insured value (actual total loss) or the constructive total loss upon notice of abandonment. Cargo underwriter pays cargo total loss. P&I covers wreck removal and pollution.
GA relevance. Not applicable. GA presupposes property saved by sacrifice or expenditure. Once total loss occurs, there is nothing to contribute.
Key documents. Notice of abandonment (constructive total loss), casualty investigation report, wreck removal plan, total loss settlement.
Meridian corpus tags. MIA 1906 sections on total loss and abandonment, NMIP total loss chapter, Nairobi WRC, LLMC.
Cross-cutting patterns
Section titled “Cross-cutting patterns”A few observations that inform the AI module design:
GA is the highest-value scenario. Fire, grounding, and any casualty leading to salvage or port of refuge routinely produce GA declarations. YAR 2016 references dominate the retrieval calls in Phase 5 of the claims workflow. The corpus should give YAR heavy weight and structured indexing by Rule number.
Hague-Visby is the highest-frequency scenario. Cargo claims appear in most incident types. The Article IV exceptions (perils of the sea, fire, deviation to save life or property) and the package limitation calculation are asked about repeatedly. These should be first-class citizens in the retrieval logic.
Jurisdiction matters more than incident type for insurance contract wordings. Whether the corpus surfaces NMIP or MIA 1906 for a given case is determined by the shipowner’s insurance placement, not by what happened. This suggests jurisdiction is a top-level filter and incident type is a secondary filter.
Some incidents map to multiple entries in the taxonomy. A fire that leads to grounding and eventual total loss is one factual scenario spanning entries 4, 3, and 12. The product should allow multi-tagging on the case rather than forcing a single choice.
Time-critical scenarios cluster around Phase 3 and Phase 5. The 24-to-72-hour window for initial action plan (Phase 3) and the 1-year Hague-Visby time bar (Phase 5) are the two moments where AI-assisted speed converts directly to money saved. Product priorities should reflect this.