COISoftware collects a certificate of insurance from every stevedore, drayage trucker, contractor and tenant that works your port or marine terminal, reads each ACORD 25 with AI, checks general liability, USL&H, Jones Act, commercial auto and pollution against what your agreements require, and confirms your terminal is named as additional insured. Built for US port authorities and marine terminal operators. Upload a COI above to see it read in seconds.
Last updated July 2026
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A stevedore, a drayage trucker and a terminal tenant carry different risk, so ports require different coverage by party. These are common starting points, not legal or insurance advice.
| Party type | Coverage commonly required | Why the terminal verifies it |
|---|---|---|
| Stevedores and longshore contractors | General liability, USL&H, Maritime Employers Liability, umbrella, terminal as additional insured | Vessel loading is maritime work state workers compensation does not cover |
| Vessel crews and marine contractors | Jones Act, Maritime Employers Liability, protection and indemnity, general liability | Crew members are seamen under the Jones Act, not covered by ordinary workers compensation |
| Drayage and container truckers | Commercial auto, hired and non owned auto, motor truck cargo, general liability | Yard and gate truck operations add a heavy auto and cargo exposure |
| Terminal tenants and lessees | General liability, property, additional insured, waiver of subrogation per the lease | A tenant operation on terminal ground carries a general liability exposure the port shares |
| Fuel, dredging and specialty marine | Pollution, contractors pollution liability, general liability, umbrella | Bunkering and dredging create a marine pollution exposure standard policies exclude |
Set requirements to your own leases, stevedoring contracts and maritime counsel guidance. Coverages shown are common starting points, not legal or insurance advice.
A marine terminal has an exposure no inland site shares: the water. Workers who load and unload vessels are covered by federal maritime laws, not ordinary state workers compensation, and a certificate that shows only state coverage leaves the exact claim a dock generates uninsured. Between stevedores, drayage truckers, ship repairers, contractors and terminal tenants, a port has to verify coverage most certificate checks never look for.
Longshore workers, stevedores and others who load, unload or repair vessels are covered by the federal Longshore and Harbor Workers Compensation Act, not state workers compensation, and vessel crew fall under the Jones Act. A certificate showing only state workers compensation, with no USL&H endorsement, leaves the workers a terminal relies on most without the statutory coverage the law requires.
Crew members and some vessel workers are seamen under the Jones Act, and their employers need Maritime Employers Liability, coverage a standard commercial policy does not include. Verifying that a marine contractor carries the right maritime lines, not just general liability, is a check a generic review skips entirely.
Container truckers, terminal tractors and yard equipment create a commercial auto and cargo exposure that runs alongside the marine risk. Holding drayage carriers to the right auto and cargo limits, while holding stevedores to maritime limits, means one blanket rule does not fit the terminal.
Fuel bunkering, cargo handling and vessel operations create a pollution exposure, and a terminal that stores or handles others cargo carries a wharfinger and terminal operators legal liability exposure. These are marine specific coverages a certificate showing only general liability does not prove.
A terminal lease, a stevedoring contract and a construction agreement each set different limits and different additional insured wording. Proving that every party meets its specific requirement is repetitive checking that grows with every berth, tenant and project.
A stevedore or trucker cleared months ago may be working on coverage that lapsed last week. Without automatic renewal tracking, an expired maritime policy sits unnoticed until an injury on the dock exposes it, and maritime claims are among the most expensive in any industry.
The certificate a marine contractor hands over at onboarding is a snapshot from that day, not proof of coverage through the contract. Confirming that every party bought the right coverage, including USL&H, Jones Act and Maritime Employers Liability where the work demands it, kept it current, and named the terminal as additional insured is repetitive, rules based work across stevedores, truckers, contractors and tenants. That is exactly what software handles well. Certificate of insurance management software reads every certificate, checks it against each agreement, and flags anything short, expired or missing, so your terminal team is not chasing PDFs before a crew works the dock.
COISoftware reads every certificate, checks it against the maritime and general coverage a terminal requires, confirms additional insured status, and gives you one view of insurance compliance across every stevedore, trucker, contractor and tenant.
Upload a certificate from a stevedore, drayage carrier, ship repairer or contractor and the AI pulls the insurer, policy numbers, coverage types, limits, effective and expiration dates and additional insured status, even from scans and phone photos.
Set USL&H, Jones Act and Maritime Employers Liability as required coverages, and every certificate is checked for the maritime statutory coverage a dock actually needs, not just the state workers compensation line a generic review stops at.
Require commercial auto, hired and non owned auto and motor truck cargo on drayage and yard carriers, and each certificate is checked against the requirement for that party.
See whether the terminal or port authority is named as additional insured on each policy, so the status your lease or stevedoring contract requires is verified rather than assumed before a crew works the berth.
Track every party across every terminal in one dashboard, filter by berth, tenant or contract, and hand any auditor or authority a clean, current compliance record whenever they ask.
When a certificate is about to expire, COISoftware chases for a renewed COI automatically, so no stevedore or trucker is on the dock working coverage that lapsed weeks ago.
COISoftware reads the ACORD 25 and the broader certificate of liability insurance, then ties every certificate into full certificate of insurance management software and ongoing vendor insurance compliance tracking. When a certificate looks off, the same checks behind certificate of insurance verification flag it for review. Drayage and freight carriers are verified the same way as COI tracking for logistics, and terminal tenants the same way as COI tracking for property management.
Standing up insurance compliance for a new party follows the same four steps.
Enter the coverages and limits each party requires, and include USL&H, Jones Act and Maritime Employers Liability for marine workers and auto and cargo for drayage. Vary the rule so a stevedore and a container trucker each get the right requirement.
Tip: Copy the insurance exhibit straight from each lease and stevedoring contract so the requirement is tracked from day one.
Request a COI from each stevedore, trucker, contractor and tenant or upload the certificates you receive. The AI reads every one automatically, so onboarding a new berth operator does not turn into hours of manual data entry.
Each certificate is checked against the requirement for that party. Missing USL&H, absent Jones Act coverage, short auto limits on drayage, and a missing additional insured endorsement are flagged before a crew is cleared to work the dock.
Automated reminders chase any expiring certificate at any terminal, so coverage stays current across every party without your team tracking dates by hand.
Anyone responsible for proving that every party working the dock carries the maritime and general coverage the agreement requires.
A terminal needs to know, before a crew works a berth, that every stevedore and marine contractor carries USL&H, Jones Act coverage where it applies, and the limits the contract requires, and names the terminal as additional insured. COISoftware turns each requirement into a live status, so operations sees a clear pass or flag instead of opening a stale certificate and hoping the maritime coverage still holds.
The team clearing stevedores, truckers and contractors verifies coverage matched to each party. The same dashboard tracks certificates by berth, and drayage carriers are verified the same way as COI tracking for logistics, while terminal tenants are tracked like any property management COI.
The manager handing an authority or auditor a compliance record is often the one holding the risk if a maritime certificate is missing. To collect, verify and monitor every certificate in one place, pair this with vendor insurance compliance software, and if you are comparing platforms, our best COI tracking software roundup walks through the options honestly.
USL&H is coverage under the federal Longshore and Harbor Workers Compensation Act, which covers workers who load, unload, build or repair vessels. State workers compensation does not cover these maritime workers, so ports require a USL&H endorsement on the certificate. A contractor showing only state workers compensation leaves the exact injury a dock generates without the statutory coverage the law requires.
USL&H covers longshore and harbor workers on the dock, piers and adjoining areas, while the Jones Act covers seamen, the crew who work aboard a vessel in navigation. A stevedore usually needs USL&H, and a vessel crew member falls under the Jones Act with Maritime Employers Liability. Many marine contractors need both, which is why ports verify each separately.
Yes. Drayage and container truckers carry a heavy commercial auto and motor truck cargo exposure and generally do not need maritime coverage, while stevedores need USL&H and Maritime Employers Liability for dock work. Because the risks are different, a port holds each party to a requirement matched to its role rather than one blanket rule.
Yes. When a claim arises from a tenant operation or contractor work on terminal ground, additional insured status makes their policy respond on the terminal behalf, and a waiver of subrogation keeps the loss with their insurer. Verifying the endorsement is actually attached, not just requested, is what protects the port program.
You set USL&H, Jones Act and Maritime Employers Liability as required coverages for the parties that need them, and the AI checks every certificate for those lines the same way it checks general liability. Instead of hoping a reviewer notices a missing maritime endorsement, the software flags it automatically before the crew works the dock.
Pricing depends on how many stevedores, truckers, contractors and tenants you track and whether you want self serve software or a managed service. COISoftware lists transparent monthly pricing and offers a free tier, so a terminal can start reading and verifying certificates without a sales call. You can test it on your own certificates before paying anything.
