海盜贖金於海上保險之性質研究

Study on the Nature of Plrate Ransoms in Marine

曾文瑞(Wen-Jui Tseng)

《運輸計劃季刊》 43卷3期 (2014/09) Pp. 315-341

摘要

國際商會（International Chamber of Commerce, ICC）轄屬的國際海事局（International Maritime Bureau，簡稱1MB）統計資料指出，自2008年至2012年，位於「非洲之角」海域，已累積有312起實際的攻擊事件。當船隻被劫持後，海盜往往要求巨額的贖金才願意將船舶及海員釋放，重重影響了航運產業。支付贖金的目的乃是為了要收回船舶及貨載，英國自從1782年贖金法廢止後，支付贖金的行為已不再被認為是不合法的行為，所以贖金變成是以減輕損害為目的，且可自保險人處獲得賠償的合理費用。當船、貨共同航行時，贖金的支付乃係以共同安全為目的，故可以構成共同海損行為，然而若是空船航行，則可以損害防阻費用由保險人賠償。但買賣金的性質則與1906年英國海上保險法第65（2）所規定的自願性行為，所產生的救助費用概念並不相同。

關鍵字

海上保險 ； 海盜 ； 贖金 ； 索馬利亞 ； 共同海損費用 ； 損害防阻費用 ； 救助費用 ； 單獨費用

並列摘要

From 2008 to 2012, 312 actual hijacks had been recorded by the lnternational Chamber of Commerce (ICC) of the lnternational Maritime Bureau (1MB). Once a vessel has been hijacked, the stakes are raised by the pirates' escalating demands for larger sums of ransom money to release both vessels and crews. Piracy affects the entire shipping industry, i. e. a ransom paid for the purposes of releasing a ship and cargo from pirates. Payment of ransoms has no longer been considered illegal since the Ransom Act 1782 was repealed. Thus, ransoms were paid for the purposes of minimizing damages covered by the policy. In the case of case-carrying ships, it is likely that the ship-owner and cargo-owner will share a common interest in the preservation of both; the payment of a ransom therefore constitutes a generally normal act. Where a vessel is in ballast, the payment of a ransom by ship-owner can be recoverable as a legal or labor expense, but it is likely to fall foul of the requirement of voluntariness in the definition of salvage in traditional maritime law, as well as salvage charges provided in Section 65(2) of the Marine Insurance Act 1906.

並列關鍵字

Marine insurance ； Piracy ； Ransom ； Somalia General average expense ； Sue & labour expense ； Salvage charges ； Particular charges

參考文獻

森村宗冬、吳鏘煌譯(2008)。海盜事典。臺北市:霹靂新潮社。

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