第十三章 保险

1. SAJ 与 NEWBUILDCON 的有关条文

这方面在 SAJ 标准格式是 Article XII 如下：

“1 Extent of Insurance Coverage
From the time of keel–laying of the VESSEL until the same is completed, delivered to and
accepted by the BUYER, the BUILDER shall, at its own cost and expense, keep the VESSEL
and all machinery, materials, equipment, appurtenances and outfit, delivered to the shipyard
for the VESSEL or built into, or installed in or upon the VESSEL, including the BUYER’s
Supplies, fully insured with Japanese insurance companies under coverage corresponding to
the Japanese Builder’s Risks Insurance Clause.

The amount of such insurance coverage shall, up to the date of delivery of the VESSEL, be in
an amount at least equal to, but not limited to, the aggregate of the payment made by the
BUYER to the BUILDER including the value of the BUYER’s Supplies.

The policy referred to hereinabove shall be taken out in the name of the BUILDER and all
losses under such policy shall be payable to the BUILDER.

If the BUYER so requests, the BUILDER shall at the BUYER’s cost procure insurance on the
VESSEL and all parts, materials, machinery and equipment intended therefore against risks of
earthquakes, strikes, war peril or other risks not heretofore, provided and shall make all
arrangements to that end. The cost of such insurance shall be reimbursed to the BUILDER by
the BUYER upon delivery of the VESSEL.

2 Application of Recovered Amount

(a) Partial Loss:
In the event of the VESSEL shall be damaged by any insured cause whatsoever prior to
acceptance thereof by the BUYER and in the further event that such damage shall not
constitute an actual or a constructive total loss of the VESSEL, the BUILDER shall apply the
amount recovered under the insurance policy referred to in Paragraph 1 of this Article to the
repair of such damage satisfactory to the Classification Society, and the BUYER shall accept
the VESSEL under this Contract if completed in accordance with this Contract and
Specifications.
(b) Total Loss:
However, in the event that the VESSEL is determined to be an actual or constructive total
loss, the BUILDER shall by the mutual agreement between the parties hereto, either
(i) proceed in accordance with the terms of this Contract, in which case the amount
recovered under said insurance policy shall be applied to the reconstruction of the VESSEL’s
damage, provided the parties hereto shall have first agreed in writing as to such reasonable
postponement of Delivery Date and adjustment of other terms of this Contract including the
Contract Price as may be necessary for the completion of such reconstruction; or
(ii) refund immediately to the BUYER the amount of all Instalments paid to the BUILDER
under this Contract without any interest, whereupon this Contract shall be deemed to be
rescinded and all rights, duties, liabilities, and obligations of each of the parties to the other
shall terminate forthwith.

If the parties hereto fail to reach such agreement within two (2) months after the VESSEL is
determined to be an actual or constructive total loss, the provisions of sub–paragraph (b) (ii)
as above shall apply.

3 Termination of BUILDER’s Obligation to Insure

The BUILDER’s obligation to insure the VESSEL hereunder shall cease and terminate
forthwith upon delivery thereof and acceptance by the BUYER.”

这方面在 NEWBUILDCON 是 Clause 38 如下：

“38 Insurances
(a) Builder’s Insurances
From the time of first steel cutting or equivalent (or delivery of the Buyer’s Supplies,
whichever is earlier) until the Vessel is completed, delivered to and accepted by the Buyer,
the Builder shall (in the joint names (as assureds) of the Builder and the Buyer) effect and
maintain at no cost to the Buyer, Builder’s Risk Insurance for the Vessel and Buyer’s
Supplies. Such Builder’s Risk Insurance shall:
(i) be provided by insurers reasonably acceptable to the Buyer; and
(ii) be on terms no less than Institute Clauses for Builder’s Risk terms (1/6/88) including
Institute War and Institute Strike Clauses; and
(iii) be in an amount not less than the aggregate of the payments made by the Buyer to the
Builder plus the value of the Buyer’s Supplies at the Shipyard.

If specifically requested by the Buyer, the Builder shall increase the amount insured under the
policy to cover the rebuilding costs of the Vessel or such other amount as the Buyer may
request. Any additional premium charged for this shall be paid by the Buyer.

The Builder shall provide the Buyer with copies of the insurance policy as placed.
The Buyer shall notify the Builder of the value of any subsequent changes in the value of the
Buyer’s Supplies for insurance purposes. Upon receipt of notice of change in value the
Builder shall amend the insured value for the Buyer’s Supplies accordingly.

(b) Allocation of Insurance Proceeds

(i) In the event that the Vessel is at any time prior to or at delivery damaged by any insured
cause and provided such damage does not constitute an actual or constructive total loss of the
Vessel, the Builder shall make good such damage and shall apply any amounts recovered
under the insurance referred to in Sub-clause (a) to the costs of any repair or replacement,
including repair or replacement of lost or damaged Buyer’s Supplies. Such damage shall be
made good so as to comply with this Contract and all repairs shall be carried out in
compliance with the requirements of the Classification Society and Regulatory Authorities as
appropriate without qualification.
(ii) Should the Vessel become an actual or constructive total loss from any insured cause:
(1) the Builder and the Buyer may agree that a new vessel is build or the Vessel
reconstructed in accordance with the terms of this Contract provided agreement is reached in
writing to an extension of the Delivery Date and/or other necessary amendment to the
Contract, in which case any amounts recovered under the insurance referred to in Sub-clause
(a) will be applied to the Construction or reconstruction of the Vessel if appropriate; or
(2) if the Builder and Buyer are unable to agree within a reasonable time on an extension to
the Delivery Date and/or any other necessary amendment to the Contract as provided for in
Sub-clause (b)(ii)(1) the Builder shall:

(i) promptly refund to the Buyer the full amount of sums paid by the Buyer to the Builder
together with interest thereon at a rate per annum as stated in Box 30 from the date of
payment to the date of refund; and
(ii) make payment to the Buyer of the insured value of the Buyer’s Supplies or alternatively,
at the Builder’s cost, deliver the Buyer’s Supplies to the Buyer in undamaged condition.

Once all payments have been made by the Builder to the Buyer in accordance with Sub-clause
(b)(ii)(2) this Contract shall be deemed terminated and all future rights and obligations of
each of the Parties to the other shall cease whereupon the guarantees provided under this
Contract shall be returned.”

2. 船舶建造中的各种风险

在一艘或多艘船舶的建造中，双方都有各种风险要面对，有些风险是商业上的，没法
去投保，只能自己小心去订约，务求减少这种风险。例如船厂面临船东资信问题。又或
是，对船东而言，订新船的时候航运市场高涨，但交船的时候航运市场崩溃。

但仍有不少种类的风险，实是可去投保。当然，或因为保费高昂或保险市场狭窄，或风
险不大而可去自己承受，所以不去投保而已。

这种涉及造船合约的风险，以船东的角度来看，可以有以下各方面：
（i）在船舶建造与试车过程中，直到接收船舶：
（a）船舶因各种天灾人祸发生部分损坏或全损；
（b）船厂发生重大意外/事故导致无法建造或完成建造；
（c）延迟交船，导致租金损失甚至错过租约销约期；
（d）罢工与战争等风险；
（e）互保协会范围内风险，例如去参加试车与接收船舶的船员；
（f）F.D.D，如果与船厂有纠纷，要去打官司。

（ii）船厂问题：
（a）船厂财政稳定；
（b）船厂所在地政治稳定；
（c）船厂毁约。

（iii）船价：
（a）航运市场大涨导致在建造中的船舶超值。

（iv）交船后：
（a）船厂工程师在船上的责任。

3. SAJ 标准格式所针对的保险

在 SAJ 标准格式 Article XII 只是去针对上小段(i)(a)的风险类别。

3.1 要求投保造船风险的原因

这原因是双方（船厂与船东）都需要，如：
（i）建造中发生损坏或全损，船舶所有权在船厂，这毕竟是船厂自己的风险。
（ii）但船东要担心建造中的船舶遇到损坏或全损时，船厂会否有额外资金来源去进行
修复损坏（在部分损坏时）或去重建船舶（在全损时）。有了保险，资金可来自保险商
的赔偿。如果遇上全损，而船东也不准备再要该船舶，不存在重建的问题，船东也就不
必太关心船厂有否去投保了。因为船东是可以从还款担保（由银行作出）取回预付了的
船价。但问题是一旦需要修复或重建，因为船东还是想要该船舶，即使是有点延误，这
就只能靠保险提供资金给船厂得以进行了。
（iii）有时会有大量船东供应物料或船用设备/机器已用在或装置在建造中船舶，它们
可能价值很高，正常情况下也需要去投保。一个方便的做法就是要求船长去把这些船东
供应一并与建造中的船舶去投保。虽然船东供应不是属于船厂所拥有，但船厂作为托管
人是有责任与风险，所以有保险的利益。

3.2 谁是受保人

在 SAJ 格式，Article XII (1)，它是放一个合约责任在船厂自费投保。这一来，受保人

（assured）自然是船厂。但为了保障船东，特别是他有大量物料与设备的供应，这保单
会去加入以下内容。

3.2.1 保单中的损失支付条文

加一条“损失支付条文”（Loss Payable Clause），把船舶保险利益（主要就是出了事

情去作出赔付）从船厂转让给船东或他的融资银行。该条文是去把本来保险商要赔付给
船厂（受保人）的利益去转让给第三者，例如船东的融资银行，这一来，保险商如果
把赔偿付给融资银行，就已经算是尽了赔付责任。这种条文的一个版本可去举
International Hull Clauses 01/11/03 的第 48 条文为例，如下：
“PAYMENT OF CLAIMS
Claims payable under the insurance shall, subject to the terms of any assignment, be paid to
the loss payee or, if no loss payable has been agreed, to the Assured or as they may direct in
writing. Such payment, whether in account or otherwise, when made shall be a complete
discharge of the Underwriter’s obligations under this insurance in respect of the amount so
paid.”

另一个版本可以是 The “Angel Bell” (1979) 2 Lloyd’s Rep. 491，该损失支付条文如下：

“It is hereby noted and agreed that Dillespie Bros & Co Ltd ( 船东融资银行) are interested
in this Insurance as Assignees. All claims for Total Loss and/or Constructive Total Loss to be
payable to their order.”

要注意的是，这一个条文只是在保险商与船厂之间的保单，船东或他的融资银行只是
第三者。所以如果保险商不作出支付或有争议，以前的法律地位是去向保险商索赔还是
要船厂出面或以他的名义，除非是，同时有了一个保险利益的转让，船东或他的融资
银 行 就 能 够 以 受 让 人 （ assignee ） 去 以 自 己 名 义 向 保 险 商 索 赔 了 。 这 可 以 去 节 录
Donaldson 大法官在 The “Angel Bell”所说如下：
“I agree … that a loss payable clause gives no rights to the loss payee unless it also
constitutes or evidences an assignment of the assured’s rights under the policy or evidences
the fact that the designated person is an original assured. But it may not be without its value,
for it authorises and requires underwriters to pay losses to the loss payee on behalf of the
assured and, in the circumstances of a transaction such as this, this authority is probably
irrevocable by the shipowner. In fact, it has not been revoked. In the light of its existence – all
other factors being ignored – moneys received by Brandts (保险经纪人) would be received
on behalf of Gillespies ( 船东融资银行). Gillespies in their turn would hold the moneys on
behalf of Arcepey (船东). Whether at that stage Gillespies would be entitled to set off their
liability to pay Arceoey against Arcepey’s liability to repay Gillespies, does not arise …”

但有了 1999 年的《Contracts (Rights of Third Parties) Act》的立法（该课题在笔者所著的

《国际商务游戏规则—英国合约法》一书的第四章之 4.3.5 段有介绍），船东的融资银行
只要有这一条“损失支付条文”，不需要是受让人，就已经可以去以保单中明显给了
他的一个合约利益（confer a benefit），不必去要求船厂帮助，自己能去以自己的名义
向保险商提出索赔。

3.2.2 船东作为共同受保人

另 一 个 做 法 可 以 去 把 船 东 与 他 的 融 资 银 行 也 加 上 去 作 为 “ 共 同 受 保 人 ” （ co-
assured）。这在 AWES 格式就是这个安排，写明在 Article 9 要求保险应是共同列名
（joint names）。这样做对船东有好有坏。好处是船东对这重要的保险更好控制（如有
更改、中断等）。另在船厂倒闭，船东或会在有些方面稍为优越，如有保险索赔或去继
续建造。不好之处只应是作为共同受保人，船东也要去在船厂不付保费时有责任去支付。

船厂也要留心把有长远关系或同一个集团内的包工（分包商）与供应商 也业加入作为
共同受保人，让后者也一并享受到保险的好处。一般所用的文字会是：“Agreed include
… sub-contractors as additional co-assured for their respective rights and interests. Without
recourse against any co-assured.”。这一个作用是在包工疏忽造成船舶损坏，船厂也有得
赔偿之外，而且保险商不会事后以代位身份去向包工追讨，根据是分包合约（sub-
contract ） 的 责 任 。 这 情 况 在 Stone Vickers v. AS (1991) 2 Lloyd’s Rep. 288; (1992) 2
Lloyd’s Rep. 528 发生，因为螺旋桨设计有问题，在试车时发出不可接受的噪音。保险
商在赔偿了船厂 70 万英镑后代位去起诉螺旋桨供应商，指后者有疏忽。Colman 大法官
针对这一方面这样说：
“Where a policy is effected on a vessel to be constructed and it is expressed to be for the
benefit of sub-contractors as co-assured, if a particular sub-contractor negligently causes loss
of or damage to the whole or part of the vessel which has been insured under the policy and
the sub-contractor has an insurable interest in the vessel, it is not open to underwriters who
have settled the insured shipbuilder’s claim to exercise rights of subrogation in respect of the
same loss and damage against the co-assured sub-contractor. To do so would be completely
inconsistent with the insurer’s obligation to the co-assured under the policy.”

这也是 NEWBUILDCON 的做法，它在第 38 (a)条文就在括号内说明“in the joint names

(as assureds) of the Builder and the Buyer”，并接下去说船东不必承担有关的费用或保
费（and maintain at no cost to the Buyer）。当然，这是在造船合约的协议，就是保费要
船厂承担。但这条文不适用在保险商与船厂/船东作为共同受保人之间的合约关系，该
合约就是保单。所以保险商还是可以去向船东作为承保人之一要求支付保费（这是根据
1906 年《英国海上保险法》之 Section 52），而船东就要另去根据造船合约的条文下向
船厂追讨。

3.3 保单条文与范围

在 SAJ 标准格式，是要求船厂投保的保单条文是“与日本造船风险保险条文一致”
（under coverage corresponding to the Japanese Builder’s Risks Insurance Clause）。这实是
Special Clauses for Builder’s Risks (1/12/77)。

现实中，包括是日本船厂为外国船东建造船舶会去使用的是英国学会保单条文，这所
谓学会造船风险条文（Institute Clauses for Builder’s Risks [1/6/88]）。有关条文是在本书
附录 5，而该英国学会保单条文也是世界上最广泛使用的，虽然还有其他稍有不同的保
单条文如美国、挪威与德国都有自己国家的样式或格式。1988 年版本的英国学会保单条
文（针对船厂风险）目前正在修改，但不知道什么时候有新的标准保单条文会被使用。
船东与船厂为了明确，最好在造船合约内订明船厂所要去投保的保单，并附上一份式
样。在 NEWBUILDCON，就在第 38 (a)(ii)条文就说明是用英国学会保单条文。

3.3.1 英国学会保单条文属一切险

英国学会保单条文（针对造船风险）所保范围十分广泛，在 5.1 条文是说明赔偿船厂

“所有在保险期间内发生与发现的损失，包括因内在缺陷发觉的需要去更换，更新，
修理…”（Clause 5.1 … all risks of loss … or damage to the subject-matter insured caused
and discovered during the period of this insurance including the cost of repairing replacing or
renewing any defective part condemned solely in consequence of the discovery therein during
the period of this insurance cover the cost of renewing faulty welds.）

大家可以注意这属“一切险减去除外责任”（all risks minus exceptions），与一般的船

壳保险只是承保“列明风险”（named risks insured against）不一样。它们之间的不同在
《英国海上保险条款详论》一书多处有介绍，不再重复。只去节录入 260 页所讲的有关货
物保险说：“B 条款和 C 条款皆采用‘列名风险’方式，同时列明了一些除外责任，
在保险索赔时，被保险人要首先证明其遭受的损失属于某项列名风险；在被保险人完
成此项‘初步’举证责任之后，保险人就必须通过举证该损失属于某项除外责任来拒
赔；而根据 A 条款，被保险人只需初步证明其损失属于某种意外即可，无需证明具体
是什么风险所引致。可见在举证责任方面，按 B 条款和 C 条款投保是对被保险人很不
利。”

此外，英国学会保单条文也在第 19 条文承保了互保协会类别的风险，即受保人（船
厂）的责任方面。这些风险会发生在试航或交船前，船舶在船厂的泊位中移动，期间会
发生一些船舶经营中所产生的责任例如与其他船舶或岸上设施发生碰撞，或是油污等。
这可去节录 Hazelwood 的《P & I Clubs Law & Practice》一书第三版 108 页内容如下：
“These persons generally look to the traditional marine insurance market for their P & I
insurance cover. While a vessel is in the custody of a shipbuilder, before she is delivered to
the shipowner, she could, during trials, or in shifting around the builder’s yard, cause damage
to other vessels or harbour installations. In order to protect builder from the legal
consequences in such situations, a Protection and Indemnity clause has been added to the
Institute Clauses for Builder’s Risks.”

本书不去详论保险方面的问题，所以只作简单介绍。

3.3.2 内在缺陷与设计不妥的情况

英国学会保单条文的第 5.1 条文也承保船舶的内在缺陷（除了焊接不妥），但这一定要

在承保期间发觉，而承保期就只是针对建造船舶的期间。看来，在交船后 12 个月保证
期发觉的内在缺陷会是另一种船厂要面对的风险，需要另去投保保险，所谓“担保期
保险”（Guarantee Insurance），去保障船厂了。这种保险在 The “Red Sapphire” (2006)
2 Lloyd’s Rep. 35 先例有提到，并在本书第十章有介绍。

有一点不太明确的是内在缺陷是否包括设计不妥。在 The “Carribean Sea” (1980) 1

Lloyd’s Rep. 338，Goff 大法官看是没有分别。这问题在英国学会保单条文没有太大分歧，
因为它专门有第 8 条文针对，说明在承保期间发生的损坏，因设计不妥（或内在缺
陷）导致的损失也作出赔偿。这条文是说：
“Clause 8 Faulty Design: Notwithstanding anything to the contrary which may be contained
in the Policy or the clauses attached thereto, this insurance includes loss or damage to the
subject-matter insured caused and discovered during the period of this insurance arising from
faulty design of any part or parts thereof but in no case shall this insurance extend to cover the
cost or expense of repairing, modifying, replacing or renewing such part or parts, nor any cost
or expense incurred by reason of betterment or alteration in design.”
这种例子发生在著名的 Jackson v. Munford (1902) 8 Com Cas 61，船舶在试车时，因为
主机的连接杆（connecting rod）设计不妥而断开，打坏了汽缸盖，并导致 8 人死亡。

但注意是设计不妥导致事故，第 8 条文只是说赔的是因此带来的“损失或损坏”（loss
or damage），但在最后一句说明不赔偿修理，修改，更换或更新这设计不妥的部分。
这表示在 Jackson v. Munford，保险商赔的只是打坏了的气缸盖或主机其他部分，但不
赔偿连接杆（不管是去修理或去替换）。 这在 Stone Vickers v. AS (1991) 2 Lloyd’s Rep.
288 有详细解释，Colman 大法官举例说“试车时发觉尾轴因设计不妥导致船舶其他部
分损坏，这其他损坏及修妥后再次试车的费用是保险商要赔，但不包括去补救这一个
设计不妥的尾轴。”（It would be otherwise if, for example, in the case of trials a design
defect in the tailshaft caused damage to some other part of the vessel. The cost of repairing
the damage and of re-running the trials should be recoverable, but not the cost of remedying
the design defect itself.）

但如果试车不成功，纯粹是因为发现尾轴因设计不妥而需要作出补救并再度去试航，
就根本没有索赔的权利了，因为对尾轴的补救不赔是已经解释了，而再度去试航的额
外花费也在最后半句话说明是不赔。Colman 大法官是这样说：
“If the only reason why trials are unsuccessful and have to be re-run is that a part has been
found to have design defects, the additional expenses cannot be recovered under this clause
…”

3.3.3 不保的风险

在风险而言，这方面最重要的除外责任是在英国学会条文第 6 条文说：
“Clause 6 Earthquake and volcanic eruption exclusion: In no case shall this insurance cover
loss damage liability or expense caused by earthquake or volcanic eruption.”（即地震与火
山爆发不保）

另外不保的是第 21-24 条文的战争险，罢工险，恶意行为险以及核武器险。这是要去分

开投保，战争险会是涉及不同的保险商。在 NEWBUILDCON 第 38 (a)(ii)条文也规定了
船厂必须加保战争与罢工险。

这方面 SAJ 格式有不明确之处，这在 SAJ 的 Article XII (1)最后一段有说明，就是船东

可以要求船厂去加保，并规定了有关的加保保费由船东最后承担，在交船时支付还给
船厂。这不像 NEWBUILDCON 说明是船厂自己必须去投保战争险与罢工险，保费也就
要船厂自负。
像战争险，它讲明承保期限只在船舶下水（launching）后。这是在英国学会战争保单条
文（Institute War Clauses For Builders’ Risks），在第一条文说明：
“1. Attachment
This insurance shall not attach to the subject-matter insured until the Vessel is launched and
then shall attach only to such part of the subject-matter as is built into or is in or on the Vessel
at the time of the launch. The insurance against the said risks shall attach to the remainder of
the subject-matter insured only as it is placed in or on the Vessel subsequent to the launch.”

船舶下水只代表造完船壳，船舶的上层建筑的建造还没开始，所以还需要一段时间的
建造才能去试航与交船，承保战争风险是十分局限的原因是根据“水运协议”
（Waterborne Agreement），原则上保险商不承保陆上的战争风险。这是因为陆上的战
争风险是太集中与太巨大，例如在第二次世界大战，伦敦受到纳粹德国的猛烈轰炸，
可以说是一千个或一万个劳合社的财力也赔不起。这种赔偿只能靠国家自己，而赔偿的
办法就是每个人民收紧裤腰带过苦日子。因此海上保险商于 1938 年达成一个“水运战
争条文”（Waterborne War Risks Clauses），同意不承保陆上的战争险，仅在海上才作
出承保。二战期间，商业保险市场遭到破坏。二战后，“国际海上保险联盟
“（International Marine Insurance Union）在其 1946 年、1947 年与 1948 年的年会上，皆
建议海上保险市场恢复 1938 年达成协议的水运战争条文，并得到伦敦海上保险商协会
的响应。

3.4 船东供应物料与船用设备

造船合约船东要求船厂投保原因之一是船东的供应（buyer’s supplies），很可能已经装
置上船，也必须得到保障。但要小心英国学会保单条文不一定去包括，因为第 19.3.5 条
文讲明哪一些是不赔，其中包括：“loss of or damage to property, owned by the builders
… or for which they are responsible, which is on board the vessel.”这一条文下，船东的供
应显然不是船厂所拥有，但可以说是船厂应该作为托管人要对这些船东的供应负责。但
为了避免任何争议，最好还是去对保险商在投保前说明哪一些是船东的供应与它的价
值。

NEWBUILDCON 第 38 (a)条文有很全面地针对船东供应的保险问题。第一就是它说明
船厂投保的金额不能少于船东支付给船厂的预付船价，并加上船东的供应（be in an
amount not less than the aggregate of the payments made by the Buyer to the Builder plus the
value of the Buyer’s Supplies at the Shipyard）。另是说明船东可以去通知船厂有关供应的
价格变动，而在收到通知后，船厂要去向保险商调整受保金额或去加保。例如，船东供
应了主机，但在期间主机的售价涨了 15%，船厂在收到船东的通知后就要去作出调整
或加保。
3.5 投保金额

投保金额在上一小段已经提到过，就是必须不能少于船东的预付船价加上船东的供应。
但船东的预付船价可能是不足船厂要去投入的建筑成本，因为多付或少付还是根据双
方的谈判力量。因此，船厂要去投保的金额会是看自己需要多少保障，另加上利润的损
失（如果遇上全损）。另在 NEWBUILDCON 之第 38 (a)条文，有一条非常细致的条文
说明在船东要求下，船厂需要去提高投保金额以保证足够去重建的费用，等情况。至于
要支付额外的保费，就由船东去承担（If specifically requested by the Buyer, the Builder
shall increase the amount insured under the policy to cover the rebuilding costs of the Vessel
or such other amount as the Buyer may request. Any additional premium charged for this
shall be paid by the Buyer.）。这会是针对一种情况，就是船舶重建费用涨价了，例如钢
材涨了一倍，但同时航运市场的船舶价格也上涨了。但船厂不一定会去关心，特别是航
运市场的船价上涨，因为船舶已经以固定价格卖给了船东，所以除非有了歹心，市场
上涨与船厂应是无关。而船厂也不一定关心钢材涨价，因为针对该艘已经接近建造完毕
的船舶，船厂已是以长期供应的合约下得到廉宜的钢材。但船厂没有去想到就是一旦发
生了全损而船东要求去重建，因为船价上涨了，这重建就会面对昂贵的钢材。所以船东
就要关心了，如果船舶在交船前不久发生全损，赔到的钱就会不足在上涨的市场再建
造一艘同样的船舶，所以需要加保。否则会带来保险商赔给船厂的钱不足让船厂去重建。
所以船东如果根据 NEWBUILDCON 的写法与十分警觉，就可以在市场的船价上涨与
钢材等材料涨价的情况下，去要求船厂提高保险金额。这些十分细致的情况，SAJ 标准
格式合约是没有去针对的。

3.6 保险赔偿金额的处理

这在 SAJ 标准格式 Article XII (2)与 NEWBUILDCON 第 38 (b)条文有针对。首先，它们

针对了建造中船舶的部分损坏，这里保险赔到的钱就用来修理这一个损坏，不论它有
否涉及船东的供应（这也是在受保的范围内），而造船合约双方还是要去继续履行，
即船厂还是要去继续建造并交船。

另一种针对的情况就是建造中的船舶发生全损，这里就会涉及双方要去谈判并就是否
重建达成协议，而重建的费用就是靠保险的赔付。要去双方同意的原因是重建并不是一
个简单的问题，例如在同一个重大意外中（例如火灾或其他重大事故）船厂本身也受
到严重破坏，重建船舶就先要重建船厂，这就会令重建计划根本不现实或会受到严重
的延误。而在船东的立场来说，更会有其他自己的原因，例如船东对将来的航运市场不
看好，就不会想去重建了。由于这个原因，双方如果不能达成重建的协议（在 SAJ 标准
格式内规定了 2 个月期限去进行这方面的谈判），船厂就要去归还给船东所有预付的
船价加上利息。另外，在 NEWBUILDCON 写得很细，针对船东供应说明是要把保险商
赔付这部分的钱去归还给船东，或是船厂负责去把船东的供应交还给船东。在这些事情
做完之后，该造船合约就自动中断。

针对全损要规定得这么细是因为会涉及合约受阻（frustration）的问题。合约受阻的一个
著名定义是在 Davis Contractors Ltd v. Fareham UDC (1956) AC 696 中 Radcliffe 勋爵所
说的：
“Frustration occurs whenever the law recognises that without default of either party a
contractual obligation has become incapable of being performance because the circumstances
in which performance is called for would render it a thing radically different from that which
was undertaken by the contract. Non haec in foedera veni. It was not this that I promised to
do.”（受阻是法律承认在双方没有错的情况下，合约的承诺无法去履行，因为有突发
情况导致了履行是与订约时的承诺有了巨大的分别。这变了是承诺方可以合理说这并非
我同意要去做的事）

显然，如果船舶在交船前因为突发事故导致了全损，而事故与船厂的过错无关，这就
会是一种典型的合约受阻情况。有关财产的毁灭可以说是合约受阻最典型的情况。早在
Taylor v. Caldwell (1863) 3 B & S 826，涉及了租用一个音乐厅作为音乐会的场馆，但在
订约后与要去使用前，一场大火把音乐厅烧毁，法院判是合约受阻。在航次租约，如果
船舶发生事故而造成损坏，而去修理所需要的费用比船舶修妥后的价值还要高，这是
普通法下的推定全损（即商业上的考虑下不会去进行修理），这也是一种合约受阻：
Assicurazione Generali v. The SS Bessie Morris Co (1892) 2 QB 652 ；Carras v. London &
Scottish Assurance (1936) 1 KB 291。

不去多加讨论受阻的问题，只说这一个普通法默示的地位一样可以用明示条文去超越，
例如以明示条文规定在遇上一些受阻的情况下，双方应该怎么办。这方面在 The “Playa
Larga” (1983) 2 Lloyd’s Rep. 171 有针对，其中上诉庭的 Ackner 大法官是这样说：
“The theory of dissolution of a contract by the frustration of its commercial object rests on
an implication which arises from the presumed common intention of the parties. Where the
contract makes provision (that is full and complete provision so intended) for a given
contingency, it is not for the court to import into the contract some other and different
provision for the same contingency called by a different name.”

这一来，去在造船合约规定了发生全损的情况下，双方要去谈判是否要去重建以及如
果不重建，在 NEWBUILDCON 要求船厂支付给船东他所供应物料/设备的价值（会与
建造中的船舶一并损坏了）与退还预付了的船价等，都是去针对在没有规定下普通法
的受阻理论会适用。而一发生受阻，造船合约就自动中断，双方互不相欠。有关合约受
阻的课题，读者可以参阅《国际商务游戏规则—英国合约法》一书第 12 章。

4. 船厂发生重大意外/事故导致无法建造或完成建造的风险
这是针对船舶全损的情况下，船厂在这一个重大事故下根本无法去重建，只好退还所
有船东预付的船价（加上利息）。但因为通货膨胀等原因（例如钢材价格涨了一倍），
即使在市场上的船价没有上涨，船东无法以原价另去建造一条同样的新船。这种风险可
去投保，是投保一笔金额称为“额外费用保险”（Additional Expenses Insurance）。保
单的文字会是如下：
“This insurance to pay a Total Loss of the sum hereby insured in the event of physical loss
and/or damage through Civil Commotions, Riots, Strikes, Lockouts, Labour Disturbances,
Malicious Damage, Sabotage and/or Fire and/or Lightning and/or Explosion and/or Storm
and/or Tempest and/or Flood and/or Ice and/or Earthquake and/or Volcanic Eruption and/or
Tidal Wave and/or Impact of vehicles, and/or Aircraft occurring to and/or at Builders and/or
other Contractors and/or Sub-Contractors yard and/or premises and in consequence thereof
construction of the vessel is not commenced or is abandoned.
If for any other reason whatsoever the above vessel becomes a Total and/or Constructive
and/or Arranged and/or Compromised Total Loss (as per conditions of applicable Builders’
Risks Policy) whilst under construction, fitting out, launching and whilst on trial trips,
endurance trials and until finally handed over to and accepted by Owners, this Insurance to
pay amounts as above (投保的金额).
Including War etc. Risk from time of launching as per Institute Clauses.”

5. 延误交船或无法交船导致租金损失的风险

如果船舶在建造中受损要进行修理而导致延误交船，甚至船舶发生全损，但船东已经
订立了一个高利润的期租合约，这会导致船东损失租金（ loss of hire）。这种租金损失
的保险在伦敦市场可去投保，是船东自己投保，与船厂无关。它一般有 14 天的免赔期，
即如果船厂修理的延误是 15 天，船东就可以得到 1 天延误的赔偿，而赔的每天金额是
通过双方约定，通常会是期租合约的租金或估计航运市场的租金水平。如果是发生全损，
再也不是延误交船的问题，而是交不了船，保险商就会要在这种保单下作出全额赔偿。
这全额赔偿可能会是以 180 天的延误为准。

要说明的是这里针对的延误交船或不交船只是在船厂对建造的船舶投保的风险引致的
部分损坏或全损。这是因为遇到这种情况，船东不存在可以向船厂索赔延误交船的每天
议定赔偿。例如是一场火灾或一个意外事故造成了船舶的损坏而要去进行修理，这是属
于不可抗力事件，船厂可以去延长交船日期。就算火灾是由于船厂的过错或疏忽所引致，
导致船厂有责任，保险商在赔付给船东租金损失后，可以代位（subrogation）去向船厂
索赔。

在伦敦市场，这种租金损失的保单条文是用一种“Clause W”，措辞如下：
“NEW VESSEL – CLAUSE W
Under Construction for (船东名字) at (船厂名字) but to exclude all machinery Materials etc.
construction and/or supplied by others Contractors from (日期)
This Insurance to cover only the risks mentioned in the following clauses and is free from any
other claim of any description whatsoever. If in consequence of an accident covered under
Builders Clauses as attached, including damage through strikes etc, as clauses attached
(including sabotage) and/or fore occurring at Builders Yard and/or other contractors yards
and/or premises, delivery of vessel is delayed beyond the due delivery date for a period in
excess of 14 consecutive days in respect of any one accident, then this Policy shall pay ( 每天
会赚取的租金金额) per day for each day delivery of vessel is so delayed – for not exceeding
a further 180 days in all in respect of any one accident or loss.
In the event of Total and/or Constructive Total Loss of Vessel, this Policy to pay 100% loss
of sum incurred.”

笔者也可以去节录挪威的保单条文，它分为两种，一是针对延误交船，二是针对不交
船。也是与上述所讲的一样，延误交船或不交船必须是因为船厂投保的风险所引致的。
条文如下：
“DELAYED DELIVERY (针对延误交船)
1 Norwegian law and the Norwegian plan
This insurance is governed by Norwegian law and shall be subject to Part One of the
Norwegian Marine Insurance Plan of 1996, version 2007 or subsequent versions as they
become applicable for the insurance periods in question.

2 Scope of cover
This insurance covers loss due to the vessel being deprived of income as a result of delayed
delivery from the Builder of the newbuilding(s) specified in the policy, provided the delayed
delivery is caused by damage to the newbuilding recoverable under the Builder ’s risk
insurance taken out by the Builder and/or the assured pursuant to the Building Contract
between the assured and the Builder.

3 Total and compromised total loss/abandonment of the construction

The insurer is not liable for any delay resulting from a casualty which gives the Builder
and/or the assured the right to compensation for total loss or constructive total loss of the
newbuilding under the Builder’s risk insurance taken out by the Builder and/or the assured.
The same applies if the construction of the new building(s) is abandoned.

4 Calculation of the liability of the insurer

The insurer’s liability shall be calculated on the basis of the time during which the vessel has
been deprived of income (the loss of time) and the loss of earning per day (the daily amount)

5 Calculation of the loss of time

The loss of time shall commence from the agreed delivery date in the Building Contract until
actual delivery has taken place. If the assured and the Builder should agree to defer the
delivery date, the loss of time shall commence from the deferred delivery date until actual
delivery has taken place.
Otherwise §16-4 of the Plan shall apply correspondingly.

6 Daily amount/Assessed daily amount

§16-5 and 16-6 of the plan shall apply correspondingly.

7 Deductible period
The deductible period shall be as stated in the policy §16-7 of the Plan shall apply
correspondingly.

8 Survey of damage
§12-10 of the Plan shall apply correspondingly.

9 Miscellaneous
§§16-9 to 16-15 of the plan shall not apply. §16-16 shall apply correspondingly.

10 Insurer’s right of Subrogation

The insurer shall subrogate into the assured’s right to claim against the Builder for penalty or
any other compensation the assured may be entitled to under the Building Contract and/or the
law governing this contract. The assured shall on his own account render the insurer all
assistance required by them. The insurer shall be entitled to commence suit or arbitration, as
the case may be, against the Builder in their own name and/or the name of the assured as the
case may be, as required under the law governing the Building Contract. The costs of any
action against the Builder (including costs ordered to be paid to the Builder) shall be covered
by the assured and the insurer in proportion to their interests in the claim against the Builder.
Recovery of penalty or any other compensation or costs from the Builder shall be apportioned
in the same way.”

“Condition Non-Delivery (针对不交船)

1 Norwegian law and the Norwegian Plan
This insurance is governed by Norwegian law and shall be subject to Part One of the
Norwegian Marine Insurance Plan of 1996, version 2007 or subsequent versions as they
become applicable for the insurance periods in question.

2 Scope of Insurance
This insurance covers loss due to non-delivery of the newbuilding(s) specified in the policy
where the Builder’s obligation to deliver the newbuilding under the Building Contract
between the assured and the Builder no longer applies as a result of damage to or loss of the
newbuilding or parts of it.

3 Payment of compensation
The sum insured specified in the policy shall become due and payable on six weeks notice
upon proof that the Builder’s obligation to deliver the newbuilding no longer applies as a
result of the perils specified above and that the assured irrevocably have rescinded the
Building Contract.
Proof that the Builder’s obligation to deliver no longer applies as a result of the perils
specified above shall be established either by

agreement between the assured and the insured, or

agreement between the assured and the Builder provided this agreement is approved by the
insurer, or
final and binding judgement or arbitration award passed pursuant to the jurisdiction – or
arbitration clause of the Building Contract.

This insurance shall not cover any costs incurred by the assured in establishing such proof,
including costs incurred in litigation or arbitration.

4 Insurer’s right of subrogation

The insurer shall subrogate into the assured’s right to claim against the Builder for penalty or
any other compensation the assured may be entitled to under the Building Contract and/or the
law governing this contract. The assured shall on his own account render the insurer all
assistance required by them. The insurer shall be entitled to commence suit or arbitration, as
the case may be, against the Builder in their own name and/or the name of the assured as
required under the law governing the Building Contract. The costs of any action against the
Builder (including costs ordered to be paid to the Builder) shall be covered by the assured and
the insurer in proportion to their interests in the claim against the Builder. Recovery of
penalty or any other compensation or costs from the Builder shall be apportioned in the same
way.”

6. 错过租约销约期的风险
至于交船日期延迟而导致一个预订好期租合约的销约期错过，但碰上航运市场下挫，
承租人就肯定会去借此机会取消合约或去向船东压低租金。这一来，船东就会蒙受重大
损失，而这不在较早介绍的根据每天计算的租金损失保险范围内。举一个简单例子，就
是交船延误了 5 天（这是指超出了 14 天免赔期限），但也错过了原先预定好的租约销
约期而被取消合约。在交船延误的 5 天，如果租金损失保的是每天 3 万美元，就可以从
该保险赔到 15 万美元。但原先订好的租约被取消，这里可带来船东数以百万美元甚至
更高的损失，这种风险带来的损失是要另外去投保。在伦敦市场投保是称为销约风险保
险（Cancelling Risk Insurance）。在有了一个高利润的中/长期期租，船东的融资银行依
赖它去作出贷款建造新船，会是船东不想投保但银行也会在贷款合约中提出要求。这种
保险据知是没有一些标准条文，而是要去特别设计，而且投保的时候保险商要去看有
关的租约。在伦敦市场，有一种保单条文是叫“Clause Z”，如下：
“ Clause Z (INDEMNIFICATION)
New Building No (船舶序号) …
Information: About (吨位)… Tons
Delay Insurance.
Risk commencing from … inclusive G.M.T.
Builders: (船厂名字)
Including machinery materials at contractors and/or sub-contractors and/or elsewhere and/or
in transit and/or storage including shifts as required in tow or otherwise and docking and trials
and/or trial trips.
On INTEREST
THIS POLICY TO INDEMNIFY THE ASSURED UP TO THE SUM HEREBY INSURED
IN THE EVENT OF NON-COMPLETION AND/OR NON-DELIVERY OF VESSEL TO
OWNER/ASSURED ON OR BEFORE …(交船日期)
This insurance is against the risk of non-completion and/or non-delivery of vessel to Assured
by … (船厂名字) by reason of an accident covered under the Institute Clauses for Builders
Risks including shops and amended including damage through strikes, etc. as per Clause
(including sabotage) and/or through fire and/or lightning and/or explosion and/or storm and/or
tempest and/or flood wave and/or impact of vehicles and/or aircraft occurring to and/or at
Builders and/or other contractors and/or subcontractors yard and/or damage to vessel directly
caused by war risks as per clause and subject to Cancellation Clause 196 B. ‘Due delivery
date’ … Being the date at which, at attachment of risk hereunder, the Builders and/or
Purchasers, estimate the vessel will be delivered to Owners. This date to be advised to
Underwriters prior to attachment of risk hereunder and accepted by them as being the ‘due
delivery date’ for the purpose of this insurance.
However if through say shortage of materials, labour disputes etc. and/or any other cause
apart from delay due to an accident resulting in loss insured hereunder the ‘due delivery date’
which shall be advised immediately to Underwriters, who thereupon will consider
maintaining the insurance in force at a premium to be arranged.
INFORMATION: Keel expected to be laid …”

明显是这种保险的保费高低主要看几个因素：船厂会否准时交船（同类型船舶）的声
誉，其安全系数（时间上的伸缩）是什么？预计交船日期与租约销约期的相隔时间及
Laycan 长短，船厂地点与租约交船地点的相隔，等。

7. 罢工等风险

这是去针对与上一段一样的问题，只是“Clause W”与“Clause Z”条文的保单并不包

括罢工等造成延误交船以及过了租约销约期的风险。所以，需要另去在市场加保一种叫
罢工延误保险（Strike Delay Insurance）。

8. 互保协会与 F.D.D

这是本章第 2 段(i)(e)与(f)所介绍的风险，FDD（Freight Demurrage and Defence）保险

是针对诉讼的律师费用，船东可向互保协会投保。今天船东与船厂的争议十分多而且这
种诉讼（法院或仲裁）都是十分昂贵。船东有了这种保险的保障，就会没有后顾之忧，
也不怕进行诉讼。如果在诉讼中船东作为原告被船厂要求提供金额庞大的费用担保
（security for cost），船东也很容易通过互保协会去提供保函，这通常会被仲裁庭接受，
故此一点也难不倒船东，而这种经验笔者也遇到过。但船厂就没有什么互保协会，即使
在建造期间船舶所有权属于船厂，针对船舶责任风险也通常是在英国学会保单条文之
第 19 条文承保了互保协会类别的风险，这在以上第 3.3.1 段已经说过。船厂与船东打官
司也就通常就要自己掏荷包了，甚至要通过银行去提供费用担保。

9. 船厂问题的风险

这是本章第 2 段(ii)(a)到(c)所介绍的风险，正规去针对这问题是要求船厂提供“履约担
保”（performance bond），但这殊不容易。在这情况下，船东会可去投保，如由保险
商去出“履约担保”，船厂则另去反担保（counter-indemnity）保险商。有关这种可以
在伦敦市场投保的风险，以及在 1990 年初所发生的大量东欧船厂毁约而导致许多船东
索赔，以及保险商再去向再保保险商要求赔偿的争议，可看 Walker v. Rowe (2000) 1
Lloyd’s Rep. 116。

10. 船价超值风险

这是本章第 2 段(iii)(a)所介绍的风险，如果在建造期间航运市场上升而导致船价急升变
为超值，变得原来投保的合约船价在造船风险保险（第 3 段所讲）或还款担保不足保
障船东的损失，船东可去以不应是太高的保费去加保全损时的额外保险（additional
insurance against Total Loss of the vessel prior to delivery），即投保超值的一部分。

这一点在 NEWBUILDCON 另有针对，就是在第 38 (a)条文的第 5 段，说明船东可以要

求船厂去增加造船风险保险的投保金额，额外的保费是由船东承担。条文重复如下：
“If specifically requested by the Buyer, the Builder shall increase the amount insured under
the policy to cover the rebuilding costs of the Vessel or such other amount as the Buyer may
request. Any additional premium charged for this shall be paid by the Buyer.”

这表示在 NEWBUILDCON 下，船东有了这个做法就可以避免自己另去买保险了。

11. 船厂工程师的风险

这一般可向船东自己的互保协会安排，根据造船合约的写法。这在 SAJ 的 Article IX (5)

有提及，而造船合约也会去改写为船厂工程师在船舶上属船东雇员。这会带来船东额外
风险而需要去加保。

12. 船厂的产品责任（product liability）

最后去针对船厂的产品责任，这方面的风险是针对第三者侵权的诉讼与索赔。现在有很
多国家的法律都会对一些生产或者出售有缺陷的产品而导致了对一些使用的人士面对
一些不合理的危险与损失去强加这方面的责任，而且往往是严格的责任，即生产商或
卖 方 不 可 以 自 己 没 有 过 错 作 为 抗 辩 的 理 由 。 涉 及 船 厂 ， 可 以 举 美 国 在 2004 年 的
“Carla”轮沉没的案例。该船舶是在 1997 年从法国 Le Havre 去美国波士顿，途中船舶
东断成两截而沉没。沉没的原因是钢板在焊接部分破裂，而焊接是为了去加长船体。有
关的工程是韩国现代船厂与船东订的合约，但真正的工程是分包给韩国 Mipo 船厂。与
船舶一并沉没的货物的所有人（货方）在美国与船东的诉讼把现代船厂把现代船厂也
列为被告之一。现代船厂指称该合约是工程合约而不是买卖合约，所以产品责任不适用，
但美国法院不接受。另是现代船厂指有缺陷的焊接是分包商所做的，与他无关，但美国
法院也不接受，认为他在法律下仍是一个生产商与卖方，并且与船东的合约下是要负
责的一方。反正最后是判现代船厂要对货方负责他的财产损失。

这种危险针对中国部分的船厂来说就是他们不一定可以躲在中国而不受外国的同类判
决严重后果的影响，例如是中远集团的船厂。但工程的疏忽有时是避免不了的，所以一
种安全但也昂贵的做法就是去买保险。这种针对产品责任的保险，所承保的风险会是如
下（只是作为例子，适用在船厂就要作出适当的修改）：
“The Company will pr5ovide indemnity against legal liability for damages in respect of
accidental bodily injury (including death disease or illness) of any person other than an
employee and loss of or damage to material property arising out of or in the course of the
business and arising out of any claim or the notification of any circumstances which has
caused or is alleged to have caused injury or loss of or damage to material property which is
first made in writing to the Insured during any period of insurance and notified to the
Company during or within 30 days after the expiry of the same period of insurance happening
anywhere in the world other than at premises owned or occupied by the Insured and caused
by any products sold supplied repaired altered treated or serviced from or in Great Britain
Northern Ireland and the Channel Islands or the Isle of Man.

Where a series of losses, injuries or liabilities occur which are attributable directly or
indirectly to the same actual or alleged event, connection or causes, all such losses shall be
added together and treated as occurrence, irrespective of the period over which the losses
occur or the number of actual losses.

The liability of the Company for all damages in respect of all bodily injury loss or damage
happening in any one period of insurance shall not in the aggregate exceed the limit of
indemnity as set out in Schedule.

The Insured’s contribution (meaning the amount of amounts specified in the Schedule which
the Insured has agreed to pay) will be payable before the Company shall be liable to make any
payment. The Company may at any time pay the limit of indemnity (less any sums already
paid or incurred) or any less amount for which the claim or claims can be settled. The
Company will then relinquish control of such claim or claims and be under no further liability
in respect thereof.”