• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.22
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• pp.201-226
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• 2004

P & I Clubs are mutual and non-profit making insurers which offer shipowners cover for the contractual and third-party liabilities. Whereas most shipowners obtain P & I insurance to cover for their legal liabilities, they also obtain hull insurance to cover against damages to the hull of their vessels from commercial hull insurers. P & I insurance was distinguished from hull insurance in respect that it offered non-limited cover to shipowner member, but there was a serious debate between P & I Clubs in respect of the non-limited cover. A compromise by International Group of P & I Clubs eventually emerged under which, with effect from 20 February 1997, a financial cap was placed on the obligation of each shipowner to pay catasrophe calls to his club(20% of each ship's property limitation fund under 1976 Limitation Convention). Nevertheless many shipowners felt that this new cap on their potential catastrophe call had been set still too high, while others resisted any reduction in the figure established by the compromise. In the Meantime, the European Commission issued a Statement of Objections in June 1997, in which it indicated its objections with a compulsory single limit common th all the Group clubs as high as the 1997 compromise. Eventually the board of all the Group clubs decided that the figure of 20% of the Limitation Convention per ship property funds should be dropped down to 2.5% from 20 February 1999.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.34
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• pp.77-108
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• 2007

The traditional name given to the insurance of third party liabilities and certain contractual liabilities which arise in connection with the operation of ships is protection and indemnity(P & I) insurance. P & I insurance is very different from traditional hull and machinery insurance in that shipowners' hull and machinery insurance is designed primarily to protect the assured against losses to his vessel, whereas P & I insurance seeks to indemnify an shipowner in respect of the discharge of legal liabilities he has incurred in operating his own vessels. This study is to examine the background of establishment of British P & I clubs md, therefore, the identity of P & I insurance. The present British P & I clubs are the remote descendants of the many small and local hull mutual insurance clubs that were formed by British shipowners in the end of 18th century. At that time, British shipowners were dissatified with the state of marine insurance market and, therefore, established clubs together in mutual hull insurance clubs. After the removal of the company monopoly in 1824, greater competition had a good effect on the rates, terms of cover and service offered by the commercial marine insurance market and by Lloyd's underwriters, and the hull clubs became less necessary and went into decline. The burden of British shipowners on liabilities to third parties was steadily increased after the middle of the 19th century, but the amount insured under hull policy was limited in the insured value of the ship. Eventually, the first protection club, that is, the Shipowners' Mutual Protection Society was formed in 1855. It was designed to like past mutual hull clubs, but to cover liabilities for loss of life and personal injury and also the collision risks excluded from the current marine policies, particularly the excess above the limits in hull policies. In 1870, the risks of liability for loss of or damage to cargo carried on board the insured ship was first awarded by the British shipowners. After 1874, many protection clubs formed indemnity club to cover the risk of liability for loss or damage to cargo. As mentioned above, British P & I clubs have been steadily changed according to the response of shipowners under the rapidly changing law of British shipowners' liability, and so on in the future.

• Journal of Navigation and Port Research
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• v.35 no.10
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• pp.855-861
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• 2011

With the rapid growth and development of the Korean Shipping Industry both in external quantum and internal complexity, the marine insurance industry has accordingly expanded with it. This empirical study analyzes the quality factors of the Insurance and P&I Services using 5 factors of quality measures with 22 questions regarding the effect on customer satisfaction by the services offered by the P&I Clubs. The Study is expected to provide P&I Clubs with management tactics for customer satisfaction and the subsequent continued patronage supported by their members through the enhancement of the service quality. This study also provides direction for ship-owners and the members of the P&I Clubs in finding the most efficient service provider as well as in proposing competitive prices of the P&I insurance premium as their management tactic.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2006.06a
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• pp.133-134
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• 2006

Recently, despite of the effects of international Coordination and cooperation to prevent piracy, piracy is on an increasing trend every year. Such circumstances may have a bad effect on the sound development of world economy by means of trade in sea as well as treat to the safety of crews and safe operation of ships. Finally, Modern maritime piracy has become one of the major threats to safety at sea. We having Cargo-owners or Ship-owners attacked by piracy, it causes enormous economic losses. Therefore, Ship-owners and Cargo-owners insure Cargo Insurance, Hull Insurance and P&I Insurance to indemnity of losses which is caused by piracy. The Purpose of this paper was to explain the losses caused by piracy and studying the limits of the possibility of indemnity in the Cargo Insurance, Hull Insurance and P&I Insurance.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.123-128
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• 2004

A lot of efforts have been made to improve maritime safety by means of enhancing safety legislation and verifying the compliance thereof. However, with the development of mutual insurance, it is contributing more and more to better maritime safety. The P＆I clubs to be discussed in the paper are now not only exercising controls and providing guidance in event of emergencies, but also keeping close and continuous monitoring over safety operations and conditions of those vessels entered, through their world-wide network and advanced communication, and by professional accident-handling teams. In view of this, it is necessary to discuss the roles of commercial shipping and the close linkage between it and onboard safety practices. The paper looks at first basic principles in maritime insurance, and then focuses on the rules and activities of P＆I clubs and their implications upon shipboard operations.

• Health Policy and Management
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• v.21 no.3
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• pp.397-413
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• 2011

Purpose: The purpose of this study is to examine the relationship between the income level and the healthcare utilization by health insurance type in all cancer patients in year 2005. Methods: The target population was cancer patients with health insurance who used healthcare as a diagnosis code (C00-C97) from January 1 to December 31 of 2005. The Korea Central Cancer Registry Center's Cancer Patient Registry Data, the list of cancer patients of the National Health Insurance Corporation, and the claim data of the Health Insurance Review & Assessment Service were used. The I was the wealthiest, followed by II, III, IV. The V was the poorest in this study. For the analysis, the $x^2$-test, ANOVA (and Kruskal-Wallis test), and regression were used. Results: Outpatient and hospitalization medical expenses, and outpatient visit days of cancer patients with self-employed health insurance were highest in I (p<.001, respectively), and the hospitalization days were the highest in II (p<.001, respectively). Outpatient and hospitalization medical expenses, and outpatient visit and hospitalization days of cancer patients with occupational health insurance were the highest in I (p<.001, respectively). Outpatient and hospitalization medical expenses, and outpatient visit and hospitalization days in cancer patients were higher in I compared to V, and higher in II and III, IV compared to V (p<.001, respectively). Conclusion: Supporting plan for cancer patients' outpatient healthcare utilization are necessary. Moreover, we should make specialized strategy for low income cancer patients with self-employed health insurance when we develop quality improvement policy for inpatient service.

• Korea Journal of Hospital Management
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• v.19 no.3
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• pp.1-10
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• 2014

The purpose of this study was to present base data for an efficient management of medical expenses at the hospital management by doing grasp of status of medical expenses from seamen's insurance by voluntary agreements. A Object of study is analyzing the data of medical expenses occurred from the total number of 2,699(inpatients 507, outpatients 2,192)cases who were covered by seamen's insurance at a general hospital which is located in Pusan Metropolitan City during 48 months from January 1, 2009 to Dec 31, 2012. The main results of this study are as follows: accrual medical expenses are the ship management companies member of P&I insurance is the most highest but share of receivables are the Korean ocean-going companies member of P&I insurance is the most highest, therefore, Korean ocean-going companies focus strictly than the payments from accounts receivable management should be considered to reduce the occurrence and concerning the turn around period of medical receivables are 4 months to 6 months during a research period. Therefore, it will be needed for managers of hospitals to prepare differentiated management based on the characteristics of each in insurer and to have recovery strategies of uncollected medical expenses.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.8
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• pp.121-149
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• 1995

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.11
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• pp.205-223
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• 1998

• Journal of the Korean Institute of Navigation
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• v.15 no.3
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• pp.53-72
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• 1991

The marine cargo insurance compensates the cargo losses that happened during navigation . at the early days of the marine insurance, the insurer inclusively covered all risks that happended during navigation. But since the feature of the risks have been changed due to the development of the shipbuilding technique and commerce, the insurer could not bear all of the perils inclusively. So, the insurer have taken the limitation of the risks insured and the losses paid by exclusion clauses. Therefore, the purpose ;of this paper is to compare the exclusion clauses in the new Institute Cargo Clause (hereafter I.C.C.) with those in the former I.C.C.(all risks, F.P.A) and to make clear the scope of insurer's liability through the theoretical interpretation, clarification of various excluded risks in laws and clauses relating to marine cargo insurance. From what 1 mentioned above, 1 conclude that through continued study on the exclusion sin the new I.C.C., we should organize and establish a system which will satisfy both underwriters and the assured in making the application and the effectiveness equal for each party.