• Proceedings of KOSOMES biannual meeting
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• 2006.11a
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• pp.47-51
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• 2006

The variation of marine accidents and ship's insurances is to be the measurement of assessment concerned effect of importing ISM Code because each kind of ship accident's expenses and compensation for the loss have an effect on the ship's insurance and P&I insurance. Therefore in this study, we had grasped the accomplishment of importing ISM Code, using analysis of the variation of marine accidents and ship's insurances in domestic shipping companies from one year ago to 8 years after importing ISM Code. As the result of analysis, compared with the period of a year before carrying out ISM Code, marine accidents were showed a decrease of about 14.4% at 8th year of importing ISM Code. Also, the insurance had tended downward every year.

• 해운
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• no.10 s.32
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• pp.43-43
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• 2006

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.1
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• pp.65-69
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• 2010

The variations of marine accidents and ship's insurences are measures for assessing the effects of ISM Code implementation, bemuse expenses for the treatment of ship accidents and compensations for the loss have an effect on the ship's insurence. In order to understand the results and accmplishements of ISM Code implementation in Korea, the rise and the fall of marine accidents and ship's insurences were analyzed and examined in domestic shipping companies from one year before implementation to eight years after implementation of ISM Code. As the result of analysis, compared with the period of a year before implementation of ISM Code, the decrease of about 14.4% in marine accidents was shown in the 8th year after ISM Code implementation in Korea, and ship's insurance rates tended to decrease from year to year.

• 해운
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• no.9 s.20
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• pp.36-36
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• 2005

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.15-20
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• 2006

In this study, we had investigated several input factors and output factors, to maintain safety management, of domestic shipping companies, and then had analyzed the efficiency of performance of performance about each shipping companies' safety management system from 1998 year to 2004 year using DEA method As the result of analysis, the annual mean efficiency of total companies tended downward every year. Analysis was that the cause was increase of the cost of repairing ship, the cost of ship's stores and idle day of ship.

• Journal of Navigation and Port Research
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• v.36 no.5
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• pp.329-338
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• 2012

The Institute Time Clauses-Hulls 1/10/83 has been using widely with attachment and/or endorsement of the Institute Warranties 1/7/76 stipulating vessel's trading limits. Taking into consideration of several changes and renewals on the contents of the Institute Time Clauses-Hulls for clarifying the clauses themselves with development on technology of vessel's construction and navigational equipments up to the present, the clauses on the Institute Warranties 1/7/76 should have been changed and/or renewed. Moreover, the insured still has been burdening additional premium in vessel's navigating and / or calling to the areas stipulated in the Institute Warranties 1/7/76 regardless of any changes of marine business environments. Thus, this study aims to analyze the Institute Warranties 1/7/76 as well as to suggest a reasonable level of additional premium for breach of Institute warranties through not only a comparative analysis between the Institute Warranties clauses and those of the corresponding Institute Warranties using in the Japanese Fire and Marine Insurance companies but also consideration of current circumstances on changes in climatic conditions, vessel design, navigation and communication requirements and capabilities.

• Journal of the Korean Society of Marine Environment & Safety
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• v.13 no.2 s.29
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• pp.141-146
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• 2007

In this study, we have investigated several input factors and output factors to maintain safety management of domestic shipping companies, and then have analyzed the efficiency of performance about each shipping companies' safety management system from 1998 year to 2004 year using DEA method. The result of analysis shows that the annual mean efficiency index of total companies tended downward every year. Analysis was that the cause was increase of the cost of repairing ship, the cost of ship's stores and idle day of ship while the number of marine accidents and sanctions of PSC, ship's insurances and P&I insurances was decreased.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.57-64
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• 2020

The IOPC Fund general assembly reported that the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (known as the HNS Convention) will meet the requirement for the convention to take ef ect between 2021 and 2022. When the convention comes into effect, the liability-limit insurance of the HNS transport ship will be enforced and the shipper receiving the HNS will pay the share of the contribution from the International Fund for damages exceeding the limit of the ship's liability insurance. Korea is one of the major shipping and shipper countries in the world; thus, this study aimed to the need to analyze the effect of the convention on the related industries. The survey of ships and contribution targets analyzed the research data of the Ministry of Oceans and Fisheries. The P&I premium estimation was reviewed by the Korea Shipping Association and the K P&I as insured ships. In addition, the contribution of the HNS cargo volume was analyzed in an annual report by a representative international association for each cargo. About 1,500 ocean-going and domestic vessels have been identified as ships subject to the convention. The effect of changes in premiums under the convention was minimal for most ships. The effect of the shipping industry is expected, with about 150 domestic tankers expected to increase insurance premiums. In the case of shipper industries, 52 freight terminals were found to be eligible for the payment of the share of the international fund, as the proportion of freight volume in Korea was ranked second to fourth in the world by individual HNS accounts. This implies the obligation to pay contributions according to the convention. Considering the status of HNS transport ships entering and leaving ports and the quantity of HNS cargo, it can be concluded that the validity of Korea's convention is sufficient and that, it is necessary to coordinate with global major shipper countries.

• Korean Journal of Labor Studies
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• v.24 no.2
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• pp.321-365
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• 2018

Though the British shipbuilding industry dominated the world market in the 19th century, it could not avoid the repetitive rise and fall of the unemployment following after the cyclical fluctuations. Without challenging the employers' rights to fire at will, the boilermakers maintained their own unemployment insurance in order to escape from the new poverty law system. In the beginning the craft union could continue their own unemployment insurance under the National Insurance Act of 1911, but it went into bankruptcy under the massive unemployment of the 1920s and the attacks of shipyard employers. The Act of 1911 was a step towards social solidarity in that it spread the risks beyond the occupational boundaries, applying unemployment insurance to unskilled and non-union workers, and the employer and the government also paid the premium. In the Great Depression, the shipyard trade unions demanded that the government should intervene in the shipbuilding market to provide jobs, but it was not accepted by the government. The government responded only to the another demand of the union for the maintenance, which could be achieved partially through the abnormal operation of the insurance system, abandoning the insurance principle. After all, unemployment in the shipbuilding industry was resolved only by the expansion of rearmaments and the outbreak of World War II. From the 19th century to the World War II, the craft unions did not challenge the employers' right to fire at will and did not attempt to regulate dismissal procedures or make any demands on dismissal compensations. During interwar periods rules and practices related with weak employment protection - one of the main features of the liberal employment adjustment institution - were prevalent in Britain. The principle of 'employment at will' could survive through the historical events such as the World War I, II as the operation of the unemployment insurance became the focus of the social conflicts.