Academic literature on the topic 'North British Insurance Company'

This article discusses the London & North Western Railway’s (LNWR) marketing activities before 1914. It extends our understanding of British railway marketing by examining how the company forged links with stakeholders in North Wales, particularly the resort authorities, in support of its development of the tourist trade there. While the company remained the dominant force in promoting the region, cooperative working facilitated the sharing of market intelligence, exchange of best practice, coordination of advertising efforts, coordination of services, and the harmonizing of a promotional message that appealed to middle-class discretionary travelers that North Wales was a place for health and pleasure. The article also shows how the LNWR deployed a system of integrated marketing communications, providing one of the earliest known examples within British business of such practice. The sum result was positive impacts on the development of the North Welsh tourist trade in the years before the World War I.

In the late eighteenth century, northern Virginia's grain-based slave economy prompted a thriving but risky overseas trade. The merchants who conducted this trade sought to manage their risks by purchasing marine insurance, initially from British and northern U.S. sources. After the American Revolution, however, the expense and inconvenience of obtaining insurance abroad prompted merchants to create local institutions modeled on northern practices. Most notably, in 1797 Alexandria merchants established the Alexandria Marine Insurance Company, an incorporated entity that helped manage the risks of overseas trade during the dangerous Napoleonic Wars, enlarged local sources of capital, and, in turn, played a significant role in stimulating regional economic development. The appearance of this marine insurance company (and others like it) reveals the significant role that financial intermediaries played in the development of the southern slave economies in the early republic.

This article examines the investment practices of life assurance firms within the United Kingdom, through an analysis of the asset holdings of the sector over the period 1900 to 1965. The data are drawn from the detailed annual returns to the Board of Trade. Aggregate, sectional and individual company data are used in the study. Major trends in investment practice are identified and analysed; and cross-sectional comparisons are made. The main emphasis is on the contribution of the life assurance sector towards provision of financial support to the British industrial sector. From the beginning of the period a significant proportion of life firms' investments was held in corporate securities, although over time the composition moved away from fixed-interest stock towards share holdings. The study highlights the great variation in investment practice across individual life assurance firms, with no strong evidence of convergence over time excepting investments in equity holdings.

This article focuses on issues of alcohol consumption, disease and public health in British North Borneo in the 1920s and 1930s, a colonial territory along the periphery of empire. Drawing upon a range of sources – from reportage and memoranda, to local folk tales and oral tradition – it examines how the North Borneo Chartered Company administration responded to spiralling population decline and ill health amongst indigenous Murut communities. Amidst widespread economic stagnation, the company shunned vital public health infrastructure and medical aid, opting instead to govern behaviour and condemn alcohol consumption. This article shows how the company perpetuated racist assumptions concerning ostensible alcohol addiction amongst indigenous communities. It further suggests that the effects of Northern European and American temperance and prohibition movements impacted the Bornean tropics. While scholarly attention has been paid to issues of alcohol, disease and empire in the tropics, historiography has overlooked the role of lax colonial governance in semi-autonomous, atypical colonial spaces such as British North Borneo. This article ultimately serves as a vital corrective by showing how the legacies of commercial-colonial governance remain perceptible in Sabah today, a region still facing major socio-economic and public health pressures amidst the ongoing COVID-19 pandemic.

Three major Protestant missionary organizations—the Company for the ropagation of the Gospel in New England (the NEC, founded 1649), the Society for the Propagation of the Gospel in Foreign Parts (SPG, founded 1701), and the Society in Scotland for Propagating Christian Knowledge (SSPCK, founded 1709)—all played significant roles in Christianizing and civilizing the inhabitants of British North America. The New England Company had the longest history and is the oldest Protestant missionary organization. The Society for the Propagation of the Gospel in Foreign Parts sent no fewer than three hundred missionaries to America between 1701 and 1783. While the NEC and the SPG have received scholarly attention, the Society in Scotland for Propagating Christian Knowledge has been virtually ignored.

ABSTRACT Objetive: To analyse out-of-pocket payments (OOP) by health insurance company in hospital bills. Method: Cross-sectional study with quantitative approach. The information was obtained in the database of a health insurance company in the north of Paraná State and categorised into administrative and technical OOP. We analysed reports regarding OOP made in eight hospitals of the accredited network company, from 2013 to 2015. Results: The analysed data totalled 36 thousand items paid out-of-pocket. The highest OOP rates occurred in hospital 1 (67.6%); emergency room service (50.1%); time of hospitalization, ≤ 1 day (70.8%) and medical-hospital materials (59.2%). The year with the highest rates of administrative (54.51%) and technical (48.05%) OOP was 2013. Conclusion: We concluded that OOP are indicators for the institutions to check the critical topics to be improved and that managers must work on originator aspects of OOP, to prevent greater loss.

On January 1, 1995, Saskatchewan adopted a radical, no-fault system for motor vehicle accident insurance. Virtually no room was left for injured victims to sue for damages, whether for pain and suffering or for economic compensation. In fact, the no-fault system removed benefits for pain and suffering altogether. Apart from the concern that arose at the denial of justice in relation to economic matters and the blanket denial of pain, there was concern over the arrangements for medical care. Under the new Automobile Accident Insurance Act, injured persons were entitled to compensation and payment for treatment, as managed by their own doctors, chiropractors or physiotherapists for the first six weeks subsequent to an injury. Thereafter, they were required to be seen by insurance company-appointed doctors, chiropractors or physiotherapists if they wished the income replacement benefits to continue, treatment to be provided or both. They also were obliged to accept the recommendations of the insurance company doctors for the next 12 weeks, under what was called 'secondary rehabilitation'. If they claimed not to be well at the end of that period, further rehabilitation, described as 'tertiary rehabilitation' would be ordered. Two specific 'in-patient' centres were established for tertiary rehabilitation in different parts of the province (Regina and Saskatoon), and victims thought to be in need of tertiary rehabilitation had to travel if they did not live in either Regina (the provincial capital) or Saskatoon. The administration and treatment of individuals under these systems were so unacceptable to many individuals that a widespread resistance movement was generated and was established as the Coalition Against No-Fault Insurance on August 28, 1998, opening with simultaneous protests in Regina, Saskatoon, Prince Albert North Battleford and Estevan, each one organized by a local victim of the no-fault insurance scheme.

Agriculture is considered the backbone of Indian economy. The agriculture sector determines the growth and sustainability of Indian economy. About 52% of India’s workforce and 21% of India’s population still relies on agriculture for employment and livelihood. In spite of this, 197 farmers had committed suicide in 2015 in Karnataka (till September) and North-Karnataka accounted for 25 percent of such suicide cases compared to an average of 15 percent in remaining 5 regions of Karnataka (as per political map of Karnataka). As per the officials from agriculture department, none of the farmers who committed suicide had taken a crop insurance policy. These lives might have been saved if the crop is insured against climate change. As per the records of Agriculture Insurance Company of India (AIC) Ltd, only 16.3 percent of all farmers in Karnataka are covered under the NAIS. In the light of this observation, the researcher felt that it is high time to assess the awareness and existing knowledge about crop insurance among farmers. It is also necessary to assess perception of farmers about crop insurance. The study reveals that farmers have lot of faith in Pradhan Mantri Fasal Bima Yojana. They have strong confidence in PMFBY that it will provide security against Crop Loss. However, they opined that there is no provision in the policy for risk coverage of both Kharif and Rabi Seasons. It is suggested that crop insurance should be delivered along with crop loan through banks. The agriculture department (GOK) should conduct an awareness programme in collaboration with Management Educational Institutes. This will not only help in creation of awareness but also educating farmers about crop insurance

At the turn of the nineteenth century, modern insurance started to spread from the British Isles around the world. Outside Europe and the European offshoots in North and South America, South Africa, Australia, and New Zealand, it began to compete with other forms of risk management and often met with stiff opposition on religious and cultural grounds. Insurance arrived in Southeast Asia via British merchants living in India and Canton rather than through agencies of European firms. While the early agency houses in Bengal collapsed in the credit crisis of 1829–1834, the firms established by opium traders residing in Macau and Hong Kong, and advised by insurance experts in London, went on to form the foundations of the insurance industry in the Far East. Until the early twentieth century, they sought to use the techniques of risk management that they had developed in Europe to win Europeans and Americans living in Southeast Asia as clients, along with members of the local population familiar with Western culture.

Karnataka is one of the states, which experienced severe drought continuously for four years since 2014. In addition, heavy rainfall for the past two years has adversely affected agriculture produce in the entire state putting farmers into debt trap as most of them are not covered by crop insurance for crop failure. Although crop insurance was available to farmers in India since 1972, the coverage across the states including Karnataka was not found to be satisfactory. The average percentage of farmers covered under crop insurance was less than 10% during 1999-2015,both for India and Karnataka. It was 11.3% under NAIS 2015 kharif,increased to 12.2% in 2016, 17.1% in 2017 going down to 15.6% in 2018 and to 14.1% in 2019 under Pradhan Mantri Fasal Bima Yojana (PMFBY)kharif in Karnataka. PMFBY was one new kind of agriculture insurance company and introduced throughout the country in 2016.This paper examines the performance of this scheme with specific reference to north Karnataka based on primary data collected from farmers’ survey in four districts, secondary data collected from official documents and first-handinformation gathered from regional stakeholder workshops organized in six selected districts of north Karnataka. The study tries to look into the extent of coverage and, flaws and merits of crop insurance schemes with reference to problems faced by farmers in getting insurance coverage and claims. The study covered around 1000 stakeholders including farmers,officials of banks, department of economics and statistics, agriculture department and insurance agencies, representatives of gram panchayats and cooperative societies. Three agricultural crop seasons have passed since then. Central government has brought in some changes in guidelines and is likely to make further changes in procedures in response to concerns expressed by States and farmers’ representatives. Follow up discussions with key stakeholders in Karnataka held after the initial farmers’ survey reveal that while a few of the anomalies in applying for crop insurance have been addressed by the concerned departments, major obstacles in assessment and claims continue to exasperate farmers who are miffed bythese procedural lapses. This paper throws light on some of these issues and discusses measures to make crop insurance, particularly PMFBY farmers’ friendly.

Between 1760 and 1833, English explorers systematically filled in the map of British North America. Many of those explorers worked for two fur-trading companies: the Hudsonâ s Bay Company and the North West Company. In pursuit of new sources of fur, they opened western Canada to European comprehension. Their published accounts of geographic exploration provided the British audience with new geographical information about North America. New geographic information often paved the way for settlement. However, in the case of the Canadian West, increased geographic comprehension did not necessarily lead to settlement. By 1833, the explorers had built a base of knowledge from which the British conceptualized the Canadian wilderness. Over the course of seventy years, the British conception of western Canada remained remarkably consistent. The popular British image of western Canada, persisting into the 1830s, was of a wasteland fit only for the fur trade. The British, who had been expanding around the world for several hundred years, were not yet interested in settlement in western Canada. This thesis seeks to expand upon the link that existed between the fur trade, its employees, and their influence on the British conception of western Canada.
Master of Arts

The aim of this thesis is to enhance our understanding of Swedish marine insurers' choices of business strategies under the potentially difficult business circumstances of the interwar period 1918-1939. Little previous research exists on marine insurance during the interwar period. This is remarkable in the Swedish context since the Swedish economy has traditionally depended on its exports. The focus on Sweden is justified since the Swedish insurance market saw regulatory stability during the interwar period. It was also characterised by the coexistence of stock and mutual insurers, allowing this thesis to contribute with insights on potentially problematic insurance cartelisaton. This thesis employs a mixed methods design, including qualitative methods and regression analysis. To interpret results, this thesis employs insurance risk theory, cartel theory, theories on reinsurance and risk diversification, and agency theory. By employing this combination of theories, it is possible to explain choices and outcomes of adopted strategies both with reference to particularities of marine insurance and with reference to particularities of the two different organisational forms. The results show that the insurers conceived several new characteristics of their business environment as challenges and implemented both cartel strategies and company-specific strategies of risk diversification. Among the challenges were rapid inflation, rapidly decreasing prices and business volumes in shipping and trade, the introduction of motor ships, and the existence of naval mines on many trade routes. Also, exchange-rate fluctuations were considered to cause losses on established marine insurance contracts and rendered business results uncertain. Swedish insurers adopted cartel strategies from 1918 through The Swedish Association of Marine Underwriters (Sjöassuradörernas Förening) since they had anticipated a post-war crisis. Market division agreements were adopted for the most attractive market segments, but eventually price agreements became the primary cartel strategy, supported by prohibitions of competition. The work on price agreements sometimes increased the market efficiency since it reduced uncertainty, for instance in insurance of cargo with motor ships. Few price agreements were however adopted for the insurance of shipping since that market segment was dominated by mutual insurers, highlighting the difficulties of cartelisation in insurance markets inhabited by both stock and mutual insurers. The cartel further adopted reinsurance agreements to create barriers to entry in the Swedish marine insurance market. It however experienced prominent difficulties to implement the cartel strategies. One prominent difficulty of implementation was cheating. Also international competition created difficulties. The cartel companies therefore engaged in international cartelisation through The International Union of Marine Insurance (Internationaler Tranport-Versicherungs-Verband) from the late 1920s. This international cartel sought to reduce international competition by agreements not to compete in foreign markets. It also sought to manage the exchange-rate fluctuations of the early 1920s and the early 1930s by agreements among marine insurers, but it failed to obtain sufficient support. In spite of cartelisation, the returns on marine insurance were pushed down by the recognized challenges during the early 1920s, inflicting losses. The business however recovered and remained profitable throughout the 1930s, showing that the great depression was not as great as the deflation crisis in marine insurance. Exchange-rate fluctuations affected the international competitive strength of both stock and mutual insurers and additionally influenced the stock insurers' returns on established marine insurance contracts. The insurers were however compensated for the poor marine business results of the early 1920s by greater reliance than previously on reinsurers and by diversification among insurance lines, which rendered profits less negative than the returns on marine insurance. The business ceded to reinsurers on average inflicted losses during each of the first seven years of the 1920s. These losses were indirectly caused by World War I since that war had caused the establishment of new reinsurers in different countries, not the least in Scandinavia, and in turn caused over capacity during the 1920s. New contractual formulations evolved internationally to the benefit of ceding insurers, indicating information asymmetries. Exits became frequent among reinsurers. In effect, into the 1930s, ceding insurers internationally found it difficult to obtain obligatory reinsurance treaties. During the early 1920s, the Swedish stock marine insurers also increasingly diversified their insurance businesses among insurance lines. This process had been catalysed by World War I, was accelerated during the 1920s, and continued into the 1930s.
Syftet med denna avhandling är att förståeliggöra svenska marinförsäkringsbolags val av affärsstrategier under mellankrigstiden 1918-1939, en period som kännetecknades av potentiellt svåra affärsförhållanden. Försäkringsverksamhet är känslig för ekonomiska kriser, men har uppmärksammats mindre än bankverksamhet när det gäller mellankrigstiden. Inte minst marinförsäkring är känslig för ekonomiska kriser eftersom de försäkrade verksamheterna, sjöfart och handel, endast förekommer i den mån som transporterade varor efterfrågas. Tidigare forskning har endast i liten omfattning fokuserat på marinförsäkring, vilket ur ett svenskt perspektiv kan tyckas anmärkningsvärt med tanke på att den svenska ekonomin har i hög grad varit beroende av sjöburen handel. En studie av svensk marinförsäkring är motiverad ur ett internationellt perspektiv eftersom den svenska försäkringslagstiftningen förblev i stort sett oförändrad under perioden, vilket gör det rimligt att tolka marinförsäkringsbolags val av affärsstrategier som svar på ekonomiska omständigheter. Under mellankrigstiden var katellstrategier ett vanligt svar på svåra affärsförhållanden i olika verksamheter, men kartellisering var potentiellt problematisk i marinförsäkring eftersom den verksamheten är internationell och eftersom marinförsäkring är en heterogen produkt. Dessutom befolkades den svenska försäkringsmarknaden av både aktiebolag och ömsesidiga bolag, vilket är ett ytterligare potentiellt hinder för kartellisering. Studier av kartellisering under potentiallt svåra förutsättningar kan bidra med insikter om under vilka förutsättningar karteller uppstår, vilket ytterligare motiverar studien. Denna avhandling analyserar även två företagsspecifika riskdiversifieringsstrategier, som potentiellt kan kompensera för låg avkastning på mottagen försäkring, nämligen återförsäkring och diversifiering mellan försäkringsgrenar. Återförsäkring har av tidigare forskning framhållits som ett underutforskat område. Avhandlingen tillämpar både kvalitativa och kvantitativa undersökningsmetoder. För att uttolka de empiriska resultaten tillämpas riskteori för försäkring, kartellteori, återförsäkringsteori, riskdiversifieringsteori, samt incitamentsteori på företagsnivå (agency theory). Denna kombination av teorier gör det möjligt att förklara strategival med utgångspunkt både i marinförsäkringens karaktäristika och i de båda olika organisationsformers karaktäristika. Resultaten visar att försäkringsbolagen noterade ett antal nya affärsförhållanden som utmaningar och att dessa bolag implementerade både kartellstrategier och företagsspecifika riskdiversifieringsstrategier. Bland de noterade utmaningarna märks snabb inflation, snabbt fallande priser och affärsvolymer i sjöfart och handel, införandet av motorfartyg, samt sjöminor på många fartygsrutter. Försäkringsbolagen behärskade endast lite erfarenhet av risker associerade med motorfartyg och sjöminor, vilket gjorde riskbedömningar osäkra. Även växelkursfluktuationer uppfattades som utmaningar eftersom de orsakade förluster på etablerade marinförsäkringskontrakt och skapade problem att förutsäga affärsresultaten. Från 1918 antog svenska marinförsäkringsbolag kartellstrategier genom branschorganisationen Sjöassuradörernas Förening, detta eftersom de förväntade sig en efterkrigskris. Marknadsuppdelningsavtal infördes i attraktiva marknadssegment, men med tiden blev prisöverenskommelser den främsta kartellstrategin, understödd av avtal som förbjöd konkurrens. Arbetet med prisöverenskommelser ökade marknadseffektiviteten i vissa marknadssegment, detta genom att reducera osäkerheten i riskbedömningarna. Ett tydligt exempel på ett sådant marknadssegment är försäkring av varor transporterade med motorfartyg. Kartellen etablerade däremot få prisöverenskommelser för försäkring av sjöfart eftersom detta marknadssegment dominerades av ömsesidiga försäkringsbolag. Denna kontrast mellan varuförsäkring och sjöfartsförsäkring belyser svårigheterna med att kartellisera en försäkringsmarknad som befolkas både av aktiebolag och av ömsesidiga bolag. Kartellen antog också återförsäkringsavtal i syfte att skapa etableringshinder på den svenska försäkringsmarknaden. Den upplevde emellertid svårigheter att implementera överenskommelserna, såsom brott mot prisöverenskommelserna och mot konkurrensförbuden. Ytterligare svårigheter skapades av internationell konkurrens. Från slutet av 1920-talet deltog därför kartellbolagen i den internationella marinförsäkringskartellen Internationaler Tranport-Versicherungs-Verband (senare benämnd The International Union of Marine Insurance). Medlemsbolagen i denna internationella kartell skapade överenskommelser med innebörden att utländska försäkringstagare inte skulle erbjudas försäkring. Dessa överenskommelser syftade till att reducera den internationella konkurrensen. Denna kartell försökte också reducera effekterna för marinförsäkringsbolag av växelkursfluktuationer genom överenskommelser om hur växelkurser skulle beräknas i marinförsäkringsfrågor. Sådana försök gjordes både under de första åren av 1920-talet och under de första åren av 1930-talet. Det avsedda resultatet kunde emellertid inte nås, detta eftersom uppslutningen förblev otillräcklig. Trots kartelliseringen reducerades avkastningen på marinförsäkring till förlustnivåer under det tidiga 1920-talet. Avkastningen förbättrades sedan stegvis och förblev positiv under 1930-talet. I marinförsäkring var alltså den stora depression inte lika stor som deflationskrisen. Växelkursfluktuationer påverkade både aktiebolags och ömsesidiga bolags internationella konkurrenskraft. Dessutom påverkade växelkurserna aktiebolagens avkastning på etablerade marinförsäkringskontrakt. Försäkringsbolagen kompenserades för 1920-talets förlustresultat i marinförsäkring genom ökad cedering av risk till återförsäkringsbolag och genom diversifiering av de mottagna riskerna mellan olika försäkringsgrenar. Under 1920-talet var bolagens vinster därför mindre negativa än resultaten i marinförsäkring. Den affär som cederades till återförsäkringsbolag var i genomsnitt förlustbringande under vart och ett av 1920-talets första sju år. Dessa förluster orsakades indirekt av första världskriget, eftersom det kriget stimulerade etablering av nya återförsäkringsbolag, detta i olika länder och inte minst i Skandinavien. I förlängningen skapade första världskriget därmed överkapacitet på återförsäkringsmarknaden. Nya kontraktsformuleringar introducerades internationellt till de cederande bolagens fördel. Detta förhållande indikerar informationsasymmetrier i relationen mellan cederande och mottagande försäkringsbolag. Många återförsäkringsbolag lämnade marknaden. Resultatet blev att cederande bolag under början av 1930-talet i olika länder fick svårigheter att sluta obligatoriska återförsäkringsavtal. Under början av 1920-talet diversifierade aktiebolagen också sin verksamhet mellan olika försäkringsgrenar. Denna process katalyserades av första världskriget, accelererade under början av 1920-talet och fortsatte in på 1930-talet.

Two prominent historians, David Cannadine and Brad Gregory, have recently contended that history is distorted by overemphasis on human difference and division across time and space. This problem has been acute in studies of Native-Newcomer relations, where exaggeration of Native pre-contact stability and post-contact change further emphasized Native-Newcomer difference. Although questioned in economic, social and political spheres, emphasis on cultural difference persists. To investigate the problem, this study examined the Algonquian wihtiko (windigo), an apparent exemplar of Native-Newcomer difference and division. With a focus on the James Bay Cree, this study first probed the wihtiko phenomenon’s Native origins and meanings. It then examined post-1635 Newcomer encounters with this phenomenon: from the bush to public opinion and law, especially between 1815 and 1914, and in post-1820 academia. Diverse archives, ethnographies, oral traditions, and academic texts were consulted. The cannibal wihtiko evolved from Algonquian attempts to understand and control rare but extreme mental and moral failures in famine contexts. It attained mythical proportions, but fears of wihtiko possession, transformation and violence remained real enough to provoke pre-emptive killings even of family members. Wihtiko beliefs also influenced Algonquian manifestations and interpretations of generic mental and moral failures. Consciously or not, others used it to scapegoat, manipulate, or kill. Newcomers threatened by moral and mental failures attributed to the wihtiko often took Algonquian beliefs and practices seriously, even espousing them. Yet Algonquian wihtiko behaviours, beliefs and practices sometimes presented Newcomers with another layer of questions about mental and moral incompetence. Collisions arose when they discounted, misconstrued or asserted control over Algonquian beliefs and practices. For post-colonial critics, this has raised a third layer of questions about intellectual and moral incompetence. Yet some critics have also misconstrued earlier attempts to understand and control the wihtiko, or attributed an apparent lack of scholarly consensus to Western cultural incompetence or inability to grasp the wihtiko. In contrast, this study of wihtiko phenomena reveals deeper commonalities and continuities. They are obscured by the complex evolution of Natives’ and Newcomers’ struggles to understand and control the wihtiko. Yet hidden in these very struggles and the wihtiko itself is a persistent shared conviction that reducing others to objects of power signals mental and moral failure. The wihtiko reveals cultural differences, changes and divisions, but exemplifies more fundamental commonalities and continuities.

碩士
國立宜蘭大學
人文及管理學院高階經營管理碩士在職專班
105
Recently, since the beginning of 21st century, financial industry has expanded comprehensive capabilities to related potential realms and modified marketing strategies with universal business models, leading the augment of trade marketing among an economy, the increase of product diversity and the improvement of professional knowledge for all personnel in insurance marketing as well for common denominators. This research studied the required managerial competencies for senior managers as an insurance dealer to accomplish the objectives and/ or tasks by leading a team to overcome difficulties and challenges in a such highly competitive market nowadays. According to the definition of the managerial competencies model, we summarized five main managerial-competency clusters, including goal and action, organization leadership and development, professional skill, cognitive cluster and personal traits cluster. Besides, there were fifteen dimensions, involving terms as achievement, initiative, team leadership, team influence, team and cooperation, developing others, professional knowledge, professional skill, learning capacity, confidence, information searching, analytical thinking, conceptual thinking, and, finally, decisiveness and personal traits. We investigated the managerial competencies for senior managers in insurance dealer possessing relatively significant performance by adopting the in-depth interview in the qualitative research method, and to interview these managers in the companies of interest for case study. The records of the interview were analyzed and summarized to the competency clusters, the dimensions of competency and the behavior index, for the further discussion. As the results presented here, we found that the organization leadership and development cluster and the sub-competencies for team leadership, team influence, team and cooperation, and developing others were most significant characteristics in managerial competencies for senior managers in insurance dealer presenting highly positive feedback to their vocations. According to the results of the analysis of in-depth interviews and conclusion from this study, we could provide useful and some criterions or suggestions of reference in human resources department, also could be one basis in the aspects of managers’ recruitment and selection, training and development and performance management or in the aspects of the career development of employee and the plan of the successor training for case study company and related industry as well in the future.

碩士
國立高雄師範大學
人力與知識管理研究所
98
The life insurance sales are important properties for life insurance companies. Besides the life insurance specialty needs to satisfy with the different customer demand, facing interpersonal interaction, but also must unfold individual personality special characteristics and so on the independency, business center of figure, positive attitude. How to select and training personnel to guarantee the performance of life insurance sales, is concerned in the life insurance industry, then is one of the important issues. This study focus on the personality of the salesman. For example extraversion, emotional sensitivity, affinity, self-esteem of personnel to effect of work performance. Work performance is divided into AFYP and the average monthly number of life insurance, and further to explore the impact of personality on work performance, otherwise explore population background, for example sex, age, educational level, life insurance work years, and marital staus, to the impact of personality and work performance. This study collected data to inegrate and analyze through survey method. Using SPSS independent sample t-test, ANOVA, correlation analysis and regression analysis, to understand the relationship between the business characteristics of their work performance. The results showed that, i) population background has no significant differences in personality traits, ii) population background has significant differences in work performance, iii) personality traits have significant differences in work performance. The findings of this study can give a reference for human resurces management for life insurance salesman, and also for recruiting and training strategy in the life insurance industry.

During the 1740’s, Hudson Bay went from an obscure backwater of the British Empire to a locus of colonial ambition. Arthur Dobbs revitalized Northwest Passage exploration, generating new information about the region’s environment and indigenous peoples. This study explores evolving English and British representations of Hudson Bay’s climate and landscape in travel and natural history writing, and probes British anxieties about foreign environments. I demonstrate how Dobbs’ ideology of improvement optimistically re-imagined the North, opening a new discursive space wherein the Subarctic could be favourably described and colonized. I examine how Hudson Bay explorers’ responses to difficulties in the Arctic and Subarctic were seen to embody, even amplify, central principles and features of eighteenth-century British culture and identity. Finally, I investigate how latitude served as a benchmark for civilization and savagery, subjugating the Lowland Cree and Inuit to British visions of settlement and improvement in their home territories.

This chapter focuses on Shepard’s early education and career as a druggist, tax collector, cofounder of the North Carolina Mutual Life Insurance Company, and superintendent of the International Sunday School Association. I also emphasize his “radical” approach to race relations in Durham at the turn of the twentieth century. By investigating these topics, I develop a clearer understanding of Shepard’s style of leadership as the eventual president of the North Carolina College for Negroes (NCC).

This final section makes up the majority of the journal. Craig explores six individual regions and unique operations within the tramp-shipping industires. The first subsection is devoted to Wales, and considers the ports and shipping industry of Glamorgan between 1750 and 1914; the actions of the Radcliffe Company in South Wales between 1882-1921; the specifics of the 1860s shipping industry at Llanelli; the specifics of the 1840s shipping industry in Carmarthenshire; and the Hetty Ellen of Aberystwyth and Doctor Livingstone. The second considers the Northwest, examining the River Dee during the Eighteenth century and the shipbuilding and shipping industry of Chester during the Nineteenth. The third looks at the West Country, tracing the history of mercantile shipping in Devon between 1750 and 1920. The fourth looks at the Northeast and the shipbuilding William Gray and Company of Hartlepool. The fifth concerns the Southeast and the deep-sea shipping of Thanet in the mid-Eighteenth century. The final subsection considers the British Empire in Canada, studying the British and British North-American Shipbuilding industry in the early Nineteenth century, with particular focus on Prince Edward Island. Each section contains a thorough history, including timelines, tables, and maps, where relevant.

Born in 1898, Louis Austin came of age in rural Halifax County in eastern North Carolina, during an era of increasing oppression of African Americans. Raised in the African Methodist Episcopal church, Austin was greatly influenced by his father, a barbershop owner, who taught his children that all people were equal before God. Austin moved to Durham in 1921 to attend the National Training School, now North Carolina Central University. In Durham, Austin encountered a black community with a thriving black middle class and many successful black businesses, notably North Carolina Mutual Life Insurance Company and the Mechanics and Farmers Bank, two of the largest black-owned financial institutions in the nation.

This chapter, like the two that precede it, quashes the myth that the recreational travel and tourism industry began with Thomas Cook and the railway system, pointing instead to the roots developed by the steamboat. It explores the growth of British overseas travel through the origins of commercial steamboat services on the Clyde to the first Dover-Calais route. It pays particular attention to the formation of the General Steam Navigation Company in 1824. It also offers a thorough analysis of overseas excursion advertisements in The Times between 1825 and 1850. It concludes that by the end of the 1840s specialist agencies for overseas travellers had come into existence, alongside other frameworks for tourism that developed out of steamboat technology - pre-dating the mid-century rail-led tourism boom by several years.

This chapter charts the expansion of the Furness Group from 1902 to 1909 as they responded to the growth of American liner competition and shifting environmental conditions by engaging in other trades and amassing other resources. It analyses trends in trade, freight rates, tonnage, profit; the Furness Group’s profitability between 1900 and 1909; changes in patterns of growth; the North Atlantic trade stalemate between 1902 and 1909; the poor financial performance of Manchester-based liners; the Furness Group’s attempt to develop new liner trades beyond the North Atlantic into the Persian Gulf, South America and Australia; developments in tramp and contract trades; fleet expansion and consolidation; and insurance, salvage, repair, and provisioning interests. It concludes that by changing the composition of the Furness Group’s interests between 1902 and 1909 the company developed new and productive trade interests beyond the North Atlantic and escaped the trade deadlock. They would adjust the direction of services and expansion again in 1910, once the demand for shipping services resurfaced.

This chapter is a case study of the failure of the British and North American Steamship Company during the promotional boom in British steamship history. It explores the unsuccessful plans to create a stage-by-stage transatlantic crossing from Valentia to New York via Halifax. It analyses the choice of Valentia and the priority of conserving fuel. It also examines the decision to branch out further and attempt to reach Southern America. The actions, events, and reasons for failure are described at length over the course of the chapter, and the conclusion clarifies that though the company itself collapsed, Valentia would later prove to be a solid rail link and British landing point.

This chapter describes the period from 1781 until 1806. Following a devastating smallpox epidemic in 1781, the Blackfoot established direct trade with non-Native people for the first time, circumventing middlemen who had been devastated by the disease. While many embraced the opportunities for trade, they also carefully structured their relationships with newcomers, repurposing regional traditions of peaceful exchange and ceremony for a new era. At the same time, they deliberately prevented British (Hudson’s Bay Company) and Canadian (North West Company) traders from expanding their trade into new regions, especially the intermountain West, thus securing crucial advantages over their western and southern neighbors. By 1806, Blackfoot people had become one of the most powerful and expansive Indigenous polities in North America.

This chapter explores the early history of the steamship cartel, following the rivalry between transatlantic shipping companies, the British and North American Royal Steam Packet Company, and the New York and Liverpool United States Mail Steamship Company, known as the Cunard Line and Collins Line, respectively. Their competitive business practices and the first international steamship cartel were kept out of the public eye for a hundred years; author Edward W. Sloan examines surrounding source material, including the correspondence of Liverpool based banker and merchant, William Brown, to determine what knowledge of nineteenth-century shipping be gleaned from the cartel operation, information that remained obscured during its time.

The chapter looks at how the Mat Salleh Rebellion, led by a datu (chief) with ties to the Sulu Sultanate, challenged the British North Borneo Company and the manner in which indigenous resistance was conceptualized. Despite the involvement of diverse communities in the rebellion, there was a clear demarcation of those who were ‘in the likeness of a Malay’ or ‘in the likeness of a Chinese’, coastal or inland. Mat Salleh’s influence, which was initially linked to outlawed Bajaos and Suluks, quickly grew and rendered such demarcations irrelevant. Among those who joined him were ‘peace-loving’ Dusuns and the ‘martial races’ that made up the Company’s constabulary – Dayaks fleeing the ‘war on piracy’ in Sarawak, Sikhs and Pathans. Despite the fallibility of the Company’s racial logic, it continued to frame the rebellion in racial terms, thereby shaping their response.