回顧自2002年4月1日起台灣開始實施費率自由化以來，在政府金融監督管理委員會的輔導下，朝著開放的方向邁進，先是費用總量管制，附加費用率之引進，及允許費率有限度的偏離等，都是在第一與第二階段施行，而巨大保額部分亦在第一階段就已開放，做為產險費率自由化的準備。第三階段，住宅與商業火險及任意車險費率可由產險業者自由訂定，消費者選擇產險公司投保時，費率選擇將更多樣化。 本論文重點在探討費率自由化對產物保險公司商業火災保險自留業務風險管理之影響，並進而剖析產險業為因應未來競爭與環境變遷，其商業火災保險自留業務之經營策略。且隨著全球氣候變遷與產業結構可能改變及產險監理政策之調整，產險業在風險評估與核保、資產的管理及新市場與新產品的開發，必須做整體政策及策略性的改變，才能因應未來改變所帶來的挑戰。 本研究結果發現，雖然台灣產險業面對費率自由化、環境與監理政策之調整與改變，在可預見之未來將面臨更複雜與更艱難的經營挑戰，惟就整體而言，簽單保費自留比例自2003年27.16 %一路攀升至2009年之44.33 %。且由個案公司分析可知，其在商業火險費率自由化實施後，特別是進入費率自由化第三階段，皆大幅提升其自留保費比例，以提升公司之自留風險承擔能力，期以提昇專業及獲利能力。因全球氣候變遷致近年天災事故頻仍，在加上重大工安事故頻傳；且商火巨大保額業務承保範圍較中小型保額業務完整(多為全險式保單)，而保險公司承保費率(特別是天災保險)又明顯不足，使近2年整體商業火災保險及其天災險損失率急速攀升，上述情形正考驗著加速提升自留保費比率之產險公司自留風險管理(特別是天災風險)能力及獲利。

從西元2010至2014年以來，台灣車險市場的賠款率逐年攀升，而汽車保險業務占產險公司營收來源約五成，顯見汽車保險業務對於產險公司的重要性，然而近來高單價超跑肇事頻繁，屢登上新聞版面，單一案件的賠償金額遠超過客戶所繳保費收入，對公司經營績效產生莫大壓力。 本研究透過二元邏輯迴歸來探討可能影響車體險出險理賠的因素，依據發現的影響因子建立客戶評估模式，提高公司經營績效，藉由個案公司所提供西元2012至2014年共1,071,935筆的資料，以SPSS Statistics作為分析工具，得出年齡、性別、國產或進口車種類、車輛出廠年份以及車輛用途分類中的重型機車、自用小客車、客貨兩用車、長租小客車和個人計程車與出險理賠存在相關性。 分析後發現五大結論。第一，年齡增長與出險理賠呈現負相關；第二，女性出險的機率高於男性；第三，進口車出險理賠的機率遠高於國產車；第四，車齡愈小發生出險理賠的機率愈高；最後則是各項車種用途的車輛發生出險理賠機率皆偏高，尤以長租小客車和個人計程車為最。

我國在2002年正式成為WTO 之成員，為開放保險市場與國際金融保險市場接軌，同年我國開始實施三階段的產險市場費率自由化。 然而，費率自由化實施，市場競爭更甚以往，時有所聞產險業者的惡性價格競爭與保險經紀人影響商業保險市場價格。 而本文以「台灣產險市場費率自由化下之市場競爭研究」為題，試圖瞭解我國產險公司在市場激烈競爭下卻未如國外市場(例如日本)大規模進行同業合併以降低營運成本，壯大經營規模以增加競爭力的原因，並分析保險經紀人如何影響市場價格造成市場競爭加劇的原因與實務上保險經紀人對商業保險安排承保能量架構的費率操作說明；最後就現行相關監理法條之可行改進方案做一建議與結論，希望對國內產險業有所助益。 / In 2002, Taiwan became a member of the World Trade Organization. In keeping with the spirit of this organization the government has devoted itself to building an open financial and insurance market which implemented deregulation of non-life insurance rates by three phases in the same year. Under deregulation, the rates reduction of Non-life insurance creates more competition within the industry; we often hear that non-life insurers do destructive competition and non-life insurance brokers influence commercial insurance market price deeply. The title of this paper “A study of under deregulation, market competition of Taiwan non-life insurance” is aimed to understand the reason why under deregulation, there is no series of mergers or alliances among Taiwan non-life insurance industry for reducing cost, enlarging scale to enhance competitiveness like those taking place overseas such as Japan. This thesis also analyzed how non-life insurance brokers use influence on market premium rates which caused market competition even severely and illustrated non-life insurance brokers using capacities to control commercial property insurance rates by practice experiences. Lastly, conclusive remarks and recommendations are made to the related regulation. Hopefully these suggestions would be helpful to the industry.

受2008年金融海嘯影響，人壽保險業因資本及信用市場之系統性風險而導致帳列資產價值大幅減損，進一步影響壽險公司清償能力，而主管機關為兼顧審慎監理與市場穩定原則，而採行資本監理寬容措施，卻使得資本不足之保險公司缺口擴大。另外，保險安定基金以保費為基礎徵收單一費率，加劇保險公司間交叉補貼之情形。因此，如何透過以責任準備金為基礎，計算公平合理之風險差別費率，以避免產生影響其他保險公司正常經營之系統性風險，抑或引發保險公司道德風險，為本文研究之主要議題。 本文與過去文獻主要之差異為：(1) 資產模型依資產配置方式，使用蒙地卡羅模擬詳盡現金流路徑，著重於描述壽險業之情境；(2) 股票型風險性資產加入跳躍過程 (Jump) 與隨機波動兩種情境，以表達壽險業資產端承受資本市場變動加劇之風險；(3) 考慮政府監理寬容措施，以描述主管機關對於壽險業監理態度。 依蒙地卡羅模擬法試算保險安定基金公平費率，研究結果發現：(1)監理寬容期限增加時，安定基金公平費率增加；(2)監理標準提高，安定基金公平費率有先降後升之效果；(3)保險公司財務槓桿比例增加時，安定基金公平費率上升。 / Due to the global financial crisis in 2008 that resulted in systematic risks in the equity and credit market, it creates significant deprecation in the life insurers’ balance sheet which affect insurers’ solvency. In order to retain prudent supervision and market stability, the authority has announced capital temporal relief plan that may make insolvency insurer worse. Recent occurrences of financial distress to some insurers have raised questions about whether the current guaranty system that charge a flat levy rate in premium-based is adequate to protect policyholders. A risk-weighted levy rate in reserve-based has been proposed to establish reasonable contribution method which can avoid high risk insurers’ moral hazard and protect the other insurers from further systematic risks. A brief summary of the advantages of this paper is listed below：(1) By Monte Carol simulation method, detailed cash flow of insurer’s asset allocation can be used to describe the risk preference of life insurer. (2) Our stock model incorporates jump diffusion and stochastic volatility in order to reflect that life insurers face increasing volatility in capital market. (3) Consider regulatory forbearance to represent government’s attitude to life insurers. We calculate fair guaranty premium through Monte Carol simulation method. We find that： (1) Fair premium increases as extending the period of regulatory forbearance. (2) As regulatory criterion raises fair premium decreases at first, but increases if regulatory criterion reaches certain level. (3) Increasing leverage ratio of the insurer results in increasing fair premium.

車両の電動化(ハイブリッド化)と内燃機関システムの電動化を最適に組み合わせた技術と、それらを効果的に稼働させるハイブリッド制御ロジックを適用した新方式大型ハイブリッドトラックを提案した。長距離貨物輸送時の燃料消費率の改善に対し効果があることを明らかとした。同時に、従来大型トラックに対し、荷室搭載性の確保や車両コストの抑制が可能となることが分かり、実用性の面でも優位性があることを示した。 / 博士(工学) / Doctor of Philosophy in Engineering / 同志社大学 / Doshisha University

九十四年我國財產保險業之簽單總保費收入為新台幣1,185.02億元，其中汽車保險之簽單保險費收入為新台幣588.62億元，占我國財產保險業簽單總保費收入的49.67%，故汽車保險之簽單保險費收入於九十四年居財產保險市場各險種之冠。同時汽車保險業務量占全體產險業務量的比重，一直維持在45%-50%之間，由於汽車險業務量之消長連帶影響各產物保險公司的現金流量及公司在市場的排名，故汽車保險業務的經營深受各產險公司老闆的重視。 我國汽車保險業務的來源可分直接通路及間接通路兩種，間接通路來源的業務量占全部汽車險業務量的40%，其中汽車經銷商保險代理人(簡稱車商保代)及經紀人的業務來源就占有30%。 台灣汽車險市場各保險公司的市場占有率，經過產險同業大家多年的努力經營，已大致固定。由於車商保代及經紀人的業務大都屬新車業務，故其業務量占汽車險市場新車業務量的比重甚大，因此遂為每家保險公司業務經營極力爭取的對象。再者必須注意的是汽車險商品因受到過往規章費率的影響，同質性很高，在無法明顯區隔市場的情形下，保險公司如欲增加業務量，最迅速有效的方式就是提高佣金及配合車商保代的要求，搭配一定比率的回廠維修率。此種「蠟燭兩頭燒」的業務經營，在社會經濟景氣時，保險公司尚可依靠投資收益來挹注增加的成本，但景氣不好時，保險公司的負擔將會超過其所能承受的部份，導致經營產生虧損或發生危機。此由寶來證券集團在中央產物的經營汽車險業務，因經營結果與其預期不一致時，最後轉手美商AIG集團，即是最佳寫照。 本篇論文主要係在探討競爭市場下汽車險業務經營管理策略，並以寶來證券集團在中央產物經營汽車險業務的結果為個案研究。首先介紹台灣汽車險市場的現況，接著並就費率自由化的實施，探討其對台灣汽車險市場的影響，同時也針對汽車險市場經營的瓶頸加以瞭解及提出解決之道，筆者也藉此提供個人的些微建議，希望能對政府擬訂監理政策及產險同業透過汽車險業務經營策略的再思考，藉由創新商品的開發及行銷通路的多元化等多方的努力，以對開創台灣汽車險業務經營的藍海策略有所助益，是本篇論文提出的最主要目的。 / In 2005, the written premium of automobile insurance was NT$ 58.87 billion, occupied 49.67% and the majority part of the written premium of non-life insurance in Taiwan（the written premium of non-life insurance was NT$ 118.5 billion in 2005）. In the meantime, the business portfolio of automobile insurance to non-life insurance remain at 45%-50% steadily. Because the growth and decrease of business portfolio of automobile insurance will significantly influent the ranking and the cash flow of non-life insurance companies, the owners of non-life insurance companies pay highly attention on the operation of automobile insurance. In Taiwan, the source of automobile insurance can be divided into two parts: direct market approach and indirect market approach. Indirect market approach contributed 40% business income, and the automobile insurance agents contributed 30% premium income. The market share of non-life insurance business is approximately fixed. Due to the business scope of automobile insurance agents and brokers are selling the new cars, the non-life insurance companies give ultimate efforts to attract them. Moreover, we must pay attention on the fact that the automobile insurance commodities is homogeneous, the reason is affected by the tariff of regulator, therefore, under the premise that the market can’t be obviously divided, if the insurance companies still intend to raise its’business portfolio, the most rapid and efficient way is to lift up commission to match the commission requirement of automobile insurance agents, and to collocate with certain ratio of damaged car requiring and/or regular maintence. This kind of operation mode makes insurance company can cover the cost by its investing profit while economic boom, but will overload while economic depression, then causing operating crisis. The most conspicuous case is that the Polaris Securities Group sold Central Insurance Company（CIC）to AIG Group while Polaris Securities Group found the operating results of automobile insurance business in CIC was inconsistent with its anticipation. This thesis mainly discusses the operating and management strategy of automobile insurance in a competitive market, and give an example by Polaris Securities Group’s running automobile insurance business in CIC for case study. The thesis first introduces the current condition of Taiwan automobile insurance market, then probe into the influence of rate liberalization to the said market. Simultaneously, to understand the predicament of automobile insurance market and bring up the possible solution. The author provides some suggestions for government agency to draw up supervisory policy and for non-life insurance companies to set up operating strategy. By the way of innovating insurance commodities and diversifying marketing routes, the author hopes that it will helpful to jointly inaugurate the“Blue Ocean Strategy”of the operation of Taiwan automobile insurance. It’s the main goal of this thesis.

隨著醫療技術的精進，人類平均壽命增長，與出生率不斷降低之雙重因素下，人口結 構漸趨老化，老年人口逐漸增加。而老年人的被迫退出勞動市場，失去所得來源與個 人儲蓄不敷支應生活下，更使得貧窮成為老年普偏存在現象，在老年貧窮與老年人口 激增之情況下，老年經濟安定成為社會一大問題。歐美各國針對老年經濟問題，早有 以老年年金制度保障老年經經濟安全，但近來在不斷提升保障與人口結構變化下，老 年年金支出成為財政一大負擔，各國老年年金支出額占國內生產毛額比重不斷升高， 社會資源大量聚集于此，形成財政上毒瘤，各國紛紛采取對策，以降低年金支出額。 我國在老年經濟對策上，向來缺乏妥善規劃之整體性措施，勞工保險與公務人員保險 之老年給付項，根本不足以保障老年生活。我國人口結構趨勢雖不若歐美各國嚴重， 但逐漸步入老化之國，卻是不容置疑之事實，如何在老年經濟未釀成嚴重社會問題前 ，妥謀整體規劃之解決方式，實為政府當局刻不容緩之務。 本文研究之目的，旨在提供一適合我國經濟、社會情勢之老年經濟對策的健全財務。 第二章主在探討老年危險與老年保險之特性、起源、目的，與老年保險對經濟之影響 及其型態，藉以充分了解老年保險性質。第三章則探討老年保險之財源籌措，包括財 務來源、籌措方式與給付結構，以為我國老年保險制度尋求一最適方式之參考。第四 章以保險費率之訂定為主要探討內容，研究一制度之健全，究需若干財源支應。此外 并以我國勞工保險與公務人員保險兩大系統為例，預估其成本率。第五章主要針對我 國現行勞工保險與公務人員保險現況之缺失，提出改進之建議。第六章為結論與建議 ，祁政府及早謀求妥善措施，落實社會福利制度，消弭貧富差距，以增進全民福祉。

強制汽車責任保險自1998年1月1日實施至今，立法精神及施行成效深受社會大眾肯定。隨著社會安全制度的持續發展，持續進行全盤檢討，並於2005年2月5日公布新修正強制汽車責任保險法，3月1日正式實施。 由於強制汽車責任保險風險分類直接反應於費率計算，資訊不對稱容易形成道德風險，被保險人與保險人產生顯著資訊落差，保險人無法合理歸類被保險人風險特性，保費計算上易受外界雜訊所影響，產生嚴重道德風險。為降低資訊不對稱的成本增加，保險輔助人成為被保險人與保險人間資訊傳遞的重要中介機構。如何健全保險輔助機構的執業規範及分工定位，以降低資訊不對稱所造成之負面影響，成為強制汽車責任保險的重要監理議題。 本研究主要檢視現行強制汽車責任保險制度，如何有效規範保險輔助人，強化保險作業與交通監理作業降低資訊不對稱成本，討論具體措施諸如設立保費查詢中心、確保理賠損失資料之正確性、各項財務資訊揭露透明度與落實保險人之差異化管理政策，並歸納具體建議如下： 一、 建立強制汽車責任保險專屬網站，強化資訊揭露； 二、 交通監理作業投保查詢應整合保險查詢，減少代理成本； 三、 落實保險人內部稽核，建立承保及理賠標準流程； 四、 建立保險輔助人評等制度，維護市場公平競爭； 五、 車種分類及費率精算宜朝簡化為原則，避免道德風險。 / The Compulsory Automobile Liability Insurance Law has been enforced since January 1, 1998, the spirit of the law and the goodwill lay behind it were highly praised by the general public. However, as the social security system continuously has developed and evolved, the law was deemed insufficient and inadequate. Therefore, experts and scholars proceeded to review the law and finally in February 5, 2005, a revision of the law was announced to the public and officially enforced in 1st March the same year. Since the risk classification of Compulsory Automobile Liability Insurance directly reflects on rate calculation, information asymmetries can easily cause moral hazard. As the insured and insurers have significant information gap, insurers cannot categorize reasonably the characteristics of insured's risks, the premium calculation therefore can be affected by external noises that leads to serious moral hazard. To reduce the cost of information asymmetry, insurance brokers or agents becomes the insured and insurers' important intermediary for transmitting information. How to build sound operating norms, share the work, position insurance brokers or agents and reduce the negative impact on information asymmetry have turned out to be very important supervisory topics of Compulsory Automobile Liability Insurance. This study is mainly examining the existing Compulsory Automobile Liability Insurance system; regulating insurance brokers or agents effectively; strengthening insurance and traffic supervision operations to decrease the cost for information asymmetry; discussing specific measures such as the establishment of premium check center so as to ensure the accuracy of claim information, the transparency of financial information; in addition, implementing the differentiation management strategies of the insurers. The specific recommendations are summarized as following five points: 1. Establish official website for Compulsory Automobile Liability Insurance and strengthen the disclosed information; 2. The insurance check in traffic supervisory operations shall be integrated with premium check center so that agency costs can be lowered; 3. Put into effect the insurers' internal audit to build up the standard of processes of underwriting and claims; 4. Establish the rating system for insurance brokers or agents so as to maintain fair market competitions; 5. Simplify the classification of type of vehicles and rate calculation to avoid moral hazard.

我國自91年4月1日推動「產險市場費率自由化時程計畫」且分三階段實施， 在第一階段允許產險公司「附加費用」自由化，產險公司若簡化行政流程、降低人事成本，就能調降附加費用率。第二階段費率自由化，產險公司除了「附加費用」自由化外，更允許「危險保費」有限度的偏離；也就是說「危險保費」是有條件自由化。自98年4月1日起正式實施第三階段，也就是意味著各產險公司均應在第一階段及第二階段之緩衝時期做好萬全之調適與配套措施，產險業進入全面競爭之時代。 費率自由化第三階段正式的實施，其相關的監理配套措施及內容，遷動著未來汽車保險市場之發展，而汽車保險業務一直都是產險市場的最大宗業務。但在核保、理賠及行銷等方面處處受到車商保代通路的限制、影響，若能進一步在車險通路行銷制度問題上加以改善，對我國未來汽車保險市場將有很大的發展空間。 本篇論文主要目的係探討我國費率自由化相關議題。透過98年4月1日費率自由化第三階段的正式實施，我國產險市場邁入全面自由化階段，除了對費率自由化第三階段的相關監理配套措施內容作深入瞭解外，並針對費率自由化第一、二階段實施過程中所產生的諸多相關議題作深入研究，且借鏡鄰國日本產險費率自由化之經驗作為參考，並搭配我國汽車保險市場的實際現況，提出費率自由化第三階段實施對未來汽車保險市場的預期影響，並藉由個案公司的研究分析，提出個案公司未來車險通路最適行銷策略，以期盼產險業在面臨全面費率自由化之際，提出個人的幾點因應淺見，能提供給產險業者作為參考，並亟盼未來我國汽車保險市場運作能更佳健全蓬勃發展。 / Taiwan’s Non-life Rate Deregulation Plan has put into practice since April 1, 2002 with three phases. The first phase is to liberalize the restrictions of the loading expense. The non-life insurers can flexibly reduce the loading expenses by way of a more simplified administration process and lower personnel costs. The second phase further allows for a limited deviation rate applicable for the risk premium, namely, a conditioned deregulation for the risk premium. The third and last phase begun from Apr. 1, 2009 is to entirely liberalize all relevant expenses and premium rates. It also means that all non-life insurers should have worked out a set of comprehensive measures in preparation for a completely competitive market. The future development of motor insurance, which ranks largest among all lines of business, is subject to the corresponding supervisory measures to be taken at the third stage. However, the agents of motor companies regularly dominate the non-life insurers’ operations in the aspects of underwriting, claim and market strategy. Hence, if the existing problems related to the marketing channels encountered by the non-life insurers can be resolved, a more prosper development for motor insurance market is anticipated. The thesis mainly studies the relevant topics in relation to the rate deregulation in Taiwan. In line with the rate deregulation implemented in the third stage, the thesis not only has an in-depth study of the corresponding supervisory measures, but also discusses many related subject matters arising from the implementation process between the first and second phases. Meanwhile, the expected effects resulting from the third phase has been submitted based on Japanese same experiences in the past and domestic motor insurance market. Furthermore, by means of a specific case study, the thesis also proposes some optimal marketing strategies, which might be helpful to insurers as well as to develop a sound and stable motor insurance market in the future.

行動上網技術的成熟，為行動上網市場提供了良好的發展環境，吾人認為第三代行動通信業者的行動上網定價模式也扮演了關鍵的催化劑角色。 本研究主要是探討台灣第三代行動通信業者在訂定行動上網服務定價模式時，對於內、外部因素的考量，並進一步了解其現有定價模式與內、外部考量因素的關聯性，以期能為行動上網服務定價模式找到新的方向。 本研究之研究問題有三: 1. 影響3G營運商行動上網服務定價模式之主要因素為何? 2. 3G營運商在訂定行動上網服務定價模式的主要考量因素為何? 3. 3G營運商行動上網服務現有定價模式的訂定與考量因素的關聯性為何? 本研究透過深度訪談與相關的次級資料蒐集與彙整分析後，獲得以下六個結論。 1.用戶數成長、營收成長、網路建設成本還有手機補貼是影響電信公司行動上網服務定價模式的內部因素。 2.寡占市場結構與回應競爭者是影響電信公司行動上網服務定價模式的外部因素。 3.用戶數成長還有營收成長是所有電信公司訂定定價模式時的主要的考量因素。 4.為了回應競爭者並與市場競爭，所有電信公司都是以單一費率定價模式搭配手機補貼來行銷行動上網。 5.兩段式與預付型定價模式是為了要達到提高用戶數成長的公司目標。 6.產品組合定價模式是為了要達成提高非語音營收成長的公司目標。