About Caroline McDonald

Caroline McDonald is a writer and former senior editor of the Risk Management Monitor and Risk Management magazine.
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Buyers Dealing with Rise in Total Cost of Risk

Keeping insurance costs down is a priority for risk managers, but with the total cost of risk up 5% since last year, according to the newly released RIMS Benchmark Survey, this task has become increasingly difficult. One risk manager at a live web event last week said he is looking closely for coverage overlaps in his international operations.

A key finding of the 2013 RIMS Benchmark Survey, released this month, was that the average total cost of risk (TCOR) for all companies increased 5%, from $10.19 per ,000 of revenue to $10.70 per $1,000 of revenue – the result of hard market conditions.

The drivers of these increases were global catastrophes, including the tsunami/earthquake in Japan, flooding in Australia and Thailand, and earthquakes in New Zealand and Turkey – which impacted property rates, explained Wesley DuPont, executive vice president and general counsel at Allied World.

On the casualty side, “There has been an uptick in loss severity,” DuPont said. “Claims that had previously settled for less than $5 million were settling for more than $5 million.”

Danny Holtsclaw, director of risk and insurance for the Wildlife Conservation Society, said he is working to keep the cost of risk down by examining duplication of coverage globally. “There has to be an internal review on the risk manager’s side to make sure we don’t have overlapping coverage and if we do, we try to minimize that as much as possible,” he said.

He is also “getting back to the basics of loss control,” by doing “what we do best internally to mitigate the risks we have.” But at the same time, “as our premiums and our cost of risk are growing, we’re looking to our risk partners – not only our carriers, but also our brokers.”

Despite all efforts to evaluate exposures for accuracy, however, at renewal time underwriters are requesting “better data.” Meanwhile, Holtsclaw said, “I’m giving the best data I have, but it’s still not enough.”

What’s more, at midyear renewals, “if you’re adding particular exposures, there seems to be more supervisory underwriting review,” he said, adding that “Sometimes a handshake is not necessarily a handshake – you have to wait for validation to come back. I’m seeing that for the first time in the last year.

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Bobby Bowden, executive vice president, marketing and communications with Allied World said that risk managers can get a better response from insurers by having thorough knowledge of their business and industry. “To come in and know your business inside-out gives us a better understanding,” he said. Better understanding allows the underwriter to price properly, “and ultimately the best deal is the result of that communication,” he added.

What Holtsclaw looks for from carriers is, “for those experts to become an added extension of my team, to help implement our risk management goals.

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” Because at the end of the day, “I’m having to do more with less and I’m trying to take advantage of those resources.”

Companies with advanced enterprise risk programs are proving to have an advantage, said Carol Fox, director for strategic and enterprise risk practice for RIMS. “We found a correlation in a study we did a number of years ago, that companies with better ERM programs had better credit ratings.

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So it’s not just the insurance piece, but making the organization more efficient overall and protecting the value of the organization.”

When Your Commute Becomes Derailed

Just yesterday I remarked to my husband that my train, the Hudson line, has been amazingly stable and almost always on time. Especially when you consider that there have been major derailments of the Connecticut (May 17) and the Long Island (June 17) lines of the Metropolitan Transit Authority (MTA).

I should have known better. Just when you think you can take a breather, something is bound to happen, as it did this morning. Normally I would have been listening to the news and traffic report, but I was spending some time with my puppy before rushing to the ferry station. Once there I waited, but no ferry, and the few people who were there didn’t seem to know why. Annoying.

I called my husband and asked him to drop me off at the train station across the Hudson (parking is impossible there). On the train platform, however, I quickly learned that there was a big problem—the derailment of 10 CSX garbage train cars on a narrow portion of track used by the Hudson line. There were no injuries, but that is a whole lot of cleanup, not to mention the two tracks that need to be replaced, according to the conductor I talked to. He estimated it would take at least the weekend to repair the damage.

I have to say that I was impressed with the MTA’s contingency planning. The MTA gets a lot of flack, but it’s worth mentioning that they did get it right this time. What I expected to be a nightmare of delays and standing around waiting—on one of the hottest days of the year—wasn’t bad at all. The MTA train took us to Yonkers, just north of the derailment area, where we were quickly led to waiting busses. The busses transported the train’s passengers to a large subway station where we were ushered through a special turnstile, and our train passes were honored. The subway ride took a while, since it was a local covering more than 200 blocks. But a fellow passenger gave me an idea of the subway route and at what stop I should get off. Happily, I had only a block to walk to work.

Research shows that the MTA has an enterprise risk management plan in place. I found a 93-page document online that outlines significant business processes for the MTA bus company, bridges and tunnels, individual train lines and much more. It also notes which business processes have been reviewed. Under the listing of Maintenance of Equipment for the Long Island Railroad, for example, items that have been reviewed include locomotive daily inspection and diesel locomotive periodic inspection, rolling stock inspections and equipment surveys.

From what I have read, however, some passengers last night weren’t as lucky. They were told to wait for busses which didn’t arrive. That was right after the derailment, however, and it takes some time to put a major plan into action.

So, lessons learned:

• Listen to the traffic announcements on the radio every morning

• Don’t be too complacent when things go well

• Roll with the punches, occasionally things do work out

• Take time to play with the puppy, no matter what, even if you’re a little late for work