The topic of driverless cars has caught the imaginations of many people. Who wouldn’t want to relax as his car drove him to work, then parked itself? Families could reduce the amount of vehicles if mom could take the car to work then send it home so another family member could do errands, go to the doctor, take the cat to the vet, or other tasks. To many this seems like a fantasy come true; in reality it is a fantasy that is going to be realized in the not too distant future.
While not all business and societal implications can be covered in this article, the insurance and regulatory implications are key to the future of this technology becoming readily available to the consuming public.
The term road traffic safety is an indication of how safe individual users are on some particular road, or on the roads belonging to some region.
It is sharing of knowledge for education purpose for road users - By Bimal Chandra Das / Kolkata / Bokaro
From this webinar you will understand:
• The truth behind Traffic Safety
• The Need of New Road Traffic Management System (ISO 39001)
• The Core Elements of Road Traffic Management System (ISO 39001)
• The Benefits of ISO 39001 RTS
Presenter:
This webinar will be presented by Ronnie Mapanoo, PECB Certified Trainer and Registered Safety Practitioner and Member of International Institute of Risk & Safety Management, UK.
Link of the recorded session published on YouTube: https://youtu.be/WKkhyiCci6Y
The term road traffic safety is an indication of how safe individual users are on some particular road, or on the roads belonging to some region.
It is sharing of knowledge for education purpose for road users - By Bimal Chandra Das / Kolkata / Bokaro
From this webinar you will understand:
• The truth behind Traffic Safety
• The Need of New Road Traffic Management System (ISO 39001)
• The Core Elements of Road Traffic Management System (ISO 39001)
• The Benefits of ISO 39001 RTS
Presenter:
This webinar will be presented by Ronnie Mapanoo, PECB Certified Trainer and Registered Safety Practitioner and Member of International Institute of Risk & Safety Management, UK.
Link of the recorded session published on YouTube: https://youtu.be/WKkhyiCci6Y
Looking at why India desperately needs road safety management programs. What is the role of the Government in this? What are the cities initiatives? Looking at corporate houses, NGOs and how these bodies work together and share the responsibility of organizing road safety management.
Global NCAP highlights pedestrian safety at the UNGlobal NCAP
The potential of crash avoidance systems to reduce pedestrian deaths has been highlighted by Global NCAP at the United Nations in New York. Speaking to the UN Road safety Collaboration, Global NCAP’s Secretary General, David Ward said that emergency braking systems combined with softer car fronts can reverse the rise in pedestrian fatalities.
Our goal at PSA Peugeot Citroën is to help drivers let go of the wheel. We are currently designing clear,
intuitive and user-friendly interfaces that allow drivers to interact effortlessly with their vehicles and take back
control whenever they wish.
Autonomous vehicles will be connected to road infrastructure and to each other to optimise travel times,
reduce fuel consumption and proactively manage potentially hazardous road incidents.
PSA Peugeot Citroën pioneered emergency call and assistance systems in 2003. Now we are doing the
same with connected services. The Peugeot Connect Apps and Citroën Multicity Connect service platforms,
for example, have been reinventing the driving experience since 2012, offering assistance, communication
and information.
These apps are paving the way for the next generation of connected services, this time aimed at optimising
customer mobility and offering a seamless user experience with more comfort, more services and more
safety.
Greater vehicle connectivity means greater vehicle autonomy, and that ultimately means greater mobility for
our customers.
An introduction to autonomous vehicles, and an in-depth discussion of risk management and insurance concerns. Discussion includes the pros and cons of this technology.
Road safety presentation(PPT) by FaisalFaisal Ayub
hi friends.....I m Faisal...this is my road safety ppt...feel free to clip and download...its about it safety, statistics and signs.....hope u like it.....comment down its rating out of 10
Report on safety feature in car :::- by sachin kumar sachin kumar
This report is contained many safty feature in car with full report of many automobile industry are provied these features ( ppt of this topic are available by the name of "" safty features in car by sachin kumar
Looking at why India desperately needs road safety management programs. What is the role of the Government in this? What are the cities initiatives? Looking at corporate houses, NGOs and how these bodies work together and share the responsibility of organizing road safety management.
Global NCAP highlights pedestrian safety at the UNGlobal NCAP
The potential of crash avoidance systems to reduce pedestrian deaths has been highlighted by Global NCAP at the United Nations in New York. Speaking to the UN Road safety Collaboration, Global NCAP’s Secretary General, David Ward said that emergency braking systems combined with softer car fronts can reverse the rise in pedestrian fatalities.
Our goal at PSA Peugeot Citroën is to help drivers let go of the wheel. We are currently designing clear,
intuitive and user-friendly interfaces that allow drivers to interact effortlessly with their vehicles and take back
control whenever they wish.
Autonomous vehicles will be connected to road infrastructure and to each other to optimise travel times,
reduce fuel consumption and proactively manage potentially hazardous road incidents.
PSA Peugeot Citroën pioneered emergency call and assistance systems in 2003. Now we are doing the
same with connected services. The Peugeot Connect Apps and Citroën Multicity Connect service platforms,
for example, have been reinventing the driving experience since 2012, offering assistance, communication
and information.
These apps are paving the way for the next generation of connected services, this time aimed at optimising
customer mobility and offering a seamless user experience with more comfort, more services and more
safety.
Greater vehicle connectivity means greater vehicle autonomy, and that ultimately means greater mobility for
our customers.
An introduction to autonomous vehicles, and an in-depth discussion of risk management and insurance concerns. Discussion includes the pros and cons of this technology.
Road safety presentation(PPT) by FaisalFaisal Ayub
hi friends.....I m Faisal...this is my road safety ppt...feel free to clip and download...its about it safety, statistics and signs.....hope u like it.....comment down its rating out of 10
Report on safety feature in car :::- by sachin kumar sachin kumar
This report is contained many safty feature in car with full report of many automobile industry are provied these features ( ppt of this topic are available by the name of "" safty features in car by sachin kumar
Acknowledgement
Introduction
What Is A Self-driving Car?
Reason Behind The Making?
Self-driving Car Technology: How Do Driverless Cars Work?
How Fast Is 5G?
Basic Physical Ecosystem Of An Autonomous Vehicle
Key Components Of Self-driving Vehicles
Impacts Of Self-driving Vehicles
Potential Concerns
Major Applications
Conclusion
References
The Google driverless car is a project by Google that involves developing technology for autonomous cars.
The Google Driverless Car is like any car, but:
It can steer itself while looking out for obstacles.
It can accelerate itself to the correct speed limit.
It can stop and go itself based on any traffic
The software powering Google's cars is called Google Chauffeur.
It can take its passengers anywhere it wants to go safely, legally, and comfortably.
Currently being led by Sebastian Thrun ,former director of Stanford Artificial Intelligence Laboratory and co-inventor of Google’s Street View.
ALKATAN 1Google CarAs we know the trends are being influence.docxgalerussel59292
ALKATAN 1
Google Car
As we know the trends are being influenced in our modern world with respect to the advancement of technology in our society accordingly. The perceptions of consumers related to cars are widely influenced because of the continuous increase of our daily life expense. This paper is about the Google self driving car which is a project by Google that engages rising technology for self driving cars. The cars exploit a blend of technologies, together with radar sensors on the front side, movie cameras intended at the adjacent area, a variety of other sensors and synthetic intellect software that aids in guiding. There have been no mishaps while the cars were managed by the computer. The system makes at the speed boundary, it has stored in its ways and keeps its space from other automobiles by means of its system of sensors. The system offers an override that permits a human driver to keep control of the vehicle by moving on the brake or rotating the wheel. As the thought of a Google Car was initiated, the appraisals have been polarized. Here is abundance of optimistic remarks about Google Car. Google’s firm and huge database, particularly data on maps is very much praised and trusted to be practical and necessary in advancement of the self driving car. In this paper, the discussions have been made about testing and troubleshooting, finalizing and Users' manual about the Google driverless car project.
It has been produced prototypes of a self driving car already by Google. However, actually advertising them and locating them on the way is another story. The organization recognizes that at the present time, mobile networks are not prepared to deal vehicles. The major carriers hardly have sufficient ranges to serve their human clients, however work is in progress to get used to the white space range for machine-to-machine associations. In the United States of America, Google is a manager of a database of white space, meaning that it adds to list tools that is to be employed on the white space range. On the other hand, Google may have to discover other alternatives for its associated cars. The white space range is most excellently matched for signals that have extended range and inferior frequency than those that convey voice and facts over mobile networks. The majority M2M signals do not require to be conveyed constant at increase speeds. However, those of a self driving car might be a significant immunity. The car also contains other sensors, which comprise: four radars, located on the face and back bumpers, that facilitate the car to "observe" distant enough to be intelligent to take care of fast traffic on freeways; a movie camera, placed close to the back-view mirror, that senses traffic luminosities and a GPS, inertial calculation unit, and wheel encoder, that find out the car's position and keep follow on its activities (Martha DeGrasse, 2013).
For Road testing, the project team has prepared a test task force of ten cars at .
Ponencia de D. Miguel Cruz, Director Marketing y Estrategia Clientes, REALE - Tendencias: Cómo nos va a afectar el Internet de las cosas - Self Driving Car in the Insurance market - en el 11º Foro Profesional de Marketing y Ventas para Entidades Financieras y Aseguradoras #MKTefa organizado por ditrendia
An estimated 64% of all travel today is made within urban environments. By 2050, the total amount of urban kilometres travelled worldwide is expected to triple, with traffic congestion potentially bringing major cities to a standstill. In Singapore, a small island with a population of 5.4 million, there are approximately 1 million cars on the roads. At the same time, roads take up 12% of land space. With the limited land space in Singapore, it is unrealistic to further increase the number of vehicles or add more roads.
To address these challenges, the Singapore government plans to implement an intelligent and adaptable transport system which uses data to empower commuters and adjusts to their needs. Sensor networks are being deployed that collect data from busy areas such as traffic junctions, bus stops and taxi queues, then relay it back to the relevant agencies for analysis through data analytics and real-world applications. Besides transportation systems powered by big data analytics, driverless vehicles are also a major focus so far for the Singapore government. More than six kilometres of public roads have been opened this year for AV trials, currently in use for trials with a small fleet of public self-driving taxis. Various stakeholders are aiming for full-scale commercial autonomous taxi service in 2018 in Singapore.
In this presentation, Dr. Justin will address various aspects of AV technologies, including latest technical developments, opportunities and challenges related to AVs, safety and liability issues, and commercialisation aspects.
For further information, visit our website at ma2017.mymagic.my.
Facebook - Facebook.com/magic.cyberjaya
Twitter - Twitter.com/MagicCyberjaya
Instagram - Instagram.com/magic_cyberjaya/
LinkedIn - my.linkedin.com/in/magiccyberjaya
YouTube - https://www.youtube.com/channel/UCIT_ihmWh5f3MCobvEwWMaA
Autonomous Vehicles - Impacts and OpportunitiesPeter Shannon
Autonomous vehicles can evolve to impact society in profound ways by challenging assumptions we have lived by for generations. This presentation (and the discussion it supports) will explore the new opportunities as well as the challenges of autonomous vehicles, from how they will impact individuals’ lives during early adoption to how they will remake the urban cityscape in the long term. We will explore the technology’s impact on the concepts of vehicle ownership, parking, travel planning, and other parts of our lives shaped today around humans at the wheel, as well as practical challenges to realizing the long term opportunities.
Peloton Technologies Inc. in Autonomous Vehicle AdoptionMark Brewer
This paper evaluates Peloton Technologies Inc. and was written for an MBA class (Evaluating Innovation Opportunities) at the University of Iowa. The three co-authors of this paper are Mark Brewer, Kristin Knudson and Thomas Baldwin.
Kristin Knudson:
https://www.linkedin.com/in/kristin-knudson-4266b22a
Thomas Baldwin:
https://www.linkedin.com/in/tabbaldwin
The Effects of Autonomous Cars on Modern DrivingMack Prioleau
Through its ability to perceive its surroundings, an autonomous vehicle can perform essential activities without the need for human intervention. A completely automated driving system (ADS) is used in an autonomous vehicle to respond to external conditions that a human driver would handle. At no point is a human passenger required to assume control of the car, nor is a human passenger required to be present in the vehicle at all.
Instead of "autonomous," the Society of Automotive Engineers (SAE) uses "automated." One reason is that the term "autonomy" has a broader meaning than only "electromechanical." A completely autonomous vehicle would be able to make decisions on its own. The terms “self-driving” and “autonomous” are frequently used interchangeably, but these are two different words.
The SAE has defined six levels of vehicle autonomy, ranging from entirely manual to fully autonomous, and the US Department of Transportation has approved these standards. The extent of the autonomous car's independence in operation control advances as the levels rise. The car has no control over its functioning at level 0, and the human driver is in charge of all driving. At level 1, the ADAS (advanced driving assistance system) can assist the driver with acceleration and braking.
In some circumstances, the ADAS can handle acceleration and braking at level 2. However, the human driver must maintain undivided attention to the driving environment. The Advanced driving system (ADS) can undertake all aspects of the driving duty at level 3, but the human driver must regain control when the ADS requests it. In the remaining cases, the human driver performs the required tasks.
Futuristic driverless cars are here nowwebsolutionz
Driverless cars have been featured in futuristic, science fiction movies such as Demolition Man, I Robot, Minority Report, Total Recall and a host of others.
Similar to Autonomous Vehicles (from FC&S) by Christine G. Barlow (20)
Excess and Surplus Lines Law: A 3-State Sample of a Complete State-by-State C...NationalUnderwriter
Welcome to the 2015 Excess and Surplus Lines Law: A State-by-State Compendium!
This is a 3-state sample of the FREE complete, 186-page state-by-state compendium.
This state-by-state compendium, culled from FC&S Legal’s Eye on the Experts column, is taken from the 2015 Excess and Surplus Lines Laws in the United States Manual, contributed by John P. Dearie, Jr., John N. Emmanuel, Robert A. Romano, and Paige D. Waters, attorneys at Locke Lord LLP, which reflects all of the pertinent changes in the surplus lines laws and regulations of the 50 states and U.S. territories including a special section on the Non-Admitted and Reinsurance Reform Act (“NRRA”) and the steps surplus lines carriers and brokers should be
taking now to ensure compliance with this groundbreaking legislation.
Easy to use and highly informative, this State-by-State Compendium will be your go-to resource for Excess and Surplus Lines Law around the nation.
Get your complete--and complimentary--compendium today: https://fs8.formsite.com/sbmedia/form1661/index.html
How to Successfully Navigate the Latest Changes to the Affordable Care ActNationalUnderwriter
From ALM's National Underwriter comes a timely and necessary ACA presentation covering:
Employer Mandate Penalties
• Reporting Requirements
• Small Business Health Options (SHOP) Changes
• Cadillac Tax Delay
• Delay of Menu Labeling Rule
• Other Affordable Care Act Changes
• Changes to IRS Forms
• Statistics
Finding in Favor of Insurer, Jury Rejects Homeowners¹ Bid for $600,000 for Wa...NationalUnderwriter
From the NEW Verdicts & Settlements section of FC&S Legal: The Insurance Coverage Law Information Center: Finding in Favor of Insurer, Jury Rejects Homeowners¹ Bid for $600,000 for Water Damage to Their Home
A Florida jury has rejected a couple’s claim that they were entitled to $600,000 from their homeowner’s insurance company for water damage to their residence, finding that the damage claimed by the couple had not been caused by water flowing from a water spout that had been left on overnight.
Facts & Allegations
Andres and Doris Cabo alleged that on January 11, 2011, their residence in Miami-Dade County sustained property damage as a result of their daughter leaving the kitchen faucet’s filtered water spout on overnight. The couple filed a claim with their insurance carrier, Security First Insurance, for water damage to their home.
The EU Solvency II Regime for Insurers: An Update on ImplementationNationalUnderwriter
The EU Solvency II Regime for Insurers: An Update on Implementation by Jeremy G. Hill, James C. Scoville, Edite Ligere, and Benjamin Lyon
The Prudential Regulation Authority’s Policy Statement 2/15: A New Regime for Insurers
On March 20, 2015, the Prudential Regulation Authority (“PRA”) published Policy Statement 2/15 on Solvency II: A new regime for insurers (“PS2/15”),[1] which runs to 330 pages, sets out the rules and accompanying supervisory statements[2] required for the PRA’s implementation of Solvency II.
CFTC Grants No Action Relief to Commodity Pool Operators with Respect to Cert...NationalUnderwriter
CFTC Grants No Action Relief to Commodity Pool Operators with Respect to Certain Insurance-Linked Securitization Vehicles by Daphne G. Frydman, Brian Barrett, and Raymond A. Ramirez
Toward the end of 2014, the staff of the Commodity Futures Trading Commission’s (“CFTC”) Division of Swap Dealer and Intermediary Oversight (“DSIO”) issued two letters affecting insurance-linked securitization vehicles: CFTC Letter No. 14-145[1] and CFTC Letter No. 14-152.[2]
Both CFTC Letters 14-152 and 14-145, which are summarized below, afford relief from certain Commodity Pool Operator (“CPO”) compliance obligations. Although Letter 14-145 preceded Letter 14-152, the summary begins with Letter 14-152 because Letter 14-145 is a no-action letter that was issued to a specific (and anonymous) market participant and cannot be relied on by other market participants. In contrast, Letter 14-152 was addressed to the Securities Industry and Financial Markets Association (“SIFMA”) and affords industry-wide relief from CPO registration to certain entities that engage in insurance-linked securities transactions.
Arbitration in Insurance Coverage Disputes: Pluses and MinusesNationalUnderwriter
Arbitration in Insurance Coverage Disputes: Pluses and Minuses By Peter A. Halprin
Deciding whether to proceed with arbitration, either after the denial of a claim or when procuring the placement of a policy,requires an understanding of arbitration and its advantages and disadvantages. This article analyzes the perceived advantages and disadvantages of arbitration.
Policyholders may be surprised to find that their insurance policies contain an arbitration provision. Deciding whether to proceed with arbitration, either after the denial of a claim or when procuring the placement of a policy, requires an understanding of the advantages and disadvantages of arbitration.
Supreme Court of Texas Marries Contractual Limitations to Insurance PoliciesNationalUnderwriter
Supreme Court of Texas Marries Contractual Limitations to Insurance Policies by Tom Stilwell, John English, Justin T. Scott, and J. Sean Jain
In a case that has been closely watched by the oil and gas industry and its insurers, the Supreme Court of Texas recently issued its opinion in In re Deepwater Horizon, and settled the debate concerning whether a company’s insurance policies stood alone or were married to and dependent upon an insured’s limited obligation in a separate contract to insure and indemnify a third party. Specifically, the court found that Transocean’s $750 million primary and excess insurance policies did not offer unrestricted coverage to BP as an additional insured, but instead incorporated and were bound by the
limitations placed on Transocean’s liability under the parties’ drilling contract (the “Drilling Contract”).
Supreme Court of New Jersey Confirms "Fairly Debatable" Standard for First Pa...NationalUnderwriter
Supreme Court of New Jersey Confirms "Fairly Debatable" Standard for First Party Bad Faith; Acknowledges Relevance of Actual Investigation by Frederic J. Giordano and Robert F. Pawlowski
The Supreme Court of New Jersey recently issued an important pair of decisions for policyholders with bad faith claims against their first-party insurance companies in Badiali v. New Jersey Manufacturers Insurance Group[1] and Wadeer v. New Jersey Manufacturers Insurance Company.[2] In Badiali and Wadeer, the court reiterated the narrow “fairly debatable” standard as the threshold for bad faith claims in New Jersey. But, the court also opened the door to modify this standard in the Badiali decision by recognizing the relevance of the actual claims handling in a particular case.
Pennsylvania Supreme Court Holds Policyholders May Assign Their Statutory Rig...NationalUnderwriter
Pennsylvania Supreme Court Holds Policyholders May Assign Their Statutory Right to Recover Punitive Damages Arising from Insurer¹s Bad Faith by Sara N. Brown and Roberta D. Anderson
In an issue of first impression, the Pennsylvania Supreme Court recently held in Allstate Prop. & Cas. Ins. Co. v. Wolfe[1] that a policyholder may assign statutory bad faith claims under Pennsylvania’s bad faith statute, Section 8371,[2] to a third party claimant.
Importantly, Wolfe resolves the conflict among Pennsylvania and federal decisions regarding the assignability of the right to recover statutory bad faith damages, and allows assignees to seek punitive damages under the statute against an insurer who acts in bad faith.
New York State Department of Financial Services Expands Its Cyber Focus to In...NationalUnderwriter
New York State Department of Financial Services Expands Its Cyber Focus to Insurers by Eric R. Dinallo, Jeremy Feigelson, David A. O’Neil, Jim Pastore, and Jordan R. Friedland
The New York State Department of Financial Services (“DFS”) recently announced a major expansion of its cybersecurity efforts: DFS will require insurers to respond to a special “comprehensive risk assessment” on cybersecurity, with those assessments to be followed by an enhanced focus on cybersecurity as part of DFS’s regular examinations of insurers. DFS’s announcement expands to insurance the increasingly rigorous approach it has recently applied to banks in the area of cyber security. More importantly, it offers critical guidance to all industries about what regulators will consider adequate precautions and preparation in this area.
Migrating Sand Triggers Separate Policy Limits for CGL Policy¹s Personal Inju...NationalUnderwriter
Migrating Sand Triggers Separate Policy Limits for CGL Policy¹s Personal Injury and Property Damage Coverages by Michael S. Levine and Matthew T. McLellan
Cyber Security and Insurance Coverage Protection: The Perfect Time for an AuditNationalUnderwriter
Cyber Security and Insurance Coverage Protection: The Perfect Time for an Audit by Lynda Bennett
2014 ended almost the same way that it began for most companies – having concerns about cyber security and hackers. At the beginning of the year, the news cycle was focused on breaches that took place in the consumer product space as Target, Michael’s, Neiman Marcus, and Home Depot worked fast and furious to address breaches that led to concerns about a massive amount of credit card information possibly being “in the open.” Later in the year, we learned that corporate giants like JPMorgan Chase and Apple were not immune from cyber security breaches as still more personally identifiable information and very personal photographs were released into the public domain. Finally, as 2014 drew to a close, the entertainment industry was further rocked by the cyber-attack on Sony Corp., which led to even broader concerns about national security and terrorist threats.
Class Actions: Insurance Related Claims
by Thomas F. Segalla
Whether prosecuting or opposing a motion for class certification, within the context of insurance related claims, there are certain principles that are critical to determining the allegations that are necessary to successfully assert such claims and the nature of any challenge to a motion to certify the punitive class. As the court noted, in the case of Deborah Mahon v. Chicago Title Insurance Co.:[1]
Clarifying Bad Faith Jurisprudence in Virginia, Federal Court Recognizes Bad ...NationalUnderwriter
Clarifying Bad Faith Jurisprudence in Virginia, Federal Court Recognizes Bad Faith Claim Against First-Party Insurer by Michael S. Levine
In Great Am. Ins. Co. v. GRM Mgmt., LLC,[1] a federal district court denied an insurer’s motion to dismiss a bad-faith claim arising out of the insurer’s denial of its policyholder’s claim for property damage and loss of business income following the theft of rooftop air conditioning units from the policyholder’s hotel. The ruling is significant because it illustrates that Virginia law supports first-party bad-faith claims against insurers.
CFTC Grants No-Action Relief to Commodity Pool Operators with Respect to Cert...NationalUnderwriter
CFTC Grants No-Action Relief to Commodity Pool Operators with Respect to Certain Insurance-Linked Securitization Vehicles
Toward the end of 2014, the staff of the Commodity Futures Trading Commission’s (“CFTC”) Division of Swap Dealer
and Intermediary Oversight (“DSIO”) issued two letters affecting insurance-linked securitization vehicles: CFTC Letter No. 14-145[1] and CFTC Letter No. 14-152.[2]
Both CFTC Letters 14-152 and 14-145, which are summarized below, afford relief from certain Commodity Pool Operator (“CPO”) compliance obligations. Although Letter 14-145 preceded Letter 14-152, the summary begins with Letter 14-152 because Letter 14-145 is a no-action letter that was issued to a specific (and anonymous) market participant and cannot be relied on by other market participants. In contrast, Letter 14-152 was addressed to the Securities Industry and Financial Markets Association (“SIFMA”) and affords industry-wide relief from CPO registration to certain entities that engage in insurance-linked securities transactions.
N.J. Trial Court Applies "Named Storm" Deductible in Superstorm Sandy Case
A New Jersey trial court has ruled that the “Named Storm” deductible applied to an insured’s claim in a Superstorm Sandy case.
The Case:
Wakefern Food Corporation, a buying cooperative of owners/operators of Shoprite and PriceRite supermarkets that purchased commercial property insurance from Lexington Insurance Company, claimed over $50 million in losses from Superstorm Sandy. Lexington paid about $22 million, and Wakefern sued the insurer.
Wakefern asserted that Superstorm Sandy was not a “Named Storm” by definition when it hit New Jersey and its losses had occurred. It asserted that when the storm hit New Jersey at approximately 8:00 p.m. EDT on October 29, 2012, the storm was not declared by the National Weather Service to be a hurricane, typhoon, tropical cyclone, or tropical depression, as its policy defined Named Storm. Wakefern pointed out that as of 5:00 p.m. EDT on October 29, 2012,
the storm already was “expected to transition into a frontal or wintertime low pressure system shortly.” Wakefern
contended that by 7:00 p.m. EDT, the National Weather Service’s National Hurricane Center (“NHC”) had declared the storm a “Post-Tropical Cyclone.” Wakefern argued that a “Post-Tropical Cyclone” was defined in the glossary of NHC terms as its own weather event and that a Post-Tropical Cyclone was a “former tropical cyclone” not a “Hurricane, Typhoon, Tropical Cyclone, Tropical Storm or Tropical Depression.”
Clarifying Bad Faith Jurisprudence in Virginia, Federal Court Recognizes Bad-...NationalUnderwriter
Clarifying Bad Faith Jurisprudence in Virginia, Federal Court Recognizes Bad-Faith Claim Against First-Party Insurer
In Great Am. Ins. Co. v. GRM Mgmt., LLC,[1] a federal district court denied an insurer’s motion to dismiss a bad-faith claim arising out of the insurer’s denial of its policyholder’s claim for property damage and loss of business income following the theft of rooftop air conditioning units from the policyholder’s hotel. The ruling is significant because it illustrates that Virginia law supports first-party bad-faith claims against insurers.
Wisconsin Supreme Court: Pollution Exclusion Bars Coverage for Well Contamin...NationalUnderwriter
Wisconsin Supreme Court: Pollution Exclusion Bars Coverage for Well Contamination Resulting from the Application of Manure and Septage as Fertilizer
In Wilson Mutual Ins. Co. v. Robert Falk and Jane Falk,[1] and Preisler v. Kuettel’s Septic Serv.,[2] the Wisconsin Supreme Court sought to resolve conflicting court of appeals’ decisions on whether excrement (manure and septic waste, respectively) are “pollutants” under standard insurance policy exclusions when they contaminate groundwater after
being applied as fertilizer. The Wisconsin Supreme Court rejected categorically defining manure and septage as
“pollutants.” Instead, the court determined that such fertilizing excrement unambiguously falls within the applicable policy’s definition of “pollutants” once the manure and/or septage has contaminated a water supply.
New York High Court Finds Lead Exposure Injuries to Children of Different Fam...NationalUnderwriter
New York High Court Finds Lead Exposure Injuries to Children of Different Families a Single Loss for Coverage Purposes
In its recent decision in Nesmith v. Allstate Ins. Co.,[1] the New York Court of Appeals ruled that lead paint exposure
injuries suffered by the children of two different families occupying the same apartment in successive periods constitute a single “accidental loss” subject to a single per-occurrence limit pursuant to the non-cumulation clause in two successive policies issued by a landlord’s insurer.
February14 IRS Valentine’s Day Words of Wisdom by Jay KatzNationalUnderwriter
Who Says the IRS is Heartless? I retort, you decide. Here are the February 14 IRS Valentine’s Day Words of Wisdom, by Jay Katz, author of the Tools & Techniques of IncomeTax Planning, 4th Edition
In a May 9, 2024 paper, Juri Opitz from the University of Zurich, along with Shira Wein and Nathan Schneider form Georgetown University, discussed the importance of linguistic expertise in natural language processing (NLP) in an era dominated by large language models (LLMs).
The authors explained that while machine translation (MT) previously relied heavily on linguists, the landscape has shifted. “Linguistics is no longer front and center in the way we build NLP systems,” they said. With the emergence of LLMs, which can generate fluent text without the need for specialized modules to handle grammar or semantic coherence, the need for linguistic expertise in NLP is being questioned.
हम आग्रह करते हैं कि जो भी सत्ता में आए, वह संविधान का पालन करे, उसकी रक्षा करे और उसे बनाए रखे।" प्रस्ताव में कुल तीन प्रमुख हस्तक्षेप और उनके तंत्र भी प्रस्तुत किए गए। पहला हस्तक्षेप स्वतंत्र मीडिया को प्रोत्साहित करके, वास्तविकता पर आधारित काउंटर नैरेटिव का निर्माण करके और सत्तारूढ़ सरकार द्वारा नियोजित मनोवैज्ञानिक हेरफेर की रणनीति का मुकाबला करके लोगों द्वारा निर्धारित कथा को बनाए रखना और उस पर कार्यकरना था।
03062024_First India Newspaper Jaipur.pdfFIRST INDIA
Find Latest India News and Breaking News these days from India on Politics, Business, Entertainment, Technology, Sports, Lifestyle and Coronavirus News in India and the world over that you can't miss. For real time update Visit our social media handle. Read First India NewsPaper in your morning replace. Visit First India.
CLICK:- https://firstindia.co.in/
#First_India_NewsPaper
01062024_First India Newspaper Jaipur.pdfFIRST INDIA
Find Latest India News and Breaking News these days from India on Politics, Business, Entertainment, Technology, Sports, Lifestyle and Coronavirus News in India and the world over that you can't miss. For real time update Visit our social media handle. Read First India NewsPaper in your morning replace. Visit First India.
CLICK:- https://firstindia.co.in/
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An astonishing, first-of-its-kind, report by the NYT assessing damage in Ukraine. Even if the war ends tomorrow, in many places there will be nothing to go back to.
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Autonomous Vehicles (from FC&S) by Christine G. Barlow
1. AUTONOMOUS VEHICLES
Christine G. Barlow, CPCU
Introduction
The topic of driverless cars has caught the imaginations of many people. Who wouldn’t want to
relax as his car drove him to work, then parked itself? Families could reduce the amount of vehicles
if mom could take the car to work then send it home so another family member could do errands,
go to the doctor, take the cat to the vet, or other tasks. To many this seems like a fantasy come true;
in reality it is a fantasy that is going to be realized in the not too distant future.
While not all business and societal implications can be covered in this article, the insurance and
regulatory implications are key to the future of this technology becoming readily available to the
consuming public.
History
Until Henry Ford developed the Model T, automobiles operating on internal combustion engines
were few and far between. Karl Benz built his first automobile in 1885 and production began in
1888, after his wife proved that the horseless carriage was suitable for daily use by taking a long
distance trip from Mannheim to Pforzheim and back. The Model T was considered the first
affordable automobile and it opened travel for the average American. In 1930 the car radio was
born. From the beginning, people wanted entertainment in their vehicles.
In the early 1950s a rather forward thinking person, Dr. Hunter Shelden, proposed retractable seat
belts, recessed steering wheels, reinforced roofs, roll bars, door locks, and passive restraints such as
air bags. Congress passed legislation in 1959 requiring all vehicles to have certain safety standards.
From there numerous options for the comfort and enjoyment of the driver and passenger were
developed, including air conditioning and heat, power windows, power seats, cruise control, heated
seats, and other options. Add to these options anti-lock brakes, air bags, safety bumpers, and
stability control, and you have a modern automobile.
While this automobile is much safer than its predecessors, there are still thousands of fatalities every
year. In 2012 33,561 people were killed in roadway crashes. Injuries totaled 2,362,000, making
vehicle safety a constant concern. Technology, which is rapidly making changes to the way vehicles
operate, has great potential for increasing safety as well.
Safety
As mentioned earlier, thousands of people are killed annually on American roads, and millions are
injured. Alcohol impaired driving accounted for 31 percent of those fatalities. Distracted driving
accounts for 10 percent of fatal crashes, and 17 percent of injury crashes are related to distracted
driving. Other causes of crashes involve user error and careless activity such as following too closely,
speeding, aggressive driving, or over-compensation. Ninety percent of the primary factors behind
crashes are human errors.A vehicle that drives itself, an autonomous vehicle (AV), would
compensate for these human errors and could make the roads much safer. Volvo has a goal that no
one be killed or seriously injured in any of its vehicles by 2020, only seven years away.
Technology
Nissan and Volvo both have announced intentions to have AVs available by 2020. While initial costs
may be prohibitive, it still may be possible for AVs to be available on the mass market by 2022 or
2. 2025. Volvo plans a pilot test using 100 vehicles over fifty kilometers of roadway in and around
Gothenburg, Sweden, a town that includes typical commuter arteries including motorway conditions
and traffic tie-ups. The goal is for the vehicle to handle all scenarios itself, including leaving traffic
and finding a safe place to set if the driver is unable to take control of the vehicle. Fully automated
parking will be tested as well, where the driver can leave the vehicle and it will find a parking spot
and park itself. Such vehicles should be on the road by 2017.
The University of Michigan Transportation Research Institute is currently running a pilot test using
3,000 vehicles driven by Ann Arbor residents. The vehicles are not driving themselves, but are
collecting data by interacting with each other and sensors that are posted at busy intersections,
around sharp curves, and on local freeways. The goal is to expand the capability of the sensors so
that they can have decision-making power. The ultimate goal is to have a fleet of connected and AVs
on public roads by 2021.
There are many steps, however, on the way to fully autonomous vehicles. The National Highway
Traffic Safety Administration (NHTSA) had identified five levels of vehicle automation.
The first level is level 0, and is your basic vehicle with no system that can control the vehicle on its
own. The vehicle may have lane warnings, collision warnings, or even back-up warnings, but the
vehicle never takes control. It may issue audible or visual warnings to the driver, but it is the driver’s
responsibility to make corrections as needed.
Level one allows the driver to relinquish temporary control of a primary function. Adaptive cruise
control that adjusts the vehicle’s speed based on the car in front to maintain a specified following
distance is one such technology. Electronic stability control is another, and this has been mandatory
on new vehicles since 2011. Electronic stability control detects loss of steering control and
automatically applies the brakes to help steer the vehicle in the intended direction. Braking is applied
to the wheels individually; NHTSA studies indicate use of this technology could prevent one-third
of fatal accidents.
In level two the driver can disengage physically and have both hands off the wheel and feet off the
pedals. The driver must, however, be ready to take over at a moment’s notice. This is where primary
controls work in unison to relieve the driver of control--for example adaptive cruise control and lane
centering combined together. Note the driver may not have his hands off the wheel for long; lane
centering will do what it can to put the car back into a lane, but it is not designed to navigate
continuously in place of the driver.
Level three involves limited self-driving by the vehicle. The driver can cede full control to the
vehicle, and the vehicle will signal the driver to retake control. An example is a vehicle driving on a
highway that comes into a construction area; the vehicle can advise the driver to retake control
giving the driver ample time to take over. The Google car is level three technology.
Level four is a truly autonomous vehicle:it performs all driving functions and monitors the roadway
conditions for an entire trip. The driver will tell the vehicle where it wants to go and the vehicle will
go there without any further input from the driver. These vehicles can maneuver without a
passenger, so a disabled person can call for a car to come and pick them up and take them to the
doctor, and an empty vehicle will arrive at the person’s home for the person to enter and ride in to
the specific destination.
3. While various manufacturers are making statements that by a certain date in the future they will have
a fully autonomous vehicle available, that day is not yet here. However, there are several semiautonomous technologies that are available in 2014 models that are worth noting. The technology
tends to be on more expensive models of vehicles, and not every model has such options.
The first such technology is a forward collision alert system with crash imminent braking. This
system warns the driver of an impending front end collision and applies the brakes to try to avoid or
at least lessen the impact of such a collision. The system scans the vehicles ahead to advise of
potential hazards.
Adaptive cruise control allows the driver to not only set a cruising speed, but a distance the vehicle is
to keep between it and the vehicle in front of it. The vehicle adjusts speed accordingly to maintain
the distance.
Lane departure warnings give audible warnings if the vehicle heads into another lane without the
turn signal being used. Some vehicles take this a step further and actually brake the wheels on that
side of the vehicle to steer the vehicle back into the proper lane.
Side blind zone alert does just that; it alerts the driver when there is something or someone in the
driver’s blind spot.
Rear cross-traffic alert warns the driver when something crosses its path in the rear when the vehicle
is in reverse. Some vehicles have rear cameras as well as the alerts to show the driver objects or
vehicles in the way. Rear park assist is an option that issues an audible warning if the vehicle is
within a certain distance of another object; this allows the driver to make adjustments before it is too
late.
The following is a sampling of vehicles with some of these technologies available for 2014. Most
manufacturers however, have disclaimers on their webpages that the driver is responsible for safely
operating the vehicle and avoiding collisions and that the semi-automated technology may not work
in all situations. The manufacturer is making it clear that liability still rests with the driver.
2014 Vehicle Forward
Model
Collision
Alert
Chevrolet
X
Impala LTZ
Cadillac
Escalade ESV
Honda Accord X- does
Sedan EX-L
not
include
braking
feature,
just issues
Adaptiv
e
Cruise
Control
X
Lane
Departure
Warning
Blind
Spot
Alert
X
X
X
X
Rear
CrossTraffic
Alert
X
Rear
Vision
Camera
Ultrasonic
Rear Park
Assist
X
X
4. warning
Toyota Avalon
Buick Regal
X
2014 Vehicle Forward
Model
Collision
Alert
X
X
Adaptiv
e
Cruise
Control
X
Mazda3-S
Grand Touring
Acura ZDX
X
BMW 528i
Mercedes Benz
class C
Mercedes Benz
class E
Mercedes Benz
Class S
Audi S8
Volvo XC90
X-will
bring
vehicle
to
a
stopif
traffic
ahead
stops
X
X
X
Lane
Departure
Warning
X
X
Blind
Spot
Alert
X
X-option
can
be
turned off
X
X
X
X
Rear
CrossTraffic
Alert
X
Rear
Vision
Camera
X
X
Ultrasonic
Rear Park
Assist
X-will keep X
vehicle
from
changing
lanes
if
possible
X
X
X
X
X
X
X
X
X
Technology is far enough along that the Highway Loss Data Institute (HLDI) has conducted early
tests with crash avoidance technologies that show that forward collision systems, especially those
that brake autonomously, and adaptive headlights, which shift direction as the driver steers, show
the biggest reductions in crashes.
Cyber Issues
One of the larger concerns is privacy and cyber security.Some testing regulations require a
manufacturer to record data thirty seconds before a collision. In order to record data thirty seconds
before a collision, the vehicle must be recording data all the time. Could this data be sold to vendors
so that the vehicle, knowing that a person visits Taco Bell every Thursday, would be sure to navigate
5. past Taco Bells on a regular basis? Could a private investigator use the data to prove to an individual
that the spouse was indeed at a lover’s house when the spouse had said he was at work? Could a
terrorist hack into the systems and have all AVs speed up to ninety miles per hour and turn right?
Experts say that is unlikely, because it is one thing to hack into a system and gather credit card or
identity information, and another to input instructions for numerous vehicles to all do the same
thing at once. The hacking of an individual vehicle would not be practical, because one vehicle
causing an accident is not going to cause more damage than the average texting, eating, or other
distracted behavior that is causing accidents now. However, it may be possible that a thief could
hack an expensive car and have it show up at his door for his own use.
Shared Vehicles
Autonomous technology is not only applicable to individuals and their vehicles.Many in the industry
believe that vehicle sharing, where an individual can get into a vehicle he does not own and have the
vehicle take him somewhere and drop him off, similar to a taxi or rented vehicle, is where this
technology will make the most difference. Currently there are some vehicle-sharing systems that
could be models for how sharing autonomous vehicles could work.
RelayRidesis one example of individual car renting. An individual lists his vehicle on the website
with parameters for rental such as cost per day, week, or month and where the vehicle is located.
Renters then make a request to use your vehicle; the owner has approval over the renter, and the
renters’ driving records are screened by RelayRides. The renter reserves a vehicle and enters credit
card and driver license information into the website. The owner and renter meet at a given time, and
the keys are turned over to the renter. Renters are to replace gas used on the trip. The owner
receives seventy-five percent of the rental price and excess mileage charges.
Zipcar is a similar service, although individuals are not renting their vehicles; the vehicles owned by
Zipcarare parked in various locations and the renter picks them up at that location. Zipcar requires
users to join the service for a small fee; driving records are reviewed and, if the potential user’s
record is acceptable, the user will be approved and a Zipcard will be issued. The Zipcard allows
access to the Zipcar. TheZipcard unlocks the vehicle when held up to the windshield. The member
uses the vehicle then returns it to the original parking spot.
Liability
Liability is of course the big question in this issue; just exactly who will be liable if an AV is involved
in an accident? Will responsibility fall on the passenger, or will responsibility ultimately fall back on
the manufacturer? It is possible that states will develop regulations mandating liability; Florida
already has a statute stating that a person is the operator of an autonomous vehicle in autonomous
mode if the person activated the technology, even if the person is not in the driver’s seat or even in
the vehicle. This is important. AVs will have an override available so that a driver can override the
autonomous technology; this may disable all the non-mandated safety technology, so the driver is
solely responsible for the operation of the vehicle. Liability of course then rests totally with the
individual who overrode the autonomous technology.
Another issue is liability for vehicles that were not originally manufactured with autonomous
technology but were retrofitted after the fact. Google is developing technology to make vehicles
autonomous but does not manufacture vehicles; such technology would have to be added to an
existing vehicle. However since the autonomous equipment is added to an existing vehicle.If the
6. added equipment fails to work as advertised is Google responsible, is the shop that added the
technology responsible, or is the individual in the vehicle at the time of the accident responsible?
These and other liability issues may not be sorted out until lawsuits occur.
Insurance
Regardless of where liability ultimately lies, insurance is going to be involved. If the
manufacturersare held liable for an error by an autonomous car, not necessarily a malfunction,
product liability coverage will be invoked. The ISO Products/Completed Operations Liability
Coverage Form CG 00 38 04 13 provides coverage for bodily injury or property damage the insured
is legally liable for within the defined products-completed operations hazard. The form defines
products/completed operations hazard as “bodily injury” or “physical damage” arising out of “your
product” unless the work is still in the insured’s possession or the work is not completed.
Transportation of property causing injury or damage is not covered. “Your product” is defined as
good or products manufactured, sold, handled, distributed, or disposed of by the insured, others
trading under the insured’s name, or a person or organization whose business or assets the insured
has acquired. Therefore, if an autonomous vehicle crashes and the passenger is injured, the product
liability coverage could be invoked because the AV technology did not avoid an accident and
therefore caused an injury.
However, what if states or courts decide that the owner/passenger of the vehicle retains liability?
The ISO Personal Auto Form PP 00 01 01 05 provides liability to the insured or any “family
member” for the ownership, maintenance or use of any auto. However, the policy excludes coverage
if the vehicle is being used as a public or livery conveyance. Currently there are carsharing services
where the insured’s renting of his vehicle would exclude coverage to the vehicle.
RelayRides is such a service. It allows an owner to rent her vehicle to others when it is not in use.
RelayRides reviews potential users’ driving records. The owner of the vehicle is provided with a one
million dollar combined single limit liability policy that provides bodily injury and property damage
to third parties on a primary basis. The users have the option to select state minimum liability
coverage or $300,000 liability coverage per occurrence. Personal injury protection and
uninsured/underinsured benefits are provided as well; the user can reject the UM/UIM coverage.
For collision damage or other than collision damage excluding acts of nature the owner is covered
up to the actual cash value of the vehicle. For acts of nature such as floods, falling tree branches, hail
and other causes, the owner receives coverage identical to what the owner had on the vehicle
immediately prior to the rental of the vehicles. So while the insured’s individual coverage may not
apply in such a situation, the carsharing service provides insurance for the individual.
The renter is responsible for damage to the vehicles caused during the rental period. The renter has
three options for coverage; premium that provides a $500 deductible; basic, which has a $2,500
deductible; and decline coverage, where the renter assumes all losses up to the actual cash value of
the vehicle plus any related costs.
In similar fashion Zipcar provides insurance for users of its vehicles. The vehicles are owned by
Zipcar, not individuals. Insurance of $300,000 combined single limit is provided; personal injury
protection is provided where required by law. For physical damage coverage, a damage fee of $750
may apply. Those over twenty-one years of age and accident free for the past twelve months may
buy a damage fee waiver. Users are allowed up to 180 miles per day, with additional mileage charged
at $.45 per mile.
7. Such services could become models for how autonomous vehicle services could be insured. An
autonomous vehicle service may allow passengersto select coverage levels depending upon the
amount of risk theyare willing to assume. The rider will need individual coverage in case he has an
accident that exceeds the limits of insurance provided by the autonomous vehicle company.
As far as coverage for the vehicles in an autonomous fleet that operates similar to a taxi operation,
coverage would be provided by a business auto form. The ISO CA 00 01 10 13 provides both
physical damage and liability for the owner of the vehicles.
Rating
One of the advantages predicted once autonomous vehicles take hold is a significant reduction in
insurance premiums. While this may eventually happen, there are a number of factors that must be
considered. First, it will be many years before autonomous vehicles make up most of the vehicles on
the road. The average age of vehicles on the road today is ten years old, so it will be many years
before the fleet of vehicles turns over. Not everyone is willing to accept the technology; some
people are not sure that the vehicle can really handle all situations, and others simply like to interact
with the vehicle. There are still those who drive a manual transmission because they enjoy having
more control over the vehicle. An insured’s driving record, accident history, and location (urban or
rural) will still be important factors in creating premiums for many years.
Individuals who have ridden in autonomous vehicles report that other drivers are fascinated by the
vehicles and some drivers will speed up or slow down to look at the vehicle; this presents a
distraction to other vehicles.While the AV may not be involved in an accident, it may have a role in
other vehicles having accidents. Likewise, there may be people who drive autonomous vehicles to
see how they react; they may want to see if they really will swerve to avoid a vehicle in its lane or will
brake in time to avoid rear-ending a vehicle in front. Autonomous vehicles, while safe themselves,
may not be able to avoid the distracted or erratic behavior of all other drivers on the road. While the
AV may be able to swerve to avoid hitting another car, the vehicle may hit a tree instead, still causing
damage to the vehicle.
There will also still be hail, tornadoes, floods, and other natural events that will damage an vehicle
that have nothing to do with the action of the vehicle in motion. These things will still occur, and
while they may not occur frequently, the cost to repair the autonomous vehicles may be higher than
current repair costs.
Regulations
How states regulate AVs is another major factor in putting them on the road. Currently California,
the District of Columbia, Florida, and Nevada have regulations for the use and testing of AVs on
their roads. However these regulations are specific to testing and do not apply to the general
population since the vehicles are not on the market. While the regulations are similar in many ways
there are some variations. See the Autonomous Vehicle Legislation chart for details.
The regulations contain various definitions, including artificial intelligence, autonomous vehicle,
driver, and manufacturer. Most testing regulations require one or two people in the vehicle, with one
person in the driver’s seat at all times ready and able to take control if the vehicle malfunctions.