Behaviour change and Pay-As-You-Drive insurance. Rewards, punishment, and persuasive information delivery:PAYD-1. Feedback from Pay-As-You-Drive insurance, both outside and inside the car

Pay-As-You-Drive insurance (PAYD) where insurance customers can be charged directly for when, where, and how they drive, is now possible thanks to modern telematics technology. PAYD addresses many problems with traditional insurance in terms of more fairly, and transparently, charging users for their driving behaviour and lessens the impacts of insurance on lower socioeconomic groups in particular (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2005a; Litman, 2011). Indeed, some estimates of PAYD in the USA have suggested that if it was implemented two thirds of households would benefit, with savings of around 270 USD per car per year (Bordoff & Noel, 2008; Litman, 2011). However, PAYD insurance does not only have the potential to benefit individuals. Rather, it is estimated to have significant societal impacts, including possible reductions in mileage of up to 8-12% (Adkins, 2004; Balcombe et al., 2004; Bordoff & Noel, 2008; Harvey & Deakin, 1998; Litman, 2005a; Litman, 2011), which could then be associated with accident reductions of 12-18% (Litman, 2011). Furthermore, it is also estimated that even an 8% reduction in mileage would reduce CO2 emissions by 2% and petrol consumption by 4%. This reduction in petrol consumption would be equivalent to the effect of a 1 USD per gallon increase in the price of petrol (Bordoff & Noel, 2008). It is also estimated that PAYD insurance may reduce the profits of insurance companies (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2011). It is therefore recommended that, due to the significant societal gains associated with PAYD insurance, governments examine what they can do to help encourage PAYD insurance despite the potential costs to insurance companies (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2011)

Behaviour change and Pay-As-You-Drive insurance. Rewards, punishment, and persuasive information delivery:PAYD-1. Feedback from Pay-As-You-Drive insurance, both outside and inside the car

Pay-As-You-Drive insurance (PAYD) where insurance customers can be charged directly for when, where, and how they drive, is now possible thanks to modern telematics technology. PAYD addresses many problems with traditional insurance in terms of more fairly, and transparently, charging users for their driving behaviour and lessens the impacts of insurance on lower socioeconomic groups in particular (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2005a; Litman, 2011). Indeed, some estimates of PAYD in the USA have suggested that if it was implemented two thirds of households would benefit, with savings of around 270 USD per car per year (Bordoff & Noel, 2008; Litman, 2011). However, PAYD insurance does not only have the potential to benefit individuals. Rather, it is estimated to have significant societal impacts, including possible reductions in mileage of up to 8-12% (Adkins, 2004; Balcombe et al., 2004; Bordoff & Noel, 2008; Harvey & Deakin, 1998; Litman, 2005a; Litman, 2011), which could then be associated with accident reductions of 12-18% (Litman, 2011). Furthermore, it is also estimated that even an 8% reduction in mileage would reduce CO2 emissions by 2% and petrol consumption by 4%. This reduction in petrol consumption would be equivalent to the effect of a 1 USD per gallon increase in the price of petrol (Bordoff & Noel, 2008). It is also estimated that PAYD insurance may reduce the profits of insurance companies (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2011). It is therefore recommended that, due to the significant societal gains associated with PAYD insurance, governments examine what they can do to help encourage PAYD insurance despite the potential costs to insurance companies (Adkins, 2004; Bordoff & Noel, 2008; Litman, 2011)

Vehicle telematics for safer, cleaner and more sustainable urban transport:a review

Urban transport contributes more than a quarter of the global greenhouse gas emissionns that drive climate change; it also produces significant air pollution emissions. Furthermore, vehicle collisions kill and seriously injure 1.35 and 60 million people worldwide, respectively, each year. This paper reviews how vehicle telematics can contribute towards safer, cleaner and more sustainable urban transport. Collection methods are reviewed with a focus on technical challenges, including data processing, storage and privacy concerns. We review how vehicle telematics can be used to estimate transport variables, such as traffic flow speed, driving characteristics, fuel consumption and exhaustive and non-exhaustive emissions. The roles of telematics in the development of intelligent transportation systems (ITSs), optimised routing services, safer road networks and fairer insurance premia estimation are highlighted. Finally, we outline the potential for telematics to facilitate new-to-market urban mobility technologies, signalised intersections, vehicle-to-vehicle (V2V) communication networks and other internet-of-things (IoT) and internet-of-vehicles (IoV) technologies

Inventory of ATT system requirements for elderly and disabled drivers and travellers

This Inventory of ATT System Requirements for Elderly and Disabled Drivers and Travellers is the product of the TELSCAN project’s Workpackage 3: Identification and Updating of User Requirements of Elderly and Disabled Travellers. It describes the methods and tools used to identify the needs of elderly and disabled (E&D) travellers. The result of this investigation is a summary of the requirements of elderly and disabled travellers using different modes of transport, including private cars, buses/trams, metros/trains, ships and airplanes. It provides a generic user requirements specification which can guide the design of all transport telematics systems. However, it is important to stress that projects should also capture a more detailed definition of user requirements for their specific application area or system

Interim research assessment 2003-2005 - Computer Science

This report primarily serves as a source of information for the 2007 Interim Research Assessment Committee for Computer Science at the three technical universities in the Netherlands. The report also provides information for others interested in our research activities