El Seguro Basado en Uso, ¿Es el Impuesto a la Gasolina que has Estado Esperando?

Is Usage-Based Auto Insurance The Gas Tax You’ve Been Waiting For? | Streetsblog Los Angeles.

"Drive less, save big" graphic from Metromile

¿Por qué come la gente tanto en los buffets? Una vez que han pagado por entrar, no hay costo alguno adicional por comer tanto como les sea posible – aparte de sentirse cansado y enfermo.

Ser propietario de un coche es como comprar un pase de 24 horas a un buffet Las Vegas. Todos los días.

Conducimos tanto porque una vez que hemos desembolsado portener un coche, el costo de conducir cada milla adicional es minúsculo. Mientras que el costo promedio por milla es casi 60 ¢, de acuerdo con el IRS y AAA, el costo de conducir a sólo una milla adicional, también conocido como costo marginal, es sólo el costo del combustible. Eso es 11-13 centavos de dólar por milla al costo actual, suponiendo un coche de 25-30 millas por galón, y los $ 3,32 por galón de gasolina (el promedio en CA a partir de febrero 28,2015, segun AAA). El costo del combustible es de aproximadamente 20% del costo total de propiedad de un coche, sobre una base por milla. Para un viaje sencillo extra de 13 millas valido para la mayoria de los viajes y los translados al trabajo, conducir es potencialmente más barato que tomar el autobús.

Mientras la gente mas sienta el costo cada vez que conducen, menos conduciran como comen en el buffet. Usted podría estar dispuesto a pagar $ 1 por la primer brownie, pero no por la octava … a menos que la octava sea “gratis”. De repente, algunos viajes en coche que tenían sentido cuando costaban 10¢ por milla, ya no tienen sentido cuando cuestan 15¢ o 30¢ por milla.

El aparcamiento artificialmente barato o gratuito tiene un papel integral aquí -El guru del Estacionamiento, Donald Shoup estima que las subvenciones de aparcamiento de los empleadores ascendieron a 27¢ de dólar por milla, promedio, para los viajeros en 1997. Si los subsidios de aparcamiento del empleador subieran a la misma tasa que la inflacion, que es de 39¢ por milla en Dls de 2015 – eso es el triple del costo de combustible para un coche de 25 mpg – y veinte veces el impuesto corriente promedio a la gasolina en EUA de 48¢ por galón, ~ 2¢ por milla. Mientras más se sienta la parte compartida del costo de conducir cada vez que la gente conduce, menos conduciran las personas.

Los impuestos a la gasolina son eficaces, pero increíblemente impopulares. Pero hoy, hay otra herramienta que tendría un impacto similar, sin aumentar el costo de conducir per se – es el seguro con base en el uso.

Mientras más conduces, y todo lo demás permanece igual, más probabilidades habra de tener un accidente, y por lo tanto más costoso sera para ti el asegurarse. El seguro tradicional da descuentos por conducir menos millas, pero son descuentos modestos, probablemente porque las cifras de kilometraje que la gente reporta no son fiables. Las nuevas pólizas de seguros basados en el uso te cobran con base en la cantidad de millas que conduciste, usando un dispositivo que se conecta al puerto de diagnóstico de su vehículo para contar las millas recorridas. Una política basada en el uso efectivamente  convierte parte del costo fijo de tener un coche a un costo variable. En otras palabras, funciona como un impuesto a la gasolina.

Y una póliza basada en el uso permite al asegurador seleccionar a los clientes de bajo kilometraje que son los más baratos de asegurar, dándoles un precio más bajo que una políza basada en el no uso. Con el tiempo y la popularidad suficiente, eso podría significar que el seguro del auto será más costoso para las personas que conducen mucho, ya que son las únicas personas que quedan con polízas estilo buffet, y por tanto son más propensos a tener siniestros y son más caros de asegurar. Este proceso se conoce como selección adversa. De hecho, “El número de consumidores que compró una póliza UBI [el seguro basada en el uso] casi se duplico en el último año y medio”, según la firma de investigación de mercado Towers Watson. Bajo el paradigma actual, las personas que manejan menos subsidian el seguro de las personas que conducen más, al igual que los consumidores moderados subsidian a los voraces en los buffets.

Metromile – A Personal Experience

I signed up for one such policy recently – Metromile, currently the first and only usage-based policy in California. If you drive less than 10,000 miles a year, it claims, you stand to save money by switching. I did a little comparison shopping, and the math checked out – a usage-based policy really was the cheapest option for a lower mileage driver like me. Full disclosure: I have had a Metromile policy for my car since December 2014.

Some usage-based policies take into account how and when you drive (e.g. how hard you brake, driving at 3 a.m.), but Metromile does not. Metromile has a base rate of $1-2 per day ($1 for me), regardless of miles driven. My rate per mile is about a third as much my gas expense (4.5 cents vs 15 cents per mile) – but my car is cheap, with mediocre fuel economy and my policy lacks collision coverage. With a pricey, fuel-efficient car with more coverage, the per-mile insurance rate could approach one’s gas cost.

A Metromile representative stated that for California, “pricing is built with a base rate of $30 to $60 per month and 3 to 6 cents for every mile driven.” At the current average California price of gasoline of $3.32 per gallon, with a hypothetical fuel economy of 25 miles per gallon, a Metromile policy equates to an additional gas tax of 75-150¢ per gallon – an increase in the cost of driving another mile by about a third.

One flaw with the current Metromile policy pricing is the high base rate – a customer who drives zero miles must still pay $365-730. That means that the more you drive, the lower your total insurance cost per mile, because the policyholder is spreading the base rate charge over more miles. A “pure” usage-based policy would charge users closer to nothing for having the policy, and a higher per mile rate. To be sure, there are some costs of insuring a car, even if that car never moves.

The graphic below shows the average, marginal, and total cost of a Metromile insurance policy with a base rate of $1 per day, plus $0.045/mile, depending on how many miles someone drives per day. The more miles one drives, the lower one’s average insurance cost per mile. If you’re driving more than 27 miles per day on average, Metromile ceases to be competitive on price with prevailing non-usage based policies.

Daily insurnace

A “purer” policy, of charging say, $0.12 a mile (which is roughly the cost of gas for a car of 25-30 MPG fuel economy) with a small base rate instead would make the policyholder even more anxious to drive less. Hopefully, as more insurers create similar offerings, policies with lower base rates and higher per-mile rates will become available.

Usage-based policies offer the behavior-changing benefits of a very large gas tax, without technically making driving pricier, or eliciting implacable political opposition.

The insurance savings are still modest compared to the total cost of owning a car, which averages about $9,000 a year, so few people that are currently car-free will suddenly get a car thanks to cheaper usage-based policies. In the future, insurers might integrate the mileage recorder with peer-to-peer carsharing platforms, such that you don’t pay for insurance when someone else has rented out your car that you rarely use.

Usage-based policies are no panacea. Car ownership is still vastly subsidized by numerous government policies – a state of affairs to which principled progressives, conservatives, and libertarians all rightfully object. So drivers still don’t cover the true cost of driving. But usage-based insurance offers promise as a solution that doesn’t depend on changing entrenched government policy to get people to drive less.

A usage-based policy would be a great fit for the elderly, for instance, who drive less. A usage-based policy would reward them for walking instead of driving, which has immense health benefits at their age. These policies are also increasingly paired with mobile apps that share how much you drive – just as people are seeking to link their car with their smartphone. A Towers Watson survey revealed that “78% of smartphone owners want an app that automatically records trips.” With a little social media integration, we might have people competing with each other to see who can drive less.

In the future, people may weigh not only the cost of gas when deciding whether to drive, but also the cost of their insurance.

Asher Meyers is an L.A. native and resident. Meyers works as a cost estimator in the aerospace industry. He studied economics as an undergraduate, and has a new-found interest in the aesthetics and economics of cities. Meyers is a Metromile customer, but otherwise has no tie to them, or any other insurer.

The Promise of Pay Per Mile Auto Insurance

I saw no coverage of an interesting new form of auto insurance, so I wrote an article about it for Streetsblog LA. Cliffs: by converting auto insurance from a fixed cost to a variable, per-mile cost, ‘pay as you go’ insurance has promise as a means to reduce people’s driving, just as parking charges and gas taxes do. The high upfront cost and the low marginal cost of driving is the principal reason why car owners drive so much to begin with.

It’s clear that usage based insurance is growing in availability and popularity nationally, but Metromile is the only one I’m currently aware of that charges a per mile rate. It’s definitely the only one in California right now.

I think the most fascinating thing about it is that it could drive up insurance rates for people who stay on the conventional buffet style plan where there’s little to no extra cost for driving more, as the low-mileage drivers decamp to per-mile policies that yield significant savings. In other words, it could cause adverse selection, perhaps even to the point where everyone gets put on a per mile policy. Under the current paradigm, low mileage drivers subsidize high mileage ones.

Excerpts and a link below, plus a screenshot of my mileage pre- and post- bike commuting:

“Owning a car is like buying a 24-hour pass to a Vegas buffet. Every single day.

We drive so much because once we’ve shelled out to have a car, the cost to drive each extra mile is minuscule. While the average cost per mile is nearly 60¢, according to the IRS and AAA, the cost to drive just one more mile, a.k.a. the marginal cost, is just the cost of fuel. The fuel cost is about 20% of the total cost of owning a car, on a per-mile basis. For a single extra trip under 13 miles, which is most trips and most commutes, driving is potentially cheaper than taking the bus.

Artificially cheap or free parking has an integral role here – parking guru Donald Shoup estimated that employer parking subsidies amounted to 27¢ a mile on average for commuters in 1997. If employer parking subsidies went up at the same rate as inflation, that’s 39¢ per mile in 2015 dollars – that’s triple fuel costs for a 25 mpg car – and twenty times the current U.S. average gas tax of 48¢ per gallon, ~2¢ per mile. The more the share of the cost of driving can be felt each time people drive, the less driving people will do…

I signed up for one such policy recently, from Metromile.

Metromile has a base rate of $1-2 per day ($1 for me), regardless of miles driven. My rate per mile is about a third as much my gas expense (4.5 cents vs 15 cents per mile) – but my car is cheap, with mediocre fuel economy and my policy lacks collision coverage. With a pricey, fuel-efficient car with more coverage, the per-mile insurance rate could easily approach one’s gas cost.

Usage-based policies offer the behavior-changing benefits of a very large gas tax, without technically making driving pricier, or eliciting implacable political opposition.”

http://la.streetsblog.org/…/is-usage-based-auto-insurance-…/

Foto de un usuario.
  • A ti, Bob HuDock y 21 personas más les gusta esto.
  • Bob HuDock Excellent idea. The whole car ownership system we have now is filled with perverse incentives that need to be rationalized. This would be a big step. I think along the same lines thw taxes on car sales should vary according to the GVW and projected gas mileage of each vehicle. Parking rates should also vary by vehicle size
  • Asher Meyers Yeah, I agree about parking prices varying by size, for streets with unpartitioned spaces. The most interesting thing about insurance is that it doesn’t require a significant change in government policy to take effect, just consumer adoption (that wiVer más

  • Asher Meyers Does anyone know why auto leases have mileage limits (where they charge you for depreciation per mile after you drive say, 10,000 miles per year), as opposed to just having a base rate + per-mile charge? They could have variable per mile charges as welVer más
  • Len Conly Todd Litman of the Victoria Transport Policy Institute has written extensively about Pay-As You-Drive auto insurance. “Pay-As-You-Drive (PAYD) pricing means that a vehicle’s insurance premiums and registration fees are based dVer más

Acerca de salvolomas

Asociación vecinal, formada con objeto de preservar la colonia habitacional unifamiliar preponderantemente, con calles de trafico calmado, seguras para la bici, parques, banquetas adecuadas para ir caminando a centros de barrio con comercios y servicios y oficinas solo en áreas designadas.
Esta entrada fue publicada en Uncategorized. Guarda el enlace permanente.

Responder

Introduce tus datos o haz clic en un icono para iniciar sesión:

Logo de WordPress.com

Estás comentando usando tu cuenta de WordPress.com. Cerrar sesión / Cambiar )

Imagen de Twitter

Estás comentando usando tu cuenta de Twitter. Cerrar sesión / Cambiar )

Foto de Facebook

Estás comentando usando tu cuenta de Facebook. Cerrar sesión / Cambiar )

Google+ photo

Estás comentando usando tu cuenta de Google+. Cerrar sesión / Cambiar )

Conectando a %s