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Last Updated Wednesday, April 25, 2001 .
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Massachusetts Automobile Insurance Rating Q&A
Massachusetts
Automobile Insurance Rating
Understanding the Rate Setting Process
The Massachusetts automobile insurance system
is a very complex one. With the strictest form of state regulation in the country, the
annual rate setting process is lengthy and detailed, covering virtually all aspects of
insurance company operations.
The attached document is an attempt to
educate the non-expert observer on some of the issues that surround the auto insurance
debate here in Massachusetts. It is not intended to answer all the questions or to offer
any concrete solutions. It is presented in an attempt to bring the reader a better
understanding of the insurance industry, its problems, its ways of doing business, and how
all of that fits in context with the Commonwealth's laws and regulations.
In the hope that a better understanding of
the issues will lead to long-term solutions to the problems we face, the Automobile
Insurers Bureau of Massachusetts stands ready to assist the public, the regulators, and
the legislature in conducting an educated dialogue aimed at solving these problems.
Competition
- Yes or No?
Fix & Establish
RATE MAKING - Who Controls the Process?
Parties to the Process
Source of Insurance Statistics
Why Interpretations of Statistics Vary
Alternatives to the
Commissioner’s Decision on Rates
Understanding Some
Basic Rating Principles & Concepts
What is an actuary?
What is a trend factor?
Insurance coverage - requirements
and choices
What is the safe driver
insurance plan (SDIP)?
Besides
SDIP, what other factors affect a driver’s insurance premium?
Keeping Insurance Affordable
Keeping Insurance Available
Insurance Company Profits
How do Insurance Companies
Measure Profits?
Insurance Industry
Profits Compared to Other Industries
People
commonly point to the big buildings that insurance companies have as evidence of their
profitability. How can this be explained?
Perceptions &
Problems of Massachusetts Auto Insurance
How
do Massachusetts private passenger auto rates compare with those in other states?
Weren’t
the reforms of the late 1980s supposed to reduce the cost of private passenger auto
insurance?
What is a tort threshold?
What is the
direct payment system, and how does it reduce costs?
Doesn’t
Massachusetts have a very high rate of car thefts?
What is the Insurance
Industry doing to combat fraud?
What else is the
insurance industry doing to reduce fraud?
How does Massachusetts differ
from other states?
Competition - Yes or No?
The Massachusetts private passenger automobile
insurance rate setting process begins with an annual examination by the Commissioner to
determine whether competition can work. Required by Chapter 175E of the Massachusetts
general laws, the question of whether insurance companies should be permitted to establish
rates based on their own costs and rating plans (compete) is decided following a formal
public hearing. If during the course of those hearings the Commissioner finds that the
elements for effective competition do not exist, then the Commissioner can choose to
establish auto insurance prices on a "fix and establish" basis.
Each and every year since 1977, the Commissioner has
concluded that competition would not work for private passenger automobile insurance, and
has continued with rate making under a fix and establish system. This means that the rates
set by the Commissioner are the highest rates a company can charge, and the criteria
limiting how high or low a premium charge can be for an individual driver is fixed by the
Commissioner.
Since 1981, acting under the authority of M.G.L.
Chapter 175E, the Commissioner has concluded that competition does work for commercial
automobile insurance. The Automobile Insurers Bureau of Massachusetts continues to make a
commercial automobile insurance rate filing for use by those companies who are too small
to have a sizable enough data base from which to credibly make their own rates.
Fix & Establish
RATE MAKING - Who Controls the Process?
When competition is determined to be unworkable, the Commissioner
will conduct a series of hearings toward setting the next year’s private passenger
auto rates. The Commissioner establishes a timetable for all of the hearings necessary to
complete the rate setting process, which usually begins in the spring and concludes with a
final decision around December 15.
Hearing dates are established for a number of key components that
affect rates for private passenger automobile insurance:
insurance company profits
safe driver insurance plan
cost control initiatives
town assignments to territories
overall changes in costs
The broadest range of factors affecting personal automobile
insurance are reviewed in this latter hearing, often referred to as the main rate case. In
this specific part of the hearing process, the automobile insurance industry is the first
party to submit a recommendation, normally in August of each year.
Parties to the Process
The hearing process provides a forum for debate on the technical
components of the rate setting process. Initial recommendations are advanced by the
insurance industry through the Automobile Insurers’ Bureau of Massachusetts (AIB).
The AIB is a voluntary, non-profit association of the insurance companies who write
automobile insurance here. The AIB is primarily an actuarial and statistical organization
that analyzes insurance data, formulates actuarial recommendations, and provides testimony
supporting those recommendations.
These recommendations are reviewed by the State Rating Bureau
(representing the regulator) and the Attorney General’s office (representing the
consumer). The State Rating Bureau, which is a division of the Department of Insurance,
provides the Commissioner with recommendations regarding their independent analysis of the
insurance data. The Attorney General also participates by providing an independent
analysis of the facts, and presenting that analysis at the hearing. The hearing process
affords each of these parties the opportunity to cross-examine the others’ witnesses.
Other intervenors, like the Massachusetts Association of Independent
Agents, may be involved.
After hearing the full debate, the Commissioner ultimately decides
what rates should be changed, what classifications should be used, and any other matters
related to the conduct of private passenger automobile insurance.
Source of Insurance Statistics
The Commissioner establishes a statistical plan which all companies
writing auto insurance in Massachusetts must use to report premium and claim payment
information. All companies, then, provide information on a uniform basis. This information
is gathered by Commonwealth Automobile Reinsurers (CAR), which is currently the
Commissioner’s designated statistical agent. Driving record information is provided
by the Merit Rating Board.
Together, these two sources of information provide enough data from
which to begin the actuarial process. The AIB generates a number of summarized reports
from the CAR data which are provided to the State Rating Bureau and the Attorney General.
Each party then develops recommendations based on its interpretation of what the data
means.
Why Interpretations of Statistics Vary
Rates for private passenger automobile insurance are established a
year before those rates take effect. The statistics available for estimating those rates
are almost nine months old before the hearings take place. Developing rates, then,
involves a considerable amount of estimation about how the costs of insurance related
services (medical care, auto body repair, legislative reform) and the use of those
services by drivers, will change between the time the most recent statistics are
available, and the time the rates will be in effect. The methods of estimation used by
parties often vary, and so do the results of those methods.
Alternatives to the
Commissioner’s Decision on Rates
Under the fix and establish system of rate making, the rates
approved as final by the Commissioner represent the maximum rates that can be charged for
the coming year. If any of the parties to the hearing disagrees with the
Commissioner’s decision on rates, they may appeal to the Massachusetts Supreme
Judicial Court (SJC). Several times in the past 10 years, the insurance industry has
contested the Commissioner’s Decision.
On two occasions, the SJC found in favor of the insurance industry,
remanding the decision back to the Commissioner for re-examination. In those cases,
consumers received a supplemental bill reflecting a revised decision on what rates should
be. On another occasion, although the SJC found in favor of the insurance industry, the
industry agreed to waive the small premium remand to save the expense and confusion
associated with supplemental bills.
Under M.G.L. Chapter 175E, individual companies also have the option
to charge rates less than those established by the Commissioner’s decision under the
conditions described in ' 113B (deviations) or in ' 193R (group discounts). Unlike other
lines of insurance, such as commercial auto, no company may file to deviate above the
Commissioner’s rates for private passenger automobile insurance under the fix and
establish rating law.
Understanding Some Basic
Rating Principles & Concepts
What is an actuary?
In laymen’s terms, an actuary is an insurance mathematician. In
setting insurance rates, an actuary’s job is to evaluate the latest year’s
dollars paid out in claims and expenses and use that information to determine what rates
are appropriate next year to cover these costs at the level they are expected to occur. In
conducting this analysis, several adjustments are made to the historical information.
First, a review of the laws that affect insurance costs are examined to see if any have
changed. If they have, adjustments (up or down) may be appropriate. Second, historical
loss information is projected to its ultimate final level for prior policy years (e.g. as
old litigated claims get settled). Finally, since rates are being made for the following
year, actuaries must predict changes in expected costs through the application of what is
called a "trend factor".
Once average rates at the statewide level are established, the
actuary evaluates the factors generating this rate at the driver/territory level, and
calculates the component parts that produce actual premiums at the individual driver
level.
What is a trend factor?
The trend factor is a factor applied to the latest year’s
actual experience which takes into account changes in insurance costs and usage that are
expected to take place between last year and next. Average costs are affected by changes
in the costs of services paid for by insurance, wages, rents, technology, and on occasion,
legislative action. Inflation in insurance claim costs is not the same as the overall CPI
inflation.
Likewise, the trend factor must account for changes in the accident
rate or theft rate that is expected to occur in the state. Accident rates are affected by
the number of miles driven each year, consumer litigiousness, relative safety of
automobiles, and on occasion, legislative action (i.e. seat-belt laws).
Since the average cost and incidence of claims will vary by
coverage, trend factors are calculated separately for each coverage based on its own
experience.
Insurance coverage - requirements and
choices
In the state of Massachusetts, all drivers of private passenger
vehicles must carry limits of at least $20,000/$40,000 for bodily injury and uninsured
motorist coverage, $5,000 for property damage liability, and $8,000 for personal injury
protection. Consumers may purchase higher amounts of coverage for additional premium.
Optional coverage available to Massachusetts drivers are collision,
comprehensive, medical payments, and underinsured motorist coverage. The first two
coverages cover repairs to the driver’s vehicle regardless of fault; the latter two
provide additional medical benefits to people involved in auto accidents.
What is the safe driver insurance
plan (SDIP)?
In Massachusetts, no driver is considered uninsurable. Insurance
must be provided to any driver who pays the premiums. To ensure equity among individual
drivers, drivers are categorized based on their accident and violation history over the
past five years for the purposes of rating. This categorization and rating system is
called the safe driver insurance plan (SDIP). Accounting for all accidents and violations
over this time period results in a step assignment which can range from 9 (the best) to 35
(the worst). All else equal, a step 35 driver will pay 5.7 times what a step 9 driver pays
for the required coverages (excluding uninsured motorist).
Besides
SDIP, what other factors affect a driver’s insurance premium?
Private passenger auto insurance rates for a given driver are based
on a combination of additional factors: years of driving experience and years licensed
(driver class), location where vehicle is garaged (territory), deductibles and coverage
limits selected, types of coverage purchased, the age, value and damageability of the
vehicle, and discount eligibility (i.e. # of miles driven per year, anti-theft protection,
senior citizen, public transit use). These factors measure the risk of an individual
driver relative to the average in determining prices for insurance.
If rates for each of these factors were determined actuarially, the
resulting prices for each driver would be adequate, on average, to cover his or her
expected losses. In some situations, however, adequate rates can be unaffordable for
consumers.
Keeping Insurance Affordable
The Commissioner’s rate making methodology contains
calculations which limit the size of rate levels, and the effects of rate changes, for
each driver class/territory combination. These calculations reduce the rates charged for
some drivers, thus raising the rates charged for other drivers. This makes insurance
affordable for more people and at the same time generates adequate total premium income.
The difference between the actual rate and the actuarially indicated rate is often called
a subsidy. When the subsidy is positive, the driver is paying more than their share of the
costs; when the subsidy is negative, the driver is paying less than their share of the
cost.
Below is a graphical display of the average dollar subsidies in 1997
compulsory rates by driver class and rating territory.
Keeping Insurance Available
Many insurance companies withdrew from the personal automobile
insurance market in the late 1980s. Some of the more common reasons for withdrawal were
inadequate (unprofitable) rates and the cost burden of the residual market.
Based on a recent study prepared by the National Association of
Insurance Commissioners (NAIC), the average underwriting profit for personal automobile
insurance was 0.8% points less in Massachusetts than countrywide for the period 1986-1995.
The chart below compares the underwriting profits of the state and the country for each of
these years.
The only option available to companies when rates are inadequate is
to reinsure the business Commonwealth Automobile Reinsurers (CAR). CAR is a joint
underwriting association where the most unprofitable risks are placed in a pool, and the
underwriting losses for that pool are shared among all of the companies doing business in
the state in accordance with a prescribed formula. Between 1986 and 1990, 53% - 67% of all
drivers were placed in CAR.
In the late 1980s, the losses in CAR peaked at over $500 million
annually. In conjunction with inadequate rates, by 1990 one major company had gone
insolvent and thirteen other company groups had chosen to stop writing automobile
insurance in Massachusetts. Companies willingly paid many millions of dollars just to
cease operations in this state.
Since 1990, rate adequacy has strengthened and the insurance company
placements to CAR now average about 12% of the market. Consistency in rate adequacy is
important to insurance availability.
Insurance Company Profits
How do Insurance Companies Measure
Profits?
The measurement of insurance company profits is a complex issue
because the premiums collected today will be paid out in claims over the next several
years. This affords insurance companies the opportunity to invest a portion of the premium
collected in interest bearing securities and other investments until the claims need to be
paid.
A commonly cited measure of insurance company profitability is the
combined ratio. The combined ratio is the sum of all claims payments to policyholders,
expenses, taxes (excluding federal), and dividends to policyholders divided by the premium
collected in a given year. Ideally, this ratio ranges from 101% to 104% for private
passenger auto insurance. Underwriting profit, meaning the profit from the actual sale of
insurance policies, then ranges from -1.0% to -4.0% of premium in a given year. Profit
provisions in this range are incorporated into the pricing of private passenger auto
insurance in Massachusetts.
So how do companies stay in business? The underwriting profit
provisions cited above do not reflect the investment income earned on premiums collected,
but not yet paid as claims to policyholders. Once those revenues are reflected, the
companies earn an appropriate profit.
Because the revenues attributable to one year’s group of
policies is collected over several years, the actual underwriting profit earned by a
company will vary from one year to the next. The goal is for average profit levels to be
reasonable. The question of appropriate profitability is the subject of continuous
scrutiny by the Commissioner in the profits hearings held every year.
Insurance Industry Profits
Compared to Other Industries
Because of their unusual cost structure, comparing insurance
industry profits to those of other industries is only meaningful in relation to the net
worth of each type of industry. Further, since the net worth, or surplus, of insurance
companies supports all lines of insurance sold by the company, insurance industry returns
to net worth reflect the combined underwriting and investment returns on all insurance
products, not just private passenger automobile.
According to a recently published report by the Insurance Services
Office in New York, over the period 1978-1994 U.S. property casualty insurance companies
earned an average return on net worth of 10.1%. The following chart compares this return
to comparable average returns on net worth for other industry composites.
People
commonly point to the big buildings that insurance companies have as evidence of their
profitability. How can this be explained?
Auto insurance is sold by property/casualty insurance companies.
Life insurance companies are also "insurance companies". Because the investment
horizon for premium collected for life insurance policies is much longer than that of an
auto policy (30 years as opposed to 3 years), the investment strategies of these two types
of company are quite different.
With a shorter investment horizon, property/casualty companies tend
to follow more conservative investment strategies focusing on U.S. treasury bills and
other safe, liquid securities. The typical property/casualty company operating in
Massachusetts has only about 2% of its assets invested in real estate. This is because
real estate is subject to wide short term fluctuation in value, making it appropriate only
in very long term investment strategies such as those pursued by life insurance companies.
Insurance department regulations prohibit insurance companies from
over investing in real estate and other speculative ventures in order to preserve strong
liquidity positions for paying claims. The wisdom of this restriction was borne out by the
difficulties experienced by several large life insurance companies in the 1980s due to the
troubled real estate market. Most of the large office buildings in Boston that are owned
by insurance companies, are owned by life insurance companies.
Perceptions & Problems of
Massachusetts Auto Insurance
How
do Massachusetts private passenger auto rates compare with those in other states?
Based on a recent study by the National Association of Insurance
Commissioners, the 1995 average combined premium for Massachusetts was the 6th highest in
the nation. This ranking is the same as it was in 1991. However, the average rate of
change in that premium from 1991 to 1995 was only 1.8% per year, which was the 43rd lowest
rate of change in the country.
Each state has unique circumstances which affect the price of
private passenger auto insurance. While insurance policies everywhere provide for the
payment of medical costs, hospital costs, lost wages, pain and suffering, and auto body
parts and repair, the insurance coverage requirements and the dynamics within each of the
supporting service industries vary considerably by state. The chart below breaks down
where the 1997 private passenger insurance dollar is expected to go.
Weren’t
the reforms of the late 1980s supposed to reduce the cost of private passenger auto
insurance?
Significant legislative reform in the private
passenger auto insurance industry was enacted in 1989. The more significant provisions
were:
1. increase the tort threshold from $500 to $2,000
2. increase the minimum personal injury protection benefit
from $2,000 to $8,000, and coordinate all medical expenses above $2,000 with health
insurance.
3. increase the financial responsibility liability limits from
10/20 to 15/30 beginning in 1991, and from 15/30 to 20/40 beginning in 1993.
4. eliminate stacking of uninsured motorist limits, and revise
coverage under underinsured motorist coverage to a difference in limits
5. introduce direct claim payments for physical damage to
vehicles
Only the first and last item on the above list were expected to
reduce the total cost of the auto insurance product. The remaining initiatives served to
broaden, shift, or contract coverage, all with attendant pricing effects.
What is a tort threshold?
No fault laws, where they are used to reduce insurance injury costs,
include a tort threshold. A tort threshold is a way of defining when an accident victim
can bring suit for pain and suffering damages. When an individual’s injuries fall
"below the threshold" the individual recovers for only economic losses, but
non-economic losses such as pain and suffering are not compensated.
In Massachusetts, the tort threshold is defined as medical expenses
totaling $2,000 or more. When damages exceed this amount, the injured party may sue any
at-fault party for compensation beyond the basic medical component of the personal injury
protection coverage. When damages fall below this amount, the injured party is paid only
for their medical and wage loss, without regard to fault, from the benefits provided by
the personal injury protection coverage from his or her insurer.
While the 1989 increase in threshold was expected to eliminate a
number of liability claims from the system, thus eliminating some claims handling expense
as well as the portion of the claim that would otherwise have gone to pay for non-economic
loss, the reduction was not significant for the long term. Based on data recently released
by the Insurance Research Council, the 1989 no-fault law reduced the proportion of suits
below that of California (which has no no-fault law), but the Massachusetts proportion
remains higher than that of either Michigan or New York. These latter two states have
considerably stronger no-fault laws on the books.
Both New York and Michigan are believed to have more effective
no-fault laws, in part, because they employ verbal thresholds. A verbal threshold limits
suits by words instead of dollars. "Serious" injury can be described by words
such as bone fracture, serious disfigurement, permanent disability, death, etc. Verbal
thresholds reduce the incentive for victims with minor injuries to artificially
"build-up" their medical bills to gain the right to sue.
Based on an AIB study completed in 1996, personal injury protection
claims that exhibit some aspects of fraud or build-up rose from 26% in 1989 to 36% by
1993. Claims for bodily injury liability fared worse during this period, with claims
exhibiting some fraud or build-up rising from 49% of the total to approximately 74%. A
major shift in claiming behavior appears to have occurred in recent years.
What is the direct
payment system, and how does it reduce costs?
The direct payment system allows insurers to settle claims for
damage to vehicles by paying the insured directly. The settlement amount is guaranteed to
be sufficient if the insured has the repairs performed at one of several
"preferred" repair shops. The insured retains the option of then having the
repairs done at those shops, at another shop, or not done at all.
This approach had the effect of generating greater competition
within the body shop industry by giving the consumer a stronger role in the claims
settlement process. Shops started to compete more aggressively for consumers’
business largely through their billed labor rates. The Legislature’s expectations of
substantial savings from this system have largely been validated over time.
According to a recent study by the National Association of Insurance
Commissioners, Massachusetts average collision premiums dropped from the 12th highest in
the nation in 1991 to 18th highest in 1995, reflecting a total premium reduction of 8.6%.
Doesn’t
Massachusetts have a very high rate of car thefts?
Not any more. Between 1986 and 1995, the incidence of private
passenger car thefts has declined by more than 50%. This was achieved through the combined
effort of industry, law enforcement, and the legislature.
According to a recent study by the National Association of Insurance
Commissioners, Massachusetts average comprehensive premiums dropped from 6th highest in
the nation in 1991 to 23rd highest in 1995. The total percentage decline in this premium
over this time period was 9.4%, the largest decline of any state.
The cost of glass, however, continues to grow. The chart below shows
how the average claim dollars per car under the comprehensive coverage was spent for 1986
and 1995.
What is the Insurance
Industry doing to combat fraud?
Massachusetts residents see fraud as the second leading cause of
high rates; high accident rates and bad driving habits are the leading cause. Companies
have been active in fighting fraud since 1978 when the first-in-the-nation special
investigative unit (SIU) was established by a company in Massachusetts. Today, all
companies have professional SIUs that investigate suspected fraudulent claims.
In May, 1991, the Insurance Fraud Bureau (IFB) was created and
authorized to detect, investigate, and prevent fraudulent insurance transactions. The IFB
is the only private insurance fraud bureau in the country working in direct partnership
with state and federal authorities. Funded solely by the insurance industry, the IFB has a
staff of 43 and an operating budget of approximately $4.7 million. The industry
additionally contributes over $800,000 annually to fund prosecutors in the Attorney
General’s office.
Through year end 1996, 318 cases have been referred to prosecutors
and a total of 176 cases have resulted in conviction.
What else is the
insurance industry doing to reduce fraud?
Under the coordination of the Automobile Insurers
Bureau of Massachusetts, the insurance industry has built a data base of claim information
not normally reported in insurance statistics. Known as the Detail Claim Database (DCD),
this database includes injury information and related treatment expense statistics for
individuals, medical providers, and attorneys. This unique database is a valuable source
for insurance companies and the IFB in researching and identifying patterns of insurance
fraud.
How does Massachusetts differ from
other states?
Rate and industry regulation varies from state to
state - no two are exactly alike. Massachusetts, however, has some unique features that no
other states really have:
Until 1996, there was no price competition for
private passenger auto insurance largely because the rates established by the Commissioner
were inadequate more often than not.
The Commissioner and Legislature prescribe laws, regulations, and
rules concerning operational activities normally considered company management decisions
in other states, such as:
"fix and establish" agent commissions; the
content of the insurance policy;the content of the application
time standards and benchmarks for claim settlement
relationships between insurance companies and body shops
what discounts may apply and their value
In other states, price competition facilitates and motivates
consumers to compare companies and choose the one that best meets their needs. Insurance
company control in the decision areas listed above creates a foundation for price
competition which is balanced by a greater accountability to consumers. This is a more
direct incentive/accountability structure, and in the long term, a more stable structure.
The original goal of the fix and establish system in Massachusetts
was to provide a system that was fair to all parties, and that simulated the effects of
real competition. Today we have a regulatory system that governs and sets prices for the
insurance products that are provided by private industry. When prices are set too low,
there is a natural polarization between the regulator and the companies. When prices move
up, the regulator has a natural tendency to seek a legislative solution. This dynamic
yields a price and a process in which consumers have only a passive role, even though they
ultimately bear the cost.
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Massachusetts Automobile Insurance Quotation
MASS AUTO
Automobile Insurance Quote
If you live, work, or go to school near one of our offices (or intend to move near one of them) and wish to receive a quotation for automobile insurance via E-mail , please complete this form.
NOTE : All of the following fields must be filled in.
Your Full Name:
City or Town:
State: MA Zip Code:
E-mail Address:
Area Code + Phone Number:
Driver's License Number: Date of Birth:
Years of Driving Experience: 6 + 3 - 6 0 - 3
If less than 3 years, have you completed a course in Driver Training? No Yes
VEHICLE NUMBER 1
Year, Make, and Model of Vehicle:
Body Type: Sedan Coupe Van Station Wagon Pick-Up Truck Convertible Other...
Transmission: Automatic Standard
Anti-Theft Device: None Installed Passive Device Active Device Window-Etching "The Club" Lo-Jack
Air Bag(s)? No Yes
Vehicle ID Number (if available):
Coverages Desired:
Bodily Injury Liability:
$20,000 per person / $40,000 per accident $25,000 per person / $50,000 per accident
$35,000 per person / $80,000 per accident $50,000 per person / $100,000 per accident
$100,000 per person / $300,000 per accident $250,000 per person / $500,000 per accident
Collision Coverage Deductible: $500 No Coverage
$300 $1000 $2000
Comprehensive Coverage Deductible: $500
No Coverage $300 $1000 $2000
Substitute Transportation:
$30 per day No Coverage $15 per day
Towing and Labor:
$50 per incident No Coverage $25 per incident
VEHICLE NUMBER 2 (Optional)
Year, Make, and Model of Vehicle:
Body Type: Sedan Coupe Van Station Wagon Pick-Up Truck Convertible Other...
Transmission: Automatic Standard
Anti-Theft Device: None Installed Passive Device Active Device Window-Etching "The Club" Lo-Jack
Air Bag(s)? No Yes
Vehicle ID Number (if available):
Coverages Desired:
Bodily Injury Liability:
$20,000 per person / $40,000 per accident $25,000 per person / $50,000 per accident
$35,000 per person / $80,000 per accident $50,000 per person / $100,000 per accident
$100,000 per person / $300,000 per accident $250,000 per person / $500,000 per accident
Collision Coverage Deductible: $500 No Coverage
$300 $1000 $2000
Comprehensive Coverage Deductible: $500
No Coverage $300 $1000 $2000
Substitute Transportation:
$30 per day No Coverage $15 per day
Towing and Labor:
$50 per incident No Coverage $25 per incident
Feel free to add any comments or questions:
An automobile insurance quotation will be sent to your E-mail address; we appreciate your interest.
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