Posted by Benji Riggins on July 23, 2010 under Claims | 
The number of hail loss claims filed with insurers increased by 61 percent, from 256,000 in 2006 to over 413,000 in 2009.
At the same time, the number of claims referred for suspected fraud increased by 136 percent, from 301 in 2006 to 711 in 2009, according to a National Insurance Crime Bureau report that examines both hail loss claims and hail loss questionable claims (QCs) for the period Jan. 1, 2006 through March 31, 2010.
During this period, Texas was the top state in both hail loss claims and hail loss QCs with 298,798 claims and 521 QCs. The top 10 states represented 75 percent of the total number of hail losses and 82 percent of the QCs.
Illinois had the highest ratio of hail loss QCs to claims, with 881 hail loss QCs for every 1,000 hail loss claims. Nearly nine of every 1,000 claims filed for hail loss were deemed suspicious enough to forward to NICB for further investigation.
“These statistics back up what our agents have been experiencing in their field investigations,” said Joe Wehrle, NICB president and CEO. “There are a lot of unscrupulous fly-by-night roofers and repairmen who are what we call ’storm chasers.’ They follow the storms and deliberately try to rip off unsuspecting home owners and their insurers by making unnecessary repairs or deliberately inflicting intentional damage to a roof or siding to try to get insurance money.”
The National Insurance Crime Bureau, headquartered in Des Plaines, Ill., is supported by nearly 1,100 property and casualty insurance companies and self-insurers.
Read more: http://www.insurancejournal.com/news/national/2010/06/03/110366.htm#ixzz0ptzD2UH7
Posted by Benji Riggins on June 9, 2010 under Safety |
Crime rates declined in both violent and property crimes in the United States last year, according to the FBI’s Preliminary Annual Uniform Crime Report released today.
Preliminary 2009 statistics indicate that violent crime in the nation decreased 5.5 percent and property crime declined 4.9 percent when compared with data from 2008. Data in the report came from 13,237 law enforcement agencies that submitted six to 12 months of data in both 2008 and 2009.
Highlights from the report include:
Property Crime
• All property crime offenses—burglary, larceny-theft, and motor vehicle theft—decreased in 2009 when compared with 2008 data. Motor vehicle theft showed the largest drop in volume at 17.2 percent, larceny-thefts declined 4.2 percent, and burglaries decreased 1.7 percent.
• The nation’s largest cities, one million or more inhabitants, reported the greatest decrease, 7.9 percent, in property crime overall. Of the city groupings, this population group also reported the biggest decreases in the offenses that comprise property crime: a 21.1 percent drop in motor vehicle theft, a 5.7 percent decline in burglary, and a 5.5 percent decrease in larceny-theft. In the nation’s nonmetropolitan counties, larceny-thefts fell 9.5 percent; in metropolitan counties, larceny-thefts declined 5.9 percent.
• The only population group to indicate a rise in any type of property crime was in nonmetropolitan counties, where burglary rose 0.5 percent.
• In comparing 2008 data and 2009 data by region, law enforcement agencies in the West reported the biggest decline in property crime, with a decrease of 6.8 percent. Property crime declined 5.6 percent in the Midwest, 5.3 percent in the Northeast, and 3.2 percent in the South.
Arson
• Arson offenses, which are tracked separately from other property crimes, declined 10.4 percent nationwide. All population groups reported decreases in the volume of arson offenses. In addition, arson fell in all four of the nation’s regions: 11.6 percent in the West, 10.6 percent in the South, 9.2 percent in the Midwest, and 8.6 percent in the Northeast.
Violent Crime
• All four violent crime offenses — murder and nonnegligent manslaughter, forcible rape, robbery, and aggravated assault—declined nationwide in 2009 when compared with 2008 data. Robbery dropped 8.1 percent, murder decreased 7.2 percent, aggravated assault declined 4.2 percent, and forcible rape decreased 3.1 percent.
• Violent crime fell in all city groupings. The largest decrease, 7.5 percent, was in cities with populations ranging from 500,000 to 999,999 inhabitants. Violent crime declined 4.0 percent in the nation’s metropolitan counties and 3.0 percent in nonmetropolitan counties.
• Cities with 25,000 to 49,999 inhabitants were the only city population group to report an increase in the number of murders, 5.3 percent. The number of murders in the nation’s nonmetropolitan counties also rose, 1.8 percent.
• Forcible rape trends dropped in all city population groups. The largest decrease was 7.3 percent in cities of less than 10,000 residents. Metropolitan counties reported a 3.7 percent decline in the number of rapes, but the number of rapes reported in nonmetropolitan counties rose slightly, 0.3 percent.
• All population groups reported decreases in the volume of robbery in 2009. Of the city groups, cities with populations of 100,000 to 249,999 had the largest decrease at 10.3 percent. Metropolitan counties reported a 6.7 percent drop in robberies; nonmetropolitan counties reported a 0.7 percent decline.
• The number of aggravated assaults declined in all population groups, with cities of 500,000 to 999,999 inhabitants reporting a 6.3 percent decrease. Aggravated assaults declined 3.7 percent in nonmetropolitan counties and 3.0 percent in metropolitan counties.
• All four regions in the nation showed decreases in violent crime in 2009 when compared with data from 2008. Violent crime decreased 6.6 percent in the South, 5.6 percent in the West, 4.6 percent in the Midwest, and 3.5 percent in the Northeast.
Source: FBI
Read more: http://www.insurancejournal.com/news/national/2010/05/25/110166.htm#ixzz0p305rcFX
Posted by Benji Riggins on June 1, 2010 under Safety |
As more states are allowing souped-up golf carts and other low-speed vehicles on public roads, safety researchers for the insurance industry say they should apply the brakes to this trend even though the carts may be eco-friendly.
Crash tests by the Insurance Institute for Highway Safety show that the mix of low-speed vehicles (LSVs) or minitrucks and regular traffic is a deadly combination.
LSVs are designed for tooling around residential neighborhoods, and minitrucks are for hauling cargo off-road. While these vehicles have a lot of appeal as a way to reduce emissions and cut fuel use, they don’t have to meet the basic safety standards that cars and pickups do, and they aren’t designed to protect their occupants in crashes, researchers note.
“By allowing LSVs and minitrucks on more and more kinds of roads, states are carving out exceptions to 40 years of auto safety regulations that save lives,” says David Zuby, the Institute’s chief research officer. “It’s a troubling trend that flies in the face of the work insurers, automakers, and the federal government have done to reduce crash risk.”
Practically every state allows LSVs, also called neighborhood electric vehicles, on certain roads, mostly with 35 mph or lower speed limits. Eight years ago just over a dozen states permitted them but now 46 do.
The National Highway Traffic Safety Administration (NHTSA) defines appropriate performance and safety standards but has no say in where LSVs are driven. The same goes for minitrucks, which are legal to operate on some roads in 16 states, even though they weren’t designed to meet U.S. safety or emission standards. The trend to grant minitrucks access to regular roads began in 2007 and is growing at a quick pace.
“On one hand you have NHTSA saying these vehicles were meant for low-risk, controlled environments or farm use, and on the other hand states are pushing them out onto the highways,” Zuby points out.
LSVs were envisioned as a low-cost, eco-friendly way to tool around gated communities in the Sun Belt where they would have little interaction with larger vehicles. NHTSA doesn’t require LSVs to have airbags or other safety features beyond belts since they’re intended for low-risk driving. Most minitrucks in the United States are used right-hand-drive vehicles imported from Japan, where they can operate on roads as long as they pass inspection every 2 years. Vehicles that fail often end up exported to North America. Also known as Kei-class vehicles, minitrucks are smaller than conventional pickups and weigh about 1,500 pounds. They must be imported with governors to limit speeds to 25 mph or less to be exempt from Clean Air Act provisions but can go much faster.
NHTSA in 1998 established safety standards for LSVs to be used on “short trips for shopping, social, and recreational purposes primarily within retirement or other planned communities with golf courses.” They must be able to go at least 20 mph but no faster than 25 mph. Basic features are required: headlights, taillights, stoplights, turn signals, reflectors, parking brakes, rearview mirrors, windshields, safety belts, and vehicle identification numbers.
Minitrucks weren’t an issue when NHTSA wrote LSV rules. The agency in 2006 amended the standards to include vehicles with gross vehicle weight ratings up to 3,000 pounds, and now 4 states require minitrucks to meet LSV standards. Still, NHTSA believes minitrucks should keep off the road. In a July 2009 letter of interpretation, the agency said that because “these vehicles are not manufactured to meet U.S. safety standards, NHTSA cannot endorse their use on public highways.”
The Energy Department estimates there are 45,000 LSVs on U.S. roads. New LSVs qualify for up to a $2,500 tax credit under the American Recovery and Reinvestment Act of 2009. Many states also offer tax incentives.
“Lost amid the talk about so-called sustainable transportation is any regard for the safety of people who ride in LSVs and minitrucks,” Zuby says. “We’re all for green vehicles that don’t trade safety for fuel efficiency.”
For eco-minded consumers, a better choice for regular traffic is a crashworthy hybrid like the Toyota Prius or another fuel-efficient car. Also worth a look are the Nissan Leaf and Chevrolet Volt, two battery-powered cars slated for delivery later this year, researchers say.
Crash Tests
To show that LSVs and minitrucks are no match for even the smallest of regular cars and pickups, Institute researchers tested two GEM e2 electric vehicles and a Changan Tiger Star minitruck. The GEMs were in side tests, one using a moving deformable barrier and the other using a Smart Fortwo as the striking vehicle. The Smart is the smallest passenger vehicle on US roads that meets crashworthiness standards. The Tiger struck a Ford Ranger XL regular cab pickup in a frontal offset test. The Ranger is one of the least pricey small pickups on the market. It earns an acceptable rating in the Institute’s frontal crashworthiness test, the lowest rating in its vehicle class.
The test dummies in the GEMs and the Tiger recorded indications of seriously debilitating or fatal injury to drivers in real-world crashes. In contrast, the Smart performed well and the Ranger reasonably so in similar crash tests.
“There’s a world of difference between vehicles that meet crashworthiness standards and those that don’t,” Zuby says. “It may be time for Congress to step in to extend federal passenger vehicle safety standards to LSVs or else restrict them to the low-risk traffic environments they were designed to navigate.”
Read more: http://www.insurancejournal.com/news/national/2010/05/20/110034.htm#ixzz0oVAahTGf
Posted by Benji Riggins on May 24, 2010 under Safety |
With weather forecasters calling for a worse-than-average 2010 Atlantic basin hurricane season, the Institute for Business & Home Safety (IBHS) is advising property owners on the most effective ways to protect their homes and businesses from hurricane damage.
IBHS is also trying to dispel some common myths about hurricane preparedness.
Forecasters predict 15 named storms to form in the Atlantic basin between June 1 and November 30, with eight expected to be hurricanes and four developing into major hurricanes (Saffir/Simpson category 3-4-5) with sustained winds of 111 mph or greater. The prediction is based on the premise that El Nino conditions will dissipate by this summer and that anomalously warm tropical Atlantic sea surface temperatures will persist.
IBHS is a nonprofit scientific and educational organization supported by the property insurance industry. Here’s what IBHS wants property owners to know:
Facts:
1. A new, well-installed roof is one of the best forms of protection available
If your shingle roof cover needs to be replaced, do it now, while there is still enough time for the shingles to heat up and seal properly before a storm threatens. Be sure to remove older material down to the roof sheathing and have the deck re-nailed. Spend a little extra to provide a secondary water barrier (in some areas, insurance discount may be available if you re-nail and/or install an approved secondary water barrier so check with your insurance company) and have a high wind-rated roof cover installed. IBHS has detailed guidance available to help you specify a quality installation.
2. Protecting all openings in exterior walls will greatly improve a building’s chances for surviving a hurricane
One of the most important things you can do to improve the chances your home or business will survive a hurricane is to protect all windows and doors. The range of products on the market today, such as storm shutters or impact-resistant windows, means it’s easier to find protection that fits your budget. Whatever you choose, make sure the product has the proper product approvals for wind pressure and large-missile impact. If it is not a permanent product, place permanent fasteners ahead of time so installation is easier when storms threaten. Gable end vents can be shuttered as if they were a window. Garage door companies have bracing systems available for about $400 that should work for most door styles.
3. Securing loose roof shingles is critical
Keeping shingles attached is critical. If the edge shingles are not well fastened or extend beyond the drip edge more than a 1/4″, high wind can lift them off and create a peeling process or domino effect. If they come up without much effort (older shingles become brittle and may crack when bent too much), secure them with three one-inch dabs of roofing cement under each tab.
4. Sealing openings, cracks and holes will help prevent water damage
Water can invade homes in a number of ways, especially when it’s being blown horizontally. The problem is compounded if there is a loss of power and air conditioners or dehumidifiers are unable to dry things out. Fill holes where wires, cables and pipes enter and exit the house and seal around electrical boxes and circuit breaker panels. Seal cracks around wall outlets, dryer vents, bathroom and kitchen vents, and wall lights.
5. Strengthening soffits (the material covering the underside of your roof overhang) also helps prevent water damage
Keeping soffits in place can help keep water out of your house. Some vinyl and aluminum soffit covers have wood supports, but the soffit material is not adequately fastened to the wood, or there is no wood backing and the vinyl or aluminum channels are stapled or nailed to the wall. If there are wood supports, secure soffit material with sharp-pointed stainless steel screws. If the channels are just nailed to the wall, you can use polyurethane caulk to seal the channel to the wall and tie the parts together.
6. Limiting potential flying debris helps protect your building
Limiting possible sources of wind-borne debris by surveying your building’s surroundings before a storm will help protect your home or business and those around you. Replace gravel/rock landscaping materials with shredded bark. Limit yard objects. Keep trees and shrubbery trimmed. Cut weak branches.
Myths:
1. Open the windows on the leeward side of the house so the air pressure doesn’t explode the building
It is almost impossible to know ahead of time which wall will be the leeward wall – and wind directions frequently change as a storm passes. Trying to open and close windows during the storm puts you next to glass that can break, causing injury. Also, as wind direction changes, open windows could allow wind-driven rain to stream into your house or business and ruin belongings. The normal leakage of air around windows and doors will tend to keep the pressure in your building slightly lower than the atmospheric pressure caused by the storm outside. The greatest danger comes when a large window or door fails on a wall facing the wind. The key is keeping all wind and water out with proper opening protection.
2. You only need to protect the openings facing the ocean or gulf
Because hurricanes are a moving, rotating storm, winds can come from any direction, which can change rapidly if you are near the eye. Your best bet is to protect windows and doors on all sides of your building.
3. Tape windows with a big “X”
Taping glass does nothing to address the main point of protection – keeping the glass in its frame and securely attached to the building.
4. Leaning or pushing against a window or door that is being blown inward by wind pressure can help keep the window or door from breaking or opening.
This clearly puts you in harm’s way and increases the likelihood that you will be cut or injured. No matter what kind of glass you have, stay away from all windows during a severe storm. Before a storm threatens, review the anchorage of your doors. On entry doors, you can install extra latches and make sure that hinges are well-anchored with long screws that extend into the wall framing. Take protective action ahead of time so that you won’t be tempted to try and keep doors closed by pushing on them. Put as many walls as you can between you and the windward side of your home.
Read more: http://www.insurancejournal.com/news/national/2010/05/19/109991.htm#ixzz0oPJlWbhl
Posted by Benji Riggins on May 17, 2010 under Safety |
The National Highway Traffic Safety Administration reports that nearly 6,000 people died in 2008 in crashes involving a distracted or inattentive driver, and more than half a million were injured. Many of them were teens.
According to the Insurance Institute for Highway Safety, seven states currently ban driving while talking on a hand-held cell phone. The use of all cell phones by novice drivers is restricted in 21 states and the District of Columbia.
Text messaging is banned for all drivers in 19 states and the District of Columbia. In addition, novice drivers are banned from texting in nine states.
Meanwhile, Florida, Kentucky and Alabama are among the states weighing their own bans.
Nearly one out of five U.S. drivers surveyed has read or sent a text message while behind the wheel, according to a recent AAA survey – even though they consider such action unacceptable.
The AAA, the National Safety Council and most safety advocates have urged texting bans for drivers in all 50 states.
But recently an insurance industry study questioned whether these state laws are worth enacting.
The Highway Loss Data Institute study found that claims rates did not go down after the laws were enacted. It also found no change in patterns compared with nearby states without such bans.
HLDI is a respected research group but its results in this study seem to defy everyday experience, common sense and human psychology.
HLDI itself said its findings “don’t match what we already know about the risk of phoning and texting while driving” and it is gathering data to “figure out this mismatch.” One explanation could be an increase in the use of hands-free devices in places with bans on handset use while driving.
Dr. Amit Almor, a psychology researcher at the University of South Carolina, says language and driving are complex activities that tax the brain in many ways. Almor completed two studies in 2008 and 2009 that looked at the demands on the brain when talking on cell phones while driving. Texting adds another layer of language and motor skills, which Almor warns can make for a lethal combination.
“Verbal communication is a complex combination of listening, thought generating and talking. Driving involves assessment and decision-making and an array of motor skills,” Almor says. “Talking on a cell phone while driving is distracting and dangerous. Texting is far worse, as it adds another motor skill and keeps the driver in a different mental space for a much longer period of time.”
Adrian Lund, HLDI president, said the group’s finding doesn’t bode well “for any safety payoff from all the new laws.”
The National Governors Association said the HLDI study “raises as many questions as it answers” and is urging states to pass texting bans, but hold off on banning other cell phone use while driving until there is more data.
Follow-up research should be put on a fast track. States do not need more laws that don’t work but they also shouldn’t let one study keep them from their safety mission. Isn’t it always better to be safe than sorry?
By Andrew G. Simpson
Posted by Benji Riggins on May 11, 2010 under Safety |
Driving after dark poses the largest risk to teenage drivers and is more likely to result in death than drinking, speeding or not wearing a seat belt, according to a nation-wide 10 year study of highway fatalities conducted by the Texas Transportation Institute.
Bernie Fette, one of the study’s authors said, “Everything points in the same direction for this age group, and that is to the use of cell phones behind the wheel. Whenever you combine the nighttime danger and the cell phone dangers with inexperience, you have created a perfect storm.”
The study used federal traffic data from 1999 to 2008, a period in which the overall number of traffic deaths declined nationwide.
The study found that among drivers aged 20 and older, alcohol was a major factor in the proportional increase in nighttime deaths, but with teen drivers, no corresponding jump in deaths could be attributed to drunken driving.
Studies show that teenagers tend to underestimate the dangers of cell phone use, and are often unaware that nightfall increases risk posed by their inexperience and fatigue.
The study found that nighttime driving poses the number one risk for fatalities among teenage drivers, followed by speed, distractions, failure to wear a seat belt and the use of alcohol.
Posted by Benji Riggins on April 26, 2010 under Boat Insurance |
In order to obtain the best possible insurance coverage for your particular watercraft consider taking the following steps.
Research a number of insurance companies, as well as a variety of policies on the internet. This will help you to determine which features you would like to have written into your policy, and which ones you may not feel as strongly about.
After investigating as many companies as you can, select 3 or 4 which offer the most extensive packages. Be certain that each company will be able to meet or exceed your insurance needs by viewing their policy options. When selecting these companies also consider which ones have the most experience in dealing with the type of insurance you want. Boat owners should consider choosing companies which specialize in boating insurance, rather than other types of insurance.
Get at least 3 quotes. These can be obtained online, or by contacting a representative from each company, to explain what you want, and request a quote. Obtaining a quote does not obligate you to purchase the insurance. If you are not satisfied with the coverage offered, or the rates quoted, then you can simply say “No thank you.”
Don’t be pressured into selecting a policy, until you feel confident that you have found the right one. Before you purchase any policy take the time to talk with a representative of the insurance company. Evaluate the service that representative provides. If you do not feel comfortable with one company, consider looking into another. It will be important in the future, should you need to file a claim, that you feel confident that the representative will be attentive to you as a customer.
Posted by Benji Riggins on April 23, 2010 under Claims |
Low reimbursements from public health insurance programs, such as Medicare and Medicaid, have prompted hospitals to shift costs to automobile insurance companies—raising auto injury claim costs and forcing auto insurers to more closely scrutinize and negotiate hospital bills prior to payment.
A new study from the Insurance Research Council (IRC) estimates that for bodily injury (BI) liability claims in 38 tort and add-on states, cost shifting in 2007 resulted in $1.2 billion in excess hospital charges.
However, the study says, the full impact of hospital cost shifting, including that occurring in other insurance coverages and in other states, is likely much greater.
“The conventional wisdom is that hospitals aggressively seek to shift costs from public insurance programs to private payers such as auto insurance companies,” said Elizabeth Sprinkel, senior vice president of the IRC. “With this study, we now have information on the magnitude of cost shifting and a better understanding of the need for supportive state laws and effective tools that will enable auto insurers to pay hospitals appropriately and help control auto injury claim costs.”
Spronkel said hospital cost shifting to auto injury claims illustrates the complex relationship between property/casualty insurance and the broader healthcare and insurance system.
“Healthcare legislation enacted by Congress last month underscores the complexity of this relationship,” said Sprinkel. “It will take months, if not years, to understand the full impact of the reforms on hospital cost shifting and the auto insurance system.”
To explore the relationship between key health system features and auto injury hospital costs, IRC developed a statistical model of average hospital charges for auto injury claims in different states. Key predictors of average hospital charges confirmed by the model are the percentage of a state’s population without health insurance coverage and the percentage of the population covered by Medicaid.
To estimate excess hospital charges due to hospital cost shifting, IRC compared average hospital charges for BI liability claims in Maryland with average charges in 38 other tort and add-on states. In the 1970s, Maryland received a waiver from the federal government allowing it to regulate hospital reimbursement rates for all purchasers of hospital services. As a result, virtually all hospital cost shifting in the state was eliminated. IRC said that Maryland’s unique approach to hospital reimbursement, while unlikely to be replicated in other states, provided an opportunity to examine costs in an environment with minimal cost shifting.
In all instances, IRC found that average hospital charges for auto injury claims in Maryland were substantially lower than hospital charges in most other states.
IRC also found that the costs of expensive diagnostic procedures performed in Maryland hospitals were much lower than in other states but were more similar to costs in other states when the procedures were performed outside a hospital.
The IRC study, Hospital Cost Shifting and Auto Injury Insurance Claims, is based on data from more than 42,000 auto injury claims closed with payment under the five principal private passenger coverages. Twenty-two insurers, representing 58 percent of the private passenger auto insurance market in the Unites Sates in 2006, participated in the study.
Source: IRC
Posted by Benji Riggins on April 19, 2010 under Safety |
The 2010 Atlantic hurricane season will produce an above-average eight hurricanes, four of them major, posing a heightened threat to the U.S. coastline, the Colorado State University hurricane forecasting team predicted Wednesday.
In its second forecast in four months for the 2010 season, the leading storm research team founded by hurricane forecast pioneer William Gray said the six-month season beginning on June 1 would likely see 15 named tropical storms.
The team forecast a 69 percent chance of at least one major hurricane making landfall on the U.S. coastline in 2010, compared with a long-term average probability of 52 percent.
Major hurricanes pack powerful sustained winds of at least 111 miles per hour .
For the Gulf Coast, from the Florida Panhandle west to Brownsville, Texas, including the Gulf of Mexico oil patch, the probability of a major hurricane making landfall was seen at 44 percent versus a long-term average of 30 percent, the Colorado State University team said.
“While patterns may change before the start of the hurricane season, we believe current conditions warrant concern for an above-average season,” Gray said in a statement.
An average Atlantic season has about 10 tropical storms, of which six become hurricanes.
The Colorado State University team also predicted a 58 percent chance of a major hurricane tracking into the Caribbean, where Haiti is vulnerable after a devastating Jan. 12 earthquake that left more than a million people homeless.
Extreme Season Feared
The earlier forecast in December by Gray’s team had already predicted an “above-average” season producing 11 to 16 tropical storms, including six to eight hurricanes. It had said three to five of next year’s storms would become “major” hurricanes of Category 3 or higher on the Saffir-Simpson intensity scale.
Another forecaster, AccuWeather.com, last month also forecast a potentially “extreme” hurricane season this year, with “above-normal threats” to the U.S. coastline.
AccuWeather said five hurricanes, two or three of them major, were expected to strike the U.S. coast, forming out of an expected 16 to 18 tropical storms, almost all of them in the western Atlantic or Gulf of Mexico.
The 2009 season ended Nov. 30 had only nine storms, including three hurricanes, and was the quietest since 1997 due in part to El Nino, the eastern Pacific warm water phenomenon that tends to suppress Atlantic hurricanes.
But Phil Klotzbach, lead forecaster with the Colorado State team — whose research is followed closely by energy and commodity markets — said El Nino was expected to dissipate fully by the start of this year’s storm season.
“The dissipating El Nino, along with the expected anomalously warm Atlantic ocean sea surface temperatures, will lead to favorable dynamic and thermodynamic conditions for hurricane formation and intensification,” said Klotzbach.
The Colorado State University team has repeatedly cautioned that extended-range forecasts for hurricane activity are imprecise and can often miss the mark.
The university team originally expected the 2009 season to produce 14 tropical cyclones, of which seven would become hurricanes. But the season, which ended on Nov. 30 and was the quietest since 1997, had only nine storms, including three hurricanes.
By Pascal Fletcher
April 8, 2010
Posted by Benji Riggins on April 15, 2010 under Motorcycle Insurance |
The number of motorcycle sales dropped in 2009 and so did the number of motorcycle thefts.
The latest report from the National Insurance Crime Bureau (NICB) shows that motorcycle thefts declined by 13 percent in 2009, continuing a downward trend in thefts. A total of 56,093 motorcycles were reported stolen to law enforcement in 2009, down from 64,492 reported in 2008.
While overall thefts of passenger vehicles and light trucks are down, so are vehicle sales. Motorcycle sales between 2008 and 2009 were down 40.8 percent, according to the Motorcycle Industry Council. The Japanese Automobile Manufacturers Association also reported a 47.4 percent decrease in motorcycle production in 2009 from 2008 figures.
The top five motorcycles stolen last year were: (1) Honda, 13,688; (2) Yamaha, 11,148; (3) Suzuki, 9,154; (4) Kawasaki, 5,911; and (5) Harley-Davidson, 3,529. Combined they accounted for 43,430 thefts, or 77.4 percent of the total.
The top five states with the most motorcycle theft activity were: (1) California, 6,273; (2) Texas, 5,526; (3) Florida, 5,009; (4) North Carolina, 3,045; and (5) Georgia, 2,067. These five states accounted for 21,920 thefts, or 39 percent of the total.
The summer months of July (6,319); August (6,079); and June (5,672) saw the most theft activity while the fewest thefts were recorded during the winter months of December (2,927); February (3,100); and January (3,570).
To view the complete motorcycle theft report, visit: www.nicb.org.
Source: National Insurance Crime Bureau
