June 2016 Newletter

June 2016
From the Secretary-General
Of Special Interest:
Hello!
As I write this, I am reminded that our next Annual
Conference is only three months away! Scheduled for
September 25-30 at the impressive Lotte Hotel World in
Seoul, Korea, this year’s event will be hosted by KART.
Earlier this month, I paid a visit to our host and their
conference organizing team to conduct a pre-conference
review, to make sure everything was coming along as it
should. I am pleased to report that KART has everything
well in hand. In addition to what promises to be an
interesting technical program, our host is putting together a
social and partner program that should give delegates and
their partners a truly memorable experience.
As usual, this current edition of the Newsletter features a wide variety of articles specifically
selected by our members to be of particular interest to the membership as a whole. In this
issue, you will find a trio of articles from Centro Zaragoza on the recent INTERPOL Vehicle
Crime Conference, their new Technical Magazine Website, and their new CZ BALS 2.0
Software; three offerings from Cesvi Brasil on mirrors and visibility, their new Vehicle
Maintenance Index, and protecting vehicles in carriers; word from AZT on safety and
connected vehicles; three submissions from IIHS on the correlation between speed limits
and fatalities, front crash prevention, and driver reluctance to use high beams; news from
Allstate/Tech-Cor on a recent Tesla Webinar; a submission from KTI on the influence of
ADAS on damages and repair costs; three features from Cesvimap on IBIS 2016, their MIA
Repair Shop Audit, and recent conferences on new technologies; word from MRC on their
training & accreditation program, and introduction of actual researched repair times; news
th
from Cesvi Mexico on their 20 anniversary and new towing & rescue services tab; a report
from Thatcham on reverse parking AEB; a feature from KART on voluntary tests for
whiplash injuries; three offerings from CIRI on their recent visits to JKC, KART, &
Thatcham, energy vehicle damage estimation, and flood vehicle estimation; reports from
JKC on hemming and performance evaluation of reversing AEB; news from IAG on the
dangers of driving through flood waters; word from MPI on their new Center of Excellence;
and finally, analysis from Samsung of real-world crash data in Korea.
If you need to contact me for any reason, please use one of the following
e-mail addresses: [email protected], or wilf [email protected].
In closing, I hope you thoroughly enjoy this latest edition of the Newsletter!
Wilf Bedard
 From the Secretary-General 1
 On the Move
52
 Dates for your Diary
55
 The RCAR Network
56
 Important Notice to
56
Members
Inside This Issue:
Interpol Crime Conference
2
New CZ Technical Website
3
New CZ BALS 2.0 Software
4
Mirrors and Visibility
5
Vehicle Maintenance Index
7
Protecting Vehicles in Carriers 9
Drive Connected, Drive Safely 10
Speed Limits and Fatalities
12
Front Crash Prevention
14
Use of High Beams
16
Tesla Webinar
17
ADAS Influence
19
IBIS 2016
22
MIA Repair Shop Audit
24
New Technologies
25
Training & Accreditation
27
Actual Repair Times
28
20th
30
Anniversary
Towing & Rescue Services
32
Reverse Parking AEB
34
Tests for Whiplash Injuries
38
JKC, KART, Thatcham Visits 40
Energy Vehicle Estimation
41
Flood Vehicle Estimation
42
Effective Hemming
43
Reversing AEB
45
Flood Water Driving Dangers 46
Center of Excellence
48
Real-World Crash Data
51
Page 2
From Centro Zaragoza Spain:
CZ Participates in the 2nd INTERPOL World Conference
on Vehicle Crime
Conference Attendees Pose for a Group Photo
The 2nd INTERPOL World Conference on vehicle crime was held last February, and Centro Zaragoza was
invited to take an active role in that meeting.
The Conference was attended, according to INTERPOL data, by about 200 people, the majority of whom
were police officials from different countries around the globe, as well as from private enterprises related to
this topic.
Jose Manuel Orge, Inspector of the National Police Corps, attended on behalf of the Spanish police
authorities.
Noteworthy is the recognition that Centro Zaragoza received from the Interpol General Secretariat at the
Conference, with the presentation of a commemorative plaque to express their gratitude for the operational
support received from the VS (Stolen Vehicle) Committee of CZ to the different activities related to the
illegal traffic of vehicles that the Interpol General Secretariat carries out.
Page 3
New CZ Technical Magazine Website
A Screen Shot of the New Website
CENTRO ZARAGOZA has launched its new technical magazine website, www.revistacentrozaragoza.com,
which, in response to the development of new technologies, features a responsive design that permits its
adaptation to whatever device is being used to visualize it.
The new website makes browsing easier for users, thanks to the structured and flexible information layout
that facilitates access to the regular sections of the magazine, and to other new sections that provide the
website with additional value.
The content of the CZ technical magazine is selected by a committee of technicians and experts who work in
R&D&I. Activities such as training, product quality certification, and workshop certification are all carried out
at CENTRO ZARAGOZA. The conclusions derived from these activities provide exclusive and very
interesting content, prepared by experts from our research centre, which is disseminated via the technical
magazine, as well as other means of communication.
We invite you to browse our magazine website, www.revistacentrozaragoza.com. We sincerely hope that
the improvements in design, navigation, content and technology meet the expectations of our users and
customers.
Page 4
CZ Announces the Launch of its New
CZ BALS 2.0 Software
Screen Shot of CZ’s New CZ BALS 2.0 Software
Version 2.0 of the CZ BALS software, used to analyze the risk of whiplash injuries, is now operational. A
major improvement to the newest version of the CZ BALS software is the new “damage level” feature that
permits a more refined analysis of low and very low intensity collisions, thus permitting a very accurate
identification of the damage level suffered by wrecked vehicles, as well as the determination of the risk of
injury to the occupants of those vehicles.
CENTRO ZARAGOZA’s new expansion of activity within the field of biomechanical expertise has enabled
us, over the last few months, to analyse hundreds of real collisions, in order to draw up expert analysis of
collision intensity. This, in turn, led us to recognize a need in the Insurance sector previously unaddressed
by international studies: the enormous frequency of collisions at very low impact speeds (defined as deltaV values ranging between 0 and 4 km/h). Here, there is still not sufficient experimental information, given
that the majority of impact tests carried out to date focused mainly on the delta-V range from 5 to 20 km/h,
where very obvious damage to the vehicles is readily apparent.
Identifying this need led us to work on conducting very low speed impact tests at the new impact facilities
of CENTRO ZARAGOZA, to complement the test results published to date, which the original version of
CZ BALS was itself based on. The new 2.0 version incorporates new algorithms that permit analyzing very
low “damage levels,” allowing us to totally customise the CZ BALS 2.0 reports to each accident studied,
thus obtaining more precise results.
This and other formal changes in the presentation of the results, which were suggested by the main users
of the tool based on their experience with it, are now available to all CZ BALS users.
Page 5
From CESVI BRAZIL:
Loss of Visibility Caused by Poor Adjustment &
Positioning of Mirrors
CESVI BRASIL recently conducted a study about the loss of visibility that happens when drivers
adjust their outside mirrors inefficiently.
The study also evaluated the loss of visibility when
motorcyclists adjust these mirrors improperly – a very common practice of professional
motorcyclists in Brazilian urban centers.
Brazilian drivers usually adjust the outside mirrors in order to see the flank of their own cars. In
doing so, they often leave up to 10% of the mirror area occupied by the rear of the vehicle, which
increases the area of the blind spot, and the likelihood of an accident. This most common error in
the adjustment of mirrors, coupled with inadequate practice in the adjustment of mirrors on
motorcycles, brings a greater risk to traffic, especially in big urban centers.
For the evaluation of the non-visible area in outside mirrors, the study used the rules of the Visibility
Index – a study undertaken in 2005 by CESVI BRASIL to evaluate the non-visible areas around a
vehicle.
Page 6
In the study, CESVI used three types of adjustment to compare the efficiency of the visibility in the
vehicle:
Adjustment A - 0% of the area reflected in the mirror is covered by the vehicle (this is the
recommended position). The side mirror is positioned on the edge of the last point of the seen
body. That is, the vehicle is not seen at all in the outside mirror.
Adjustment B - 10% of the area reflected in the mirror is covered by the vehicle (the most common
position). The mirror is adjusted so that a little part of the vehicle is seen in the mirror.
Adjustment C - 20% of the area reflected in the mirror is covered by the vehicle (a not
recommended position). Here, an even larger portion of the vehicle is visible in the mirror.
THE RESULTS
The study initially assessed compact cars and motorcycles. For motorcycles, the study evaluated
those up to 150 cc, and of these, only ones that allowed reversal position of the mirrors.
Compact cars
Between the adjustments A and C, there was a 40% increase in the non-visible area on the left side
mirror. As for the right side mirror, there was an increase of 34% in the non-visible area. These
data demonstrate that an inefficient adjustment of outside mirrors can considerably increase the
area of the blind spot, and thereby, increase the risk of an accident.
Motorcycles
In the assessed motorcycles, it was found that the risk was even greater. This is because
motorcyclists in major Brazilian urban centers use a practice of rotating their mirrors 90 degrees
(Figure 1) to facilitate their passage between other vehicles. Although this form of adjustment is
prohibited by Brazilian law, it is quite common.
This adjustment of mirrors on motorcycles reduces the rear view on the left by up to 39%, and the
rear view on the right by up to 27%, compromising the not only the operator’s safety, but the safety
of everyone else on the road as well.
Page 7
CESVI BRASIL Develops Vehicle Maintenance Index
The New Study Identifies Vehicles with the Best Maintenance Costs
CESVI BRASIL announced, in the second half of 2015, the creation of the Vehicle Maintenance
Index, a unique ranking that allows consumers and insurers to compare vehicles of the same class
based on the costs of mechanical maintenance recommended by the manufacturer -- a great
reference for anyone wanting to find vehicles with cheaper maintenance costs in Brazil.
The Vehicle Maintenance Index initially analyzed the 45 top-selling cars in the country last year,
according to data from Fenabrave (National Federation of Vehicle Distribution), representing over
80% of vehicles sold in that year.
These vehicles were assessed on the cost of mechanical maintenance according to data provided
by the manufacturer. In addition, the study analyzed the running and safety components that must
be replaced over the first 100,000 kilometers. Finally, the vehicles were ranked on a score scale
ranging from 10 to 60 points, depending on the value of the maintenance cost. In this classification,
the lower the index, the lower the cost of mechanical maintenance for the vehicle.
The calculation of the index is based on a formula that adds the cost of the components of
preventive maintenance, plus labor costs. These costs are identified for the analyzed model up to
100 thousand initial kilometers.
Page 8
THE CHAMPIONS OF MAINTENANCE
According to CESVI BRASIL, the highest-rated vehicles in the first ranking of the Vehicle
Maintenance Index are as follows:
Position
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Manufacturer
Chevrolet
Fiat
Fiat
Toyota
Toyota
Volkswagen
Volkswagen
Volkswagen
Volkswagen
Chevrolet
Fiat
Fiat
Fiat
Fiat
Nissan
Volkswagen
Chevrolet
Fiat
Fiat
Fiat
Ford
Ford
Hyundai
Hyundai
Toyota
Volkswagen
Chevrolet
Chevrolet
Chevrolet
Chevrolet
Fiat
Fiat
Ford
Hyundai
Hyundai
Model
Celta 1.0
Fiorino 1.4
Uno 1.4
Etios Hatch 1.5
Etios Sedan 1.5
Gol 1.0
Gol 1.6
Voyage 1.0
Voyage 1.6
Classic 1.0
Grand Siena 1.4
Palio 1.0
Palio 1.4
Strada 1.4
Versa 1.6
Saveiro 1.6
Montana 1.4
Grand Siena 1.6
Palio 1.6
Punto 1.4
Ka 1.0
Ka 1.5
HB20 1.0
HB20S 1.0
Corolla 2.0
Fox 1.6
Onix 1.0
Onix 1.4
Prisma 1.0
Prisma 1.4
Punto 1.6
Punto 1.8
Ecosport 1.6
HB20 1.6
HB20S 1.6
Ranking
20
20
20
20
20
20
20
20
20
21
21
21
21
21
21
21
22
22
22
22
22
22
22
22
22
22
23
23
23
23
23
23
23
23
23
Page 9
Vehicle Protection in Car Carrier Trailers
CESVI BRASIL has developed a study of the types of protection components used in vehicles that
are transported by car carrier trailers, and making this information available to the insurance and
repair markets, and the automotive industry.
The study analyzed the types of protection that are used during the transport of cars in trucks, and
also in ships and even in parking lots and courtyards of manufacturers.
The study assessed items according to their location - front, side, rear and internal - and involved
drawing up a tracking code, facilitating and improving the accuracy of the location of each protection
component.
The protection components included in the study were:
Front protections - those positioned in column A towards the front of the vehicle.
Side protections - all the protections located between column A and column C.
Rear protections - protections to plastic and painted parts that were placed after the C column.
Internal protections - protections for seats, panel, wheels, and gear, as well as in the painted and
chrome parts inside the vehicle.
The study identified more than 7 different types of protection for the front of the vehicle, as well as
various forms of application of this protection. At the rear, more than 8 different types of protection
were identified. The side components were more numerous, totaling 14 different forms of
protection. Finally, study also identified six different types of protection for internal components.
Page 10
From AZT Germany:
Drive Connected, Drive Safely
A Stuntman Hits a BMW at 34 km/hr
On April 7th, journalists, experts from the automotive and supply industries, and politicians met with Allianz to
discuss opportunities and risks evolving from connected vehicles during the 4th Allianz Autotag, held at the
Allianz Center for Technology in Ismaning, near Munich.
Vehicles that are not equipped with built-in connectivity features may benefit from retro-fitting e-call solutions. A
live crash test carried out at Allianz Center for Technology in front of 30 journalists demonstrated an
automatically-triggered rescue chain that would help save lives in roadside accidents. A little plug serving as a
crash detector engaged with the cigarette lighter can issue an automated E-call via Bluetooth, and an emergency
app on the driver’s smartphone. As time is a crucial factor in the rescue of accident victims, the plug helps save
precious time, and can be used in all cars with a cigarette lighter. The emergency plug was evaluated
beforehand in crash tests at AZT in a project run by the German Insurance Association GDV (in cooperation with
Bosch and IBM), and is available from several insurers on the German market. Allianz Germany has integrated
the plug into its accident and break down coverage.
For young drivers who are especially at risk behind the driving wheel, connected driving helps to exploit new
opportunities to foster safe driving behavior. An app on a smart phone records critical events such as hard
breaking, heavy accelerations, etc. for each driven route. If the app has been activated by the driver, the
distance can be monitored after the ride has been completed. Critical events are specified and screened along a
route map. The less critical events are recorded, the more likely the driver can be rewarded with a “gold medal,”
which not only motivates safer driving, but also helps lower one’s individual risk premium. The target group here
is composed of drivers under the age of 28.
Page 11
(left to right): Fero Andersen, Moderator; Florian Schwensfeier, Head of Research, Connected Car Audi AG; Dr.
Christoph Lauterwasser, Managing Director, Allianz Center for Technology; Jürgen Keller, Executive Director,
Sales, Marketing and Aftersales, Germany Adam Opel AG; Lars Reger, Chief Technology Officer, NXP Automotive;
Frank Sommerfeld, Board Member, Allianz Insurance Company, Germany
Together with Opel, representatives from Allianz Global Automotive developed a joint telematics product based
on Opel OnStar, which will be launched in 2016.
A representative of the German Federal Ministry of Transport called upon the audience and the press to weigh
the opportunities of connected vehicles fairly against the risks, and not let public discussion be overweight by
fears with respect to data protection. In a final discussion, automotive experts gave a positive outlook on the
future of connected vehicles. Allianz, from the insurance point of view, called for fair competition for vehicle data.
And all the experts from all the different areas agreed that connected and automated vehicles are capable of
changing mobility within the next five years more profoundly than any other automotive technical innovation ever.
Dorothee Bär, Secretary of State, German Ministry of Transport
Page 12
From IIHS USA:
Speed Limit Increases in the U.S. Cause 33,000 Deaths
in 20 Years
Chart Showing Correlation Between Speed Limit and Number of Fatalities 1993-2013
A new IIHS study shows that increases in speed limits over two decades have cost 33,000 lives in
the U.S. In 2013 alone, the increases resulted in 1,900 additional deaths, essentially canceling out
the number of lives saved by frontal airbags that year.
Page 13
Maximum speed limits are set by each individual state, and they have been on the rise since 1995.
Today, six states have 80 mph limits, and drivers in Texas can legally drive 85 mph on some roads.
IIHS researchers looked at the effect of all speed limit increases from 1993 to 2013 in 41 states.
(Nine states and the District of Columbia were excluded because they had relatively few vehicle
miles traveled each year, leading to wide fluctuations in their annual fatality rates.)
IIHS looked at deaths per billion miles traveled by state and roadway type. Taking into account
other factors that affected the fatality rate — including changes in unemployment, the number of
potential young drivers (ages 16-24) and per capita alcohol consumption — researchers found that
each 5 mph increase in the maximum speed limit resulted in a 4 percent increase in fatalities. The
increase on interstates and freeways, the roads most affected by state maximums, was 8 percent.
Comparing the annual number of fatalities in the 41 states with the number that would have been
expected if each state's maximum speed limit had remained unchanged since 1993, IIHS arrived at
the estimate of 33,000 additional fatalities over the 20-year period.
That number is approximately equal to the nationwide annual tally of fatalities during recent years.
For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/4/3.
Page 14
Front Crash Prevention Slashes
Police-Reported Rear-End Crashes
Vehicles equipped with front crash prevention are much less likely to rear-end other vehicles, IIHS has found
in the first study of the feature's effectiveness using U.S. police-reported crash data.
Systems with automatic braking reduce rear-end crashes by about 40 percent on average, while forward
collision warning alone cuts them by 23 percent, the study found. The autobrake systems also greatly
reduce injury crashes.
If all vehicles had been equipped with autobrake that worked as well as the systems studied, there would
have been at least 700,000 fewer police-reported rear-end crashes in 2013. That number represents 13
percent of police-reported crashes overall.
The new IIHS findings are in line with earlier research by the Highway Loss Data Institute (HLDI), based on
insurance claim rates.
For the new study, researchers looked at police-reported rear-end crashes in 22 states during 2010-14
involving Acura, Honda, Mercedes-Benz, Subaru, and Volvo vehicles with optional front crash prevention.
The crash rates of vehicles equipped with the technology were compared with the crash rates of the same
models without front crash prevention.
Using police reports allowed researchers to identify front-to-rear crashes in order to gauge front crash
prevention systems' effectiveness specifically for the type of collision they were designed to address.
A separate analysis of City Safety, Volvo's standard low-speed autobrake system, was conducted by
comparing the S60 with other midsize luxury four-door cars and the XC60 with other midsize luxury SUVs.
Unlike the City Safety-equipped Volvos, none of the comparison vehicles had standard front crash
prevention.
Only rear-end crashes in which the study and comparison models struck other vehicles were considered.
Crashes in which those vehicles were struck from behind but didn't strike a vehicle in front were left out,
since front crash prevention wouldn't be expected to prevent them.
Information from HLDI's database was used to control for factors that might have affected crash rates,
including the vehicle's garaging location and driver characteristics.
The analyses showed that forward collision warning alone reduces rear-end crashes by 23 percent, while
forward collision warning with autobrake reduces them by 39 percent. The reduction for City Safety was 41
percent. (see charts on following page)
The study also showed that autobrake reduces injuries. The rate of rear-end crashes with injuries decreases
by 42 percent with forward collision warning with autobrake and 47 percent with City Safety. Forward
collision warning alone is associated with a 6 percent decrease in rear-end injury crashes, though that finding
is not statistically significant.
For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/1/1.
Page 15
Page 16
Few U.S. Drivers Use Their High Beams
A Recent IIHS Study Found that U.S. Drivers Rarely Use Their High Beams
While the headlights on most cars need improvement, there is one simple thing that drivers can do to
improve visibility in any vehicle: use their high beams. A recent IIHS study, however, shows that U.S.
drivers rarely turn them on.
The finding supports the Institute's decision to award extra credit in its new headlight ratings for high-beam
assist, a feature that automatically switches between low beams and high beams, depending on whether
other vehicles are present.
Researchers from IIHS and the University of Michigan Transportation Research Institute observed highbeam use at night on roads around Ann Arbor, Michigan. The observation sites included both rural roads
and urban streets, and all but one had poor or nonexistent lighting. Some of the roads were straight, and
some were winding.
The researchers deemed a vehicle isolated enough to use high beams if other vehicles were 10 seconds or
more away.
Of about 3,200 isolated vehicles observed, 18 percent had their high beams on. At one unlit urban location,
use was less than 1 percent. Even on rural roads, drivers on average used their high beams less than half of
the time they should have for maximum safety.
The researchers also conducted a telephone survey of drivers in the Ann Arbor area, and found that drivers
overestimate how often they use their high beams when compared with what the observations showed.
More than 80 percent of respondents said they use their high beams most or all of the time on rural roads.
Drivers who don’t use high beams when they should may be concerned about the possible glare that
oncoming drivers may experience, or drivers simply may forget to switch to high beams. In either case, highbeam assist could be a good solution.
To be an effective remedy, however, high-beam assist will need to be embraced by consumers. Only 43
percent of survey respondents said they would like to own a vehicle equipped with high-beam assist.
For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/3/2.
Page 17
From Allstate/Tech-Cor USA:
Tech-Cor Research: Tesla Webinar
Tech-Cor’s Webinar Team during the Live Broadcast Event
As more Tesla vehicles make it onto the roadways, insurance claim activity increased, but the knowledge
base and understanding of the repair processes unique to Tesla did not.
With the successful release of the Model S and the sales increase that came about with the model’s
popularity, claim counts continued to rise, as did the number of technical inquires and repair questions
received by Tech-Cor. In order to provide insurers and collision repairers with the most accurate information,
Tech-Cor embarked on a comprehensive study of Tesla vehicles in 2012, with a focus on the Model S. As
part of its research activities, Tech-Cor began a dialog with Tesla Motors to learn more about Tesla’s repair
methodology, and share industry concerns regarding reparability, the lack of available repair procedures,
parts pricing, and other issues.
The culmination of Tech-Cor’s research activities took the form of a series of three live webinar broadcasts
available to Allstate Insurance and its affiliates’ insurance adjusters. Webinar topics included:






A brief history of the Tesla Motor Company
An overview of Tesla models -- past, present, and future
Tech-Cor’s observations regarding Tesla vehicle design, reparability, and collision estimating
Design similarities and differences between the Tesla Model S and its marketplace competitors
The effects of Tesla’s partnership with AudaExplore and the availability of collision estimating data
Presentation of actual repair scenarios, reparability options, repair procedure overviews, definitions of
structural and non-structural damage, and parts pricing changes
A highlight of the webinar included two Question and Answer sessions featuring Kelly Logan, Technical
Manager in Service Operations at Tesla Motors. The webinar broadcasts attracted nearly 1,700 viewers in
the United States and Canada. A recording of the webinar event was also posted on Tech-Cor’s intranet site
for future reference.
For or more information about Tech-Cor’s Tesla webinar, contact Mark Woirol, or Thomas Garretson.
Page 18
Slide from Tech-Cor’s Tesla Webinar Broadcast
Slide from Tech-Cor’s Tesla Webinar Broadcast
Page 19
From KTI Germany:
Influence of Advanced Driver Assistance Systems
(ADAS) on Damages and Repair Costs
Over the last few years, ADAS usage on vehicles increased significantly. ADAS functionalities are
based on surround sensors, such as radar, lidar, video, infrared, and ultrasonic. However, for
various reasons, sensor abilities to sense and interpret the surroundings can deteriorate over the
lifetime of the vehicle. Possible causes include ageing, fault, disassembly, assembly of sensors
without proper adjustment, and collision. Accordingly, as part of our research activities, KTI has
engaged intensively on the subject of ADAS and their impact on claims costs.
1
Location of ADAS Sensors
ADAS sensors are mounted on the vehicle’s surface (see Figure 1). That means more expensive
components fitted around the car. Radar sensors and case-by-case infrared cameras are mounted
at the front or rear of the vehicle. As such, they are vulnerable in case of a crash. The camera and
lidar sensors are typically mounted behind the windscreen, so they are protected in case of an
accident. However, there is a risk for failure and/or malfunction of camera and lidar-based
functionality as a consequence of stone chips.
Figure 1: Location of Environment-Monitoring ADAS Sensors on a Modern Passenger Car
Accordingly, different damage mechanisms operate among the various sensors. For this reason,
KTI undertook research on the influence of ADAS on damages and repair costs, both for sensors
attached to the front and rear, and for sensors mounted in the area of the inside rear-view mirror.
Page 20
2
Influence on Claims Costs in the case of Sensors Attached to the Front and Rear
An expensive sensor (e.g. radar, infrared or camera) mounted in the front grille or behind a
bumper could lead to a costly repair. In addition to expensive spare parts, the alignment of
sensors is relevant to the cost as well.
A long-range infrared camera for night vision systems costs about 2.000 € to 2.500 € net. A
lower-cost procedure would involve replacing the lens cover separately (in this case, the cost for
the repair kit runs about 300 € to 450 € net).
Adaptive Cruise Control (ACC) uses radar sensors fitted at the front of the vehicle. Location of
these sensors is critical when it comes to claims costs. Damaged radar sensors could result in
additional repair costs between 500 € and 3.000 € (see Figure 2). It is possible that these costs
could be reduced via the use of repair kits for sensor brackets.
Figure 2: Costs for Replacement of Front Radar Sensors for Various Cars (data status: 06/2013)
Another aspect of ADAS can result in an increase of claim costs: in some cases, OEM service
information regarding radar sensors specify that no mechanical damage repair (e.g. dents) and no
body repair work involving filler or painting be carried out on or near the sensor on the bumper
panel. As a consequence, the bumper panel must be replaced, even in cases of minor damage.
In addition, if a mid-range radar sensor is affixed to a bumper (e.g. sensor for lane change
warning), in the majority of cases following replacement or removal of the rear bumper, the system
has to be recalibrated.
Page 21
3
Conclusion and Outlook
During the last few years, ADAS usage on vehicles increased significantly. In the future, market
penetration of ADAS will rise even more. Accident research shows that ADAS can increase road
safety.
A precondition for this possible increase in safety is correct system functioning throughout its entire
life. Of particular importance is the fact that the operation of driver assistance systems depends
largely on correct sensor information. ADAS use a large number of different sensors. Some are
high cost, but offer broad functionality and high performance, whereas others are cheaper but have
limited functions and restricted performance. Depending on the sensor involved, a wide range of
interference factors, such as stone chips, collisions, and unprofessional repairs, can negatively
influence the quality of this information.
As well, sensor replacement costs play a major role in defining insurance group ratings and,
therefore, the overall insurance cost of the vehicle.
Finally, ADAS could significantly reduce accident frequency and repair costs. This, in turn, will have
a considerable impact on all major market participants in the accident damage business, including
insurers, car manufacturers, and repair shops.
For Further Information, Contact:
KTI GmbH & Co. KG
Kraftfahrzeugtechnisches Institut
Waldauer Weg 90a
34253 Lohfelden
Phone: +49 561 51081 0
Email: [email protected]
URL: www.k-t-i.de
Page 22
From CESVIMAP Spain:
MAPFRE and CESVIMAP at IBIS 2016, the Global Event
Bringing Together the Main Players in Body Repair
Ignacio Juárez Pérez (left), CESVIMAP's General Manager, discusses the Main Characteristics of Modern Repair
Technologies at IBIS 2016
IBIS 2016, the International Bodyshop Industry Symposium, brought more than 360 representatives
of vehicle manufacturers together in Barcelona from May 23rd to 25th, along with representatives
from the manufacturers' dealership networks, insurance companies, equipment and repair product
manufacturers, major repair shop networks, and IT solution suppliers. This 16th annual symposium
hosted a total of 39 nationalities, debating on the future of the repair industry.
Page 23
For the second time in the history of this worldwide congress, there were Spanish speakers: from
MAPFRE y CESVIMAP. Gregorio R. Santos, MAPFRE regional director for Business and Clients
for Europe, the Middle East and Africa, presented the keys which led to this insurance company
moving from being a national mutual insurance company to its current status as a worldwide
company quoted on the stock exchange. He gave details of the strategies that MAPFRE has
followed to adapt its business to the various settings, differing legislation, areas of competition, and
other issues that the company currently faces.
Ignacio Juárez Pérez, CESVIMAP's General Manager, described the main characteristics of the
Spanish automobile insurance market and of accident claim management. He also spoke about
modern repair technologies, deriving from the incorporation of new materials and joining systems in
vehicle body repair, the installation of cameras and sensors for ADAS systems, and telematics.
His presentation was rounded off with a forecast about the future scenarios that ADAS, telematics,
the autonomous car, and new types of ownership and use will create for manufacturers, insurance
companies, and repair shops.
Other subjects dealt with at this year's IBIS included: internet vehicle purchase processes, the role
of large repair shop networks in satisfying the needs of fleets and insurance companies, telematics
and accident claim management, the influence of training for repair professionals on improvement
and efficiency for all parties - repair shops, insurance companies, and vehicle owners – as well as
the calibration of ADAS.
Closure of the Symposium was in the hands of Tony Aquila from Solera Holdings, who gave a
presentation about the importance of innovation as an attitude favouring permanent improvement,
which he described as the secret for the survival of businesses in the future.
Page 24
Consultancy Service for Repair Shops in Malta
MIA, the Malta Insurance Association, has asked CESVIMAP to perform an Audit of Repair Shops on the Island
MIA, the Malta Insurance Association, has asked CESVIMAP to perform an audit of the repair
shops on the island - around 400 - to improve the services being offered.
The work consisted, in its first stage, of setting standards for quality, adapted to modern bodywork
and paintwork technologies, and in the second stage, of certifying those repair shops meeting those
standards.
“Quality Vehicle Repair Certify” is a complete audit of the management systems and technical
criteria for vehicle bodies and paintwork, as well as for other complementary features which the
repair shops offer as part of their service, both to insurance companies and to individual clients.
During their visit to the repair shops, CESVIMAP examined processes and gathered information, in
order to prepare an optimization plan. The first repair shops to be audited have indicated their
satisfaction with the depth of CESVIMAP's knowledge on the subject matter, and have great
expectations of the results they hope to achieve, in terms of improving their repair processes,
improving quality, and achieving greater cost effectiveness.
It is foreseen that this project will roll out over the next three years.
With this initiative, MIA, the association of Malta insurance companies, demonstrates its concern for
their repair shops, and its interest in offering them a great opportunity for improvement.
Page 25
CESVIMAP Speaks at New Technologies Conferences
CESVIMAP Presenting the Results of its Work on Verification of Semi-Autonomous
Driving Assistance Technologies
Last March and April, two conferences took place in London on new technologies in automobiles:
driverless vehicles, and telematics and insurance. At both conferences, CESVIMAP took part with a
speaker, and as a participant at round table discussions.
At the meeting dealing with Telematics, CESVIMAP presented on its experience with evaluations of
devices for collecting and receiving data, both about vehicle performance and about the use of the
vehicle by the driver. The data collected may be used by insurance companies for aspects relating
to tariff rating, instant damage estimation, predictive injury reports, traffic accident reconstruction,
roadside assistance, etc. CESVIMAP's research is based on verifying how the vehicle's onboard
equipment works, the process of its installation, and the reliability of the data collected.
Page 26
Despite the expectations that telematics create, however, the level of penetration is still low, and
insurance companies use telematics mainly to develop strategies for competitiveness, in terms of
reducing insurance costs, and less so in terms of adding services for clients.
With more than 400 people attending and 30 insurance companies represented, Telematics and
Insurance is the most prestigious forum for the sharing of technological challenges and insurance
solutions for connected cars. This event deals with technological challenges and the new business
models arising from same for the automobile insurance industry.
Likewise, since the future is trending towards vehicle autonomy and the evolution of the insurance
business, the Driverless Technologies Insurance 2016 Conference brought key insurance
companies together in London to debate the impact of advanced driver assistance systems, ADAS.
MAPFRE and CESVIMAP presented their conclusions on the significance of these technologies for
insurance companies, as well as for vehicle and component manufacturers.
Attention was paid to the effectiveness and scope of semi-autonomous driving assistance
technologies in order to identify their particular effect on the number and frequency of claims, and,
in the long run, the price of policies. CESVIMAP presented the results of its work on the verification
of autonomous emergency braking systems (AEB) to avoid or mitigate collisions with other vehicles
or pedestrians, lane departure warnings (LDW), and lane-keeping systems (LKS).
They also addressed other issues, such as technical limitations, legal loopholes, etc.
Driverless Technologies Insurance 2016 is the first conference led by insurance companies
focusing on identifying the impact of autonomous or semi-autonomous vehicles on the business
model for automobile insurance companies.
Page 27
From MRC Malaysia:
MRC Begins National Training & Accreditation Program
Images Depicting a Recent Level 2 Estimating Course Conducted at a Local BMW Dealer
The MRC has embarked on an ambitious project by introducing a new improved training and accreditation
program for the Collision Repair industry in Malaysia, focusing on vehicle damage assessment and repair
methodology.
Focusing on vehicle safety, the programs are aimed at all industry stakeholders, including Insurers,
Independent Loss Adjusters, & Repairers. The training programs are also conducted for the benefit and
transparency of each of the organizations representing these stakeholders, namely;
1. the General Insurance Association of Malaysia [PIAM];
2. the Association of Malaysian Loss Adjusters [AMLA]; and
3. the Federation of Automobile Workshop Owners' Association of Malaysia [FAWOAM].
The two-level training courses are aimed at the estimation and approval of claims, and are part of the MRC’s
long-term commitment to working towards the accreditation of the entire repair process, including technical
and painting techniques and standards. To ensure the validity of qualification, the MRC have partnered with
the Institute of the Motor Industry (IMI) from the UK, who have assessed and certified each of programs and
qualifications. This ensures that every successful candidate who completes the training receives a
qualification that is identified both within Malaysia and overseas.
To further encourage participation, the MRC are also working with the Ministry of Human Resource to allow
the qualification investment to be fully claimable as part of each company’s contribution to the National
Training Initiative.
The response to date from industry stakeholders has been very encouraging, and has included the
Malaysian Institute of Insurance (MII) recently adopting the qualification as part of their recommendation to
the national regulators (Bank Negara) for all Motor Insurance Loss Adjusters to have this qualification as part
of their national loss-adjusting curriculum.
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MRC Introduces Actual Researched Repair Times
for the Malaysian Motor Insurance Industry
Steve Miller, CEO of MRC Malaysia, Speaking at This Year’s Motor Insurance Claims Conference,
Held in Kuala Lumpur in April, 2016
The new management of MRC Malaysia has moved swiftly to confirm a new 5-year concession
from the Malaysian Insurance Industry Association (PIAM) by encompassing a number of key
deliverables into its renewed commitment to the industry.
The 5-year concession covers data collection for all motor insurance claims in the market, along
with providing standardized parts pricing and labour times for approved estimating systems in the
country. In addition, the new management of MRC promoted its desire to add value to existing
data collection by introducing a number of key initiatives to the industry.
One of these deliverables is to introduce actual vehicle repair times for the industry, rather than the
previous system of mapping average composites to vehicle sizes. This introduction is achievable
through MRC’s new agreement with Thatcham UK to license its new Plaza data-building engine for
the Malaysian market.
The agreement was signed in March this year, and already Thatcham has assisted in providing data
for those vehicles already part of the Malaysian Vehicle Parc, which will be released in June 2016.
This gives an immediate solution for the industry in terms of accurately providing repair-estimating
information.
Page 29
Accurate Vehicle Repair Times was a Keynote of Mr. Miller’s Presentation
For vehicles not covered by Thatcham, MRC will begin researched time building in July of this year,
once the system has been implemented and training is complete.
Locally-researched repair times have been requested by the industry for some time, and already,
Proton Holdings Bhd are in the midst of signing an agreement with MRC covering this collaboration.
The new researched times are targeted to be available to the market by the third quarter of 2016.
This is a huge step for MRC. The commitment it has made to the industry to introduce actual
researched repair times has been very well received, and has already had an impact on the new IMI
partnered accreditation program, which was discussed in the previous article in this Newsletter.
As a long-standing member of RCAR, MRC now hopes to use the system and its research to
generate findings for future RCAR discussions.
Page 30
From Cesvi Mexico:
CESVI Mexico Celebrates 20 Years of Research &
Contributions to the Insurance & Repair Sectors in
Mexico & Latin America
This September, we celebrate our 20th anniversary, and we want to share with you some
milestones in our history.
Cesvi Mexico entered the Mexican repair market in 1996, to set measurement parameters that
would improve processes and products for the entire management of the claim, so that it would be
clear, effective, and safe. By 1998, Cesvi Mexico was welcomed with open arms - by you, dear
colleagues -- into RCAR, giving our activities an international character.
At Cesvi Mexico, our mission is to optimize the value chain of the vehicle, minimize the
consequences of road accidents, and promote safe mobility. Since 1998, we began operations at
our headquarters in Toluca, Mexico; and throughout our history we have been led by Angel Joaquin
Martinez Alvarez.
Today Cesvi Mexico is managed by Axa Insurance, Grupo Nacional Provincial, Mapfre Seguros
Qualitas Insurance Company, Seguros Inbursa, and Seguros Atlas as strategic partners in
continuing to develop our research and experimentation, and release valuable data.
In the last 20 years, we are proud of the fact that Cesvi has succeeded in promoting concrete
changes in the way things are done in the workshops of the Mexican and Latin American repair
industry. Gradually, this activity has enabled the industry to transform the craft of repair into a
professional technical process that uses the best technological advances available.
In the road safety area, Cesvi Mexico has been active over time as an agent in accident prevention
campaigns at the local and national levels. In addition, our road audits have helped authorities
identify and address critical points on various roads in the country.
Development of Collision Centers
The development of the bodyshop repair program began in 1998 as a mutual effort to improve
collision centers by updating their repair practices, administration, and management of the claim
through training and consultancy.
So far, about 1300 bodywork and painting workshops have benefited from the program. We have
also developed the "Certificación de Talleres CMX 2009" based on the ISO 9001: 2008 standard
relating to quality management systems.
Page 31
Prevention of Traffic Accidents: ISO 39001: 2012
Cesvi Mexico achieved a milestone by becoming the first Mexican company to certify its
management road safety system under the ISO 39001 standard: 2012, aimed at reducing the
accident rate of the organization by preventing accidents at the source, and minimizing the factors
that trigger or favor the development of accidents.
Technological Developments
Cesvi Mexico has worked to supply its partners and customers with technological solutions for their
daily operations. In this vein, we developed CesviVin systems and their evolution, VINPlus, for
decoding serial numbers so that the user can obtain the technical characteristics of a vehicle, as
well as the commercial values of cars and heavy duty trucks. (The latter is pending recognition as
the official price guide by the Mexican Commission of Insurance Institutions (CNSF, in spanish).
Also developed were the GMA, Mobile Manager Adjusting, various applications for bodywork &
painting; a rescue and towing services application (see following article); road and repair shop
observatories, as well as a demarcation guide for accidents in electronic and physical formats,
among other systems.
Certification
Cesvi Mexico has been accredited since 2015 as an entity of the Mexican office of CONOCER,
which creates standards of competence for evaluating bodyshops and insurance companies.
Currently, we have standards for automotive painting, bodywork, adjusting, mechanical repair
(brakes), vehicle damage estimating, and traffic accident reconstruction.
Thus, from the first impact test conducted in 1997, to the latest research to be presented this
September, Cesvi Mexico has spent two decades dedicated to working with the firm conviction of
making repair processes safer, and developing more efficient mobility systems.
Page 32
Towing & Rescue Services Tab
Examples of Vehicle Towing Covered by Cesvi Mexico’s New Towing & Rescue Services Tab
Currently, the fees for towing & rescue services on Mexico’s roads are regulated by the Secretariat
of Communications and Transportation (SCT), but these established prices only contemplate the
most common manoeuvres.
In a situation of risk and off-road manoeuvres involving the towing of one or more vehicles, costs
are calculated by the permit holder that offers the service according to their experience and
judgment, which translates into a lack of standardization generates in the towing market when it
comes to the pricing of such services.
Another factor affecting the lack of homogenization of rates is that the Agency has not revised
towing rates since 2010, meaning that towing businesses may not agree with the use of essentially
out-of-date fees imposed by the Federal Government.
This situation has created a major problem in this sector, which is a direct cost driver affecting users
and insurance companies that pay for these services.
In order to assist in resolving the issues raised and to determine reasonable costs of services in a
fair way for both users and suppliers of towing, Cesvi Mexico developed a web-based tool that
calculates the cost of the services of towing and rescue services both on the road and off it, called
the “Towing Tab”.
Page 33
In its development, we had the collaboration of institutions such as the Mexican Association of
Insurance Institutions (AMIS), the National Chamber of Trucking (CANACAR) and CONAGRUAS,
as well as different concessionaires of towing services from the states of Mexico, Jalisco, Nuevo
Leon, Mexico City, and San Luis Potosi, who provided access to their operations to enable time and
motion analysis of the activities and manoeuvres required to perform these services.
Another key to generating this valuable information tool was the implementation of a business case
for a towing company in which the fixed and variable expenses, investment, and income were all
considered in order to ensure that the actual cost per service for such a company was profitable,
thus determining the cost per kilometer and fees for related factors to be determined by the SCT.
It is noteworthy that the Towing Tab has been submitted to Mexican authorities (the SCT) by
representatives of the General Office of Federal Freightliners, who are considering making this
software an official tool for towing and rescue service quotes as soon as possible.
Route Description of the Service
Page 34
From Thatcham UK:
Reverse Parking AEB
Background
The P-Safe Working Group, chaired by Matthew Avery from Thatcham Research, focuses on
researching and developing test procedures that guide the development and provide a means of
assessing active safety systems and Advanced Driver Assistance System (ADAS) technologies.
Initially, the group worked to investigate and promote the benefit of Electronic Stability Control
(ESC), which studies show reduces single vehicle injury crashes by around a quarter. Latterly, the
group has developed and implemented test procedures for City Autonomous Emergency Braking
(AEB), which combats front-to-rear crashes and the proliferation of whiplash injuries and associated
claims. Recent claims analyses have identified that basic low-speed auto-brake systems are
reducing front-to-rear crash claims by a quarter, whereas systems that perform over a greater
speed range are reducing claims by a third or more.
Recent analyses identified that, during the last decade, claims arising from parking and
maneuvering accidents appear to be increasingly relevant. Vehicle manufacturers offer a variety of
parking and maneuvering assistance systems to support the driver while carrying out these
maneuvers, such as proximity-based acoustic warnings and rear, surround, and even overhead
camera views displayed on in-vehicle screens; however, they demonstrate varying degrees of
effectiveness. Automated parking systems can identify appropriate parallel and bay parking spaces
and maneuver the vehicle into the space. Experience shows current systems often frustratingly
ignore viable spaces that a driver could readily use, and, when activated, even though they are
technically competent, their operation is slow and clumsy.
Similar to forward AEB, another recent development is reversing auto-brake. This technology
detects potential crashes in the path behind a reversing vehicle and automatically applies the
brakes to slow or stop the vehicle, potentially avoiding any associated insurance claim altogether.
Vehicle manufacturers including Cadillac, Infiniti, Jeep, Mazda, Nissan, and Toyota all offer these
systems in various regions around the world.
Data Analysis
To investigate the problem, members from Australia, Germany, Korea, Japan, Sweden, the United
Kingdom, and the United States performed an analysis of their insurance data to identify relevant
parking and maneuvering claims, followed by an in-depth analysis of a subset to identify the
following aspects:
Page 35



The relevance of parking and maneuvering crashes in third-party damage liability and firstparty own damage claims (e.g. claim frequency, average costs, etc.)
Common causation factors and attributes, such as how, where, and when parking and
maneuvering crashes occur (e.g. location, maneuver, direction of travel, impact partner,
damage sustained, lighting conditions, etc.)
What types of driver assistance systems might be effective at avoiding or mitigating parking
and maneuvering crashes.
The key findings of the studies were:
 High relevance as a proportion of all claims (approximately 15% up to 40%)
 High relevance as a proportion of total claims costs (approximately 10% to 30%)
 High relevance for reversing among claims that result from parking and maneuvering
(approximately 60% to 80%)
 Collision objects are mainly 3rd party vehicles (approximately 55% to 80%), followed by
poles and walls
 High relevance at parking areas, car parks, private property, and urban roads
In addition, detailed analysis of AZT and UDV claims shows that the main problem is not entering a
parking space, but moving out of a parking space and maneuvering (70% to 85%). In addition,
relating to AZT and IAG data, parking and maneuvering crashes have become more relevant
recently in terms of both number and cost of accidents.
Considering the findings of the various analyses, the Working Group decided to focus future
research efforts on developing test procedures for driver assistance systems addressing parking
and maneuvering crashes in the areas of:
1. Autonomous Emergency Braking (AEB) for reversing crashes.
2. Automated parallel and bay parking systems for entering and leaving parking spaces.
3. Observation of the effect of other parking and low-speed maneuvering driver assistance
and collision avoidance systems.
AEB for Reversing Crashes - Test Procedure Development
The Working Group set about defining test scenarios for a reverse AEB test procedure that
represents both the most common real world crashes – vehicle at fault rear corners to third party
vehicle corners and sides – and also more challenging examples to develop the systems –
collisions with a small diameter post/bollard and a square column reminiscent of that found in multistorey car parks. Testing involved varying the impact position, angle, and overlap with the various
targets, while reversing straight backwards and turning. The reverse auto-brake systems were
generally all effective at avoiding collisions with other vehicles at low speeds, however some
struggled to react to the post/bollard. Virtually all hit the square pillar when it was angled at 45°
presenting the corner to the vehicle, the theory being the faces of the column deflected the
ultrasonic sensor output away, rather than reflecting it back.
Page 36
Parking Crash & Reversing Auto-Brake Workshop
Armed with the claims data and a draft test procedure, the Working Group hosted the Parking Crash
& Reversing Auto-Brake Workshop in London in December 2015 to engage with vehicle
manufacturers and suppliers and key industry stakeholders. Members presented an overview of the
worldwide parking crash claims landscape and the proposed test procedure, while Valeo and Bosch
gave an overview of their relevant current and future parking and maneuvering driver support
technologies. After lunch, guests got hands-on with the systems in a Mazda and Infiniti trying them
out reversing into car and post targets. Bosch also brought a demonstration vehicle showing not
only reverse auto-brake as per current production, but also side protection derived from the
standard front and rear ultrasonic sensor detection combined with predicting the vehicle movement.
Overall the research and proposed test procedure was well received, with no objections.
Side View of Mazda Test Vehicle – and Post – Undergoing Trial at the Auto-Brake Workshop
Page 37
Rear View of Mazda Test Vehicle – and Post – Undergoing Trial at the Auto-Brake Workshop
Future Development
What with the majority of new vehicles being equipped with parking sensors and ESC, they have
the ability to both detect impending low speed maneuvering collisions and also automatically apply
the brakes. What is required is to link these systems electronically so, instead of just warning the
driver, they actively brake the vehicle pre-impact.
Given the potential effectiveness at preventing or mitigating the most common parking crash types
and therefore claims, members are keen to promote the awareness of reverse auto-brake systems
amongst their stakeholders. However, to achieve widespread fitment, vehicle manufacturers will
likely require some form of incentive, akin to how the UK and German Group Rating systems
currently recognize AEB, and offer a reduced rating for vehicles equipped with effective systems.
The test procedure provides an ideal framework for assessing such systems.
Page 38
From KART Korea:
Voluntary Tests for Whiplash Injuries
KART has conducted a series of volunteer tests for whiplash injuries, in cooperation with the
National Forensic Service (NFS) and Yonsei University Wonju College of Medicine. Two sets of
triaxial accelerometers were attached to the center of each volunteer’s head and the first thoracic
vertebra, to calculate the Neck Injury Criteria (NIC), while one set of triaxial accelerometers and two
sets of biaxial accelerometers were attached to the vehicle center console and left and right B-pillar
to measure velocity change (△V), respectively.
All nine volunteers were male. They underwent an MRI before and after each volunteer crash test
to check if there were any medical symptoms, such as muscle rigidity. To make sure that each
volunteer was unaware of the timing of the impact, all volunteers were equipped with headphones
for listening to music.
The striking vehicle hit the struck vehicle at a speed range of 8km/h to 12km/h in full overlap, with
the test matrix shown in Table 1 below.
<Table 1> Volunteer Test Matrix
No.
1
2
3
4
5
6
7
8
9
Striking
Vehicle
Weight(kg)
Struck
Vehicle
Weight(kg)
Speed(km/h)
Santafe CM
1,965
Avante HD
1,252+(83)
8.6
Santafe CM
1,965
NF Sonata
1,513+(100)
8.2
Santafe CM
1,965
Grandeur TG 1,622+(70)
8.3
NF Sonata
1,588
Avante HD
1,252+(68)
7.8
NF Sonata
1,588
NF Sonata
1,513+(95)
8.1
NF Sonata
1,588
Grandeur TG 1,622+(68)
7.8
Santafe CM
1,965
Avante HD
1,252+(83)
10.2
Santafe CM
1,965
NF Sonata
1,513+(70)
11.7
Santafe CM
1,965
Grandeur TG 1,622+(60)
11.7
* The figures in ( ) are the weight of each volunteer
Page 39
Volunteer Test Set-Up
Test Results
Maximum mean acceleration of 1.17g and maximum velocity change of 9.74km/h occurred at test
No. 7, Santafe CM hits Avante HD. Based on this, we determined that 9.74km/h of velocity change
translates into less than a 40% risk of a Whiplash Associated Disorder (WAD) 1+, with 1.17g of
mean acceleration representing the rare possibility of a WAD 1+. This evaluation shows that the
volunteers were less likely to suffer a neck injury at an impact speed of less than 12km/h. Medical
examination, including MRIs, also showed a low possibility of neck injury in the volunteers.
<Table 2> Volunteer Test Results
N
o.
1
2
3
4
5
6
7
8
9
delta V
(△V, kph)
6.06
5.29
6.72
6.71
6.39
5.68
9.74
8.55
8.66
Struck Vehicle
Mean
Maximum
Acceleration(g) Acceleration(g)
0.59
1.28
0.85
1.96
1.06
2.62
1.10
2.23
0.99
2.32
0.86
1.91
1.17
2.74
1.02
2.30
1.00
3.54
NIC_max.
1.52
3.24
2.98
3.78
11.02
4.25
8.95
2.72
0.85
Page 40
From CIRI China:
CIRI Delegates Visit JKC, KART, & Thatcham Research
CIRI Delegates Visit JKC (left), KART (middle), & Thatcham Research (right)
From April 19th to 29th, a delegation from CIRI led by the President of CIRI, Mr. Haimao Jia, visited
RCAR members JKC in Japan, KART in Korea, and Thatcham Research in the UK.
These RCAR peers have provided invaluable expertise and experience over the years in conducting
research on safety, security, damageability, and reparability. Such interchange activities will help
CIRI to better plan and construct our new research and test facilities.
Currently, CIRI’s new research and test facilities are under construction. Once our new crash test
facilities can be fully utilized, CIRI will be able to implement all RCAR structural and bumper tests.
Our electric motor will be able to accelerate a 3500 kg vehicle to a maximum speed of 50 km/h on
the test track. Our repair workshops will cover bodywork repair, painting, mechanical & electrical
repair research, as well as other training tasks.
With the support of our new facilities, CIRI will be able to conduct a full range of research, testing,
and training, covering safety, damageability, and reparability.
CIRI is sincerely committed towards cooperation and interchanging of ideas and knowledge with all
RCAR members.
.
Page 41
CIRI Train Insurance Staff on New Energy Vehicle
Damage Estimation
Insurance Staff Undergoing Training on New Energy Vehicle Damage Estimation at CIRI
The new energy vehicle market in China has been in a rising trend in recent years.
In 2015, China produced about 379,000 new energy vehicles (Battery Electric Vehicles, Plug-in
Hybrid Electric Vehicles and Fuel-Cell Electric Vehicles) -- a production volume that was nearly 4
times that of 2014. And total ownership of new energy vehicles approached 500,000.
Due to the rapid growth of such new energy vehicles in China, insurance companies here also
faced new challenges with regard to damage estimation know-how.
Accordingly, CIRI has been developing and optimizing a training course on new energy vehicle
damage estimation.
The contents of the course include industrial policy schemes, theory and
structure of new energy vehicles, key parts and components, damage estimation methods, etc.
To date, this new energy vehicle training course has trained more than 130 staff from a variety of
general insurance companies, and received positive feedback.
Page 42
CIRI Train Insurance Staff on Flood Vehicle
Damage Estimation
Insurance Staff Undergoing Training on Flood Vehicle Damage Estimation at CIRI
Due to climate complexity and unpredictability, many floods are caused by seasonal and climatic
triggers in China. Along with increases in motorization and urbanization, floods caused by extreme
weather conditions have also been increasing in recent years. Inevitably, these floods cause water
damage to motor vehicles damaged by water, resulting in an increase in the number of such claims
received by insurance companies in China. In fact, flood damage claims alone could cost billions of
Chinese Yuan each year. Moreover, flood damage estimation is complicated, time consuming, and
costly, resulting in difficulties in damage estimation and claims adjustment.
As a result, CIRI brought together experts from the insurance industry, repair workshops, and
powertrain manufacturers to develop and optimize a Flooded Vehicles Damage Estimation course
designed to assist the industry establish a unified standard and guide for flood vehicle damage
estimation.
CIRI’s course focuses on rapid processing methods, damage estimation methods for flooded
electrical parts and components, as well as transmissions and other high-value powertrain
components. By utilizing high-definition visual equipment, trainees are able to observe the actual
damage to parts and components, and get a better understanding of the essential role of diagnostic
computers in flood damage detection.
Page 43
From JKC Japan:
Developing an Effective Hemming Method
Hemming structures are widely seen on auto parts. In Japan, there is a growing need for effective
hemming methods due to the background referred to below, which led JKC to develop effective
hemming methods.
Needs for effective hemming methods are growing
A door assembly consists of outer and inner panels. Most outer panels are attached to the inner
panels with hems. Many Japanese B&P shops prefer to replace the whole door assembly instead
of just changing the outer panel, even when the damage is limited to the outer panel. That is
because changing outer panels requires hemming work, which takes many more repair hours than
replacing the whole door assembly. For this reason, some Japanese OEMs have ceased to supply
the door panels separately.
In addition to door panels, we are seeing an increase of wheel arch edges on quarter panels with a
hem structure, while common structures of quarter panels usually involve flange forms.
Photo at right shows the Hemming Machine Studied, and its Seat made of White Resin
For these reasons, we recognized the strong need for effective hemming methods.
Testing and Improvement of Hemming Tools
Most Japanese repair technicians conduct hemming work using hammers and dollies. This method
requires specialized skills, and even the skilled technician may create slight strains on the panels.
These factors lead to considerable working hours. On the other hand, there are some pneumatictype hemming tools sold outside Japan. They hold the edge of a panel with their blade and seat to
carry out the panel hemming.
We tested one of these hemming tools, and the findings were follows:
Page 44
* The clearance, which is the width of the gap between the blade and the seat of the machine, was
too wide to tighten the inner and outer panels, due to the fact that recent auto sheet panels are
becoming thinner than ever.
* The tool cannot pass along the concave edge.
* The tool cannot prevent technicians from flattening the panels’ character lines.
In order to solve these issues, we improved the machine as follows:
* We overlaid the blade by welding and made the clearance narrower. This improvement enabled
us to apply the hemming tool effectively, even with more recent thinner panels.
* We made several seats on a trial basis which have convex curves along the concave edges of
door panels. This improvement allowed the tool to go through the concave edges, where the
original machine could not.
Launching to the Market
This June, the hemming tool manufacturer of the model we tested launched a new model, which
reflected the above first improvement feature. This model can be applied to hemming work for
quarter panels.
On the other hand, the model which included the second improvement feature remains in trial
phase.
JKC provided some OEM B&P shops with proto-type tools, and our studies are continuing.
Left: Slight Strains are seen on the Panel. The
Hemming Work was Done with Hammers and Dollies.
Right: No Strain is seen on the Panel. Here, the
Hemming Work was Done with the Hemming Machine.
Page 45
Performance Evaluation of Reversing AEB
As you may recall, JKC introduced the investigation results of obstacles seen in parking lots in Japan in the
previous Newsletter. According to our investigation, most of the obstacles found were pillars, H-shaped
pillars, and posts. We conducted car-to-post and car-to-pillar tests with some Japanese vehicles equipped
with reversing AEB.
Test Conditions





Target: Post and Pillar
Direction: Reversing straight
Speed: 2.4 km/h and 5.2 km/h
Distance to the Target: 5 meters
Offset: 9%, 5%, 10%, 20%, 33%, and Center
Test Results
Graph #1 shows the Car-to-post test results of 3 vehicles. Car B and Car C showed favorable overall
performance, but in a few cases, they could not avoid the crash, and impacted at the rear corner area of the
vehicle.
Graph #2 shows the Car-to-pillar test results of these same vehicles. Even under the same conditions, the
vehicles showed mixed results of successful and unsuccessful avoidance of hitting the pillar target. It is
assumed that the performance of the sonic sensor to detect the obstacle became unstable due to the
dispersed reflection wave.
Graph#1: Car-to-Post Test Results
Graph #2: Car-to-Pillar Test Results
* Showed mixed results under the same conditions
- No available test data
JKC shared these test results with auto manufacturers in Japan for the enhancement of reversing AEB at the
Round Table Meeting on Body Repair, which is held twice a year.
Page 46
From IAG Australia:
BUNSW & IAG show that Driving through Floodwaters is
a Dangerous & Potentially Life-Threatening Thing to Do!
Thinking of Driving Through Flood Waters? Don’t, according to BUNSW & IAG!
In world first research, engineers from the University of New South Wales (UNSW), with the assistance of
IAG, have demonstrated just how easily cars can be washed away by even the smallest floodwater currents.
IAG partnered with a team of engineers from the UNSW Water Research Laboratory to test how small and
large cars behave when they encounter flash floods. They replicated scenarios faced by many stranded
motorists in a specially configured test tank in Sydney.
Nissan Patrol being Tested in the UNSW Water Research Laboratory Test Tank
Page 47
The research revealed that a small car like a Toyota Yaris, weighing 1.05 tonnes, was moved by water only
15 cm deep and with a flow speed of just 3.6 km/h. Worse yet, it completely floats away in only 60 cm of
water.
Then a 2.5 tonne Nissan Patrol 4WD was tested and rendered unstable by floodwater 45cm high, with a
similar flow speed. Once the water reached 95cm, the four-wheel drive could completely float, and needed
almost zero force to move it by hand.
The research highlighted that drivers should avoid even shallow depths of still water. Part of the reason is
that modern cars are so airtight for comfort reasons. This means that they will easily float when encountering
floodwaters. By contrast, an able-bodied adult is much more stable in flowing water than a 4WD vehicle!
Interview with Robert McDonald, Channel 9 Today Show
Robert McDonald, Director of IAG’s Research Centre, said “Common sense – and now research – says
regardless of the size of your car, even a big 4WD can very quickly float like a boat. So the message is very
clear – it’s never safe to enter flood water”.
A press conference was held to release the findings of the research, which gained extensive television
coverage across all the major television networks. The press release event was moved forward ahead of the
second serious wet weather event in as many weeks expected across most of Eastern Australia.
This is the first time in the world this type of research has been conducted with real vehicles, which were
donated by IAG.
Media coverage of the research can be viewed at the link below:
http://www.smh.com.au/nsw/sydney-storm-unsw-research-shows-cars-can-be-carried-away-by-evenshallow-water-20160617-gplx22.html
Page 48
From MPI Canada:
Construction to Begin on Manitoba’s
Center of Excellence
From Left: Paul Vogt of Red River College, the Honorable Gord Macintosh, Dan Guimond, President and
CEO of Manitoba Public Insurance, (unidentified), Rick De Dominicis from the Automotive Trades
Association, Mike Dobush of the Manitoba Motor Dealers Association
This summer, construction is set to begin on the new Centre of Excellence – Manitoba Public Insurance’s
state-of-the-art training facility located in Winnipeg, Canada. The Centre of Excellence will offer highquality training opportunities in the auto body repair industry, enabling qualified technicians to share and
teach the newest auto body repair techniques and technologies, in response to a rapidly evolving
automotive industry.
On November 20, 2015, Manitoba Public Insurance held a joint press conference with Apprenticeship
Manitoba and Red River College to officially announce the investment in the Centre of Excellence. Key
speakers at the press event included the Honorable Minister Gord Macintosh, Dan Guimond, President
and CEO of Manitoba Public Insurance, Paul Vogt of Red River College, Rick De Dominicis from the
Automotive Trades Association, as well as Mike Dobush from the Manitoba Motor Dealers Association.
Representatives from Apprenticeship Manitoba, Red River College, Skills Canada, and the Manitoba
Commercial Vehicle Repair Association (MCVRA) were also on hand to show their support for this joint
announcement.
Over the next several months, Manitoba Public Insurance will be transitioning its existing Physical
Damage Centre in Winnipeg, Manitoba, Canada, into the Physical Damage Centre of Excellence, with the
new facility set to open its doors in early 2018.
Page 49
Existing
T&R Garage
New Repair
Shop
RepairS
Existing
Offices
New Welding
Shop
New
Training
Labs
New
Mechanical
Shop
New
Offices
Existing
QC
Garage
Floor Plan of the New Center of Excellence
With 3,000 sq ft of training space, the new Centre of Excellence will be equipped to train up to 100
students at a time in its 3 training rooms.
The 22,000 sq ft garage will house a new repair shop, complete with a separate aluminum bay to
cater to the unique tooling, equipment, and environmental requirements involved when working with
aluminum.
Page 50
The facility also includes a new mechanical shop and dedicated welding shop, where 8 dedicated
welding booths will be used to deliver welding re-certification training and pre-certification
preparatory training. The welding shop will be functional for all applicable types of welding with
storage to house the more than 40 welder types and brands on site.
Manitoba Public Insurance continues to build on its relationships with industry partners, OEM’s
and suppliers to ensure that Manitoba repair shops have the information and training they need
through our work in training and research. Suppliers and OEM’s are regularly invited to use our
facilities to deliver demonstration nights and technology nights where participants from the
Manitoba collision repair industry can attend for hands-on product demonstrations, training, and
product information.
By increasing auto body apprenticeship opportunities and fostering partnerships with
Apprenticeship Manitoba, Red River College, and Manitoba high schools, Manitoba Public
Insurance will ensure that the auto body technicians in Manitoba remain highly-skilled and able to
respond to rapidly developing repair techniques and technology.
“This new Centre of Excellence will ensure Manitoba Public Insurance and the Manitoba collision
repair industry can keep up with the rate of change for vehicle technology, and continue providing
the highest levels of customer service to Manitobans,” said Dan Guimond, President and CEO,
Manitoba Public Insurance. “The facility will enable highly-skilled professionals to perform
research and training on new vehicle design, repairability, and technology, while also delivering
training for the collision repair industry in Manitoba, and perhaps beyond.”
This new Centre of Excellence positions Manitoba Public Insurance to help ensure vehicles
damaged in collisions continue to be repaired safely and to original manufacturer standards,
resulting in increased safety to the benefit of all Manitobans, increasing the skilled labour pool,
and creating a healthy, viable repair industry.
For more information on Manitoba Public Insurance, please visit www.mpi.mb.ca.
Page 51
From Samsung Korea:
Real-World Crash Data Analysis in Frontal Crashes
for KNCAP Improvement
For many years, Samsung Traffic Safety Research Institute (STSRI) has actively continued to
support the Korean Ministry of Land, Infrastructure, and Transport (MOLIT) concerning national
traffic policies regarding automotive safety improvement. For example, STSRI has successfully
completed a number of effectiveness analyses of the Korean New Car Assessment Program
(KNCAP), such as full-frontal, side impact test, and head restraints and seat evaluation. Recently,
MOLIT has considered introducing a new crash test in KNCAP which can reflect more realistic car
crashes in the real world.
Accordingly, STSRI analyzed real-world crash data to provide
background knowledge as follows.
STSRI conducted the in-depth crash data analysis (n=332) by sampling fatal accidents, such as
car-to-car and single-car crashes over the past 5 years (2011-2015) in South Korea.
STSRI
reviewed every case of a frontal fatality involving a belted driver or right-front passenger in a sedan
or an SUV who died on site (n=69). By collision type as shown in Table 1 below, 34.7% of deaths
involved small overlap, 24.6% full overlap, 20.2% moderate overlap, 15.9% narrow center, and
finally, 4.3% underrides in South Korea.
Table 1: Number of Deaths by Crash Type
Co-linear
Left Obliquity
Right Obliquity
20
18
16
14
12
10
8
6
4
2
0
Left Small
(n=19)
Right Small Left Moderate
(n=5)
(n=7)
Small Overlap
(n=24)
Right
Moderate
(n=7)
Moderate Overlap
(n=14)
Full Overlap
(n=17)
Narrow
Center
(n=11)
Under-ride
(n=3)
Page 52
Full Overlap
Small Overlap
Moderate Overlap
Narrow Center
The Four Main Crash Types in terms of Number of Fatalities in Korea
From our analysis, it is inferred that many people would still have died in more than 50% of frontal
car accidents (small overlap and narrow center), as opposed to the full-frontal and offset-frontal
impact tests which have been conducted by KNCAP.
In other words, if a new crash test which can represent small overlap or narrow center crashes
can be developed by KNCAP, it is expected that automotive safety will be improved, and that,
ultimately, more lives could be saved in frontal crash accidents.
STSRI will continue to cooperate with MOLIT and other institutes to improve KNCAP, in order to
save more people.
Page 53
On the Move:
Greetings from Steve Miller
Hi, my name Steve Miller and I have been appointed as the new CEO of the Motordata Research
Consortium (MRC) in Malaysia. I have been within the group of companies that owns the MRC for 16 years,
and have now returned to the company that I helped form back in 1999.
I have spent most of his career in bodyshop improvement programs, whether that involve training, process
improvement, and even more concentrating on bodyshop software development.
As a founder member of the company that developed the first on-line bodyshop management program, much
of the software has now been encompassed within the MRC to be able to assist the industry with better tools
for improving standards in the country.
I hang on to my youth by cycling, playing football, and entertaining my 9-year-old daughter, Lauren.
Look forward to meeting you all in September!
Greetings from Jin-Ho Park
Dear RCAR Delegates:
I am Jin-Ho Park. I was appointed as the Director of KART as of 1st April. Previously, I had worked as the
Manager of the Planning and Research Department of KART for around two years, and as the Manager of
the Audit Team at KIDI, the mother company of KART, for more than three years.
I was pleased to have met most of my fellow RCAR delegates at the 2015 RCAR Conference, and I am
looking forward to meeting you all again at the 2016 RCAR Conference in Seoul!
Sincerely yours,
Jin-Ho Park
Page 54
Farewell from Yoshide Sakamoto
It is with mixed emotions that I must inform you all that I have left the Jiken Center as of June 17th.
I would like to express my sincere gratitude to all participants of RCAR for their unchanged and kind support
over the past four years. It has been a joy getting to know the many professionals dedicated to contributing
to RCAR activities who I met through attending the Annual Conferences at memorable locations, as well as
being a part of the Steering Committee.
Wishing you and RCAR all the best for the future!
Yoshide Sakamoto
Greetings from Naoto Tsukamoto
Dear RCAR Members:
My Name is Naoto Tsukamoto.
After a 36-year career with Tokio Marine & Nichido Fire Insurance, I have just succeeded to the position of
President of JKC from Mr. Yoshide Sakamoto, effective June 17th.
Although my main background with my previous company was in marine, giving me little exposure to
automobile, I privately love motor cars, and am very pleased to work for this industry.
I am looking forward to seeing all of you at our next meeting in Seoul.
Page 55
Greetings from Haimao Jia
Dear RCAR Members:
I am Haimao Jia, President of CIRI, and I offer you greetings on behalf of CIRI (China Insurance Research
Institute of Automobile Technology).
I was transferred from PICC (The People’s Insurance Company of China) Property and Casualty Insurance
to CIRI, which was commissioned by The Insurance Association of China to fulfill the mission of setting up a
research institute for China’s insurance industry.
I sincerely hope that my operation and management knowledge and experience in car insurance will
positively contribute to better communication among insurers, car manufacturers, and CIRI, as well as to the
acceleration of the implementation of RCAR’s research and test protocols on car safety, damageability,
reparability, etc. in China.
On behalf of CIRI, I sincerely look forward to cooperation and communication with all my fellow RCAR
members, and am excited to begin working with all my RCAR peers on a personal level.
Dates for your Diary
Sep 25-30, 2016:
RCAR Annual Conference, Lotte Hotel World, Seoul, Korea
Page 56
Important Notice:
The RCAR Network:
AXA-Winterhur Switzerland
AZT Germany
Centro Zaragoza Spain
Cesvi Argentina
Cesvi Brazil
Cesvi Colombia
Cesvi France
Cesvi Mexico
Cesvimap Spain
CIRI/ZBY China
FNH Norway
Folksam Auto Sweden
Generalicar Italy
IAG Australia
IIHS USA
JKC Japan
KART Korea
KTI Germany
LVK Finland
MPI Canada
MRC Malaysia
Samsung Korea
State Farm USA
Tech-Cor USA
Thatcham UK
www.axa.ch
www.allianz-azt.de
www.centro-zaragoza.com
www.cesvi.com.ar
www.cesvibrasil.com.br
www.cesvicolombia.com
www.cesvifrance.fr
www.cesvimexico.com.mx
www.cesvimap.com
www.fnh.no
www.folksamauto.com
www.generalicar.com
www.iagresearch.com.au
www.iihs.org
www.jikencenter.co.jp
www.kidi.co.kr
www.k-t-i.de
www.liikennevakuutuskeskus.fi
www.mpi.mb.ca
www.mrc.com.my
www.samsungfire.com
www.statefarm.com
www.tech-cor.com
www.thatcham.org
If you need to contact us for
any reason, please be sure
to use one of the following
e-mail addresses:
[email protected]
or
[email protected]
The RCAR
Newsletter
Publisher: Wilf Bedard
Editor: Larry Roberts
Technical Coordinator:
Alida Meyer