january 2017 from the secretary-general - rcar · from the secretary-general greetings, and a happy...

Of Special Interest: From the Secretary-General 1

Dates for your Diary 56

The RCAR Network 56

Important Notice to 56

Members

Inside This Issue: Driver Distraction Study 2

AEB Test for COTY 5

Auto Insurance Safety Index 7

Recycled Parts Certification 8

Safety Pick Headlight Criteria 9

Rear-View Cameras 11

Sharing Roads with Robots 14

Autonomous Vehicles 15

R-AEB Market Overview 16

Collision Prevention Systems 19

AEB Tests 20

Tech-Cor Garage Video Series 22

Security Index Update 24

Environmental Management 27

New Version of Orion 29

Design Guide Check Sheet 31

AEB/EEV Research 34

New iCAP Portal 35

Accreditation Training 2017 37

Interpol Formatrain Project 38

Insurance Expert Training 39

Reverse AEB Developments 40

Latest Repair Research 42

Training Key 44

Drone Operator Certification 46

Road Safety Management 47

Weights & Dimensions Forum 48

2nd Road Safety Days 49

Body Shop Symposium 50

EXPO CESVI 2017 51

Repairer Congress 52

January 2017

From the Secretary-General

Greetings, and a Happy New Year to All!

As this is the first Newsletter since our 2016 Annual

Conference in Seoul, Korea, I would like to begin by

expressing my appreciation to our host, KART, and their

Conference Team, headed by Guan Hee Kim and Sung

Woo Shim. I am sure that I speak for all of you when I say

that, thanks to their hard work and dedication, the 2016

Annual Conference was a memorable occasion, and a

complete success.

As usual, this latest edition of the Newsletter contains 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 report from AZT on their new Driver Distraction Study; word from IAG

on their recent AEB test for COTY; a pair of articles from CIRI on the Chinese Auto

Insurance Safety Index and aftermarket parts certification; news from IIHS on new

headlight criteria for their 2017 Top Safety Picks, rear-view cameras, sharing roads with

robots, and new policy guidelines for autonomous vehicles; a market overview from KTI of

vehicles equipped with R-AEB systems; a report from Samsung on front-end collision

prevention systems; a feature from KART on AEB tests; a feature from Allstate/Tech-Cor

on the Tech-Cor garage video series; a trio of offerings from CESVI BRASIL on their

Security Index update, environmental management, and their Orion claims system update;

a report from JKC on their new Design Guide Check Sheet; three pieces from MRC on

AEB/EEV research, their new iCAP portal, and accreditation training; word from Centro

Zaragoza on their work with Interpol and insurance expert training; news from Thatcham

on reverse AEB developments and their latest repair research; reports from CESVIMAP on

training, their drone operator certification, and road safety management; offerings from

CESVI MEXICO on the Weights & Dimensions Forum, the 2nd

Road Safety Days, the

International Body Shop Industry Symposium, and EXPO CESVI 2017; and finally, news

from CESVI Argentina on their recently-held 12th Repairer Congress.

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 enjoy the January edition of the Newsletter!

Wilf Bedard

mailto:[email protected]

mailto:wilf%[email protected]

From AZT Germany:

New Driver Distraction Study by the Allianz Center for Technology (AZT)

A Question of Exposure Pattern

Mileage and number of car-trips per day determine driver distraction ̶ at least more strongly than assumed ̶ and interfere with age, gender, and work-related frequent driving. Technical device penetration rates must also be taken into account when considering issues related to both mileage and distraction, since the possession of a certain device correlates with a higher mileage record.

A recent representative CATI survey, carried out by Allianz Insurance in 2016, gives evidence to the multifaceted interdependency of driver distraction, as well as to the fact that distraction leads to accidents. The telephone survey, based on structured interviews of N=1,600 car license holders, included exposure pattern, accidents within the last three years, tech-device penetration, disposability of the device (mobile or in-vehicle, smartphone, hands-free, navigation systems, etc.), and distraction prevalence (defined as a distractive behavior or event occurring while driving) of 44 sources of distraction, with a focus on device use, but including social factors (e.g. aggressive mood, phone using passengers, etc.). Sample representativeness was measured for Germany’s, Austria’s, and German-speaking Switzerland’s’ car-driving population. The survey was done in co-operation with MAKAM market research of Austria, and Psychologische Hochschule of Berlin, Germany.

First, tests of independence were run on the relation between driver-related factors and distractors, using both original (such as aggressive situations) and aggregated (such as in-car social interaction) factors. Tests were made with 2x2 and 2x3 contingency tables. Figure 1 shows major outcomes, plus the fact that all driver factors must be considered as linked. For example, systematic relations must be considered between device availability, mileage, and distraction. Further research is urgently needed to deepen understanding of the multivariate interdependencies that define distraction. Among other things, AZT acknowledges the underestimated importance of the size of mileage-related daily trips on distraction.

Car drivers’ prevalence of distractive activities or events are at least on a level that leads to doubts about road safety, regardless of the broad range of pedagogical countermeasures on the topic in most countries in recent years. The 2016 Allianz figures are in line with international research, with 51% of all drivers confirming phoning at the wheel and 47% using a mobile phone. Aggregated in-vehicle devices were distractive for at least three quarters of all drivers; 85% reported in-car social factors occasionally being a distraction; 30% reported checking incoming mobile phone signals without answering; 15% wrote; 25 % read text messages; while 40 % manipulated their navigation devices. As for social factors, 36% reported aggressive situations being a distraction, while a remarkable 54% reported phone-using passengers as distractions. However, availability of certain devices made to reduce distraction was not found to reduce distraction prevalence. Corrected for mileage, within each class of kms driven per year, drivers possessing hand-free kits of any kind reported significantly more hand-held usages of their mobile phones. Similar results were found for smartphone-connection tools with on-board-computers. More research is needed to clear up the complexity of psychological and sociological factors of driver distraction, including personality factors such as tech-device-use affinity.

Variables (Significances with Chi-Q)

Business frequent driving

Male gender Age 18-24 Car trips 2+ p.d. Mileage 15 000’s+ km p.a.

DE AT CH DE AT CH DE AT CH DE AT CH DE AT CH

Phoning .004 .003 .037 .000 .031 .000 .000 .000 .013 .000 .000 .000 .000 .000 .000

Texting writing n.s. n.s. n.s. n.s. n.s. n.s. .000 .000 .011 .000 n.s. .017 n.s. .060 n.s.

Texting reading n.s. n.s. .000 .015 n.s. n.s. .000 .000 .011 .000 n.s. .001 .015 .007 n.s.

Navigation manipulating device

n.s. n.s. .025 .000 .045 .008 .000 .000 .017 .000 .004 n.s. .000 .012 .022

Navigation reading display n.s. .026 n.s. .026 .010 .042 .000 .000 .027 .000 .003 n.s. .000 .009 n.s.

Mobilephone ›handheld use‹ (any purpose)

.028 n.s. n.s. .003 n.s. n.s. .000 .000 .004 .000 .023 .033 .000 .002 n.s.

In-vehicle device use .005 n.s. n.s. n.s. n.s. n.s. .000 .000 .000 .000 .039 n.s. .000 .036 n.s.

In-car sozial interaction n.s. n.s. n.s. n.s. n.s. n.s. .000 .000 .002 .002 .053 n.s. .000 n.s. n.s.

Fig.1: Relations between driver factors and distraction prevalence factors [DE Germany, AT Austria, CH Switzerland (German-speaking); two-tailed Chi-Square testing of independence, with values ≤.05 to mark a significant systematic dependency on the 95-percent level, values ≤.06 to mark a statistical tendency on that; n.s.=no significance level could be reached in this sub-samples; read as follow: male and female gender in Germany (DE) do not differ with regard to texting (writing), but they do with regard to texting (reading), in the direction that males significantly confirm more texting reading while driving]

Statistical analyses were made, examining the dependency of distraction and accidents. For that, mileage-based rates were dichotomized. For all three German-speaking countries, phoning while driving, on-board-computer use, and navigation device use were found to be significantly related to higher accident rates. However, aggressive situations, disturbing or phoning passengers, as well as various other factors ranging from texting to using mobile phones connected to the vehicle, were all found to be related to the accident rate, especially for the German sub-sample.

AZT is calling for sharpening existing legal bans (such as internet use), harmonizing ergonomic designs for technical devices, promoting legal and technical measures for better detection of distractive driver behaviors, developing advanced technical measures for suppression of tech-functions, on-board or mobile, and, especially, ADAS to help with passive safety, particularly emergency braking and lane-keeping assist. Accident figures around the world show distraction is still a significant factor in causing lethal accidents -- a long-stable 10% in the US, for example. Educational campaigns are obviously not enough to solve the problem.

The study was released to the media at AZT’s facilities by Mathias Scheuber, Head of Claims and Member of the Board of Allianz Insurance AG, and the author, Dr. Joerg Kubitzki. There was an overwhelming response from the media, with all major print and online channels publishing the results, as shown below.

Reference: Kubitzki, J., & Fastenmeier, W. (2016). Ablenkung durch moderne Informations- und Kommunikationstechniken und soziale Interaktion bei Autofahrern. Unterföhring, Germany: Allianz Deutschland AG.

For further questions, or a German-language pdf-copy of the full report, please contact Dr. Jörg Kubitzki, AZT, Germany, [email protected].


From IAG Australia:

IAG Tests AEB for COTY

The IAG Research Centre was invited to test the Autonomous Emergency Braking (AEB) systems of finalists

in the 2017 Wheels Car of the Year (COTY) award. Wheels Car of the Year is the oldest and most

prestigious Australian car award. Testing was conducted in November 2016, and is the first time that AEB

performance will be a consideration for the award.

IAG recently added a second target vehicle, a ‘pickup’ made from the rear end of a current model Nissan

Navara. The pickup target was designed to represent a segment that make up a large proportion of new car

sales in Australia (16% of new vehicle sales in 2016).

Mercedes-Benz C43 AMG Tested Against the AEB Pickup Target Vehicle

Each vehicle was tested against the sedan and pickup target vehicles. Many systems worked flawlessly

against the sedan target, but failed to recognize the pickup target.

Of the 28 vehicles eligible for the award, half had at least one model fitted with AEB.

The results of the AEB testing, along with the winner of the award will be published by Wheels Magazine in

late January in the next edition of the magazine.

The results will be shared in the next RCAR Newsletter.

Volvo S90 Tested Against the AEB Sedan Target Vehicle

From CIRI China:

CIRI Jointly Publishes the Framework for the China Auto Insurance Safety Index

Joint Research Team Announcing Framework

On Nov 16th 2016, CIRI and CAERI (the China Automotive Engineering Research Institute) jointly

published the framework for the China Auto Insurance Safety Index, under the guidance of the

Insurance Association of China. It is comprised of four indexes: Damageability and Reparability,

Occupant Safety, Pedestrian Safety, and Safety Assistance.

The joint research team has already conducted testing and research involving 16 different car

models. The results will be released at a later date. In addition, it is expected that test protocols will

evolve accordingly, with the input of insurance claims data.

CIRI Initiates Matching Quality Aftermarket Parts Certification Program

Participants at the Quality Aftermarket Parts Certification Program Announcement

In cooperation with the China Quality Certification Centre (CQC), CIRI has initiated a matching quality

aftermarket parts certification program.

The program establishes a mechanism for aftermarket parts quality certification and tracing. By doing so, it

could help regulate the aftermarket parts market, as well as elevate the quality of aftermarket service quality

– both of which are sorely needed by China’s customers and motor insurers.

So far, CIRI has started with bumper skin certification procedures, which will later be expanded to other damage-sensitive parts.

Bumper Skin Certification is the First Step

From IIHS USA:

In The Best Light: Winners of the 2017 IIHS Top Safety Pick Awards Meet New Headlight Criteria

Hyundai Santa Fe Small Overlap Front Crash Test

Consumers who choose a 2017 TOP SAFETY PICK+ award winner shouldn't have trouble seeing

the road on nighttime drives. Good or acceptable ratings in the Insurance Institute for Highway

Safety’s new headlight evaluations set the latest crop of qualifiers apart. Thirty-eight models earn

the "plus" accolade, and 44 earn TOP SAFETY PICK.

IIHS toughened the criteria for TOP SAFETY PICK+ to reflect new headlight evaluations launched

in 2016. The recognition program is meant to encourage manufacturers to offer state-of-the-art

protection for people in crashes, along with features that help drivers avoid crashes in the first

place. In addition to good or acceptable headlights, the latter includes automatic braking

technology, which has been part of the criteria since 2015.

For both awards, models must earn good ratings in the small overlap front, moderate overlap front,

side, roof strength and head restraint tests, as well as an advanced or superior rating for front crash

prevention with standard or optional autobrake. Headlights are factored in only for the top award.

Toyota/Lexus leads manufacturers with nine 2017 TOP SAFETY PICK+ winners, including the

updated Toyota Corolla, while Honda and its Acura division pick up five TOP SAFETY PICK+

awards. Among 2017 models, only seven are available with good-rated headlights. The 2017

winner's circle includes 21 models with a standard front crash prevention system with automatic

braking capabilities.

TSP+/TSP Awards on Honda Ridgeline Pickup Truck on IIHS Covered Track

For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/10/1.

http://www.iihs.org/iihs/sr/statusreport/article/51/10/1

Rear-View Cameras Reduce Police-Reported Backing Crashes

Honda Pilot Rearview Camera Screen

Rearview cameras, soon to be standard on all new vehicles in the U.S., can be expected to prevent

nearly 1 in 6 police-reported backing crashes, an IIHS study concludes. The study compared rates

of backing crashes for vehicles equipped with optional rearview cameras from four manufacturers

with crash rates for the same models without the feature. On average, the cameras cut such

crashes by 16 percent. Drivers ages 70 and older appeared to benefit the most. The study found

that rear parking sensors also cut crashes, though results diverged for the two systems studied.

https://www.cesvimap.com/centro-seguridad-vial/en/about/cesvimap-university-chair/lecture-series.jsp

https://www.cesvimap.com/centro-seguridad-vial/en/about/cesvimap-university-chair/lecture-series.jsp

More and more vehicles are being sold with rearview cameras, and all new vehicles under 10,000

pounds must have them by May 2018. The U.S. requirement is aimed at reducing back-over

crashes involving children and other pedestrians.

IIHS looked at police-reported crashes in 22 states for Buick Lucernes, Honda Pilots and various

Mazda, Mercedes-Benz and Subaru models. All except the Lucernes and some Mercedes-Benz

models had optional rear cameras. The Lucernes and some Mercedes-Benz vehicles had optional

parking sensors.

The rearview cameras reduced the rate of backing crashes per insured vehicle year by 16 percent

for all vehicles combined. When looked at by manufacturer, all the camera systems except for the

ones on Mercedes-Benz vehicles reduced crashes. The reductions ranged from 14 percent to 23

percent. Mercedes-Benz vehicles equipped with only a camera had a 2 percent increase in backing

crashes, though the change was not statistically significant.

The cameras had the biggest benefit for drivers aged 70 and older. Their backing crash rate fell 40

percent with cameras, compared with 15 percent for drivers younger than 70.

For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/9/4


Can Humans and Robots Share the Road?

Minor crashes involving Google cars show the hazards of sharing the road with human drivers.

Google has logged more than 2 million miles on U.S. public roads with nearly 60 cars in

autonomous mode. Since the Self-Driving Car Project's 2009 launch, Google has reported 19

crashes. In most of the cases, the Google car — either a specially equipped Lexus SUV or a

prototype autonomous vehicle — was rear-ended by another vehicle, and mostly while stopped at

an intersection with the other vehicle traveling below 10 miles per hour.

Five collisions involved another vehicle sideswiping the Google car, although two of those involved

only side mirror contact with no damage to either vehicle. Google was deemed partially at fault in

just one fender-bender involving the car hitting a bus at low speed.

IIHS researchers have compared crash rates for Google's cars in autonomous mode with police-

reported crash rates in the same geographic location before 2016. Of 10 crashes Google reported

to California officials, three were judged comparable to actual police-reported crashes among

human drivers, yielding a crash rate of 2.19 crashes per million miles traveled while under

autonomous control. This is considerably lower than the police-reported crash rate in Mountain

View, (5.99 per million vehicle miles traveled), where Google cars drive, and comparable to the rate

in California statewide (1.92 per million vehicle miles traveled).

For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/8/1.


Overview of New U.S. Policy Guidelines for Autonomous Vehicles

The U.S. National Highway Traffic Safety Administration (NHTSA) in September 2016 issued its first policy guidelines for "highly automated vehicles" that are responsible for monitoring the driving environment and can take full control of the driving task in some or all circumstances. The guidance applies to companies that manufacture or help to manufacture highly automated vehicles and aftermarket suppliers of related systems. The voluntary guidelines apply to vehicles being developed with SAE International levels 3-5 autonomy, not the current Level 2 systems on vehicles that consumers can buy today. Recognizing that automated functions can straddle one or more levels, however, NHTSA suggests that most of the guidance should "generally apply to the full spectrum of automated vehicle systems," including Level 2 and lower systems that can perform some driver functions but rely on human drivers to be engaged in the driving task. The four-part framework covers Level 3 and higher systems and outlines what recommended state policies should address, as well as the regulatory tools that NHTSA currently has and ones it might seek, including a premarket approval process for new systems and vehicles. Currently, NHTSA relies on manufacturers to self-certify that their vehicles meet federal motor vehicle safety standards and then conducts spot checks to ensure compliance. The agency could seek the authority to test vehicle prototypes to see if they meet safety standards before coming to market. A 15-point safety assessment outlines expectations for manufacturers as they develop, test and deploy automated vehicle technologies in personal vehicles and ride-sharing services. Manufacturers are expected to self-classify their systems according to SAE's vehicle automation scale and to voluntarily report how each system meets the 15-point safety assessment prior to testing or deployment on public roads. Autonomous vehicles will have to meet all applicable safety standards, including crashworthiness. While NHTSA will oversee automated vehicles and technology, states will continue to handle vehicle licensing and registration, traffic laws and enforcement, and insurance and liability regimes. For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/8/3.


From KTI Germany :

A Market Overview of Vehicles Equipped with R-AEB Systems in Germany

As part of a research project, KTI is concerning itself with assessing the performance of Reverse

Autonomous Emergency Braking (R-AEB) systems, within the framework of an RCAR procedure.

According to statistics provided by RCAR,1 up to 40 % of all claims involve parking and maneuvering, which

cause up to 30 % of all claim costs. Such accidents happen typically in reversing situations, regardless of

whether the vehicle is equipped with a Park Distance Warning (PDW) device or not.

Front-Autonomous Emergency Braking (F-AEB) systems are already standard or at least an optional feature

for the majority of vehicle models and brands. While F-AEB systems have shown to be effective in reducing

the incidence of front-to-rear crashes, the market share of newly-registered vehicles fitted with R-AEB

systems is increasing slowly, comparing to F-AEB systems. Furthermore, AEB systems are already listed

and kept up-to-date by the Euro NCAP Program2. Accordingly, there is a demand for a market overview of

all vehicles fitted with R-AEB systems. The focus of this study is on the German market, justified by the

diversity of equipped models for each manufacturer, independent of the respective country.

Definition of R-AEB Systems

Currently, there are many different systems with different names on the market to support the driver in

maneuvering and parking situations while reversing (e.g. Park Distance Warning, Rear Cross Traffic,

Rearview Camera, etc.). RCAR defines R-AEB as “braking that is applied automatically by the vehicle whilst

in reverse in response to the detection of a likely collision when the driver has not made any manual

application of the brakes.”3 The majority of R-AEB systems are based on ultrasonic sensors (US).

Considered Vehicles and Models

This study includes all available vehicle models listed under vehicle manufacturers (VM) in the German

market, with R-AEB Systems available as standard or optional equipment. Table 1 on the following page

shows 14 identified models from 8 different VM for which R-AEB is available.

1 Position paper regarding parking and maneuvering accidents, version 1.0, June 2015; http://rcar.org/

2 European New Car Assessment Program; http://www.euroncap.com/

3 Procedure for assessing the performance of Reverse Autonomous Emergency Braking (R-AEB) systems in rear collisions, version 0.9, December 2016; http://rcar.org/

http://rcar.org/

http://www.euroncap.com/

http://rcar.org/

Table 1: Vehicles Equipped with R-AEB Systems on the German Market

Brand Model Type/ Year

Equipment Avail abilit

y System Sensor

BMW 7 Series G11 all Active PDC1 US

Cadillac CT6 2016 Platinum “Automatische Bremsung beim

Rückwärtsfahren”2

Radar

Cadillac CTS 2017 Platinum “Automatische Bremsung beim

Rückwärtsfahren”2

Radar

Infiniti Q50 2016 Premium Tech3 Back-up Collision Intervention

(BCI) Radar + US

Infiniti Q50 2016 Sport Tech3 Back-up Collision Intervention

(BCI) Radar + US


(BCI) Radar + US


(BCI) Radar + US


(BCI) Radar + US


(BCI) Radar + US


(BCI) Radar + US


(BCI) Radar + US

Lexus RX 450h AGL20 Executive Line Intelligent Lexus Park Assist US

Lexus RX 450h AGL20 F Sport Intelligent Lexus Park Assist US

Lexus RX 450h AGL20 Luxury line Intelligent Lexus Park Assist US

Lexus RX 450h AGL20 Business Edition Intelligent Lexus Park Assist US

Lexus RX 200t FWD AGL20 Executive Line Intelligent Lexus Park Assist US

Lexus RX 200t AWD AGL20 Executive Line Intelligent Lexus Park Assist US

Lexus RX 200t AWD AGL20 F Sport Intelligent Lexus Park Assist US

Lexus RX 200t AWD AGL20 Luxury line Intelligent Lexus Park Assist US

Mazda CX-5 2016 Sports-Line (all) Smart City Brake System (SCBS R) US

Mazda CX-5 2016 NAKAMA

Intense Smart City Brake System (SCBS R) US

Mazda 6 Saloon 2016 Sports-Line (all) Smart City Brake System (SCBS R) US

Mazda 6 Tourer 2016 Sports-Line (all) Smart City Brake System (SCBS R) US

Mazda 6 Tourer 2016 NAKAMA

Intense Smart City Brake System (SCBS R) US

Skoda Kodiaq 2016 Ambition Rangierbremsfunktion4 US

Skoda Kodiaq 2016 Style Rangierbremsfunktion4 US

Toyota Prius XW50 Comfort Intelligent Clearance Sonar (ICS) US

Toyota Prius XW50 Executive Intelligent Clearance Sonar (ICS) US

VW Tiguan AD1 SOUND Rangierbremsfunktion4 US

VW Tiguan AD1 Trendline Rangierbremsfunktion4 US

VW Tiguan AD1 Comfortline Rangierbremsfunktion4 US

VW Tiguan AD1 Highline Rangierbremsfunktion4 US

optional | standard | 1 part of “Park Assist” | 2 “automatic braking when reversing” | 3 only available with automatic transmission | 4 "shunting brake function", extension of “Park Pilot” | 5 03/17

All data based on available information of 01/2017

Table 1 above shows the availability of R-AEB systems on the German market, but does not provide their market share. The analysis is based on 2016 statistics of the German KBA4, which considered 3,351,607 newly-registered vehicles. Of these, only 96.471 (2.88 %) vehicles were available with R-AEB, (standard or at least optional).

4 Kraftfahrt Bundesamt (Federal Office for Motor Vehicles), http://www.kba.de/

http://www.kba.de/

Analysis of Market Share

Figure 1 below shows two different analyses. The chart on the left shows all VM providing R-AEB systems in at least one of their models. These 8 VM have a market share of 37.7 %. The table on the right shows all models with standard or optional availability of an R-AEB system, representing a market share of less than 2.88%.

Model Market Share

# %

VW Tiguan 63.978 1,91

Mazda CX-5 17.104 0,51

Mazda 6, Mazda 6 Tourer

6.452 0,19

BMW 7er 5.536 0,17

Toyota Prius 2.236 0,07

Lexus RX 200t AWD, Lexus RX 450h

524 0,02

Infiniti Q50 351 0,01


Cadillac CTS 74 0,00


Cadillac CT6 17 0,00

Sum 96.471 2,88 %

Figure 1: Market Share in 2016 in Germany (left: market share per manufacturer based on 3.351.607 newly registered cars offering an R-AEB System in at least one model; right: market share per model, which can have R-AEB)

Conclusion and Outlook

The study shows that R-AEB is still in the developmental stage at all VM in the German market. In fact, R-AEB systems have penetrated only a small percentage of all models. From our perspective, the R-AEB system is very interesting to insurers because of its high potential for reducing accidents and claim costs in maneuvering and parking situations.

Contact

KTI GmbH & Co. KG Kraftfahrzeugtechnisches Institut Fabian Bortfeldt Waldauer Weg 90a 34253 Lohfelden Phone: +49 561 51081 0 Email: [email protected] URL: www.k-t-i.de

62.9%

19.5%

7.8% 5.6%

2.1%

1.9%

0.07%

0.07% 0.01%

9.7%

VM offering R-AEB, market share 2016

all other marketparticipantswithout R-AEBVW

BMW

Skoda

Toyota

Mazda

Lexus

Infiniti

Cadillac

no R-AEB available


http://www.k-t-i.de/

From Samsung Korea:

Effectiveness of Front-End Collision Prevention Systems (FCWS, AEBS) in Korea

Recently, the Samsung Traffic Safety Research Institute (STSRI) carried out an evaluation of the

effectiveness of forward collision warning systems (FCWS) and autonomous emergency braking systems

(AEBS) in reducing front-to-rear crashes and injuries, as well as repair costs, in South Korea. In this study,

statistical analysis was conducted to demonstrate the effect of such systems on accident rates, fatality rates,

injuries, and repair cost, utilizing the in-depth research database of Samsung Fire & Marine Insurance

(SFMI).

Vehicle models from five domestic manufacturers (Hyundai, Kia, Renault, Chevrolet, and Ssangyong), and

five import manufacturers (Benz, BMW, Audi, Volkswagen, and Volvo) were investigated. As a result, a total

of 735 models (436 domestic, 299 imported) were selected. The equipment rate of FCWS and AEBS in

domestic models as standard is relatively lower than with imported models: domestic models with FCWS

(2.3%), with AEBS (4.1%); imported models with FCWS (15.1%), with AEBS (27.4%). Statistical analysis

was used to compare rates of SFMI-reported crash involvements during 2011-2015 between passenger

vehicle models with FCWS or AEBS and the same models where these optional systems were not

purchased. In total, 23,744 cases in which vehicles with or without FCWS and AEBS were involved in traffic

accidents were examined, involving 10,901 injured people and 983 damaged vehicles.

The study concluded that FCWS and AEBS reduced the crash involvement rate by 4.1% and 4.5%,

respectively. Fifteen fatal accidents occurred without FCWS or AEBS, while no fatal accidents were found

with FCWS or AEBS. FCWS and AEBS reduced serious pedestrian injury rates by 25.4% and 35.5%, and

the NISS (New Injury Severity Score) 9-15 by 12.5% and 9.1% each. Vehicle damage depth (Damage

severity 4~5 on a scale from 0-5) with FCWS or AEBS decreased by 1% and 2%. However, repair costs

increased by 57.5% and 41.5% respectively, for vehicles damaged at Damage severity level 1-2 (see above).

-60

-40

-20

0

20

40

60

80

Accident Rate NISS 9-15 PedestrianInjuries

Repair CostCh

an

ge (

%)

Effectiveness of FCWS and AEBS

FCWS

AEBS

From KART Korea:

AEB Tests: Nighttime & Offset

As more and more vehicles equipped with ADAS are rolling out from manufacturers, more motor

vehicle insurers are ready to provide lower insurance premiums for such vehicles. As such,

knowing how much such vehicles effectively reduce accidents is essential for insurers to apply the

proper premium differential. After all, it is not fair that all vehicles equipped with ADAS receive the

same level of benefit if they show different performance levels on the road.

The best way to properly evaluate each vehicle is based on insurance accident data – provided

that you have enough data. As it has only been two or three years since Korean vehicle

manufacturers first released ADAS-equipped vehicles, the data is insufficient to show any

statistically significant benefit. Currently, NCAP and RCAR test protocols for AEB (CCR) are

based on normal driving situations (daytime, 100% overlap). But in the real world, accidents

happen in various scenarios. As there are plans to update the AEB test protocol, KART decided

to conduct AEB CCR tests under various severe conditions.

KART tested three vehicles, whose model year was 2016, with AEB, according to the existing

RCAR protocol. To see how the systems worked in realistic driving conditions, tests were also

done during daytime and nighttime, with varying overlap.

As you can see from <Table 1> below, vehicle ‘C’ perfectly avoided crashes at 50km/h at overlaps

of 100% and 50% but did not avoid crashes even at the lowest speed of 10km/h when the overlap

was 25%. Moreover, not only vehicle ‘C’, but also vehicles ‘A’ and ‘B’ showed poor performance

as the amount of overlap was reduced.

<Table 1> CCR Test Results During Daytime

Test Speed(km/h)

100% overlap 50% overlap 25% overlap

Model A B C A B C A B C

10 A A A A A A A A 10.0

15 A A A A A A A A 15.0

20 A A A A 0.0 A 12.8 A 20.0

25 A A A A 25.0 A 25.0 25.0 25.0

30 A A A A 30.0 A 30.0 30.0 30.0

35 A A A 16.4 35.0 A 35.0 35.0 35.0

40 17.5 A A 27.6 40.0 A 40.0 40.0 40.0

45 45.0 45.0 A 45.0 45.0 A 45.0 45.0 45.0

50 50.0 50.0 A 50.0 50.0 A 50.0 50.0 50.0

* “A” means crash was avoided. The figures in the table are crash speeds

<Table 2> below shows the test results from the nighttime tests. The headlamps were kept in the

high-beam position throughout the tests. Both vehicles showed worse performance during

nighttime than during daytime.

<Table 2> CCR Test Results During Nighttime

Test Speed(km/h)

100% overlap 50% overlap

B C B C

10 Collision A A 10.0

15 A A A 15.0

20 A A A 20.0

25 A A A 25.0

30 30.0 A 30.0 30.0

35 35.0 A 35.0 35.0

40 40.0 A 40.0 40.0

45 45.0 A 45.0 45.0

50 50.0 A 50.0 50.0

* “A” means crash was avoided. The figures in the table are crash speed.

The results of our testing show that the performance of AEB varies not just with manufacturers, but

that ambient conditions such as nighttime versus daytime driving also have an impact on the

performance of AEB.

It is very important and clear that when motor insurers provide lower insurance premiums for

vehicles equipped with such systems, doing so should be based on their performance.

Accordingly, KART will continue to test various vehicles equipped with ADAS, and publish the

results, so that they can be used by motor vehicle insurers to properly calculate any applicable

reductions in insurance premiums.

From Allstate Tech-Cor USA:

Tech-Cor Research: Tech-Cor Garage

To meet the educational needs of Allstate’s auto claims staff, Tech-Cor Research in late 2013

sought to develop a solution that would allow Tech-Cor to respond more quickly to critical issues

facing Allstate’s collision damage evaluators. Following a comprehensive examination of current

practices and available resources, Tech-Cor would implement a new video communications

strategy. Relying less on fully scripted productions, Tech-Cor would adopt a more contemporary,

free-flowing documentary style, facilitated by an on-camera claims expert. The new approach

would dramatically reduce production lead-time and allow Tech-Cor to increase greatly its “speed to

market.” Tech-Cor Garage was chosen as the title for the new video series.

The first videos in the Tech-Cor Garage series addressed procedural issues and provided tips

designed to increase estimating accuracy and eliminate “friction points” between insurers and body

shops. Video content development was based upon knowledge gained through conversations with

leaders in the collision repair and insurance industries. The primary goal of the videos was to

provide damage evaluators with strategies they could use every day to improve their performance.

Subsequent videos in the Garage series focused on technology, with topics including:

Plastic repairs using a nitrogen welder;

Car-O-Liner’s alignment bench system;

Aluminum repair, including segments on quarter panel replacement, front lower rail replacement

and sectioning, radiator core support repair, and panel straightening;

Celette’s Bench System.

For 2017, Tech-Cor plans to “ramp up” its production of Tech-Cor Garage, as the series has proven

to be quite popular with its claims audience. Future Garage topics will include advancements in the

repair of composite bumper covers and quick checks to help damage evaluators identify collision-

related front-end suspension damage.

For more information about Tech-Cor’s Tech-Cor Garage video series, contact Mark Woirol, or John

Boghosian.




Tech-Cor Senior Body Technician Steve Logerquist Fixtures a Vehicle to a Car-O-Liner® Bench Rack

Tech-Cor Garage Host Tom Rusnak Introducing to Viewers the Celette Sevenne Bench System

Tech-Cor Senior Refinish Technician Peter Kobe Repairs a Bumper Cover Using Urethane Supply Company’s Nitrogen Welding System.

From CESVI BRASIL:

CESVI BRASIL Updates Security Index

A new study releases rankings indicating the safest vehicles for accident prevention and minimal collision damage, both for passengers and pedestrians

Aspiring to guide consumers and the

market on the safest vehicles for sale,

CESVI BRASIL has just released the first

update of its Security Index since its

creation in 2008. The new research

analyzed 2015’s leading sales vehicles,

according to Fenabrave (the National

Federation of Motor Vehicle Distribution).

Initially, 293 versions were studied, derived

from 58 vehicles and 14 automakers,

accounting for about 90% of all new

vehicles in the commercial market.

The update is in response both to market

demand and a new consumer profile, well-

informed and aware of the relevance of

security equipment when choosing a new

car. It was also needed to review the latest

equipment available in the market

responsible for increasing passenger and

non-passenger safety, which was not

considered in the first release.

In this new version, vehicles are numerically classified: the smaller the score (from 10 to 60), the

better the rank; and by a 1-to-5 star system, with vehicles with more stars being better-ranked. The

vehicle evaluation process considered different weights for five basic existing safety equipment

groups, present in state-of-the-art industry models: Active and Passive Safety; Driving and Safety

Assistance, and Pedestrian Protection.

Associating criteria to a star system facilitates vehicle comparison by the consumer and, at the

same time, reveals minor variations between them (indicated by their scores), delivering a more

robust comparison.

Under ‘Active Safety,’ the following accident prevention equipment are evaluated: Anti-lock Braking

System (ABS) and Braking Assistance System (BAS); Electronic Braking Distribution (EBD) and

Electronic Stability (ESC) and Traction (TCS) Controls.

Under ‘Passive Safety,’ which aims to reduce accident hazards for vehicle occupants, 18 items

were analyzed, including side protection bars, Isofix (attachment points for child safety seats in

passenger cars), head rests for all occupants, and airbags, among others.

A newcomer to the index, ‘Driving Assistance’ refers to a category of equipment responsible for

helping the driver when operating the vehicle, through sound and light warnings and/or images.

Among the 16 items considered here are range detectors (which alert the driver to sudden traffic

lane changes due to sleepiness or distraction), rear defrost, and speed regulator, among others.

Under ‘Security Assistance,’ also a new category, vehicle condition alerts were evaluated, using five

technologies: alerts for airbag deactivation (visible), driver’s belt, passenger and other occupant

seat belts, and fatigue detectors.

Finally, based on giving priority to pedestrians in relation to other traffic vehicles – passenger cars,

motorcycles and bicycles -, according to the CTB (Brazilian Traffic Code), CESVI BRASIL created

the ‘Pedestrian Protection’ category as another new group for its Security Index. This category

looks at components designed to diminish the risk to pedestrians in case of collision with them, such

as active car hoods (systems responsible for activating a hood’s hinges), protection bars (located in

the vehicle’s front region, designed to minimize damage to anyone run over), and pedestrian

airbags.

The Country’s Safest

According to CESVI BRASIL, the top 20 vehicles listed in its Security Index are as follows:

Automaker Version Stars Score

1 Ford Focus Hatch Titanium Plus 2.0 AT 4 22

2 Jeep Renegade Limited Edition 4 23

3 Ford Ranger Limited 3.2 Diesel 4x4 AT 4 25

4 Jeep Renegade 1.8 4 25

5 Jeep Renegade Longitude 4 25

6 Jeep Renegade Sport 4 25

7 Jeep Renegade Sport 75 anos 4 25

8 Jeep Renegade Trailhawk 4 27

9 Ford Focus Hatch SE Plus 1.6 4 27

10 Ford Focus Hatch SE Plus 2.0 AT 4 27

11 Ford Ranger XLT 3.2 Diesel 4x4 AT 4 28

12 Volkswagen Golf GTI 2.0 TSI 4 28

13 Honda Civic Touring 4 29

14 Ford Ranger Limited Edition 2.5 Flex – MT 4 29

15 Ford Ranger XLS 2.2 Diesel 4x4 - MT 4 29

16 Honda Civic EX 4 29

17 Honda Civic EXL 4 29

18 Honda Civic Sport 4 29

19 Ford Ecosport Free Style Plus 1.6 AT 4 29

20 Ford Ecosport Titanium 2.0 AT 4 29

Environmental Management at our Salvage Yard

In 2015, CESVI BRASIL began the process of salvage yard management, by administering BANCO

DO BRASIL and MAPFRE Insurance Group’s auctions and salvage vehicles. Currently, the online

and face-to-face auctions conducted by CESVI BRASIL sell more than 1000 vehicles per month.

With its know-how on the operation of vehicles in salvage yards, CESVI BRASIL allowed BANCO

DO BRASIL and MAPFRE Insurance Group to take a more assertive and more technical role, in

addition to implementing actions not previously carried out.

Of all its operations, the one that stands out has to be environmental management, due to its

overriding importance. Accordingly, CESVI BRASIL examined, together with the operation of the

yard, the adequacy of the following criteria:

Vehicle Storage

With the intention of storing the vehicles in the best possible way, CESVI elaborated a plan with the

determined vacancies in order to optimize spaces. This adequacy is in accordance with the norms

and guidelines of sustainability and the rules determined by the fire brigade of Brazil. The

adaptation allowed the storage of more than 7 thousand vehicles.

Training

Training for employees and managers of the company was carried out in order to emphasize the

importance of the subject-matter, and to explain the various forms of waste sorting, as well as their

proper storage and transportation.

Structural Adjustment

In order to meet Brazilian’s established rules and standards regarding the avoidance of soil

contamination, it was necessary to modify the existing infrastructure of the space through various

improvements, such as reserving an area for parts disassembly and fluids separation, and providing

equipment for dismantling vehicle and waste collection lines, among others.

Waste Generation and Classification

This type of operation generates a high level of waste that must be properly treated, in order to

reduce the social and environmental impacts of the operation. Accordingly, waste is classified and

separated according to its risk level, in suitable, properly identified containers.

Transportation of Waste

The proper transportation of waste is also of great concern. For this reason, CESVI BRASIL acts in

direct contact with its suppliers. Classified waste is transported with the proper identification, and

properly disposed of accordingly. Of special consideration here is the periodicity of suppliers’

licenses, which guarantees the continuity and quality of the program.

As can readily be seen from the preceding, CESVI BRASIL recognizes that activity in its salvage

yards must follow strict rules on environmental management, in order to maintain a sustainable

operation.

CESVI BRASIL Updates Órion – Its Claims Management System

The Tool Reaches its Sixth Version, Consolidating the Offer of Totally Digital Solutions with Innovations in Navigability and User Experience

Aiming to improve user experience, increase productivity and contribute to the provision of more

complete solutions for its customers, CESVI BRASIL announces the development of Órion’s sixth

version, Órion V6, a system created by the research center to assist insurance companies, car

repair shops, regulatory agencies, and fleets with claim management. New features such as

friendlier navigation and a new graphical interface aggregate agility and productivity to the

processes.

In a more intuitive way and with a redesigned layout for desktops, laptops, and tablets, Órion V6

offers the customer, on one screen, technical information on services and price consultation on

parts of the vehicles in line with the tables of the main automakers in the country; the ability to

monitor budget processes in detail, including repair, body work, and painting times; and the ability to

add and delete items in a more practical way with just one click.

When it comes to salvage vehicle reports - those that pertain to whether the vehicle can be

economically repaired or not -- the automatic and customized filling-in feature makes the tool even

more valuable, while enabling, at the same time, the inclusion and classification of damaged parts -

with photos of the car. The sixth version of the system also offers cost graphics on the budget

screen, which is an essential tool for visualizing the percentage evolution of the claim. Through

colors and captions, the system shows whether or not the repair budget available has reached a

partial or full level.

With these updates, Órion V6 gains new features, which enable greater productivity, agility,

performance, and usability. The customer experience is improved by reducing the number of clicks

to complete the inspection or the budget, making the work of technicians much more efficient.

Órion

The Órion system is an integrated and complete solution for claim management, 100% web-based,

and featuring the most advanced technology. For car repair shops, it offers the best electronic

repair budget tool in the market, fully online. For insurers and regulators, it provides an integrated

claims solution that streamlines the entire operation, beginning from the point when the company's

call center receives the initial claim communication.

From JKC Japan:

JKC Releases New Design Guide Check Sheet

In 2007, RCAR summarized its research results into a design guide (RCAR 2007 design guide),

which suggested optimum design to achieve better damageability and reparability of vehicles. In

2008, JKC translated the guide into Japanese and distributed it to Japanese OEMs (J-OEMs).

OEM engineers, however, seem to have not fully utilized it so far. One of the reasons is that the

guide consisted of over 150 required items with no prioritization, making it difficult for them to put

the guide into practice.

On the other hand, by conducting collision tests, JKC has been studying 6 to 10 vehicles annually

and sharing results with the J-OEMs, as well as our compiled knowledge for the improvement of

damageability and reparability. Recently, JKC selected some suggestions from ones made to J-

OEMs in the past and arranged them into a new Design Guide Check Sheet (DGCS). Its detailed

features are explained below.

1. Reduced required items compared to the 2007 RCAR design guide

From the users’ point of view, it will be less time-consuming if the number of check items is not so

large. The new DGCS is composed of only 65 items -- less than half the number in the RCAR 2007

design guide. Figure 1 below shows an extract from our new DGCS.

Fig.1 Design Guide Check Sheet (Extract)

# Parts name Recommended designDistributed

weight

1Front Bumper

Cover

Front bumper cover (including the radiator grille) should be jointed in a

manner, which enables the panels to be readily separated in a collision, so

that it can avoid or minimize further damages to headlamps, front fenders

and other surrounding expensive parts.

1.4

2 … …

3 … …

4

The amount of the engagement of front bumper reinforcement and bumper

barrier should be no less than 75 mm. If the amount of the engagement is

not sufficient, front bumper reinforcement should be designed to avoid

under-ride collision.

6.8

5 … …

6 … …

35The distance from the ground to the end of tail lamps should be more than

the height (705 mm) of the barrier.2.0

36Garnishes for the tail lamp, which are to fill the gap between the back door

panel and the tail lamps, should be supplied as service parts.1.0

… … … …

65 Wiring … …

Front Bumper

Reinforcement

Rear

Combination

Lamp

2. Selection of required items intended to be mutually exclusive and collectively exhaustive

All the items were selected based on JKC’s past collision test results. Relationships between the

items were considered so that each item would be mutually exclusive and collectively exhaustive.

For example, Figure 2 shows a group of three items which contribute to protecting front-end parts.

Both the first and second items are related in terms of how the front fender should be connected to

other parts. Accordingly, the first item reads: “Front bumper cover (including radiator grille) should

be jointed in a manner which enables the panels to be readily separated from the panels in a

collision, so that it can avoid or minimize further damage to headlamps, front fenders and other

surrounding expensive parts.” The second item reads: “Headlamps should be fitted to front fender

in a manner which can be separated easily in a collision, so that fenders are not damaged.” The

third item reads: “The amount of the engagement of front bumper reinforcement and bumper barrier

should be no less than 75 mm. If the amount of the engagement is not sufficient, front bumper

reinforcement should be designed to avoid under-ride collision.” Each of these three items is

independent from one another, yet contributes to protecting the front fender as well.

Fig.2 Items for Front Fender

Figure 3 shows another example. These two items are related to protecting the tail lamps.

Accordingly, the first item reads: “The distance from the ground to the end of tail lamps should be

more than the height (705 mm) of the barrier.” In order to protect the tail lamps, this requirement

needs to be met. As this requirement is related to damageability, a “D” is indicated on the item.

The second item reads: “Garnishes of the tail lamp, which are to fill the gap between the back door

panel and the tail lamps, should be supplied as service parts.” As this requirement is about

reparability, an “R” is indicated on the item.

Fig.3 Items for Tail Lamp

D Front bumper cover (including the radiator grille) should be jointed in a manner, which enables

the panels to be readily separated in a collision, so that it can avoid or minimize further

damages to headlamps, front fenders and other surrounding expensive parts.0.5

DHeadlamps should be fitted to front fender in a manner, which can be separated easily in a

collision, so that fenders are not damaged. 0.5

DThe amount of the engagement of front bumper reinforcement and bumper barrier should be no

less than 75 mm. If the amount of the engagement is not sufficient, front bumper reinforcement

should be designed to avoid under-ride collision.1.0

DThe distance from the ground to the end of tail lamps should be more than the height (705 mm)

of the barrier.1.0

RGarnishes for the tail lamp, which are to fill the gap between the back door panel and the tail

lamps, should be supplied as service parts.0.7

3. Prioritizing the items with weighted values

When encouraging OEMs to refer to our design guides, it is very important to indicate the level of priority, so we prioritize all the items with weighted scores, based on the following criteria:

* If one item contributes to protecting a particular part, a score of [1] is given. * If two or more items contribute to protecting a particular part, then each item is given a score of [1] divided by the number of relevant items. * A score of [1] is also given to each item related to damageability, while a score of [0.7] is given to those related to reparability.

As certain parts are affected by multiple items, we carefully observed the relationship between the parts and the required items, assigned the score, then completed the DGCS as shown in figure 1.

4. High correlation between DGCS score and the repair costs

Each item on the DGCS has its own weighted score. If required items are met, then such items obtain the designated score. If not, the score is zero. The sum of each given score is defined as the “DGCS scores,” which reflect the level of damageability and reparability of vehicles. We confirmed that DGCS scores correlate with repair costs. Figure 4 below shows the correlation between DGCS scores and repair costs. The correlation coefficient was calculated as high as 0.77.

Fig. 4 Correlation Between DGCS Scores and Repair Costs

As J-OEMs have shown interest in these DGCS features, JKC will continue to urge them to utilize the DGCS so that the damageability and reparability of future vehicles can be further improved.

http://www.jikencenter.co.jp/index.html

From MRC Malaysia:

MRC Research on AEB & EEV

MRC Malaysia is planning to deliver two research papers in 2017. The first research paper is to

study correlations between vehicles with and without AEB systems in Malaysia. MRC will

investigate the impact of AEB systems on the Malaysian motor insurance industry.

The popular belief is that AEB systems will assist motor insurers to

reduce claims cost, as the systems have been proven to prevent crashes

at low speed and reduce the impact velocity of high speed crashes.

As such, it is generally accepted that AEB systems will help in reducing

the number of motor claims. However, some may suggest that although

the number of claims may reduce, the average cost of claim per vehicle

may increase, since expensive AEB parts, components, and sensors are

located in the proximity of accident-sensitive areas.

This study will extract motor accident data from MRC’s national Claim Processing Centre (CPC)

database for selected Volvo XC60 and Ford Focus models, with and without AEB systems. In

addition to straight-forward front collisions, it is expected that other factors may contribute to the

findings, such as human behavioral and circumstances aspects. For example, we may see the

number of rear collisions for AEB-fitted vehicles increase, as their braking efficiency is greater than

that of the vehicles behind them, presumably without AEB systems. It is also hoped that this study

will shed some light on the general perception of AEB systems.

For the other research paper, we plan to study correlations between Energy Efficient Vehicles

(EEV) and non-EEV models within similar body shape. EEV classification is an integral part of the

Malaysian National Automotive Policy (NAP 2014), defined by the Malaysian Automotive Institute

(MAI) as “vehicles that meet a defined specifications in terms of carbon emission level (g/km) and

fuel consumption (l/100 km) – EEV includes fuel efficient vehicles, hybrids, EVs and alternatively-

fueled vehicles, e.g. CNG, LPG, Biodiesel, Ethanol, Hydrogen and Fuel Cell”.

This study will be carried out in a similar fashion as the AEB research, but not limited to number of

claims and average cost of claim per vehicle. The analysis will be expanded to cover safety

aspects of body shops handling repairs involving high-voltage batteries, as well as a demographical

study of EEV and plug-in stations in Malaysia.

The findings of both papers will be shared among RCAR members at the upcoming 2017 RCAR

Conference in Canada, with both studies chosen as relevant to the upcoming de-tarrifing of

insurance premiums that is due to take place this year in Malaysia.

MRC’s New Integrated Claims/Automotive Portal (iCAP)

iCAP is MRC’s newly-developed web-based Portal, designed to replace the aging national Claims

Processing Centre (CPC) that has held all the accident claims data in Malaysia since 2000.

Designed and developed using the latest web-based technology, iCAP also consists of many new

functionalities to ensure that it is the most comprehensive portal for the entire Malaysia motor

insurance industry. Building on the commitment to the Malaysia Central Bank (Bank Negara

Malaysia), MRC’s multimillion-dollar investment will serve as a gateway for all motor insurance

claims transmissions in Malaysia. All industry players will have access to iCAP to run reports or to

obtain any statistical data on the entire industry, in real-time.

In addition, iCAP will be the centralized database for Vehicle Parts Pricing, Vehicle Specific Repair

Times, and Vehicle Repair Methodology, which all estimating systems will be accessing to obtain

this information. This not only ensures that data will be consistent throughout the industry, but also

allows MRC to monitor part price trends more effectively, and feed them back to such relevant

stakeholders as insurance companies, adjusting firms, and vehicle manufacturers.

Through iCAP, MRC is now able to analyze claims patterns such as fluctuation of average cost of

repair, differences in accident rate among vehicles fitted with collision avoidance systems vs those

not fitted, and differences in the level of severity (if any, due to improper repair) of any vehicle that

has been involved in a subsequent accident. MRC hopes that, through this analysis, critical

information can be shared with the relevant vehicle manufacturers and designers to help make a

better vehicle, and with repairers to improve on repair methods. At the same time, insurance

companies will also be able to use this information for better risk forecasting and determining

vehicle group ratings in view of the upcoming de-tariffication of insurance premiums in Malaysia.

Additionally, having all motor insurance claims data logged into iCAP enables MRC to implement

early warning fraud detection systems so that all can be made aware of potential fraud.

Last but not least, analysis of industry-wide claims data can be useful to Malaysian regulatory

bodies, by enabling them to highlight areas with high accident rates, so that preventive measures

can be taken.

MRC’s Accreditation Training Program for 2017

The aim of the MRC Accreditation Training Program is to provide learning opportunities for those

who are involved in the motor insurance and automotive repair industries to enable those individuals

to acquire knowledge and skills that will enhance their competencies and efficiencies so they can

better meet the needs and challenges of these ever-changing industries.

So far, MRC has trained over 200 personnel in the first stage of this program, focusing on

estimating and repair methodology. In 2017, the goal is to accredit every insurance-approved body

shop with this qualification. The QAP Program is certified by the IMI in the UK, and is recognized

throughout the region.

Introducing the remaining stages requires MRC to work with key influential stakeholders to accept

and promote this quality program throughout the repair process. Emulating the PAS125 framework

from the UK, MRC is embarking on a quality program that not only will ensure that repairs are

carried out correctly, but also provide insurers with the comfort that they can offer their policyholders

a guarantee in the event of an insurance claim being made – something not currently practiced in

Malaysia.

From Centro Zaragoza Spain:

CZ Participates in the Interpol Formatrain Project

Customs Clearance

CENTRO ZARAGOZA (CZ) has just participated in the 4th operational workshop of the

FORMATRAIN Project, for identification of industrial machines and heavy vehicles, held in Algeciras

and organized by INTERPOL, with the objective of combating illegal vehicle traffic in this segment.

The workshop consisted of different technical conferences, aimed at State Security Forces and

Corps, whose purpose was to refresh participants’ knowledge as well as to present new heavy-

vehicle identification techniques for use in their daily work.

Two CZ technicians specializing in illegal vehicle traffic spoke about issues related to chassis

number identification systems, as well as their manipulation for subsequent sale.

Trainer-technicians from the UK and Finland also attended, sharing their knowledge about theft and

falsification of industrial machinery and heavy vehicles.

All the conferences held throughout the operational workshop were viewed positively by all those

attending, with additional conferences to be held throughout 2017 to continue providing international

State Security Forces and Corps with lifelong training.

The participation of CZ in these conferences has reaffirmed the commitment of the insurance

entities of the CZ Stolen Vehicle Committee to INTERPOL’s General Secretariat, contributing to the

prevention of, and fight against, illegal vehicle traffic.

New Subject-Matter Taught at the “Higher Course for Vehicle Insurance Experts” by Centro Zaragoza

Insurance Expert

Modifications have been made over the more than 20-year track record of the Higher Course for

Vehicle Insurance Experts (“PS”) in terms of structure and content, given the need to update the

subject matter and adapt it to the advantages offered by new technologies.

New subject matter was included in the last course given (no. 54), which was positively appraised

by the students. This new subject matter included: “Training in accident audits”, “Photo expert

appraisal”, and “Management of accidents in an insurance company”.

The first two of these were taught by CZ staff expert in inspection, each one with 6 teaching hours.

The “accident management” part was comprised of 8 teaching hours, and was given by two

insurance entities, CASER and MGS. Representatives from these bodies were responsible for

guiding our students in terms of the various actions and internal procedures of the accident

management process, based on their experience in the insurance companies where they work.

CZ’s objective is to empower students by offering them solid training, adapted to the needs of the

labour market, that will act as the basis for the effective application of good practices in accident

management.

From Thatcham UK:

Latest Reverse AEB Developments

Colin Grover, Thatcham Research

Insurance and Reverse AEB Technology Research by the P-Safe Working Group members identified that crashes occurring during parking and low- speed maneuvering accounted for 15 to 40% of all insurance claims, equating to 10 to 30% of claims costs in their respective regions. Around three quarters of these parking claims occurred while the vehicle was being reversed, and in three quarters of the cases, the impact partner was another vehicle. Current reverse AEB systems use ultrasonic sensors for close proximity object detection and, where fitted, radar for longer-range sensing to identify rear-crossing vehicles. In case of emergency braking intervention, the systems often provide both audible and visual warnings simultaneously as well. It is required by the test procedure that the reverse AEB system stabilizes the car on the brakes for at least one second after stopping, allowing the driver time to retake control, and that the location of the impact object be visually indicated to the driver. Fitment Trends Unlike front AEB, which was generally a cost option when first introduced, reverse AEB fitment is showing a different trend. When introduced to a model, it is often being fitted as standard either across the range or at higher-trim levels. The cost for the optional systems typically ranges from £600 to £800 as part of a parking assist package. To date, vehicle manufacturers have provided limited information publicizing the fitment of reverse AEB and promoting its functionality. In some cases, there is no mention of it in the vehicle sales brochure or the online promotional material whatsoever! Latest Research Findings The reverse AEB tests involve backing up at low and higher reversing speeds toward targets representing another car, a small diameter bollard, and a concrete multi-story building pillar, both straight and with full steering applied. The finalized test procedure is now available on the RCAR Website. Of the vehicles tested to date, all deal with the car rear and corner collision scenarios well, but most provide limited protection in the shallow angle side scrape. Some do well against the bollard at lower speeds but less well at higher speeds, and most fail to react to the pillar scenario where the corner is oriented toward the car. The lateral positioning of the sensors relative to the targets in the bollard and scenarios appears to have an effect. Some vehicles also provide similar protection against parking and low-speed maneuvering crashes at the front using the same technologies. Normal front AEB is often ineffective in such maneuvering because of the close proximity of the objects and the significant steering inputs applied. The ability to provide side protection has also been demonstrated by component suppliers. The next steps for the P-Safe Working Group are to consider developing test scenarios for parking and low- speed maneuvering frontal and side crash protection. The group will also monitor the release of developing technologies, including remote driverless parking, automated valet parking, rear-view cameras, and overhead cameras.

Systems Available on the Market

Vehicle Make Models System Name BMW 5 Series

7 Series Park Distance Control

Cadillac ATS Escalade CTS CT6 XTS XT5

Front and Rear Automatic Braking

Chrysler Pacifica ParkSense Front and Rear Park Assist

Infiniti Q50 Q60 Q70 QX60 QX80

Back-up Collision Intervention

Jeep Cherokee Grand Cherokee

ParkSense Park Assist with Stop

Mazda 3 / Axela 6 / Atenza CX-3 CX-5 Demio

Smart City Brake Support Rear

Nissan Elgrand Note Serena Teana X-Trail

Rear Automatic Emergency Braking System

Skoda Superb Rear Traffic Alert

Subaru Forester Impreza Legacy Outback

Reverse Automatic Braking

Toyota Allion Alphard Crown Athlete Crown Majesta Crown Royal Harrier Prius Vellfire

Simple Intelligent Parking Assist (Intelligent Clearance Sonar)

Volkswagen Tiguan Parking Aid with Maneuver Braking

Information correct as of January 2017. Systems not necessarily available on models across all regions.

Overview of Latest Repair Research

Andrew Hooker, Thatcham Research

The repair research that Thatcham Research carries out is invaluable to insurance companies, to body

shops, to consumers, and to the vehicle manufacturers themselves. The research processes, defined and

developed over decades, enable us to produce valuable outputs from our vehicle projects. We need to, as it

has been stated that cars will change more in the next 10 years than they have over the past 100 years. But

already we are seeing the benefits and successes of having such an active strategy to manage repair

complexity and cost.

Every projects starts with a review of the vehicle manufacturer’s parts and repair information. Taking

examples from current projects, we have identified significant panel price irregularities on one high-volume

global vehicle, and inconsistent service conditions supplied to another. The review of data quickly identified

an error for the structural adhesive application for another important vehicle which is successfully sold in

many world markets, which we quickly resolved, and the vehicle manufacturer quickly reduced these prices

by more than 60%, thanks to Thatcham’s alert.

Inconsistency of service conditions can lead to unnecessary total losses, as panels only being available

when a large assembly can make a smaller car uneconomic to repair. This issue will be further exacerbated

as electrified drivetrains add additional mechanical requirements, and therefore costs, to repairs.

The physical research quickly identified that the supplied service panel for one vehicle from Korea was not

suitable to enable the manufacturer’s own replacement process to be followed. Issues like this cause delays

and problems for body shops, and delay return of the car to the owner. More significantly, we identified

another two shared platform vehicles that required an unacceptable level of intrusion for replacement of

some commonly-replaced rear panels. This would result in either a very high repair cost (as much as £3000

GBP above a typical repair of this size) or else an incorrect and possibly dangerous repair carried out by a

repairer with no access to repair data. In many countries, this will result in a total loss of the vehicle. We are

currently inviting these vehicle manufacturers to support our investigation into a less intrusive replacement.

This appears to be a clear case of the vehicle body being built from the floor platform up, without

consideration of accident scenarios and other requirements.

Thatcham Research is continuing with research into other ADAS systems, including Head-Up Displays, rear

camera systems, and reverse AEB, which is identifying repair complexity that indicates that a number of

minor rear damage repairs may necessitate operations such as front camera calibration, adding considerable

extra costs. We are also responding to increasing reports from our many insurance partners of costs and

complexity of electrified powertrains with a specific research program emerging to manage this. ‘Replace

only’ battery packs, due to pyrotechnic fuses and cell shock damage, is resulting in repair costs being 600%

above that typically expected; this is clearly unacceptable, with some battery packs costing £8000 GBP.

Where battery packs can be repaired, the components, tools and equipment, and training need to be readily

available to enable this. Even the huge range of battery weight, from 50kg to 500kg, leads to a requirement

for different lifts and battery cradles, requiring investment and storage space often beyond the means of a

typical repairer.

All of these are truly worldwide issues, with a number of vehicle manufacturers planning as much as 50% of

their global annual production being electrified within a decade. AGM battery, (common on vehicles with

stop/start systems), care, and maintenance requirements have not yet been recognized by most of the repair

industry, so this, and the first emerging 48-volt systems, are as much a part of our research program as 5th

generation BMW hybrid powertrains. It is vital that the electrical architecture is protected and maintained as

critical vehicle systems such as ADAS depend on this. Failure to do so will also compromise battery life,

inducing unnecessary faults that cost the insurer or body shop time and money to rectify. Incorrect repair of

Li-ion electrified drives could result in serious injury or even death of a body shop technician, or even the

consumer, if isolation and insulation are not properly maintained.

New materials and systems, if not managed and implemented efficiently, can compromise reparability.

Utilizing more higher-grade materials has implications, as the stiffer Ultra-High Strength and Advanced High

Strength steels cannot be so easily sectioned, with replacement in their entirety often the only course. We

see this with the front-side members of the Opel Astra K, among others, which require full replacement,

which is obviously a more invasive procedure and probably unknown to the majority of repairers globally,

who have been able to carry out short section replacements on previous generations.

The challenges begin at the start of production if the vehicle manufacturer has not made accurate and

specific technical repair information freely available to enable insurers to be able to verify that the repairing

body shop is suitably skilled and equipped. But Thatcham Research is successfully managing to find many

solutions where none were previously available, and is engaged with a number of vehicle manufacturers on

repair strategies and solutions.

Thatcham Research will report again to RCAR on future developments of this vital work on these projects, all

of which relate to vehicles available across the world. In this way, society can really benefit from the injury

reduction potential and cost savings of ADAS, and ensure that the repair industry can safely repair cars

through the significant technical evolution of the coming decade.

From CESVIMAP Spain:

Training Key for Challenges from New Automobiles

Lectures in Progress at the CESVIMAP Chair Lecture Series

CESVIMAP's specialisation in bodywork repair and paintwork was the leitmotif of the 17th

CESVIMAP Chair Lecture Series, held recently at the Universidad Católica de Ávila.

The audience that filled the hall learned from CESVIMAP technicians about bodywork and

paintwork repair as a specialization, and the technicians undertook a financial analysis of the

repercussions of new materials and products being used in the repair shop.

For example, they learned that the highest resistance steels (boron steels) cannot be repaired or

stretched on a repair bench; if the part is affected, it has to be replaced, and special tools will be

needed for this. In order to handle those tools, the operators need to be trained and to be aware

of the information provided by the manufacturer. If the bodywork is aluminium, it likewise cannot

be stretched on a repair bench, and the cast parts and extruded sections cannot be repaired

either. The repair shop will need a specific area to handle aluminium and its special tools and,

of course, training and information.

With plastic materials, repair is financially and environmentally beneficial, since waste generation

is reduced. This is also the case with carbon fibre repair, where overall savings are over 90%.

In paintwork, what stands out are adjustments in the processes to be performed by the repair

shop in the face of new paintwork technologies such as three-coat or matte colours. A direct

consequence of trends in automobile manufacturers' aesthetics is an increase in the costs of

repainting. To control these costs, there are efficient products: low specific-weight putties, wet-

on-wet application primers, spray-on primer coats, elastic clear coats, etc.

The paintwork department can be made more profitable with more training, equipment, and

facilities maintenance, investment in equipment, and use of evaluation tools like the CESVIMAP

paintwork schedule.

Alberto Sastre, the Technical Director of Industries and Adhesives at SIKA, explained the

features of adhesives in the automotive industry, and how they work. Their price is one of the

latest factors contributing to the economy of repair. Most important is the choice of the right

product, and the correct use of processes and knowledge of how materials behave. Sastre took

his listeners through the different applications of adhesives for window bonding, rear-view

mirrors, metallic and plastic panels, and adhesives to prevent corrosion. He also explained how

they work, in comparison to other joining systems such as welding.

Vicente de las Heras, Iberia Technical Assistance Director at BOSCH, stressed the importance

of training in electro-mechanics, where new technologies are following swiftly one after another.

CESVIMAP Now Certified by AESA as a Drone Operator

Drone in Operation at CESVIMAP’s Test Facilities

CESVIMAP has obtained a drone operator licence issued by AESA, the Spanish State Agency for Air Safety,

in accordance with Spanish Law 18/2014. It is the first automobile centre in the world certified by AESA to fly

this type of apparatus.

Now, the MAPFRE Centre for Experimentation and Road Safety can fly aircraft of up to 25 kg for various

purposes: research and analysis of agricultural zones and crops, recording of videos and preparation of

aerial advertising, investigation of traffic accidents and fires, building inspection for valuation or appraisal in

the event of damage, etc. Photographic cameras can be mounted, and high-quality video images collected.

It should also be kept in mind that CESVIMAP combines the experience of its pilots with that of its research

technicians, providing a rapid inspection capability, with efficiency and lower costs.

CESVIMAP has coordinated a worldwide MAPFRE project on drone analysis. The research centre's

classification divides them into fixed-wing drones and multi-rotor drones. The former have great autonomy,

low damageability - their materials are usually low density - and are ideal for inspecting crops, conducting

land surveys, and for any use where the drone does not have to stay put at one single point. In turn, the

multi-rotor has low autonomy, and high damageability - if they go wrong they plummet without gliding – but

are perfect for industrial inspections, transport of merchandise, photography, and aerial videos.

During 2016, CESVIMAP carried out dismantling of various types of drones, and analyzing their components

in order to study their reparability. Among the elements suffering the most damage were the propellers, the

camera, and the landing gear. Breakage to or deformation of the chassis can also mean breakage of internal

components – meaning that the cost of repair can at times be higher than the cost price of the apparatus.

In order to protect SMEs and the self-employed from the risks of flying a drone, MAPFRE designed an

innovative insurance policy for drones in use for commercial activity (liability insurance is compulsory in the

EU for drones weighing over 20 kg), at the start of 2017.

Road Safety Management Certificate 39001 for CESVIMAP

Ignacio Juárez Receiving ISO Certificate from Manuel Romero

CESVIMAP has been awarded the road safety management system certificate in compliance with the

international UNE-ISO 39001 standard, awarded by AENOR, the Spanish Standardisation and Certification

Association. The General Manager of CESVIMAP, Ignacio Juárez, received this certificate from AENOR's

Commercial Director for Certification, Manuel Romero.

This certification forms part of CESVIMAP's commitment to reducing the risks arising from traffic accidents

during the working day. Its scope focuses on employees, clients, and suppliers; in short, everyone who

interacts with the MAPFRE Centre for Experimentation and Road Safety and whose activities generate

vehicular and/or pedestrian traffic. The ISO 39001 international standard, which CESVIMAP has obtained,

guarantees its requisites for implementation and development of a road safety management system.

Together with the Fundación MAPFRE – through its department for Health and Safety and Road Safety --

CESVIMAP has collaborated with AENOR from the start of the implementation of the certification process for

this standard, to set out evaluation criteria relating to human and vehicle factors. It has also participated in

the process of certification for various companies as a member of their audit teams. Having already been

promoters of this Road Safety UNE-ISO 39001 standard at the national level, there was no question that to

be certified for the standard was an objective for CESVIMAP itself, as a matter of consistency with its basic

principles.

From CESVI Mexico:

CESVI Mexico Participates in the Forum “Weights and Dimensions” in the Senate of Mexico

Ángel Martinez, CEO of CESVI Mexico, Speaks at the Forum

In the Forum "Weights and Dimensions of Vehicle Configurations Transiting on the Federal Way of Communication" held on October 26th 2016 in the Senate of the Republic, 28 presentations were given by participants from such areas as the Federal Government, senators, deputies, chambers , associations, academics, experts, and civilians. In tribune, Ángel Martínez, CEO of Cesvi México, explained the importance of promoting the establishment of certified companies in transportation, by complying with the Standard ISO 39001:2012 concerning Road Safety. He explained that this is an international standard in management systems for road safety that sets out requirements regarding speed, vehicle status, driver awareness, accident risk analysis, and awards for prevention of certain behaviors. "It is necessary to promote the adoption of this mechanism among the carriers, in order to be applied in a complementary way to the existing regulation by the authorities," said Ángel Martinez during his speech. From the presentations, information was obtained that allows a clearer view of road safety on federal roads, the factors that influence it, and the actions that are considered necessary for safety.

CESVI Mexico Participates in the 2nd

Road Safety Days

Angel Martinez Speaks at the 2nd Road Safety Days Event

In response to an invitation from the Inter-American Development Bank as the most recognized private entity in accident prevention in Latin America, Cesvi México was pleased to participate in the 2nd Road Safety Days event held in Panama City on October 24th and 25th. The event was organized by the IDB, WHO, PAHO, and the Government of Panama, among others. Cesvi Mexico explained that road safety in Latin America and the Caribbean is in an alarming situation, with an estimated 5 million people being injured annually and another 142,000 yearly deaths due to traffic and related accidents. Cesvi also said that 80% of the 142,000 fatalities are concentrated in Argentina, Brazil, Colombia, Mexico, Peru, and Venezuela, and that the mortality rate rises to 17 per 100,000 inhabitants, compared to less than 10 per 100,000 in developed countries, according to WHO data. From a technical point of view, the Director General of the Martinez Experimentation Center stated that safety systems such as ABS, ESC, and frontal airbags should be part of the standard equipment of any car sold in Latin America. Furthermore, repair centers that cater to motorists who might eventually suffer an accident would have to be properly equipped and trained to make the necessary repairs to return the vehicle to its original state of safety, as designed by the manufacturer.

Seeding the Seed of the Evolution of Automotive Repair Services

Osiel Velazquez, Director of Operations of the

International Bodyshop Industry Symposium (IBIS)

The International Bodyshop Industry Symposium (IBIS), which came to Mexico thanks to the sponsorship of AkzoNobel, managed to bring together body shops, collision centers, research centers, insurers, and car manufacturers, among others, to present and analyze the current situation and future prospects of the automotive repair sector in Mexico. Graham Threlfall of IBIS and Amjad Farah of AkzoNobel welcomed the delegates responding to AkzoNobel's invitation at the Camino Real Hotel in Mexico City on Wednesday, November 7th with the question: “Are you ready for technical innovation in collision repair” Mr. Threlfall began his presentation by underlining that current methods of repair are very different from those of the last century. In order to properly deal with structural damage to today’s vehicles, aesthetics in canvases and special colors, plastic and aluminum parts, among other modern features, shops need to be properly equipped and trained by the vehicle manufacturers, paint suppliers, and research centers. When it was CESVI Mexico’s turn to address the symposium, Osiel Velázquez discussed the evolution of the car itself in recent decades. He pointed to technological developments such as new materials, increasing presence of electronic and digital systems, electric cars, and autonomous vehicles that together already demand a veritable "brain chip change" on the part of repair centers. He also pointed out that, along with the evolution of "hardware," users - customers and collaborators of the workshop - belong to the millennial generation, who need to be able to respond in a timely manner in their own language: digital online. Today, young people are looking for satisfactory experiences and do not necessarily feel tied to their possessions. But they do feel the need to share their experiences, which is why they use social networks to accredit or discredit an insurance company, a collision center, or a paint brand, among others. This type of social evolution must be addressed by the administration of repair centers if they want to remain successful.

CESVI Mexico Organizes EXPO CESVI 2017

With a new market strategy for brand positioning, Cesvi México will organize its annual exhibition under the new name EXPO CESVI 2017, with the objective of being the ‘showcase par excellence’ for the sampling of products, equipment, and services for automotive collision and service centers. EXPO CESVI will take place from March 2nd to 4th at the World Trade Center in Mexico City.

This edition of the exposition will commemorate 15 years from the beginning of a show that has set the pattern in Latin America for the organization of this kind of event. That is why the most prestigious brands with global presence continue to supporting the exposition.

The 2017 event will occupy more than 8000m2 of floor space, and will give special impetus to the automotive maintenance branch, to enable EXPO CESVI to increase the number of visitors that currently averages around 10,000 people per year.

Formerly known as Expo Automotive Repair and Maintenance, EXPO CESVI is the most important business platform in the region for the refinishing, repair, and maintenance sectors of cars, trucks, and motorcycles.

Since 2003, the event has generated for its exhibitors income of more than 2,740.00 dollars per m2 of exhibition space, thanks to the increase each year in the number and quality of visitors.

The exhibition is specialized by virtue of the presence of one hundred companies that offer solutions to owners and employees of workshops, automotive agencies, and fleets that perform vehicle maintenance and repairs.

3rd Cycle of Conferences With regard to road safety, the second cycle of conferences on the subject will be carried out in the same manner as the first edition, with professionals working directly with authorities, fleets, distributors, logisticians, research centers, automotive suppliers and certifying bodies.

For more information visit: www.expocesvi.com.mx .

http://www.expocesvi.com.mx/

From CESVI Argentina:

Repairer Congress

With the intent to promote technical development and provide the tools and resources to

improve skills in workshops, the 12th Regional Automotive Repair Shop Conference was held

by CESVI ARGENTINA on December 12th.

The meeting was intended for auto repair shops providing body, safety glass, and electro-

mechanics services – authorized and certified by CESVI ARGENTINA. One of the attendees was

Fabio Lamborghini, nephew of the famous Ferruccio Lamborghini, creator of the distinguished

Italian brand.

In addition, the owners of the Montanari and Cristal Automotor SRL workshops told us about their

formula for success, and the change of paradigm that resulted from belonging to the CESVI

network.

Re-Paint Session in Progress

As part of the activities, there were demonstrations on the use of mobile re-paint booths and safety

glass extraction production systems. Also covered were highly relevant topics for the automotive

industry, such as ADAS systems. Recommendations on improvement and state-of-the-art car

workshops were also provided.

Safety Glass Session in Progress

Within the framework of organizational training, Marcelo Arecco, who has a Master’s Degree in

Social Psychology and Management, referred to the importance of leadership and how to motivate

employees so that they have commitment; awareness, and the confidence they need to contribute

to their company’s success.

We also spoke about the importance of Corporate Social Responsibility, a topic not usually present

at car workshops. We were able to show how a company can be sustainable based on three key

axes: economic, ecological, and social.

Awards Ceremony for Most Outstanding Car Workshops

And to close the event, the most outstanding car workshops received awards in the following

different categories:

o Best Paint and Body Shop

o Best Safety Glass Installation Shop

o Highest Evolution

o 5-Year Permanence

o Technological Innovation

o Training Development

Attendees Pose for Group Picture

The Conference received support from the following suppliers, in alphabetical order:

3M - ANAEROBICOS - AXALTA - CRISTEM - DOBLE A - DOW - EQUALIZER - FAVICUR -

GLASURIT - HENKEL - MENSERNA - MORRISON - NORTON - PILKINGTON - PPG - WURTH.

The RCAR Network:

AXA-Winterhur Switzerland www.axa.ch

AZT Germany www.allianz-azt.de

Centro Zaragoza Spain www.centro-zaragoza.com

Cesvi Argentina www.cesvi.com.ar

Cesvi Brazil www.cesvibrasil.com.br

Cesvi Colombia www.cesvicolombia.com

Cesvi France www.cesvifrance.fr

Cesvi Mexico www.cesvimexico.com.mx

Cesvimap Spain www.cesvimap.com

CIRI/ZBY China

FNH Norway www.fnh.no

Folksam Auto Sweden www.folksamauto.com

Generalicar Italy www.generalicar.com

IAG Australia www.iagresearch.com.au

IIHS USA www.iihs.org

JKC Japan www.jikencenter.co.jp

KART Korea www.kidi.co.kr

KTI Germany www.k-t-i.de

LVK Finland www.liikennevakuutuskeskus.fi

MPI Canada www.mpi.mb.ca

MRC Malaysia www.mrc.com.my

Samsung Korea www.samsungfire.com

State Farm USA www.statefarm.com

Tech-Cor USA www.tech-cor.com

Thatcham UK www.thatcham.org

Important Notice:

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

Dates for your Diary

Mar 2-4, 2017 EXPO CESVI 2017, World Trade Center, Mexico City, Mexico

Oct 15-20, 2017: RCAR Annual Conference, Inn at the Forks, Winnipeg, Canada

http://www.axa.ch/

http://www.centro-zaragoza.com/

http://www.cesvi.com.ar/

http://www.cesvibrasil.com.br/

http://www.cesvicolombia.com/

http://www.cesvifrance.fr/

http://www.cesvimap.com/

http://www.fnh.no/

http://www.folksamauto.com/

http://www.generalicar.com/

http://www.iagresearch.com.au/

http://www.iihs.org/

http://www.jikencenter.co.jp/

http://www.kidi.co.kr/

http://www.k-t-i.de/

http://www.liikennevakuutuskeskus.fi/

http://www.mpi.mb.ca/

http://www.mrc.com.my/

http://www.samsungfire.com/

http://www.statefarm.usa/

http://www.tech-cor.com/

http://www.thatcham.org/



january 2017 from the secretary-general - rcar · from the secretary-general greetings, and a happy...

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