2017 Jan Newsletter

January 2017
From the Secretary-General

Of Special Interest:
Greetings, and a Happy New Year to All!  From the Secretary-General 1

 Dates for your Diary 56
As this is the first Newsletter since our 2016 Annual  The RCAR Network 56
Conference in Seoul, Korea, I would like to begin by
 Important Notice to 56
expressing my appreciation to our host, KART, and their
Members
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
Inside This Issue:
Annual Conference was a memorable occasion, and a
complete success. Driver Distraction Study 2
AEB Test for COTY 5
As usual, this latest edition of the Newsletter contains a wide variety of articles specifically Auto Insurance Safety Index 7
selected by our members to be of particular interest to the membership as a whole. In this Recycled Parts Certification 8
issue, you will find a report from AZT on their new Driver Distraction Study; word from IAG Safety Pick Headlight Criteria 9
on their recent AEB test for COTY; a pair of articles from CIRI on the Chinese Auto Rear-View Cameras 11
Insurance Safety Index and aftermarket parts certification; news from IIHS on new
Sharing Roads with Robots 14
headlight criteria for their 2017 Top Safety Picks, rear-view cameras, sharing roads with
Autonomous Vehicles 15
robots, and new policy guidelines for autonomous vehicles; a market overview from KTI of
R-AEB Market Overview 16
vehicles equipped with R-AEB systems; a report from Samsung on front-end collision
Collision Prevention Systems 19
prevention systems; a feature from KART on AEB tests; a feature from Allstate/Tech-Cor
AEB Tests 20
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; Tech-Cor Garage Video Series 22
a report from JKC on their new Design Guide Check Sheet; three pieces from MRC on Security Index Update 24
AEB/EEV research, their new iCAP portal, and accreditation training; word from Centro Environmental Management 27
Zaragoza on their work with Interpol and insurance expert training; news from Thatcham New Version of Orion 29
on reverse AEB developments and their latest repair research; reports from CESVIMAP on Design Guide Check Sheet 31
training, their drone operator certification, and road safety management; offerings from AEB/EEV Research 34
nd
CESVI MEXICO on the Weights & Dimensions Forum, the 2 Road Safety Days, the New iCAP Portal 35
International Body Shop Industry Symposium, and EXPO CESVI 2017; and finally, news Accreditation Training 2017 37
th
from CESVI Argentina on their recently-held 12 Repairer Congress. Interpol Formatrain Project 38
Insurance Expert Training 39
If you need to contact me for any reason, please use one of the following Reverse AEB Developments 40
e-mail addresses: rcarorg@hotmail.com, or wilf bedard@hotmail.com.
Latest Repair Research 42
Training Key 44
Drone Operator Certification 46
In closing, I hope you enjoy the January edition of the Newsletter!
Road Safety Management 47
Weights & Dimensions Forum 48
2nd Road Safety Days 49
Wilf Bedard
Body Shop Symposium 50
EXPO CESVI 2017 51
Repairer Congress 52
Page 2
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.
Page 3
Business frequent Mileage 15 000’s+ km

Male gender Age 18-24 Car trips 2+ p.d.
driving p.a.
Variables
(Significances with Chi-Q)
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
n.s. n.s. .025 .000 .045 .008 .000 .000 .017 .000 .004 n.s. .000 .012 .022
device
Navigation reading display n.s. .026 n.s. .026 .010 .042 .000 .000 .027 .000 .003 n.s. .000 .009 n.s.
Mobilephone ›handheld
.028 n.s. n.s. .003 n.s. n.s. .000 .000 .004 .000 .023 .033 .000 .002 n.s.
use‹ (any purpose)
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.
Page 4
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, joerg.kubitzki@allianz.de.
Page 5
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.
Page 6
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

Page 7
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.
Page 8
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

Page 9
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.
Page 10
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.

Page 11
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.
Page 12
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.
Page 13
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

Page 14
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).

Page 15
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.

Page 16
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/
Page 17
Table 1: Vehicles Equipped with R-AEB Systems on the German Market
Avail
Type/
Brand Model Equipment abilit System Sensor
Year
y
BMW 7 Series G11 all Active PDC1 US
“Automatische Bremsung beim
Cadillac CT6 2016 Platinum Radar
Rückwärtsfahren”2
“Automatische Bremsung beim
Cadillac CTS 2017 Platinum Radar
Rückwärtsfahren”2
Back-up Collision Intervention
Infiniti Q50 2016 Premium Tech3  Radar + US
(BCI)
Infiniti Q50 2016 Sport Tech3  Radar + US
(BCI)
(BCI)
(BCI)
(BCI)
(BCI)
(BCI)
(BCI)
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
NAKAMA
Mazda CX-5 2016  Smart City Brake System (SCBS R) US
Intense
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
NAKAMA
Mazda 6 Tourer 2016  Smart City Brake System (SCBS R) US
Intense
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/
Page 18
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%.
Market Share
Model
all other market # %
participants
VM offering R-AEB, without R-AEB VW Tiguan 63.978 1,91
VW
market share 2016 Mazda CX-5 17.104 0,51
Mazda 6,
BMW 6.452 0,19
Mazda 6 Tourer
Skoda BMW 7er 5.536 0,17
19.5%
5.6%
Toyota Prius 2.236 0,07
7.8% Toyota Lexus RX 200t AWD,
524 0,02
9.7% Lexus RX 450h
62.9% Mazda
Infiniti Q50 351 0,01
no R-AEB 2.1%
available Lexus
Infiniti Q70 160 0,01
1.9% Cadillac CTS 74 0,00
0.07% Infiniti Infiniti Q60 39 0,00
0.01%
0.07% Cadillac CT6 17 0,00
Cadillac
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: info@k-t-i.de
URL: www.k-t-i.de
Page 19
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.
Effectiveness of FCWS and AEBS

80
60
40
Change (%)
20 FCWS
0 AEBS
Accident Rate NISS 9-15 Pedestrian Repair Cost
-20
Injuries
-40
-60
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).
Page 20
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
100% overlap 50% overlap 25% overlap
Speed(km/h)
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
Page 21
<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 100% overlap 50% overlap
Speed(km/h) 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.
Page 22
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.
Page 23
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.
Page 24
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.
Page 25
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.
Page 26
The Country’s Safest
According to CESVI BRASIL, the top 20 vehicles listed in its Security Index are as follows:
Automaker Version Stars Score

Ford Focus Hatch Titanium Plus 2.0 AT 4 22
1
Jeep Renegade Limited Edition 4 23
2
Ford Ranger Limited 3.2 Diesel 4x4 AT 4 25
3
Jeep Renegade 1.8 4 25
4
Jeep Renegade Longitude 4 25
5
Jeep Renegade Sport 4 25
6
Jeep Renegade Sport 75 anos 4 25
7
Jeep Renegade Trailhawk 4 27
8
Ford Focus Hatch SE Plus 1.6 4 27
9
Ford Focus Hatch SE Plus 2.0 AT 4 27
10
Ford Ranger XLT 3.2 Diesel 4x4 AT 4 28
11
Volkswagen Golf GTI 2.0 TSI 4 28
12
Honda Civic Touring 4 29
13
Ford Ranger Limited Edition 2.5 Flex – MT 4 29
14
Ford Ranger XLS 2.2 Diesel 4x4 - MT 4 29
15
Honda Civic EX 4 29
16
Honda Civic EXL 4 29
17
Honda Civic Sport 4 29
18
Ford Ecosport Free Style Plus 1.6 AT 4 29
19
Ford Ecosport Titanium 2.0 AT 4 29
20
Page 27
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.
Page 28
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.
Page 29
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.
Page 30
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.
Page 31
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.
Distributed
# Parts name Recommended design weight
Front bumper cover (including the radiator grille) should be jointed in a
Front Bumper manner, which enables the panels to be readily separated in a collision, so
1 1.4
Cover that it can avoid or minimize further damages to headlamps, front fenders
and other surrounding expensive parts.
2 … …
3 … …
The amount of the engagement of front bumper reinforcement and bumper
Front Bumper barrier should be no less than 75 mm. If the amount of the engagement is
4 Reinforcement not sufficient, front bumper reinforcement should be designed to avoid
6.8
under-ride collision.
5 … …
6 … …
The distance from the ground to the end of tail lamps should be more than
35 Rear 2.0
the height (705 mm) of the barrier.
Combination
Garnishes for the tail lamp, which are to fill the gap between the back door
36 Lamp 1.0
panel and the tail lamps, should be supplied as service parts.
… … … …
65 Wiring … …
Fig.1 Design Guide Check Sheet (Extract)
Page 32
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.
Front bumper cover (including the radiator grille) should be jointed in a manner, which enables
D the panels to be readily separated in a collision, so that it can avoid or minimize further 0.5
damages to headlamps, front fenders and other surrounding expensive parts.
Headlamps should be fitted to front fender in a manner, which can be separated easily in a
D collision, so that fenders are not damaged. 0.5
The amount of the engagement of front bumper reinforcement and bumper barrier should be no
D less than 75 mm. If the amount of the engagement is not sufficient, front bumper reinforcement 1.0
should be designed to avoid under-ride collision.
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.
The distance from the ground to the end of tail lamps should be more than the height (705 mm)
D of the barrier.
1.0
Garnishes for the tail lamp, which are to fill the gap between the back door panel and the tail
R lamps, should be supplied as service parts.
0.7
Fig.3 Items for Tail Lamp
Page 33
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.
Page 34
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.
Page 35
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.
Page 36
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.
Page 37
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.
Page 38
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.
Page 39
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.
Page 40
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.
Page 41
Systems Available on the Market
Vehicle Make Models System Name

BMW 5 Series Park Distance Control
7 Series
Cadillac ATS Front and Rear Automatic
Escalade Braking
CTS
CT6
XTS
XT5
Chrysler Pacifica ParkSense Front and Rear Park
Assist
Infiniti Q50 Back-up Collision Intervention
Q60
Q70
QX60
QX80
Jeep Cherokee ParkSense Park Assist with
Grand Cherokee Stop
Mazda 3 / Axela Smart City Brake Support Rear
6 / Atenza
CX-3
CX-5
Demio
Nissan Elgrand Rear Automatic Emergency
Note Braking System
Serena
Teana
X-Trail
Skoda Superb Rear Traffic Alert
Subaru Forester Reverse Automatic Braking
Impreza
Legacy
Outback
Toyota Allion Simple Intelligent Parking
Alphard Assist
Crown Athlete (Intelligent Clearance Sonar)
Crown Majesta
Crown Royal
Harrier
Prius
Vellfire
Volkswagen Tiguan Parking Aid with Maneuver
Braking
Information correct as of January 2017. Systems not necessarily available on models across all regions.
Page 42
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.
Page 43
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.
Page 44
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.
Page 45
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.
Page 46
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.
Page 47
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.
Page 48
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.
Page 49
nd
CESVI Mexico Participates in the 2 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.
Page 50
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 7 th 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.
Page 51
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 .
Page 52
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

Page 53
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.
Page 54
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
Page 55
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.
Page 56
The RCAR Network: Important Notice:

If you need to contact us for
any reason, please be sure
AXA-Winterhur Switzerland www.axa.ch to use one of the following
AZT Germany www.allianz-azt.de e-mail addresses:
Centro Zaragoza Spain www.centro-zaragoza.com
Cesvi Argentina www.cesvi.com.ar rcarorg@hotmail.com
Cesvi Brazil www.cesvibrasil.com.br
or
Cesvi Colombia www.cesvicolombia.com
Cesvi France www.cesvifrance.fr
wilf_bedard@hotmail.com
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 The RCAR
IIHS USA www.iihs.org
JKC Japan www.jikencenter.co.jp Newsletter
KART Korea www.kidi.co.kr
KTI Germany www.k-t-i.de
LVK Finland www.liikennevakuutuskeskus.fi Publisher: Wilf Bedard
MPI Canada www.mpi.mb.ca
MRC Malaysia www.mrc.com.my Editor: Larry Roberts
Samsung Korea www.samsungfire.com
Technical Coordinator:
State Farm USA www.statefarm.com
Tech-Cor USA www.tech-cor.com Alida Meyer
Thatcham UK www.thatcham.org
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

2017 Jan Newsletter

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January 2017

From the Secretary-General

Greetings, and a Happy New Year to All!  From the Secretary-General 1

From AZT Germany:

A Question of Exposure Pattern

Business frequent Mileage 15 000’s+ km

The results will be shared in the next RCAR Newsletter.

Volvo S90 Tested Against the AEB Sedan Target Vehicle

Joint Research Team Announcing Framework

CIRI Initiates Matching Quality Aftermarket Parts

Participants at the Quality Aftermarket Parts Certification Program Announcement

Bumper Skin Certification is the First Step

Hyundai Santa Fe Small Overlap Front Crash Test

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.

Rear-View Cameras Reduce Police-Reported Backing

Honda Pilot Rearview Camera Screen

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

Can Humans and Robots Share the Road?

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

Overview of New U.S. Policy Guidelines for

For more information, go to www.iihs.org/iihs/sr/statusreport/article/51/8/3.

Definition of R-AEB Systems

Considered Vehicles and Models

Analysis of Market Share

Figure 1: Market Share in 2016 in Germany

Conclusion and Outlook

From Samsung Korea:

Effectiveness of FCWS and AEBS

<Table 1> CCR Test Results During Daytime

<Table 2> CCR Test Results During Nighttime

 Plastic repairs using a nitrogen welder;

Aspiring to guide consumers and the

The update is in response both to market

The Country’s Safest

Automaker Version Stars Score

Environmental Management at our Salvage Yard

Waste Generation and Classification

CESVI BRASIL Updates Órion – Its Claims

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

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

4. High correlation between DGCS score and the repair costs

Fig. 4 Correlation Between DGCS Scores and Repair Costs

From MRC Malaysia:

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

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

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

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

MRC’s Accreditation Training Program for 2017

From Centro Zaragoza Spain:

New Subject-Matter Taught at the “Higher Course for

From Thatcham UK:

Insurance and Reverse AEB Technology

Latest Research Findings

Vehicle Make Models System Name

Overview of Latest Repair Research

From CESVIMAP Spain:

Lectures in Progress at the CESVIMAP Chair Lecture Series

CESVIMAP Now Certified by AESA as a Drone Operator

Drone in Operation at CESVIMAP’s Test Facilities

Road Safety Management Certificate 39001 for

Ignacio Juárez Receiving ISO Certificate from Manuel Romero

From CESVI Mexico:

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