Of Special Interest: From the Secretary-General 1

Dates for your Diary 46

The RCAR Network 46

Important Notice to 46

Members

Inside This Issue: 2016 IIHS Top Safety Picks 2

Front Crash Prevention 4

IIHS Facilities Expansion 6

Rajhi Takaful 8

CESVIMAP Lecture Series 10

CESVI China Opens 12

Joseph Ströbl Prize 13

Bodywork Training 15

I Seminar 17

Cyprus Justice Collaboration 19

ADAS & Windshield Costs 20

JKC/OEM Meeting 23

Parking Lot Obstacles 25

Young Driver Crash Risks 27

E-Bicycle Accidents 29

Group Rating System 32

Safest Car 2015 Awards 34

Job Skills Certification 36

Expo 2016 38

Auto Crash Magazine 39

Traffic Safety Policy Seminar 41

Rear-Cross Traffic Alert 42

Traffic Safety Seminar 43

Kangaroos on Roadways 44

Car Park Collisions 44

Shopping Cart Collisions 45

January 2016

From the Secretary-General

Greetings and Happy New Year to All!

As this is the first Newsletter since our 2015 Annual

Conference in Startford upon Avon, United Kingdom, I

would like to begin by expressing my sincere thanks to our

host, Thatcham Research, and their Conference Team,

headed by Chief Technical Officer Andrew Miller. I am sure

that I speak for all of you when I say that, thanks to their

hard work and dedication, the 2015 Annual Conference

was a complete success.

As usual, this current 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 trio of articles from IIHS on their

2016 Top Safety Picks, front crash prevention, and expansion of their research & test

facilities; three offerings from CESVIMAP on Rajhi Takaful of Saudi Arabia, their 15th

Lecture Series, and the opening of CESVI China; word from AXA Winterhur that Bettina

Zahnd has won the Joseph Ströbl Prize for Road Safety (congratulations!); three

submissions from Centro Zaragoza on bodywork training, their recently-held I Seminar,

and collaboration with the Cyprus Justice Department; word from KTI on the influence of

ADAS on windshield claims costs; a pair of articles from JKC on their recent meeting with

OEMs and the results of their investigation into parking lot obstacles; news from AZT on

crash risks in young drivers and e-bicycle accidents; a report from KART on its Group

Rating System; word from CESVI Argentina on their Safest Car 2015 Awards; submissions

from Cesvi Mexico on job skills certification and Expo 2016; news from Cesvi Colombia on

their making Auto Crash magazine available to all; a triad of releases from Samsung on

traffic safety policy, rear-cross traffic alert, and a traffic safety seminar; plus news from IAG

on kangaroos on roadways, car park collisions, and shopping cart collisions.

If you need to contact me for any reason, please use one of the following

e-mail addresses: rcarorg@hotmail.com, or wilf bedard@hotmail.com.

In closing, I hope you enjoy this latest edition of the Newsletter!

Wilf Bedard

Page 2

From IIHS USA:

IIHS Recognizes 61 Vehicles with 2016 Safety Awards

Forty-eight 2016 models meet tougher criteria to take home the Insurance Institute for Highway

Safety's 2016 TOP SAFETY PICK+ award, earning good ratings in all five IIHS crashworthiness

evaluations and an advanced or higher rating for front crash prevention. An additional 13 models

qualify for the second tier award, TOP SAFETY PICK.

For the first time, IIHS is requiring a good rating in the small overlap front crash test to win either

award, in addition to an available front crash prevention system. Under the 2015 criteria, front

crash prevention was only required for the “plus” award.

Page 3

The baseline requirements for 2016 are good ratings in the IIHS small overlap front, moderate

overlap front, side, roof strength and head restraint tests, as well as a standard or optional front

crash prevention system. Winners of the plus award have a superior- or advanced-rated front crash

prevention system with automatic braking capabilities. Models with a basic-rated front crash

prevention system, which typically only issues a warning and doesn't brake, qualify for TOP

SAFETY PICK.

IIHS inaugurated TOP SAFETY PICK in the 2006 model year to help consumers identify the

vehicles with the best overall safety performance without having to sort through a lot of individual

ratings. The TOP SAFETY PICK+ accolade was introduced in 2012 to recognize vehicles that offer

an advanced level of safety.

The Scion iA, a TOP SAFETY PICK+ winner, is the first low-priced car in the U.S. with a standard

autobrake system. With a base price of about $16,000, the iA is rated advanced for front crash

prevention and is the only minicar to earn a 2016 IIHS award. Besides the iA, autobrake is standard

on just a few luxury vehicles. These include all Volvo models, some Mercedes-Benz models and

the Acura RLX.

More automakers are expected to make autobrake standard equipment in the U.S. in the near

future under a voluntary agreement being developed by automakers, the National Highway Traffic

Safety Administration (NHTSA), and IIHS.

For more information, go to www.iihs.org/news .

Page 4

Front Crash Prevention Reduces Rear-End Crashes Reported to Police

Small Overlap Crash Test Involving a 2016 Scion-iA

Vehicles fitted with front crash prevention are much less likely to rear-end other vehicles, IIHS has

found in the first study of the feature’s effectiveness using U.S. police-reported crash data.

Previously, IIHS has reported on insurance claims experience with such systems. According to

the new research, the presence of automatic braking reduces police-reported rear-end crashes by

about 40 percent on average, while forward collision warning alone cuts them by 23 percent. The

autobrake systems also greatly reduce injury crashes.

Page 5

If all vehicles in the U.S. had been equipped with autobrake that worked as well as the systems

studied, there would have been 700,000 fewer police-reported rear-end crashes in 2013. That

number represents 13 percent of U.S. police-reported crashes overall.

By using police reports, the new study focused on what are typically more serious crashes than

those that may be reported to insurers but not police. In addition, the data allowed researchers to

identify front-to-rear crashes in order to gauge the systems’ effectiveness specifically for the type of

collision they are designed to address. This was missing from the earlier insurance claim analyses.

Researchers looked at police-reported rear-end crashes in 22 states during 2010-14 involving

Acura, Honda, Mercedes-Benz, Subaru, and Volvo vehicles with front crash prevention. The crash

rates of vehicles fitted with the technology were compared with the crash rates of the same models

without front crash prevention.

A separate analysis of City Safety, Volvo’s standard low-speed autobrake system, was conducted

by comparing the S60 with other midsize luxury four-door cars and the XC60 with other midsize

luxury SUVs. Unlike the City Safety-equipped Volvos, none of the comparison vehicles had

standard front crash prevention.

The analyses show that forward collision warning alone reduces rear-end crashes by 23 percent,

while forward collision warning with autobrake reduces them by 39 percent. The reduction for City

Safety is 41 percent.

The study also shows that autobrake cuts injuries. The rate of rear-end crashes with injuries

decreases by 42 percent with forward collision warning with autobrake and 47 percent with City

Safety. Forward collision warning alone is associated with a 6 percent decrease in rear-end injury

crashes, though that finding is not statistically significant.

The new study’s findings complement earlier research using insurance claims, and support the

conclusion that the lower claim rates were indeed due to a reduction in front-into-rear crashes.

For more information, go to www.iihs.org/sr .

Page 6

IIHS Expands Research and Test Facilities

Aerial View of the Newly-Expanded Vehicle Research Centre

IIHS and its supporting insurance companies recently celebrated the completion of a $30 million

expansion of the Vehicle Research Center in Ruckersville, Virginia, which will enable IIHS to

evaluate crash avoidance technologies year-round.

Page 7

The centerpiece is a 2-hectare covered track, one of the largest fabric-covered structures in the

United States. Six fabric panels supported by steel trusses arc over the 213-meter-by-91-meter

track and are supported by 18 concrete piers, which weigh a total of 7,000 tons and contain more

than 63 kilometers of steel reinforcement bars.

An existing outdoor track was expanded, bringing the total area of track, including the covered

section, to 6 hectares. A new office and conference space also was part of the project.

IIHS has been rating the effectiveness of autobrake systems since 2013 and is now conducting

tests on the covered track. IIHS researchers are also exploring how well front crash prevention

systems can identify pedestrians, and how headlight performance could be improved.

To view a slideshow of the new facility, go to www.iihs.org/iihs/sr/statusreport/article/50/10/2 .

Page 8

From CESVIMAP Spain:

CESVIMAP Advises Al Rajhi Takaful, the Saudi Arabian Insurance Company, on Accident Claim Management

L-R: Zacarias Saadioui, Chief Strategy Officer, Al Rajhi Takaful; Jose Ignacio Diaz, Head, Appraisal Development, CESVIMAP; Miguel Colominas, Chief Motor Officer, Al Rajhi Takaful; Abdul Aziz Al

Sedeas, CEO, Al Rajhi Takaful; Francisco Javier A. Peña, Head, Engineering, CESVIMAP

CESVIMAP has offered technical advice to Al Rajhi Takaful in the management of automobile

accident claims appraisal.

Page 9

Experts from CESVIMAP's Engineering and Appraisal Development Departments travelled to Riyadh, home to the headquarters of the Saudi insurance company, to study the features of the automobile insurance market in Saudi Arabia, specifically accident claims management. Al Rajhi Takaful is ranked the third-largest automobile insurer in Saudi Arabia, with a premium volume of 242.2 million euros at the close of 2015.

CESVIMAP and Al Rajhi Takaful studied the company's appraisal activity and how it relates to the different actors involved in any automobile accident claim: the policyholder, the insurance company, repair shops, and spare parts suppliers. CESVIMAP has transmitted its know-how and international experience in after-sales and accident claims management to the insurance company.

CESVIMAP has prepared a dedicated report, giving details of strategies to improve efficiency and cost-effectiveness in the technical management of this type of claim, both in the company's own management procedures and within the framework of their relationship with repair shops. This analysis will allow the Saudi group to move forward in consolidating its leading position in the country, by offering innovative systems for relationships with clients and suppliers, along with marketing strategies.

The Al Rajhi Takaful Facilities in Riyadh, Saudi Arabia

Page 10

CESVIMAP Brings Together Experts to Analyze the Relationships between Insurance Companies,

Appraisers, and Repair Shops

Attendees at the 15th Annual Lecture Series

The 15th Lecture Series took place in November, within the framework of the CESVIMAP Chair at

the Universidad Católica de Ávila (UCAV). “Appraisers, Insurance Companies and Repair Shops:

Interaction and Convergence" was the title chosen to bring together insurance companies,

appraisers, and repair shops to promote client loyalty and offer better service.

Ignacio Juárez, General Manager at CESVIMAP, pointed to the fact that “this is an endless debate,

since everyone defends their own interests, and it's vital to find areas of common ground which will

bring balance”. Taking part in this session were representatives from VERTI, Audatex, GT Motive,

the Gabinete Pericial (Appraisal Bureau) Sánchez Samper, and Grupo Seligrat.

The General Director of VERTI, Enrique Flores‐Calderón, analyzed the insurance company

situation and gave a detailed description of VERTI's business model, characterized by its 100 per

cent digital sales and by the way the client is set at the centre of the whole process. For him, the

appraiser brings added value to the claims process, while he also commented on the importance of

CESVIMAP’s assessment for the optimum selection of repair shops and training.

Page 11

José Luis Gata, Head of Sales, Manufacturers and Associations of Grupo Solera in Spain for

Audatex, spoke on the subject of the present and the future of the after-sales sector. Audatex

foresees a gradual recovery in the number of vehicle registrations, which would translate into

growth in the accident repair industry.

Tomás López, Global Shops Sales & Services Senior Director at GT Motive, gave an analysis of

repair shops, given that the future, as he sees it, is related to interconnection, access to

communication, and first-hand contact with the client. In his opinion, “the repair shops are very

professional, but it's a problem of business vision as a company and not just as a service”. As

such, he believes that repair shops should look more closely at management features.

Alex Sánchez, General Manager of the Gabinete Pericial (Appraisal Bureau) Sánchez Samper,

explained what is involved in appraisal, which goes beyond putting a value on an accident claim

and determining the causes. The solution, to his mind, involves the mediation of the appraiser

between the insurance and the repair companies, bringing about quality control in repair and work

with regard to road safety in such a way that vehicles present the least possible risks.

Javier Díaz, After-Sales Director of Grupo Seligrat, commented that it is fundamental to maintain

collaboration agreements with insurance companies to maintain a sufficient volume of work to keep

the business going. “Agility, transparency and trust are basic values for clients who are ever better

informed and more demanding over the quality of the repair and delivery dates”.

The 15th Seminar Day of the CESVIMAP Chair Lecture Series at the Universidad Católica de Ávila

concluded with a round table, where it was stated once more that repair shops, insurance

companies, and appraisers share a common client. They must therefore work on the loyalty of that

client. If one of the links of the chain of value provides service without profiting from it, the chain

breaks.

For more information, follow the following link to our website:

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

Page 12

CESVIMAP, MAPFRE, and Solera Open CESVI China, a New Automotive Research Center

The Latest Addition to the CESVIMAP Network: CESVI China

CESVIMAP, MAPFRE and the U.S. company Solera Holdings Inc. have opened a new technology development center in Beijing. CESVI China will focus on automobile repair work in China, via the joint venture entity STC, in which MAPFRE holds a 25 percent stake.

With a planned total investment of $5 million, the new facility will enable both companies to reinforce their presence in the growing Chinese automobile market, which is well on its way to becoming the largest in the world. STC has already provided comprehensive technical training for nearly 2,000 Chinese professionals working in the vehicle insurance, repair, and appraisal industries.

CESVI China is a new addition to the CESVIMAP network. CESVIMAP started out in May 1983 in Spain with the twofold aim of conducting research in the automobile repair field and training appraisers and workshop professionals in matters relating to the repair and assessment of damages sustained by vehicles in traffic accidents.

There are currently six CESVIMAP centers worldwide: Spain (Avila), Brazil, Mexico, Argentina, Colombia, and France. STC was created in 2009 by MAPFRE and Solera to further the updating of knowledge in the auto repair world through the use of technological tools and technical training.

MAPFRE has been operating in China for more than 10 years through MAPFRE ASISTENCIA, although both MAPFRE RE and MAPFRE GLOBAL RISKS also have clients in this country. On the insurance side, the company is working on designing a business specializing in the online sale and management of automobile insurance.

Page 13

From AXA Winterthur Switzerland:

The Joseph Ströbl Prize

Bettina Zahnd, Head of Accident Research and Prevention at AXA Winterthur, is awarded the Joseph Ströbl Prize for road safety – a great honor

Presentation of the Joseph Ströbl Prize on Nov 11 2015 in Munich. From left: Secretary of State Gerhard Eck, Bettina Zahnd, Sonja Ströbl, Professor Arnulf Melzer

"It's the first time that I have been recognized personally for my work as an accident researcher, and

it's a really great honor," says Bettina Zahnd, Head of Accident Research and Prevention at AXA

Winterthur, and winner of the Joseph Ströbl Prize for 2015. For more than twenty years, the Joseph

and Sonja Ströbl Foundation at the Technical University of Munich has been awarding the prize for

road safety. The foundation presents one main prize and two subsidiary prizes to individuals who

have made important contributions in this field. The 2015 prize has been awarded to Bettina Zahnd

"for her use of crash tests and drive recorders with the aim of preventing road traffic accidents", as

the text of the winner's certificate explains.

Page 14

In his speech, Gerhard Eck, Bavaria's Secretary of State for the Interior and Transport, mentioned

that "AXA has been active in accident research for 35 years and has done valuable work in further

developing the field of accident prevention. The annual Wildhaus crash tests, in particular, are

highly regarded by specialists in this field."

A Physicist who Organizes Crash Tests

The awards ceremony at the Bavarian Ministry of the Interior was attended not only by Bettina

Zahnd but also by the other prizewinners, Joachim Schoss and Stephanie Cramer. It is relatively

unusual for two women to be honored in the same year. So far, only nine of the 78 winners of the

Joseph Ströbl Prize have been women.

Bettina Zahnd has been active in accident research for the past twelve years. After majoring and

graduating in physics, she began working in the Accident Research and Prevention Unit of AXA

Winterthur, and was appointed as its head in 2009. In this role, she is responsible for organizing,

managing, and chairing the annual media and guest day for AXA Switzerland's crash tests. One

aim of this event is to raise public awareness of the topic of prevention, and to make improvements

in the field.

Bettina Zahnd and her nine-person team at AXA Winterthur's Accident Research and Prevention

Unit will continue to work on their important research activities. Predictably, she intends to invest

the prize money of 2,500 euros in new projects.

Page 15

. From Centro Zaragoza Spain:

Centro Zaragoza Trained the Bodywork Student who Represented Spain at WorldSkills 2015 in Sao Paolo

Bodywork Student Undergoing Training at CZ Facility

The World Olympics of Vocational Training, internationally known as “WorldSkills”, were held in the

city of Sao Paulo (Brazil) from 11 to 16 August 2015. More than 50 countries showed their

individual and group technical skills to execute specific tasks for each one of the professional

profiles they compete in.

The 35th National Olympics “SpainSkills” was previously held in Madrid from 6 to 8 May, where

CENTRO ZARAGOZA (CZ) was a member of the jury in two of the vehicle bodywork professional

profile tests.

Page 16

Once again this year, CZ, in collaboration with Comforp Foundation, designed a complete and

specific training programme to prepare the Spanish student who represented us in the bodywork

speciality at “WorldSkills 2015”.

The preparation was carried out at CZ’s facilities from 6 to 17 July 2015. Over these two weeks, the

research-trainer technicians of CZ trained the student who won the gold medal at SpainSkills 2015

in the bodywork repair modality, in terms of the methods, equipment, and specific tools that were

used in the competition. Participants in this competition must show a series of bodywork repair

skills, and the correct execution of a series of processes, including: diagnosis and correction,

replacement of structural parts, replacement of non-structural parts, panel repair and repairs related

to bodywork, plastic repair, and/or glass replacement.

The Bodywork Student Trained by CZ Won the Gold Medal at SpainSkills 2015

Page 17

CZ Holds “I Seminar on Low-Speed Impact Biomechanics”

Participants Observing Crash Test at CZ Facilities

Last 26 October 2015, the “I Seminar on Low-Speed Impact Biomechanics” was held at

CENTRO ZARAGOZA (CZ) facilities. The excellent rate of invitation acceptance must be

highlighted, with the participation of a considerable representation of legal advisory officers,

medical advisory officers, and bodily harm agents from a large number of insurance entities.

The event started with the welcome and presentation of the Conference by David Casademont,

Chairman of the Executive Committee of CZ, and by José Manuel Carcaño, General Manager of

CZ. Later on, Carlos Represas, CEO of PRONEXO, - Medical Advisory Office – explained the

requirements of the biomechanical test, in agreement with the new scale, to determine the

causal nexus. He continued placing emphasis on the quality criteria in reports focusing on the

repercussions on people. Afterwards, Juan Luis de Miguel, Assistant Director of CZ, set out the

quality criteria for reports that analyze the intensity of a collision.

Page 18

Crash Tests were also performed during the day at CZ’S facilities. These impact-controlled tests

allowed those attending to observe the behaviour of vehicles involved in low-speed impacts, as well

as the typical deformations that can be observed after this type of collision and the damageability of

their surface elements in this type of low-speed collision.

In the afternoon, and to end the Seminar, a round table took place, chaired by David Casademont,

which was highly assessed by those attending, as they were able to understand the importance of

biomechanical tests to determine the causal nexus in a low-speed collision, as well as the quality

criteria that must be present in a biomechanics report.

(from left to right): Mr. de Miguel (Deputy Manager), Mr. Repreras (Medical Specialist), Mr. Casademont

(President), and Mr. Carcaño (General Manager)

Page 19

CZ Collaborates with the Cyprus Justice Department to Reconstruct Road Accidents

How Did It Happen? CZ’s Accident Reconstruction Expert Collects Data from an Accident Scene

Over its more than 20 years’ history, the Road Accident Investigation Department of CENTRO ZARAGOZA

has drafted reports related to accidents in Spain, Portugal, Andorra, and the United Kingdom, and has also

participated as an advisor in analyzing road accidents in Turkey.

The good work of this department, together with the experience and renown it has achieved, has resulted in

the collaboration of CENTRO ZARAGOZA with the Cyprus Justice Department, through the University of

Nicosia (Cyprus).

The work entrusted consisted of drafting different reports in order to clarify the causes that gave rise to a

serious road accident in which one person died and another was seriously injured. A biomechanical analysis

was also performed, studying the stress experienced by the occupants, depending on whether they used the

safety belt correctly or incorrectly. A third report completed the work, studying the paths of the vehicles

during the moments prior to the collision.

The work developed by the Road Accident Investigation Department of CENTRO ZARAGOZA concluded

with the participation of the engineer responsible for drafting the reports in a hearing at the Court of Justice of

Limassol (Cyprus) on 15 December 2015, where he set out the conclusions from the different opinions,

answering the lawyers’ questions for more than eight hours.

Both the reports and the presentation at the Court of Justice were applauded by the representatives from the

University of Nicosia, who pointed out that the work carried out by CENTRO ZARAGOZA and the

presentation by their engineer reached a level never seen before at the Cypriot Courts of Justice.

Page 20

From KTI Germany:

ADAS – Influence on Claims Costs in Cases of Windshield Replacement

As part of an external research project, KTI has engaged with two major topics that are already influencing

and will prospectively have an even stronger impact on all vehicle claims management stakeholders (e.g.

insurance companies, repair shops, and data providers): ‘Automotive Glazing’ and ‘Advanced Driver

Assistance Systems’. In the first phase, KTI performed research on ADAS sensors and electronic systems

mounted to vehicle windshields, and their economic and technical influence on windshield replacement.

Relevance for German Market

According to statistics provided by GDV (Gesamtverband der Deutschen Versicherungswirtschaft e. V.;

German Insurcance Association; www.en.gdv.de) for 2011 and 2012, glass claims account for

approximately 46% of claims in Motor Own Damage (MoD), corresponding to 2.500.000 claims a year.

Total claims costs resulting from glass claims amount to approximately 1.200.000.000 € every year,

corresponding to 15% of all claims costs in MoD. Out of these glass claims, several experts estimate a

30% share for stone chip repairs, compared to 70% for windshield replacement. During the last couple of

years, various KTI shareholders noticed significant rises in average claims costs for glass claims, as well as

glass claim expenditures exceeding 2.000 € per claim.

Relevant Systems and Sensors

The study only considered relevant systems and sensors affected in the case of windshield replacement,

including:

Camera- and video based Systems (KAFAS)

Laser based Systems (LIDAR)

Head-Up-Display (HUD)

Rain-, Lights-, and Moisture Sensors (RLS)

Neither radar-based nor ultrasonic-based systems were part of the project. Due to the fact that OEMs

choose different brand names for their systems, the following ADAS functionalities were also considered,

some of which may also be realized in different technical ways (e.g. Laser-based AEB for low-speed

situations, whereas high-speed AEB can be realized via camera-based and / or radar-based applications):

Traffic sign recognition

Lane departure warning (active / passive)

AEB – Autonomous Emergency Breaking (Vulnerable Road User recognition)

(Adaptive light systems)

Page 21

Considered Vehicles and Models

(based on data available as at 03/2014)

Key Findings and Implications

ADAS availability: ADAS are available – at least as an optional feature – for 27 of the 28 considered

models, with growing availability as standard and optional fitting.

Sensor calibration: After replacing a windshield, system calibration for affected sensors (attached to

the windshield) is – except for OPEL models – necessary to fulfil a professional repair following OEM

repair guidelines. (remark: the preceding statement is likely to change, due to vehicle lifecycles,

updates, and software updates, e. g.)

Investment for body shops: Repair and body shops are required to invest in employee training and

qualification, corresponding adjustment devices (calibration targets), and corresponding diagnosis

tools. In particular, multi-brand repair and body shops, and only-glazing shops (e.g. Carglass/Belron)

are affected by this challenge.

Claims costs: The study shows a significant rise in claims costs for windshield replacement

depending on system configuration and ADAS functionalities. The increasing claims costs are due to

both higher parts prices for windshields, and the additional required work for sensor calibration. The

following illustration shows cost comparisons for windshield replacement between RLS-fitted

(assumption standard fitted) and ADAS-fitted (KAFAS, LIDAR, and HUD) windshields, based on an

hourly rate of 85 €.

(based on data available as at 03/2014)

Audi BMW Ford Mercedes Opel Skoda VW

Audi A3 BMW 1er Ford Fiesta MB A-Klasse Opel Adam Skoda Oktavia VW UP!

Audi A4 BMW 3er Ford Focus MB C-Klasse Opel Corsa Skoda Fabia VW Polo

Audi A6 BMW 5er Ford Mondeo MB E-Klasse Opel Astra - VW Golf

Audi A8 BMW 7er Ford Galaxy MB S-Klasse Opel Insignia - VW Passat

- - - - - - VW Touran

- - - - - - VW Tiguan

Page 22

Conclusion and Outlook

Current ADAS result in an increase in claims costs for windshield replacement amounting to + 30%

on average, with wide spreads between different OEM and ADAS functionalities.

Further developments (e. g. Euro NCAP regulations) tend to increase market penetration and fitting

rates of ADAS.

On the other hand, ADAS – especially AEB systems – are assumed to have strong positive

influences on accident avoidance (declining claims frequency) and accident mitigation (reducing

claims severity), resulting in declining claims expenditures in third party liability.

For further information, contact:

KTI GmbH & Co. KG

Kraftfahrzeugtechnisches Institut

Gerald-Alexander Beese

Waldauer Weg 90a

34253 Lohfelden

Phone: +49 561 51081 0

Email: gbeese@k-t-i.de

URL: www.k-t-i.de

Page 23

From JKC Japan:

JKC Holds Meeting with OEMs to Discuss Aftermarket Issues

JKC/OEM Meeting in Progress

On 12th November 2015, JKC held a meeting with Japanese Original Equipment Manufacturers

(OEMs), in particular their staff in charge of aftermarket or design processes. The purpose of this

meeting was to discuss issues such as damageability and reparability of vehicles, after-market

matters, etc. This kind of meeting has been held twice a year since 1980.

The November 12th meeting had 27 participants from 8 Japanese OEMs, which included

DAIHATSU, HONDA, MAZDA, MITSUBISHI, NISSAN, SUBARU, SUZUKI, and TOYOTA. Unlike in

previous meetings, presentations were made not only by JKC, but also by some OEMs.

Page 24

The following topics were discussed at the meeting.

[from JKC:]

Collision test results

Introduction of the “Design Guide Check sheet” (DGC) produced by JKC

The purpose of the DGC is to show OEM designers desirable structures for improving

damageability and reparability. The DGC is filled with knowledge obtained from our numerous

collision tests. JKC has been encouraging OEMs to make use of it.

Results of Reverse AEB

Recent developments on methods for repairing outer door panels

Results on our survey regarding damage to the headlight unit

Use of LEDs in vehicle headlights is increasing. We expect about 40% of new vehicles sold in

Japan this year will be equipped with LED headlights. But most LED headlights are supplied in

the form of assembly parts. JKC studied samples of damaged headlights and found that 83% of

damages were limited only to lenses or housings. As such, JKC encouraged OEMs to supply

the headlight in separate parts.

Issues in repairing aluminum parts

[from the OEMs:]

Introduction of tools that make R-shaped hem repair more efficient (by HONDA)

Issues in recalibration of ADAS sensors (by NISSAN)

OEMs were aware of the necessity to standardize the calibration method and provide effective

tools for after-market repairs.

Section cutting of ultra-high tensile steel plates (by TOYOTA)

Each OEM’s presentation caught the other OEMs’ interests. With regard to the last topic, it is

expected that ultra-high tensile steel plates will become more popular than they are at present.

Unless more feasible methods of section cutting are introduced, repair costs will rapidly increase in

the near future. In order to keep the automobile insurance market sound, JKC will strive to find an

improved repair method that will be broadly accepted by the market.

Page 25

Results of Investigation into Parking Lot Obstacles

JKC conducted an investigation of various obstacles seen at parking lots in Japan to determine the

appropriate sizes and materials of targets used for testing of Reversing Autonomous Emergency

Brake (AEB) System.

Accidents in parking lots

29% of traffic accidents in Japan occur in parking lots. 60% of the accidents in parking lots involve

car-to-car contacts, while 28% are car-to-obstacle contacts.

The Reversing AEB System, which helps drivers prevent collisions while reversing, was recently

launched. This system will be useful for preventing accidents in parking lots. It is also very

important to understand how to prevent collisions with obstacles in parking lots.

Investigation of obstacles in parking lots

Unfortunately, no data were available about the shapes and structures of obstacles involved in

parking lot accidents. This led JKC to investigate the obstacles in 80 parking lots located within a

100 kilometer radius of the Tokyo area.

These are all large-scale parking lots used by many drivers, such as ones seen in shopping malls,

multistoried buildings, and underground locations. Smaller-scale and private parking lots which

usually have no obstacles were excluded.

Results of our investigation

We found that 77% of the obstacles were pillars, 15% were H-shaped pillars, and 7% were posts,

as shown overleaf. Moreover, most of the pillars were 40-60 cm long, while the H-shape pillars

were 20-60 cm wide, with most of the posts being less than 20 cm in diameter.

Proportion of Obstacles in Parking Lot

Page 26

Target for test We made targets representing parking lot obstacles for the test of the Reversing AEB system, based on the results of our investigation. At first, we conducted the test by using wall-shaped targets made with various materials to see which one would be most appropriate. After this test, we decided to use corrugated cardboard as the material. The corrugated board showed similar and consistent test results, compared with other types of materials. Also, the corrugated cardboard was safe, and the cost was low. The sizes of each type of targets we defined were: Target serving as ordinary shaped pillar: 50 cm (Width) Target serving as H-shaped pillar: 30 cm (Width) Target serving as post: 11 cm (Diameter) Test of Reversing AEB system We then conducted tests of the Reversing AEB system under various conditions using these targets, and started discussions with the RCAR Working Group based on the test results. It is important to set the test conditions as close to real-life as possible, and this investigation involving actual obstacles has given us a positive challenge.

50cm

Page 27

From AZT Germany:

Crash Risks in Young Drivers – More than a Lack of Experience

AZT report to demand strategies for behavioral change

Young drivers’ accidents are acknowledged to originate from more than a lack of driving experience

(beginners’ risk). Crash rates decrease with every month, once licensed. But while focusing safety

measures on licensing and training, the field of age-specific factors (juvenileness risk) is handled

‘step-motherly.’

However, the impact of risks deriving from age (risk-acceptance, sensation-seeking, sportiness) is

documented by a wide range of research. Traffic violations correlate with age, and so does DUI.

Illegal racing and car-testing rise to a veritable problem worldwide, with youngsters playing cat and

mouse with the police.

Recently, AZT Automotive - Allianz Center for Technology delivered a study on youth and mobility,

emphasizing the state-of-the-art in traffic safety. It includes Allianz major claim analyses and a

CAWI survey on driving behaviors, attitudes, mobility patterns, and mobility preferences,

representative of Germany, Switzerland, and Austria; ages were 18-24, the sample-size 2,200.

Covered in the report were driving styles and deliberate unsafe driving display dimensions that

demand rethinking the predominance of car-handling skills. Extra motives (driving for other reasons

than transportation, e.g. fun, competitiveness, self-esteem) are to blame for juvenile risks. ESC is a

must-have for addressing handling errors.

But upgrading cars to the best possible technical state is merely half the picture. Education,

campaigns and enforcement must address juvenile characteristics. AZT therefore supports the

German and European Transport Safety Council policy by cooperating on several non-technical

fronts.

Page 28

Those interested in more information can view the full German language report at:

https://www.allianz.at/v_1413212006000/privatkunden/media-newsroom/news/aktuelle-news/pa-

download/20141014allianz-autotag-2014-studie-jung_und_urban-vfinal.pdf .

Alternatively, contact AZT Germany at: ( joerg.kubitzki@allianz.de ).

Page 29

E-Bicycle Accidents: Good Reasons for Alert Monitoring

German Police Statistics Allow Separate Look at Pedelecs

Promotion of e-mobility is popular in politics today, since the carbon-footprint does benchmark environmental safety. Smart modes in road transport (walking, cycling) and e-substitution of fossil fuels need support. But being “e” cannot keep us from investigating traffic safety requirements carefully. Now, German bicycle casualty figures are raising reasonable doubts about the safety of driving ‘pedelecs’ (pedelecs being defined as motorized bicycles with maximum power and speed of 0.25kW and 25 km/h respectively, not speed-bikes) carelessly and without special training. Statistics are still imperfect, but first outcomes suggest reason for alertness. The mortality rates between non-motorized and motorized bicycles differ clearly for 2014, and 2015 Jan-Oct. The risk of death when experiencing a personal injury accident is higher for pedelec users than for non-motorized cyclists. Explanations, such as mostly the elderly drive e-supported bicycles, do not work, as relative risks (RR) are higher for senior pedelec users compared to senior non-e-bicycle users. All non-e-bicyclist casualties (death plus injury) decreased from Jan-Oct 2014 to Jan-Oct 2015 by 3.6%, but increased for pedelecs by 26%, due to a third category: more severely injured. Percentages of cyclists being at-fault are higher in severe and fatal pedelec accidents, due to more single accidents; in addition, fatal single falls are supposed to happen more often with pedelecs. Accident data for high-speed bicycles (e-bikes) are not reported here; statistics list them separately under low-powered motorcycles. However, their casualty figures are surprisingly low, allowing the hypothesis that users feel a higher sense of danger and need for professionalism when driving speed-bikes. Dangers that come from handling pedelecs may be underestimated. So far, little is known about pedelec mobility patterns. When are they used? For leisure? Where? How much mileage? Do pedelecs lead to operators feeling comfortable cycling home under the influence of alcohol? Pedelec safety is beyond doubt open to further examination. But the data confirm for AZT that helmets are an imperative need for pedelec safety. The counter-argument that helmet promotion for pedelecs may hinder its modal-split growth is not acceptable. Accordingly, AZT recommends proper helmet use for any two-wheeler of any kind. For accident figures for Germany, go to www.destatis.de. For further information, contact AZT.

Page 30

Bicycle casualties in Germany0

2014

Fatalities Severe injured

Slightly injured

All causalties

1

Fatality relative risk

2

RR CI

All ages

Non-motorized bicycles 357 13,898 61,818 76,073

3.7 2.7 to 5.2

Pedelecs 39 624 1,560 2,223

All bicycles 396 14,522 63,378 78,296

Percentage pedelec of all bicycles

9.8

4.3 2.5 2.8

Seniors (65+)

Non-motorized bicycles 194 3,366 8,774 12,334

1.7 1.2 to 2.4

Pedelecs 32 365 814 1,211

All bicycles 226 3,731 9,588 13,545

Percentage pedelec of all bicycles

14.2 9.8 8.5 8.9

Percentage senior pedelec of all age pedelec

82.1 58.5 52.2 54.5

Percentage senior non-motorized bicycle of all age non-motorized bicycles

54.3 24.2 14.2 16.2

Percentage pedelec of bicycle population

2.3 (1,6 of 71 million)3

Percentage senior pedelec users of all age pedelec users

574

0source German Federal Bureau of Statistics 1defined as fatalities plus injured 2defined as risk to die on pedelec, when a casualty, compared to non-motorized bicycle 3source ADAC 4Lawiner & Bastian (seniors defined 61+)

Page 31

Bicycle casualties in Germany0

Jan-Oct 2015

Fatalities Severe injured

Slightly injured

All causalties

1

Fatality relative risk

2

RR CI

All ages

Non-motorized bicycles 300 11,565 52,846 64,711

2,2 1.5 to 3.3

Pedelecs 26 742 1,734 2,502

All bicycles 326 12,307 54,580 67,213

Percentage pedelec of all bicycles

8 6 3.2 3.7

2014 versus 2015

Jan-Oct 2014 Jan-Oct 2015

Fata-lities

Severe injured

Slightly injured

All causal-ties

1

Fata-lities

Severe injured

Slightly injured

All causal-ties

1

Non-motorized bicycles

317 12,414 54,375 67,106 300 11,565 52,846 64,711

Pedelecs 32 565 1,388 1,985 26 742 1,734 2,502

All bicycles 349 12,979 55,763 69,091 326 12,307 54,580 67,213

Change pedelec in percent

-18.8 +31.3 +24.9 +26.0

Change non-motori-zed bicycle in percent

-5.4 -6.8 -2.8 -3.6

0source German Federal Bureau of Statistics 1defined as fatalities plus injured 2defined as risk to die on pedelec, when a casualty, compared to non-motorized bicycle

Page 32

From KART Korea:

Group Rating System Modified to adopt Bumper Test

KART has adopted the bumper test (bumper beam underride and override performance) into the

Korean Insurance Group Rating System for 2016. The coefficient of correlation between repair

cost, RCAR Structural test, and RCAR Bumper test is 0.9, which is higher than that of 0.8 between

repair cost and RCAR Structural test only. It is expected that adopting bumper beam underride and

override performance into the Group Rating system could motivate vehicle manufacturers to

improve reparability and damageability and lead to lower repair costs for real world, low-speed

accidents.

The comprehensive bumper beam geometry and dynamic underride and override performance is

reflected in the Group Rating. The geometry performance is based on the measurement of bumper

beam height, engagement, and the portion of unprotected corner, while the dynamic performance is

based on the RCAR Bumper test of 10km/h full overlap front and rear.

Many corner crashes occur on roadways. In fact, approximately half of rear-end collisions and

fender benders are corner crashes. Accordingly, we decided to rate the unprotected corner rating

of bumper beams.

Table 1 below shows how the Geometry score was calculated.

Table 1: Geometry Score

Bumper Point

Corner

Overlap Height Unprotected

100mm >=100mm

+2 2016~2017

⇒

2018~

100~75mm +1 <=15.0% <=15.0%

<100mm 0 >15.0% 15.0~18.0%

75~1mm - -1 - >18.0%

none - -2 -

Geometry Score: 2016~2017 : Bumper point + 0.2 × Corner point 2018~ : Bumper point + 0.5 × Corner point

Dynamic performance was based on the extent of damage from the RCAR Bumper Test, and its

score is shown in Table 2 on the following page.

Page 33

Table 2: Dynamic Performance Score

Damaged parts(front) Damaged parts(rear) Point

Bumper cover, radiator grill, energy

absorber Bumper cover, energy absorber

1

Parts attached to bumper cover(grill,

fog lamp, sensor)

Attached parts to bumper

cover(reflector, sensor)

Bumper beam, crash box Bumper beam, crash box

Hood(repairable) Trunk lid/tailgate(repairable) 0

Fender(repairable) Fender(repairable)

Hood(replaced) Trunk lid/tailgate(replaced)

-1

Fender(replaced) Fender(replaced)

Head lamp Combination lamp

Cooling package(condenser,

radiator, intercooler)

Body, chassis, frame(side member,

back panel, trunk floor panel)

Front panel

Body, chassis, frame

Engine, transmission, electric parts

The Geometry and Dynamic score had the same weight factor.

One point of bumper score – the summation of the geometry and dynamic scores -- adjusts one

step of rate. As a result of the bumper test, two steps of rate could be improved -- or worsened.

The final insurance group rate of a vehicle was calculated as follows:

Group Rate As is To be

D&R index × Loss ratio (D&R + Bumper) index × Loss ratio

KART will continue to monitor vehicle crash accidents and auto insurance loss ratios to revise the

Group Rating system as needed.

Page 34

From CESVI Argentina:

Safest Car 2015 Awards

CESVI Argentina’s Safety Award Winners for 2015 For the ninth time, CESVI ARGENTINA has presented its Crash Test awards, in recognition of the vehicles

with the best price-safety ratio in each segment, based on analyzing the base versions of all vehicles

launched in the Argentine Republic between October 2014 and October 2015.

The vehicles were analyzed by the Engineering and Experimentation areas of CESVI ARGENTINA. The

election was based on the best price-safety ratio of each new model, with each ratio being expressed as a

coefficient between the vehicle’s price and its Safety Index, an indicator established on the basis of the

vehicle’s active and passive safety, its structural behavior and driving assistance, and the market price of the

model.

The Safety Index is a value expressed from 1 to 100, calculated by assessing the different systems and

characteristics of the vehicle, for which over 150 factors were considered on the basis of the safety provided

by each to the vehicle passengers.

Page 35

The vehicles under analysis were divided into the following categories: CITY CARS This category comprised the smallest vehicles in the market, i.e., those not exceeding a maximum length of 3.60m. SMALL CARS These vehicles’ lengths ranged from 3.61m in the hatchback body style (3 and 5 doors) up to 4.30m in the case of the sedan version. MEDIUM-SIZED CARS Those within this category had a minimum length of 4.31m (hatchback body style). In the case of the sedan version, vehicle length reached 4.65m. LARGE CARS Within this category, vehicle length ranged from 4.66m to 4.90m. ONE-BOX DESIGN These vehicles’ bodies were characterized by continuity from the engine to the trunk door, thus constituting one volume. SUV These were vehicles adapted to be driven both in the city and on off-road terrain. LIGHT COMMERCIAL VEHICLES This is the term used by the European Union for a vehicle carrying goods not in excess of 3.5 tons. PICK-UP VEHICLES A type of vehicle generally used for the carriage of goods. Once the vehicles launched in the present model year in the Argentine Republic were categorized into one of these segments, each segment with two or more participating vehicles was analyzed to determine the one whose price-safety ratio resulted in the lowest figure. An award was also granted for excellence in recognition of the best Safety Index, regardless of vehicle price. In addition, CESVI ARGENTINA also gave the Golden Car Award for safety to the vehicle with the best price-safety ratio from all the winners in its segment, including those which were the only ones participating in that particular segment. Finally, the vehicle with the best price-safety ratio from those manufactured in Argentina was presented with the National Industry Award. In the Small Cars category, the best price-safety ratio was offered by the KIA Picanto; in the Medium-sized Cars and Golden Car categories, the winner was the VW Golf; the Ford Mondeo was the winner in the Large Cars segment; the Ford Focus, in the National Industry category; while the HONDA HRV stood out in the SUV segment.

Page 36

From CESVI Mexico:

Cesvi Mexico Offers Job Skills Certification

Painting is one of the Job Skills for which Certification is now offered by Cesvi Mexico

With the firm intention of continuing to professionalize the repair sector, expanding its offerings, and

further promoting best practices in repair processes for safe mobility, Cesvi Mexico has been

working on new standards for job skills pertaining to activities related to the management of land-

based vehicle accident repair, in cooperation with the ‘SEP’ (Ministry of Education) through the

“CONOCER” bureau.

Today, Cesvi Mexico is recognized by SEP as an ‘ECE’ -- Evaluation and Certification Entity --

which empowers it to develop occupational skill standards according to market needs. It is also

authorized to act as the leader of a ‘CGE’ (Competence Management Committee, acronym in

Spanish), which allows it to call on other companies and institutions to participate in the

development of new standards.

In this regard, Cesvi Mexico offers certification, including official recognition, to all those who have

the necessary knowledge, but lack any other formal substantiation of their years of experience as

technical painters, mechanics (brakes and tuning of petrol engines), estimating agents, traffic

accident surveyors, Demarcation Guide experts, and automotive body technicians.

Page 37

As of 2015, Cesvi Mexico has managed the registration of auto insurance adjusters, as well as

certification assessment of the competencies of companies and independent adjusters.

This effort opens a new opportunity to service a market that had previously gone untapped by Cesvi

Mexico, in the form of service shops, auto mechanic schools, universities, independent bodyshops,

technical schools, fleets, and government agencies.

Some of the benefits accruing to this sector arising from the certifications now being offered by

Cesvi Mexico include having trained staff, reducing transaction costs in labor markets, giving

certainty to customers about services offered, and bridging gaps of knowledge among various staff

repair centers.

In addition, the Mexican model of skills development certification is also being adopted by other

Latin American nations, in recognition of the fact that training for job skills was one of the issues

raised by the United States and Canada as a condition of Mexico joining NAFTA in 1994.

Welding (left) and Painting (right) being Demonstrated

Page 38

14th

Automotive Repair and Maintenance Expo 2016 and 2

nd Cycle of Road Safety Conferences

14th Expo 2016 Poster

Reaching fourteen years of experience is not easy in the complex world of fairs and exhibitions. Accordingly, innovation has been our main goal in every edition of the Automotive Repair and Maintenance Expo since 2003. This year’s event will take place at one of the most prestigious event facilities in Mexico City, the World Trade Center. For 2016, the theme is innovation, and how art processes help repair centers enhance quality, be more efficient, safer, and faster. Included in the discussion will be how to replace old, outdated practices with modern methods that give more return to the workshop. In keeping with our theme, this year’s event will expand from two to three days, so that more people involved in the sector may attend on either a Thursday, Friday, or Saturday, whichever works best for them. Automotive Repair and Maintenance Expo is the most important business platform in Mexico and Central America for the sector involved in refinishing, repair, and maintenance of cars, heavy equipment, and motorcycles. From 2003 to date it has generated revenue for exhibitors in excess of $2,740.00 per m2 of exhibition space, by increasing the number and quality of visitors each year. The exhibition is also specialized, with the presence of 100 companies that offer solutions to owners and employees of workshops, car dealerships, and fleet operators involved in the maintenance and repair of vehicles. With respect to road safety, Cesvi Mexico will be also be holding the 2nd cycle of road safety conferences, with professionals working directly with authorities, fleet managers, research centers, automotive suppliers, and certifying bodies.

Page 39

From Cesvi Colombia:

Auto Crash Magazine Now Available to All

Auto Crash Magazine has, for many years, been the most important publication of Cesvi Colombia.

The dream began 10 years ago, when all institutional information was concentrated in print media

only available to shareholders and close customers. After that, in 2009, this publication underwent

an important evolution, becoming an independent reference magazine for the automotive,

insurance, and road safety sectors.

Page 40

Over time, Auto Crash has been recognized in the automotive industry as a magazine that contains

many innovative and informative articles, providing value to all readers. Auto Crash was the only

magazine to focus on covering all aspects of the automotive value chain in Colombia, including

trucks, the fleet industry, and motorcycles.

The printed version has been distributed since 2005, with more than 10.000 bimonthly copies and

33 editions. Since November 2015, a digital version has been available from the new web-site

www.revistaautocrash.com, adapted to Android and iOS platforms, as well as social networks,

internal networks, and newsletters, crossing borders to reach all Spanish- speaking countries.

In addition, the technical content has evolved, from being aimed at specific technicians, to now

being of interest to the general public. Now, anyone interested in these subjects, who uses roads

for any kind of transport, can find in Auto Crash all the information they need with regard to raising

awareness and road safety education.

Environmental issues arising from Cesvi Repuestos (spare parts) can also be found in Auto crash

Magazine, representing an invitation to reflect on the corporate responsibility of the repair industry

to improve and protect the environment through innovation, productivity, sustainability, and

ecologically-friendly repair methods.

The repair sector can also find in Auto Crash an infinite source of information designed to help

technicians update their knowledge base, improve processes, and keep them informed of recent

developments.

In addition, most makers of cars, trucks, and motorcycles can find in us a partner that will help

exhibit their innovations, new products, and technological breakthroughs on a widely-available

platform.

We invite all of you to enjoy our magazine and visit our web site.

Page 41

From Samsung Korea:

Seminar on Traffic Safety Policy

Dr. Taekyoung Jang (far left), a Chief Researcher with STSRI, Discusses Strategies

to Improve Traffic Safety Consciousness

In Mokpo City on 5 November 2015, Samsung Traffic Safety Research Institute (STSRI) hosted a Seminar

on Traffic Safety Consciousness, together with the government of Jeollanam-do and the Jeonnam Provincial

Police Agency, to audit local traffic safety conditions, raise public consciousness, and share opinions about

improvement strategies.

The seminar was well attended, and included 8 panelists and 250 participants representing traffic safety

policy and audit experts from Korea Transportation Safety Authority, Jeonnam Citizen's Coalition for Safety,

and the Jeonnam Trucking Association.

Dr. Taekyoung Jang, who led a discussion on Characteristics and Strategies for traffic accidents in Jeonnam

District, noted that there were numerous accidents involving drinking, speeding, signal violation, single

vehicles, older drivers, freight, agricultural machines, and two-wheelers. In addition, he emphasized that

strategies to enhance traffic safety consciousness should include intensification of regulation and extension

of education, along with improvement of infrastructure, such as road pavement, as required.

The traffic agencies discussed problems related to traffic culture and the level of understanding of local traffic

officers in recognizing road traffic conditions.

STSRI have participated actively in projects to prevent traffic accidents in municipalities through Traffic

Safety Inspectional Studies since 2013.

Page 42

Study on the Effectiveness of Rear-Cross Traffic Alert Systems in Preventing Accidents

Rear-Cross Traffic Alert (source: Hyundai Motor Company)

The Korean Ministry of Land, Infrastructure, and Transport (MOLIT) has examined the effectiveness of

advanced driver assistance systems (ADAS), with a view to adding a new category to the Korean New Car

Assessment Program (KNCAP). Since 2015, the Korea Automobile Testing & Research Institute (KATRI)

has studied safety features to initiate new assessment methodologies and standards by 2017. For example,

AEBS is divided into 3 parts (Inter-Urban, City, and Pedestrian situations). LKAS, ACC, SLD, BSD, ISA, and

RCTA are also included in the new assessment. For the first stage, STSRI has agreed to provide the effect

analysis of RCTA in 2015, as requested by KATRI.

The Rear Cross Traffic Alert (RCTA) system uses the same radar infrastructure used for detecting vehicles in

the blind spot, and can help avoid accidents when reversing out of a parking space. Even though RCTA has

some limitations, in that it cannot yet detect small objects perfectly such as pedestrians, motorcycles,

bicycles, and so on, it can help alert the driver to the presence of objects that sometimes cannot be seen in

rear collisions. STSRI analyzed cause-and-effects by accident type, based on real-world crash data with

respect to RCTA. Their study showed that the rate of accidents in which a vehicle was equipped with RCTA

is lower by 1/7(p<0.05). In addition, the incidence of Bodily Injury and Property Damage claims involving

RCTA-equipped vehicles was found to be lower, while the Comprehensive and Collision claim rates were

higher. In conclusion, RCTA was found to have great potential for preventing accidents, considering that

many unreported minor accidents occur when vehicles move into or out of parking spots.

STSRI will continue to analyze the effectiveness of research into state-of-the-art safety features, in

collaboration with the Korean Government.

Page 43

Samsung Co-hosts 2015 Seminar on Road Traffic Safety for National & Local Governments

Boksu Choi, Chief of Ministry of Public Safety and Security, Speaks at the Opening of the

2015 Seminar on Road Traffic Safety for National & Local Governments

Samsung Traffic Safety Research Institute (STSRI) hosted the 5th Seminar on Road Traffic Safety for

National & Local Governments, together with the Ministry of Public Safety and Security (MPSS), in Busan

City on 18-19 November 2015. Participating in a panel discussion, traffic safety specialists delivered

presentations to 260 traffic police officers, focusing on improvement of traffic safety expert knowledge and

understanding the traffic safety strategies of the Korean government.

The major themes of the seminar were: Enhancement of the Efficiency of Pedestrian Environment Projects

in Community Roads, Improvement of Blind Spots, Characteristics and Countermeasures of Pedestrian

Accidents with Limited Drivers’ Views, and Strategies to Prevent Traffic Accidents.

STSRI will continue to train traffic safety experts, in cooperation with the Korean government, local

governments, and private companies.

Page 44

From IAG Australia:

Be Aware of Kangaroos on our Roads!

A study of IAG car claims data in Australia revealed that nearly 20,000 collisions with animals happen each year, with the peak period occurring during the winter months of July and August.

The most common animal to be involved in a collision was

the kangaroo, accounting for 80 percent of all animal

collision claims. The next most common was dogs, at 5

percent, followed by wombats, cattle, and cats.

The data is released each year prior to winter, in an effort to

alert the public to be aware of animals, and what to do if a

collision does occur. Kangaroos and Wombats Ahead!

“Kangaroos are most active around sunrise and sunset when they are foraging, and this is when they are

most likely to venture onto roads, so we encourage drivers to slow down during twilight hours,” said Mr

Robert McDonald.

Although most animal collisions occur in rural areas, city drivers are also advised to stay alert in suburban

areas.

A video released with this study is available here: http://go.nrma.com.au/1SeAdkT.

Parking Lot Collisions Highest During December

An analysis of IAG collision claims revealed that collisions in parking lots are highest during the

month of December.

In the 2014-15 financial year, claims in December were 20 percent higher than average, with the

average cost of parking lot collisions just under $2,300.

The data revealed that collisions while reversing make up 21 percent of all collisions on our roads;

however this more than doubles to 46 percent when in parking lots.

The analysis was published prior to the holiday period in December through IAG brands in Australia

and New Zealand.

Page 45

Shopping Cart Collisions in New Zealand

This Lowly Shopping Cart can Inflict up to $15,000 in Damage to a Higher-End Vehicle

IAG in New Zealand receives nearly 200 claims per year for damage to cars caused by shopping

carts.

In the 2014-15 financial year, the average repair cost for this types of incident was $1,100.

The months of October to January were found to be the highest for shopping cart collisions.

Incidents were also highest on Fridays, peaking between midday to 3pm.

The IAG Research Centre has conducted tests of loaded shopping carts and found they can reach

speeds of up to 15km/h (9mph). The severity of a collision is influenced by the slope of the car park

and the weight of the loaded cart, which could be up to 50 kilograms (110 pounds). It is not unusual

to have $10,000 to $15,000 in repairs due to shopping carts hitting expensive cars, due to paint and

parts costs.

The study was released through IAG brands in Australia and New Zealand.

Page 46

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: rcarorg@hotmail.com or

wilf_bedard@hotmail.com

The RCAR

Newsletter

Publisher: Wilf Bedard

Editor: Larry Roberts

Technical Coordinator:

Alida Meyer

Dates for your Diary

Mar 10-12, 2016 14th Annual Automotive Repair and Maintenance Expo 2016, World Trade Center, Mexico City, Mexico

Mar 17, 2016 Driverless Technologies Insurance 2016 Conference, London, UK

Sep 25-30, 2016: RCAR Annual Conference, Lotte Hotel World, Seoul, Korea