Motor Insurance Repair Research

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Centre (Thatcham)

In the 1960s the motor insurance industry became

concerned about the escalating cost of vehicle

accident damage repair work and its effect on

motor insurance premiums. To have some direct

influence on these costs it was recognized that

motor insurers required a means of researching

the cost of repairing accident damaged cars and

light commercial vehicles.

In 1969, motor insurance company members of

the British Insurance Association and motor syndicates

at Lloyd’s joined in a scheme to create a

research centre. The result was Thatcham, named

after the small Berkshire town where it is situated,

and the only centre of its type in the UK. Thatcham

is unique in that it represents an entire motor insurance

market. It has been granted research status by

492Repair of Vehicle Bodies

the government, and is funded by levies on the

members of the Association of British Insurers and

Lloyd’s Motor Underwriters Association.

The aims of the centre are as follows:

1 To advise on repair methods and prepare accurate

job times for panel replacement

2 To minimize the effects of road accident damage

and liaison with manufacturers in the interests of

better vehicle design

3 To pioneer quicker, more cost-effective methods

of damage repair.

Thatcham exists to promote cost-effective methods

for motor vehicle repair. This includes demonstrating

the types of equipment and techniques which are

available to the repair trade. This effort is backed

by a professional approach using skilled workshop

personnel and engineers recruited from the repair

trade and manufacturers. They are able to provide

insurance engineers and repairers with essential

repair information, often as soon as new vehicle

models become available at the dealers.

Research at Thatcham is divided into two stages.

Stage 1 research determines the best method of

removing and replacing the outer cosmetic panels

of undamaged vehicles, and the time taken to do

this. Stage 2 research is more advanced; it relates

to vehicles that have been subjected to controlled

structural damage, and is concerned with the repair

methods and times associated with such damage.

Because most research concentrates on prelaunch

or recently launched vehicles, accident damage is

simulated on the crash test facility. This provides

uniformity of impact, irrespective of the model,

and provides data based on constant factors, thus

making model damage comparison more meaningful.

Vehicles can be propelled into a static crash

barrier or impacted by a 1000 kilogram mobile

crash barrier.

Both stage 1 and stage 2 research is observed

by a work study engineer, who determines the

most effective method of repair. This is achieved

through consultation with the vehicle manufacturer,

other specialist engineers and very often

the experienced skilled tradesman carrying out

the work. Subsequently, repair methods are established

before publication. The evolution of manufacturing

and repair techniques inevitably means

the introduction of new materials, tools and techniques

which could have a significant impact on

repair methods. Specialized research projects are

set up to establish the effect of such materials,

tools and equipment on repair methods, times and

costs. From time to time, research into specific

aspects of vehicle engineering is undertaken for

manufacturers.

The results of the Centre’s research are published

in methods manuals, special reports, newsletters and

in the form of parts pricing information. Once the

work study engineer has evaluated the information

obtained through observation and consultation, the

data is published in a methods manual. These contain

comprehensive data on repair methods and

times, welding tables and diagrams, and technical

information supplied by the vehicle manufacturer.

The results of the specialized research are published

through special reports. Newsletters supplement

published data, providing information for immediate

action within the vehicle repair industry.

Training is seen as an essential and increasingly

important part of the work done. Thatcham provides

courses for insurance company staff engineers and

independent consultant assessors, concentrating on

the latest developments in jig technology, welding

and refinishing. Help is also offered to develop

potential repair talent by encouraging educational

institutes, such as technical training colleges, to visit

the Centre.

Overall, the staff are working towards enhanced

low-speed impact performances; quicker and more

cost-effective repairs; and a better understanding

between those who do the repairs and those who

pay for them. Thatcham continues to influence and

improve repair technology, keeping pace with the

ever-increasing sophistication of the modern motor

vehicle to the benefit of the motoring public.

Further estimating

The Motor Insurance Repair Research Centre at

Thatcham, Berkshire, usually simply referred to as

‘Thatcham’, have produced repair time schedules

for most repairs to most cars. The schedules are

divided into replacement time schedules for body

panels and methodologies for paint refinishing.

Replacement time schedules

A number of tables are available for each vehicle,

these give single panel times and combination panel

times. See Figure 14.142. The single panel time is

Major accident damage 493

Figure 14.142Replacement time schedules (Motor Insurance Repair Research Centre)

494Repair of Vehicle Bodies

given in Section A, the replacement time schedules

can be read off horizontally. It should be noted

that the total time for each complete replacement

includes a time allowance of 0.5 hours for the body

repairer to move the vehicle as needed and obtain

special tools and parts from the stores, this is called

job allowance. The table includes a section for paint

refinishing.

If more than one panel is being replaced, the

combination panel time is used. For instance, it

will take less time to replace both a front wing

and a front panel than a separate wing and a front

panel. The procedure is to find the nearest combination

in Section B, each dot in the column

denotes a panel. The time for the combination of

panels is read off vertically in Section C. The job

allowance is calculated by allowing 0.5 hours for

the first panel and 0.25 hours for each subsequent

panel or bracketing system. For ease of calculation

the allowance is then rounded up to the nearest

0.1 hour.

If the job is a large one which combines several

panels and cannot be readily calculated, a paint

combination time (paint comb.) is listed in the

single panel part of the matrix. The paint combination

time is the productive part of actual painting,

that is, it does not include paint mixing, test

panel spraying, changing overalls or cleaning. So,

this time alone can be added to a combination

panel time for painting a larger combination of

panels.

Paint refinish methods

Thatcham publish refinish guide times for individual

vehicles using the common variations in paint

systems, these are:

non-metallic

non-metallic, base coat and clear

metallic, base coat and clear

two-coat pearlescent

The times allow for dry-flatting and the use of

two-pack materials where appropriate.

Thatcham suggest a set sequence of paint refinishing

operations, these are shown in Figure 14.143.

The above is a brief introduction to Thatcham

Methods, and it is recommended that the body

repairer takes one of the Thatcham short courses.

Glassmatrix II system

Glass’s Guide Services, famous for their pocketbook

on car prices, offer a computer-based estimating

system using Thatcham time schedules.

Glassmatrix II An MS Windows-based, computerassisted

estimating system that is used by insurance

companies and vehicle body repairers to produce

accurate estimates of repair costs. The estimates are

produced using a system of bar coding information

from a collision repair estimating guide (CREG).

The bar code reader is shown in Figure 14.144. The

bar code contains information on the labour time,

the cost of replacement parts and the part number

for identification. The labour time is mainly supplied

by Thatcham, the numbers and the costs of parts is

based on manufacturer’s recommended retail prices.

The Glassmatrix software is supplied on a CD ROM,

which is regularly updated – usually once a month.

The software is modular, see Figure 14.145.

GlassWord A report and form generator that can be

used to design bespoke forms and reports. It works

in conjunction with Glassmatrix by importing power

fields from an estimate and placing them into a form

template. GlassWord can be used to create parts

order lists, letters to customers, invoices, and other

documents using either plain paper or printed business

letterheadings.

GlassImage A system for capturing and storing

digital images from video data. A video camera is

used to record digital pictures of the damaged

vehicle.

Glass’s Guide for Windows A PC-based version

of the famous valuation booklets; information from

this can be imported into the estimate or other

forms.

Alternative parts A database of insurance industry

approved parts, mainly Veng and Unipart, which

may be used instead of the original equipment

manufacturer (OEM) parts database.

GlassReport A statistics package for analysing

the estimate in terms of common concepts, such

as average estimate cost and parts-to-labour ratio.

Glassmatrix communication links Figure 14.146

shows the arrangement of the communication links.

It should be noted that e-mail can be sent using

either a mobile telephone cell network, or a portable

satellite link, both of which are currently more

expensive than a land-line link.

Figure 14.143Paint refinishing methods (Motor Insurance Repair Research Centre)

496Repair of Vehicle Bodies

Figure 14.143(continued)

Major accident damage 497

Figure 14.145Glassmatrix II modular software (Glass’s Guide Services)

Figure 14.144Glassmatrix II bar code reader (Glass’s Guide Services)

498Repair of Vehicle Bodies

Figure 14.146Glassmatrix communication links (Glass’s Guide Services)

Major accident damage 499

Questions

1 Define the terms ‘primary damage’ and ‘secondary

damage’.

2 Explain the theory of collapsing metal panels

when they are involved in collision.

3 Define the terms ‘visible damage’ and ‘concealed

damage’.

4 Define the term ‘direction of damage’.

5 Describe what is meant by direct damage to

metal panels.

6 With the aid of a sketch, explain the difference

between a single- and a double-crowned panel

surface.

7 Use a sketch to explain the principle of the Mitek

system.

8 Describe, with the aid of a sketch, the principle of

the Korek system.

9 State two advantages of Dozer equipment when

used in repair.

10 Describe how the vector principle is applied in

repair work.

11 With the aid of a sketch, describe pressure areas

and tension areas on a damaged panel section.

12 Explain the basic use of the pulling tower system

in the repair of vehicle bodies.

13 Draw a sketch to show how a Dozer can be used

to repair a front end damaged by collision.

14 What are the comparable advantages of portable

and fixed body jigs?

15 Explain the term ‘bracketless jig systems’.

16 What are the advantages of using bracketless jig

systems?

17 State the procedure to be followed in order to

mount a vehicle on a bracket-type jig system.

18 State the advantages of a dual alignment and

repair system.

19 Explain how the measurement system works on

the Dataliner equipment.

20 How can misalignment of a car body affect the

control of the vehicle when it is being driven on

the road?

21 Use a simple sketch to show how the drop-line

method of alignment is carried out.

22 Use a simple sketch to show how gunsight

gauges are used in repair.

23 State the factors which determine whether

damaged panels should be repaired or replaced.

24 List, in logical sequence, a basic approach to the

repair procedure adopted in major collision

damage.

25 What is meant by repairing using partial panel

replacement?

26 List four methods of panel removal and the tools

used.

27 Why is a vehicle road tested following major

repair work?

28 Describe a method of repair by replacement of a

front wing which has received major accident

damage.

29 What is the importance of care of customer’s

vehicles when received for repair in the workshop?

30 Describe the difference between a laminated

glass windscreen and a toughened glass

windscreen.

31 With the aid of a sketch, describe the fitting of an

indirect glazed windscreen.

32 Describe the removal of a direct glazed

windscreen, and the type of equipment that

would be used.

33 Describe in detail how to check for door aperture

alignment.

34 Explain the method of repairing and aligning a

damaged body shell, when using a jig and

hydraulic pulling equipment.

35 Explain why a careful study of accident damage

is necessary, before any stripping or repair is

carried out.

36 State the advantages of having a body jig system

incorporated in a lift system.

37 Why is it essential to check the steering geometry

of a vehicle after major repair work has been

carried out?

38 Describe the four stages of the procedure for

dealing with repairs carried out under an

insurance claim.

39 How are material costs established on an

estimate?

40 State the importance of the clearance certificate.

500Repair of Vehicle Bodies

41 A suspension frame member is to be replaced by

welding; explain the correct method of achieving

its alignment, before hand.

42 A vehicle is to have the rear boot floor, wheel

arch and quarter panel assemblies removed.

State the repair procedure to reinstate these

panel assemblies.

43 With the aid of a sketch, show the position of a

pull-dozer to realign a centre pillar after side

impact.

44 Explain the repair procedure necessary for part

panel replacement on the quarter panel

assembly of a four-door saloon.

45 With the aid of labelled sketches, show the

difference between direct glazing and indirect

glazing.

46 Outline the procedure for mounting a vehicle on a

jig using the MZ bracket system.

47 Show, with the aid of a sketch, how the laser on

Dataliner equipment can achieve a 90 degree

angle.

48 State the advantages of the use of split

measuring bridges on a jig measuring

system.

49 Explain what is meant by the term ‘universal jig

bracket’.

50 State the safety precautions necessary when

carrying out pulling in repair.

51 Describe a computer-based estimating system.

52 Describe how to use the Glassmatrix estimating

system.

Bodyshop

planning

15.1 Initial planning

Preplanning

Setting up a bodyshop capable of carrying out

repairs that will meet customers’, insurance companies’

and motor manufacturers’ quality standards

requires significant investment in time and money.

Therefore to set up or redevelop a bodyshop, professional

advice is essential.

There are a number of suppliers, manufacturers

and independent consultants offering a range of

planning, design and consultancy services, from

simple equipment layouts to sophisticated threedimensional

computerized blueprints. The design

and planning services provide everything for the

re-equipping of new bodyshops in existing premises,

extensions to original bodyshops, or the total

development of greenfield sites. Preplanning is

essential, whether for the building of a new bodyshop

or the remodelling of existing premises,

because it is necessary to be certain that the finished

bodyshop will meet all the operational requirements

before construction is started. It is therefore important

to conduct as much market research as possible

before finalizing your plans. This research should

include asking bodyshop staff what improvements

they would like to see in the new bodyshop, visiting

other bodyshops, and talking to other managers to

collect advice and recommendations about good

practice and possible problems to be avoided.

Choosing a site

The location of any building or bodyshop is a crucial

factor in its profitability: no matter how efficient may

be the management and staff, customers will not be

encouraged to bring their vehicles for repair if access

to the site is difficult.

A new bodyshop located on an industrial estate

usually presents few problems. It also usually

means a lack of sensitive residential neighbours.

Access is generally good, and the essential services

of gas, electricity, water, drains and telephone are

already available. On sites lacking these services it

could prove costly to have them installed.

A site that is relatively cheap may have distinct

disadvantages such as a narrow road, steep hills, a

particularly bad surface, sharp corners, one way in

and one way out only; all these affect access to the

premises. Ideally the customer should be able to see

the site before he or she is on top of it. Your outside

sign should be simple, easy to read and brightly

coloured, otherwise you run the risk of customers

missing it, driving past your bodyshop and ending

up frustrated even before walking through the door.

The premises should be easy to drive in and out

of, and there should be adequate space for vehicles

to turn safely. These requirements apply equally to

suppliers delivering bodyshop materials, especially

with large commercial vehicles. Parking facilities

should be adequate and made attractive by either

landscaping or the addition of planters. A prospective

customer will not be impressed if he has to park

halfway down the street to walk to your bodyshop.

The choice of site will of course depend to a large

extent on the amount of capital available. The operator

who buys a leasehold site pays proportionally

less but may not be able to make the necessary

profit within a set number of years. Freehold land

is more expensive but a much better investment.

Another option is renting an existing bodyshop.

Alternatively, converting a purpose-built building

might be considered, although this could be costly

and may not ultimately fulfil the necessary criteria

for an efficient bodyshop, although it is probably the