IMI Magazine

Bodyshop - Boron debate heats up

A metropolitan police chief has ordered the first ever inquiry into the road safety dangers of incorrectly repaired vehicles. Commander Shabir Hussain has asked his accident investigators to look out for evidence that faulty work on ultra high strength and boron steel components has contributed to road accidents.

His move follows an approach by bodyshop industry campaigner John Dwyer, himself a former police officer. Dwyer, former Cheshire assistant chief constable, claims that less than a quarter of the UK’s 5,500 garage bodyshops are equipped to repair cars containing the new high strength steels.

Meanwhile, in a separate development, Thatcham crash repair centre has announced its intention to formulate a standard for crash repair methods. “With vehicle design becoming ever more complex, model-specific repair methods are vital if cars are to be reinstated to pre-accident condition with the original construction integrity and safety features,” said Thatcham.

Commander Hussain’s move prompted a warning from RAC Services that fleet managers are taking “pot luck” if they choose repair shops at random.
Phil Mairs, head of RAC Services, said: “Fleets can’t be expected to know how to vet a potential repairer, which is why it’s essential to tap into an approved repairer network. Those buying repair services should be looking for the BSI PAS 125 Kitemark for vehicle body repair.”

Different equipment
John Dwyer, who now runs a business protection and security business, began his safety campaign last year after learning that repairs to UHSS and boron steel components – found in the majority of modern cars – required different welding equipment to that operated by many bodyshops.

 “Welding experts have informed me that welds created with the wrong type of equipment would fail in the event of  a subsequent accident and could even come apart from normal road vibration,” said Dwyer at the time.

“I now have every confidence that Commander Hussain and his team will look into this issue very thoroughly and I am looking forward to their findings.”

Speaking at a Refinish Industry Survey conference earlier this year, Dwyer acknowledged that the new PAS 125 standard for body repair was “a step in the right direction”, but noted that it was a voluntary measure.

“It needs to be driven by compulsive measures and regulations,” he said. “There is also a need for some type of vehicle passport showing any repair history – the date and type of repair and who carried it out.”
Explaining the reasons for Thatcham’s decision to draw up a standard for crash repair methods, chief executive Peter Roberts said: “Current methods are produced in a variety of formats and we are becoming increasingly concerned at the efficacy of these methods which in some cases are inadequate and not comprehensive in their coverage of specific repair techniques.”

Woeful lack of training
While vehicle assembly and materials continue to grow more complex, a recent bodyshop survey gives a damning picture of training provision for body repair.
Findings showed that 44% of independent bodyshops have no apprentices; neither do 46% of garages or 27% of franchised dealers.
Overall around 70% to 80% of bodyshops do not send staff on training programmes. 

2007 Refinish Industry Survey, published by Plenham (£495). To order a copy, contact Claire Steers on 01296 642820 or email Claire@bodyshopmag.com

GM highlights repair dangers
General Motors has introduced a newsletter, ‘Accident Repair’, to keep bodyshops and insurance companies up to date on repair demands for its Chevrolet, Saab and Vauxhall vehicles.

The company points out that nearly all European-made vehicles now use ultra high strength and boron steel in chassis legs, B pillar strengtheners and the main occupant cage. Mild steel in the new Corsa is 25% lower than in the previous range.

“Incorrect repair of structures can have serious consequences in the event of a further accident, such as failure of airbag deployment,” says a company statement.

Chris Phillips