At the invitation of Chairman Brian Hagan I was delighted to take up an offer to meet the ERRI Group following on from my continual criticisms of their intentions. Firstly I must say how well I was received. Not unexpectedly, I had to endure some constructive criticism from the Group but I sensed that they understood many of the points that I have focused on and are concerns for most operators.

I think my biggest mistake was not realising that the Group has chosen a much narrower remit, therefore some of my criticisms were not theirs to rectify.

When I was using words to describe the Group I failed to realise the passion that most of the Group have for what they are trying to do and there certainly are enough people with enough experience to get done what they need to do.

I still think it is a pity that there are two Associations still missing because, if the numbers at the meeting were correct, two more Associations would provide an excellent balance.

After these various exchanges I have now decided to let them get on and prove to us all that they can do some good, especially as Brian Hagan’s closing words were: “We are not here to make new regulations.” (That impressed me.) And of course now everybody is watching.

I did have to point out that I am not being stoked by any Association, only by my own thoughts which are continually fuelled by the many Operators who make contact with me and send me various documents.

As I write this letter I am suddenly made aware that the PAS 43 document has shot up to £49. I ask: who the hell is responsible for this? Be warned, you could be next on my list!

Fred Henderson,
Durham City.

The free online service from the Highways Agency, which provides a quick and easy route planning and notification system for hauliers transporting abnormal loads has seen a steady increase in use since its recent upgrade.

ESDAL (Electronic Service Delivery for Abnormal Loads) has been developed to help hauliers save time and to minimise administration costs by easily notifying the relevant road and structure owners, as well as Police and other interested parties, when an abnormal load move is planned.

Since upgrading the service, the number of communications sent to road authorities, structure owners, and Police by hauliers using ESDAL has increased from 14,692 in April to 26,591 in June.

The web-based service was upgraded using feedback from users. Some of the most popular functions requested and now implemented include:

* A-to-B Mapping – ESDAL will automatically plan a route, and return route if required, for the abnormal load movement from the start and end point selected by the haulier. Drag-and-drop anchor points allow the route to be easily modified if required.

* Online collaboration – Road authorities, structure owners and police are able to provide online feedback to the haulier when notifications are made via ESDAL.

* Simplified vehicle entry – A single page is used to enter details of vehicles used in abnormal load movements.

* Notification status – A transmission status page for each notification sent by the haulier.

Paul Furlong, from the Highways Agency, said: “The new enhancements to ESDAL have been received very positively by the industry. This has been demonstrated by increased use since April. ESDAL reduces the administrative burden and modernises the procedures for managing abnormal loads. It significantly improves the planning, management and notification of abnormal load movements.”

Steve Biddell of the Road Haulage Association said: “The Road Haulage Association continues to support the need for a system such as ESDAL. Many hauliers are benefitting from developments already introduced and the completion of the latest phase should further meet the needs of all those involved in the very specialist task of transporting abnormal loads.”

Malcolm Bingham of the Freight Transport Association said: “The Freight Transport Association has been advising abnormal load operators to use ESDAL for some time to ensure that they have the tools to notify movements to the appropriate authorities.”

Hauliers wishing to find out more about ESDAL and register their details online should visit the website at: www.highways.gov.uk/esdal. Alternatively, application forms can be requested by emailing a company name and address to: This e-mail address is being protected from spam bots, you need JavaScript enabled to view it or by contacting the ESDAL Helpdesk on 01642 636789.

Taken from: HGVUK

After a short break and probably a little bit of reinforcing of the ranks, the G Group are back in business with yet another name. I would have thought they would at least have found a name that was easy to pronounce or mean something. Nevertheless, I suppose thanks to the Tow Show they have now had a chance to rustle up a bit of extra support but, bearing in mind I use Professional Recovery for my source of information, I still don’t see anything, and I mean anything (nothing) that this group are planning to do for my business and that would mean a few hundred others like me.

Furthermore, their demeanor reminds me of Gordon Brown’s Labour Party hypes with all their spin and fancy words.

I therefore do not understand how this group can say they are representing a united industry.

I can certainly see how they can easily talk to the work providers because they are a group that would want to be seen to be associated with one outlet but while they are probably easy to meet and talk to we all know they are a hard chestnut when it comes to getting even the slightest contract concession for a Recovery Operator, not to mention a slight increase in rates. One thing is for sure, if the work providers – our paymasters – do not like what they hear from ERRI they will just bypass them and do what they want with their contractors which, I am afraid, is their right and entitlement whether we like it or not.

When it comes to this sort of thing, would we not be better off being represented by the likes of Arthur Scargill or Bob Crow. As much as I dislike these sort of people they know how to look after their members; they know how to get better terms and conditions; more pay and better holidays.

Is this something that this new group will be trying to do for us? To be fair, I think they would like to but are not going to progress.

I therefore ask what is the agenda of the ERRI and, to break it down even further, look at the agenda of the individuals involved. Perhaps a couple of the main players do share a passion for the industry; another two or three it is probably their ego; and for the rest it is how much money can they make from it. Just to give you a clue, I don’t think Brian Hagan is in it for the money, or the RVI for their ego.

I was quite shocked to read, to quote: “We must embrace European legislation.” Even David Cameron said we must resist any more European legislation (or something very similar).

I see reference to “WE MUST” start working shifts. This shows a certain naivety as to what the ordinary operator is looking for. It is certainly not unnecessary legislation and a compulsory shift system in a business that only does a sprinkling of jobs after hours.

It is worth bearing in mind that if it wasn’t for the poor rate paid per job (little different from 10 years ago) there is not a lot wrong with our industry. The Operators themselves have moved the image forward and are continuing to do so. So in some ways it is going to be difficult for this Group to come up with something new and innovative. Red lights, bus lanes and hard shoulders are, to be fair, only tinkering on the fringe and if this is the best that can be offered to trade off some new rules and regulations, it doesn’t strike me as a good show. In Tyne and Wear breakdown trucks can run in many of the bus lanes already.

I repeat once again, I am not against legislation but it should be Government legislation which then applies to every single person and company and not just those that have fallen foul of self-regulation and the greedy vultures that police it. Government legislation usually costs very little to initially conform to; the price comes when you break the law. So this means people generally conform to the regulation day in and day out without transgressing, whereas self-regulation is usually putting everything right for an inspection, paying your bounty and then hoping nobody comes back for a year. In the meantime, who cares what you do.

I don’t understand the need for an ‘R’ licence, but if it is run by VOSA the same as an ‘O’ licence I would expect to
have no problem, but if it is another self-regulatory thing, I am out.

I have heard it said that we should have a disc like a taxi to prove credibility. Surely our customers are not flocks of drunken teenage girls at 2 o’clock in the morning; they are people who will call a Breakdown Service based on its reputation. There are many other businesses that the customers need protecting from and at this stage it is not our industry.

I have changed direction slightly in that I think now is the time for the three organisations that left the group to rejoin in order to get a better balance and do some cranking from the inside, because these groups, especially RRRA, have more operators like me. But remember, this ERRI group won’t represent the industry unless it makes more effort to cater for all operators especially the medium and small ones.

Fred Henderson,
Breakdown Doctor,
Durham City.

Fred Hendersons opinions are not necessarily the opinions of Recovery World.

Recovery World’s Mac Engledew is a real enthusiast of Big Toys for Big Boys’. In the 18 years since qualifying as a Mercedes Benz mechanic he has experienced many diverse aspects of both the automotive and recovery industry. Outside of the ‘day job’, he became a keen enthusiast of rallying, first in preparing cars, then racing them finally as an instructor. His love of things mechanical really took off when he fulfilled his ambition and qualified as a helicopter pilot. Married with 2 children, Mac’s interest in competitive motorsport is far from over with his avid support of his 10 year old son’s passion for racing go-carts. So what’s Mac’s opinion of the recovery industry, and how does he view it’s future?

What was your first paid job?
Selling my lunch vouchers at school, not totally legit but a nice little earner for an 11year old. Then at 13 I started repairing damaged cars brought in from RTA’s that we had been left with at my grandfathers garage. My first was a Morris Marina with black vinyl seats, nice!

How did you break into recovery?
I grew up in my grandfathers business of garages & breakdowns.

How long have you worked in the recovery industry?
All my life apart from when I left school I served a Mercedes apprenticeship, then worked for a rallying company. I then came back to the recovery industry.

Current job title?
Sales Director

What was your first recovery truck outing?
Earliest memory of a vehicle I went out in with my Grandfather Leyland FG with Thrupenny bit cab, it was fitted with Nomar 8D16 crane.

What was your first breakdown job?
Not my first but the first really memorable - I was about 14 years old, petrol tanker was cut up by a snaking caravan on the A1M coming down the hill by junc 6. Tanker rolled over full of fuel. We were called quite early in the day and then had to wait around while the Fire Brigade covered the whole area with expansion foam and then BP transferred the load to another tanker. By this time it was well into the night and then I can remember crawling about in chest hight foam putting the strops around the trailer and uprighting the rig. We even made the news, first real taste of heavy recovery.

What was your favourite truck?
A Scania Vabis with Holmes 750, just what I considered to be a proper recovery truck as a boy, it seemed huge then!

What was your worst buy?
1988 MAN 8.153 crew cab with slidebed, bloody unreliable. Took it in PX and shortly after the engine blew, the only truck I lost money on!

What was the best time to be in breakdown/recovery?
Early to mid 80’s, as a boy and only having vague memories, it always seemed busy, and being based in North London the jobs were always close together. I Remember one snowy winter being out non stop and literally going from a flat battery or simple non start to the next road with a another simple job. Another time I remember staying up all night as a young teenager on control and phoning the clubs every hour or so to see if they had any jobs for us & most of the calls they did.

What do you feel is the most positive thing about the recovery industry?
The level of professionalism and pride in the industry.

What frustrates you about the industry?
Not sticking together! As a supplier visiting lots of different operators from the large to the small, they all say the same thing about the poor rates. If only they’d stick together they could make a difference, but the problem is there is always someone that will do it far too cheap and thats the way it’s always been.

What changes do you expect to see over the next few years?
Operators either diversifying or going out of business.

What’s the biggest cock up you’ve ever made?
Rolling over a Scammell racing truck that my uncle was thinking about buying, we was out on a test day and I had a ago only to loose control on a bend, oversteered & broadsided into a soft plowed field, it just dug in and straight over it went. Oops!

Do you have any hobbies outside work?
Motorsport

What kind of car do you drive?
Discovery, not very interesting but ideal with kids.

Do you have a favourite car or one you would like to own?
Ferrari 250 GT

Who in business do you most admire?
Richard Branson

What was the first record you bought?
Bohemian Rhapsody - Queen

What is your favourite film?
Sluth with Laurence Olivier & Michael Caine

Who is your favourite comedian?
Lee Evans

What is your favourite food?
Italian

What is your favourite place, anywhere?
Monaco

What alternative career would you have favoured if it had not been in the motor trade?
I’m a retained fire fighter & would love to do the job full time or be a helicopter pilot

Mike Penning the junior transport minister, said the new car registration certificates would stop motorists becoming victims of crime

The Government has introduced a new vehicle registration certificate in a bid to cut down of motorists being targeted by criminals.

In a move that will be of interest to car insurance providers, Mike Penning said the the re-designed V5C certificates will “help buyers to protect themselves”.

He added that the new certificates had been introduced “as a matter of urgency”.

All new cars registered from August 15 will be issued with the new certificate.

And changes to any previously registered vehicle will also be given a new V5C. This includes any change of owner or address.

In a written statement to MPs, Mr Penning said: “I am introducing the new certificate as a matter of urgency to help protect motorists from vehicle crime following the theft of a number of blank certificates in 2006.

“Vehicles have been stolen, cloned and sold to consumers using some of the stolen V5Cs.

“Buyers often mistakenly believe the V5C to be proof of ownership of a vehicle. This is not the case.

“The new V5C, which is a different colour, will make it clear the document is not proof of ownership and will help draw to an end the threat posed by the stolen documents.”

The re-designed V5C will be issued to all remaining vehicles from July 2011 when they are next re-licensed or declared to be off the road.

Taken from: RAC.co.uk

Dear Mr. Cameron (and Nick),

Since the word is out that you would like us all to suggest ways that you can cut the Public Sector budget, I would like to take this opportunity to put forward a couple of suggestions. The big thing about these suggestions is that once implemented very few people will notice any difference.

A few years ago, when Government money was sloshing around like the oil spill in the Gulf of Mexico and your job was done by a chap from Scotland, a new type of civil servant was introduced called a Highways Agency Traffic Officer (HATO) (not to be confused with a hard working Highways Agency repair man). Their job description seemed clearly defined and their role understood by everyone, which was to help to keep the main motorways in England free of stoppages, help broken-down and stranded motorists, and help the Police when major accidents occurred, and the role would be intended to remove Police from the motorway network, for which the law breaking motorist is now thankful. In fact, the low-life tell me that the motorways are one of the safest places to travel.

For politically correct reasons these HATOs have been drawn from all walks of life and therefore include very few retired Police Officers, somebody who would be perfect in the role.

What concerns me most is the extravagance that has come to bear with the running of this operation. Many weeks are spent training these Highways Officers, they are then equipped with quite expensive and uneconomical four-wheel drive vehicles. I understand they always have to work in pairs for safety reasons, whereas the Police are often single-crewed. By their very nature they have little or no power to maintain law and order on the motorway but, worst of all as people can testify, they appear to have contributed very little to keep the traffic flowing in the event of even a minor accident.

Their role, therefore, seems to be driving up and down the motorways in matched pairs at great expense looking for the odd broken-down motorist. While this may give some reassurance to a broken-down motorist, if they are looking to be intercepted by a HATO it is hardly cost effective in the present climate having regard to the fact that very few people do not have the use of at least one mobile phone.

If an accident occurs invariably the Police still have to come to the scene, so I know I am not alone in asking the question: Why can’t Police be given what will amount to only a small part of the budget to do the job that they used to do? And when they weren’t working on the motorways they could attend to the crimes and accidents and all of those little things that happen on the roads adjoining and at the same time have a law enforcement facility back on our motorway network .

One of the other big expenses of running the HATOs must be the Control Centre and infrastructure that we never see. By referring back to the Police it would automatically go back to the local Police Control Room, thereby keeping up efficiency and having a no-cost control facility.

Using a scaremonger’s charter it might be said that these HATOs save lives but I would like some justification before I would agree with that statement.

After reading this I would have thought using the rear of a cigarette packet you would certainly be able to build a few more hospitals with the money saved or, better still, let’s get the National Debt down: But if you lack the stomach for making big cuts, how about saving a few more millions by not spending so much time cutting the grass on the side of the motorways and many other roads. Environmentally, I would have thought the more grass we grow the better. It is not unsightly, it must be better for wild life and insects and it might even provide a safety buffer for cars that leave the road.

I ask, how much money can be saved across the country by giving these roads a one-metre wide trim along their entire length and nothing more. I recently saw over a dozen people with at least four expensive machines working on a Sunday cutting back the embankments on an A-class road near where I live. I bet that exercise alone cost thousands.

If we are going to address the problems and at the same time ensure that you stay popular and in office, these two savings I have suggested are areas where you may not lose many votes or, indeed, would anybody really notice.

Fred Henderson, Breakdown Doctor, Collector of Taxes, VAT and PAYE
(all at no cost to yourself)

(These are not necessarily the views of Recovery World Ltd.)

Fred Henderson has operated workshop, MOT centre and a light recovery service in Durham City in the North East of England for more than 40 years. We caught up with him and put the following questions.

Let’s start at the beginning…

What was your first job/employment?
Apprentice Motor Mechanic age 15 years 2 months

How long have you worked in the Recovery Industry?
First breakdown 1963, but only full time from 1966

How many vehicles do you operate?
16 various vehicles doing light recovery work.

What was your first truck?
Like everyone else, a Land Rover with Harvey Frost crane.

What was your favourite truck?
Ford Transit twin wheel: they make brilliant light recovery vehicles: we have 7

What was your worst buy?
I bought a second hand Land Rover once: Every time it went out it cost more money to repair than the value of the job. I then sold it and the new owner ran it for 5 years and said it never missed a beat!!!

What was the best time to be in Breakdown/Recovery?
1970’s & 1980’s.As the new clubs like National Breakdown become dominant and bureaucracy had not begun.

What do you feel is the most positive thing about the recovery industry?
It’s a great industry to work in as a roadside technician but at the moment its a torrid business to operate.

What frustrates you about the industry?
Big work providers suppressing small companies. Just the same as Tesco and he farmers.

What changes do you expect to see over the next few years?
More bureaucracy and big operators with many trucks dominating where the chimney pots are and the rest as struggling rural operators.

Whats the most important lesson you have learned in life?
Always react with your gut instinct, never miss an opportunity as she may go out with someone else and you won’t get another chance.

What tips would you offer someone starting out in this industry today?
As a roadside technician go for it but as regards running a business you’d have to be very lucky to be in the right location.

Do you have hobbies outside work?
I like the odd game of cricket, love motor sport and light aviation.

Who do you think has been (or is) our best Prime Minister ever?
Margaret Thatcher, by a country mile

What kind of car do you drive?
Ford Transit 330 with a few luxuries added.

Do you have a favourite car or one you would like to own?
Not really. But I do like The Ferrari 356.

Who in business do you most admire?
Bernie Ecclestone: He turned a passion and a hobby into rather a good business.

What was your first pop record?
The Platters: Great Pretender.

What is your favourite book?
Think and Grow Rich by Napoleon Hill.

What is your favourite film?
The Great Escape

What is your favourite food?
Rump steak, well done of course, potatoes, peas & plenty of gravy.

What is your favourite place anywhere?
Canada, once out of the cities

What alternative career would you have favoured if it had not been the Motor Trade?
Probably farming as I was born a farmer’s son, or possibly agricultural engineering.

I you could have a wish, what would you change most in our Industry?
I would ban all AA & RAC vans and have the work done by contractors; each contractor to have no more than 20 trucks.

Mike Saward has been working in the recovery industry for over 40 years, and there are few people in our business with such an extensive knowledge of recovery vehicles. Mike’s experience encompasses most aspects of the industry. How has the industry changed over the last decades, what’s good or bad about the business, and what does the future hold for recovery? Known as one of the nicest guys in the business and with recovery flowing through his veins, we approached Mike for his own personal view on these questions.

Let’s start at the beginning…

Mike Saward

What was your first paid job, if not to do with recovery, how did you break into recovery?
Joined Dial-Holmes on 15TH November 1965 on reception then moving on to heavy and light recovery under the guidance of Bill Jackson and Fred Noble. I learnt a lot about recovery with Albert Carter using various trucks, Diamond T fitted with Holmes 750 twin boom, Diamond T fitted with Holmes 850 twin boom, AEC Mammoth major fitted with Holmes 750 and various other Holmes Recovery Equipment together with Air cushions.
The company changed its name in the mid 70’s to Wreckers International where the Bulldog Interstater was developed together with the Pioneer axle. After 25 years and one day i was made redundant when Wreckers went into receivership.

Diamond T

One of my first training course with the Holmes 750

Air cushions being used at a major accident in Essex

One of my customers Roger Dyson purchased this Holmes 750

I used to arrange the truck recovery at Brands Hatch,Silverstone,and Donnington

This photo shows a Scamell Amazon fitted with a twin boom at Donnington

How long have you worked in the recovery industry?
45 Years this November

Current job title?
Recovery vehicle sales engineer.

What was your favourite truck?

Unipower fitted with a Holmes 750. Way ahead of its time.

What was the best time to be in breakdown/recovery?
Seventies and eighties with all the new developments in the industry, the introduction of the Bulldog Retriever spec frame, Bulldog 10 twin boom, Bulldog Dominator range of hydraulic twin booms, the Interstater Concept and Recoverer underlifts, together with the aluminium slidebeds.

Bulldog Retriever

First Interstater

First Recoverer

Concept

This was one of our first rotators built on an AEC Mammouth Major

A factory visit to the Century factory in Chattanooga Tennessee in the early 90’s. I would love to arrange another one (Who’s up for it?!)

What do you feel is the most positive thing about the recovery industry?
The enthusiasm of the younger generation of recovery technicians.

What frustrates you about the industry?
Instant Experts

What changes do you expect to see over the next few years?
Long needed legislation with the introduction of Plating, Testing and MOT,
Rotators fitted with Wylie safe load indicators.
Warning buzzers and compliance with crane regulations, vehicle transporters fitted with on board weighing screens in the cabs. Annual testing of all recovery equipment.

What’s the most important lesson you have learned in life?
What’s the problem?
What’s the cause of the problem?
What are the solutions?
What’s the best solution?
Act on it now

What’s the biggest cock-up you’ve ever made?
Building an Interstater at Wreckers International for Tony Gibson of T&G Motors in Benfleet when I forgot to put the required rear legs on the job sheet. When Tony came to collect the vehicle he was very understanding and purchased two scotch blocks to compensate for the rear legs!!

Do you have any hobbies outside work?
Playing golf, taking holidays and bird watching (just seen a Red Kite).

Who do you think has been (or is) our best prime minister?
Margaret Thatcher

What kind of car do you drive?
A great 1998 Jaguar XJ8 with 150,000 Miles on the clock

Do you have a favourite car or one you would like to own?
Aston Martin

Who in business do you most admire?
Richard Branson

What was the first record you bought?
Donna by Marty Wilde

What is your favourite book?
Don’t read, but i suppose my paying in bank book

What is your favourite film?
Dirty Dancing

Who is your favourite football team?
I was born 15TH October 1948 and followed my fathers football team Tottenham Hotspur until 6TH FEBUARY 1958 when there was a plane crash at Munich airport when seven members of the Busby Babes (Manchester United)were killed, average age 24. From that day i have been a Man U supporter, but still have a soft spot for The Spurs.

Who is your favourite comedian?
Norman Wisdom (Mr Grimsdale)

What is your favourite food?
American all day breakfast with hash browns

What is your favourite place, anywhere?
Hutchinson Island Stuart Florida watching all the bird life

What alternative career would you have favoured if it had not been in the motor trade?
A Water or Forest Bailiff

If you could have a wish, what would you change most in our industry?
On accident and/or breakdown which is causing obstructions, the nearest approved garage available should be called.

TfL are consulting on including additional vehicle types in the scheme
Drivers of the most polluting larger vans and minibuses face being included in London’s Low Emission Zone from next January after Transport for London launched a statutory public consultation to expand the types of vehicles covered by the scheme.

In order to to avoid facing a daily fine for entering the Zone, vehicles would need to comply with the Euro III standard for particulate matter (PM).

TfL estimate that at present 70,000 non-compliant vehicles enter the Zone and say the proposed date, which has been deferred from an original inclusion date of October 2010, would allow owners sufficient time to ensure their vehicles meet emission standards.

Graeme Craig, Director of Congestion Charging and Traffic Enforcement, said: “The proposed deferral of the Low Emission Zone phase affecting larger vans and minibuses to 2012, allows more time for owners and operators of vehicles to prepare for this change in what has been a challenging economic climate. Nevertheless, vans and minibuses are responsible for a significant proportion of the emissions that cause air pollution in London. This has a detrimental effect on people’s health, especially the most vulnerable such as children with asthma or those with respiratory conditions.

“While we are confident that London will meet European legal targets for particulate matter by 2011, including larger vans and minibuses in the Low Emission Zone from 2012 is an important part of a package of measures designed to ensure continued compliance with these targets and to further clean up the Capital’s air. We also need to take action to meet the more challenging European targets for nitrogen dioxide by 2015.”

The 6-week consultation will run until June 28th. Details of the consultation can be found on the TfL website.

Taken from: mayorwatch.co.uk

Having opened my Professional Recovery magazine, once again I find the G (whatever number you want to put with that) Group are still trying to “unite the industry and speak with one voice”, but then proceed to slag off AVRO for no just reason. A straw poll in my region indicates 100% support for their actions. The three associations that have removed themselves from the G Group are in fact the ones that are most united. I have to say that without a doubt there are more members like me than there are those associated with the people connected with the G Group. I would even go so far as to say that if you want a united and like-minded group of operators, you need to look no further than the AVRO and RRRs membership and I strongly suspect that the Scottish association members are just the same.

First of all we must underline what is wrong with our industry. There probably is not as many things wrong with it as people make out. The thing that we would most like to see improved is a better rate of remuneration; also it is not fair the way that one or two of the bigger clubs are suppressing operators on contract; then there is the Highways Agency, which is ridiculous; and we would like as little new regulation as possible.

We then must ask ourselves, who can put these things right? And I don’t think this or any other group of people, meeting anywhere, will ever do anything. It needs an outstanding ‘Supremo’, one outstanding person who pulls things and people together and then takes them with him (or her). This person will need to be paid to reinforce their position and their impartiality: don’t forget the old adage – a camel is a horse designed by a committee (or a group of people).

On the point of regulation there only seems to have been about three big regulation changes in recent years: the MoT on transporters; drivers’ hours; and now further testing on recovery vehicles. None of which, I would have thought, was a problem: all these things were certainly necessary.

In the meantime we have had a whole raft of voluntary and self-imposed regulations, for better or worse, and many of these self-imposed regulations have cost us a lot of money and we don’t want to be spending any more. Any suggestion that we want to be doing breakdowns from chariots is an insult as operators have taken their fleet of vehicles to new heights despite the often low return on the investment and we have done this because we wanted to and not because anybody has told us to.

If and when new European regulations are upon us we will need to address these, but as of the moment no one has told us exactly what they are and, hopefully, they will include all recovery vehicles of which there are too many running about like loose cannons.

I have suggested that this G Group should set out their manifesto, but I have not seen much that is going to make my business any better, and certainly not make me any money. I have seen mention of flashing red lights again and perhaps using bus lanes, but if we are not careful we might find we are going to have to go on a week’s course to use a bus lane and perhaps have compulsory flashing red lights, after we have already been told to take them off!

Maybe I am being a bit sceptical but recent history has led me to believe that I have every right to mistrust people. As regards a united industry, that is never going to be achieved because of the big difference in the way operators live and work and what is good for one in London is probably an unnecessary extravagance for someone on the Scottish Borders or even in the Norfolk Broads.

If we have one golden quality that seems to irritate a lot of people is that many of us are operating, in our own way, successful businesses. We are giving excellent customer service and providing work in the community and we do not like to be pushed and shoved about by people who are not contributing to this quality. It would help if more operators would voice an opinion but, like a lot of thoroughbreds, they are sturdy and docile (Apart from me!).

Fred Henderson
May 2010

The views of Fred Henderson are not necessarily the views of Recovery World.