Commercial Recovery Arrives

Following the success of the private car breakdown schemes, the motoring organisations naturally began looking for new areas in which to expand. One obvious market was commercial vehicles and in 1976 the National Breakdown Recovery Club (NBRC) became the first major organisation to launch a dedicated heavy vehicle operation under the name National Breakdown Commercial Recovery (NBCR).

The first major contract was covering vehicles manufactured by the Bedford Motor Company. To commemorate the occasion, John Rogers, owner of Unity of Leicester and one of the people instrumental in securing the contract, commissioned the painting shown below. It depicts Ernest Smith, Bob Slicer and one of Unity's recovery vehicles outside the original National Breakdown control room at Lower Moor, Bradford.

In a very short time the scheme expanded to include Fiat, Magirus Deutz, MAN and Renault, as truck manufacturers increasingly looked for ways to support their customers after the sale. Everything was coordinated through the NBCR control room. However, Ernest Smith's determination to give each manufacturer exactly what they wanted created considerable complexity for the controllers, who had to remember different procedures for different manufacturers. This was still the age of paperwork and telephones, long before computer systems made such tasks easier.

As the market grew, other organisations quickly recognised its potential and a number of competing commercial recovery schemes appeared.

It may surprise some operators to know that the first logo shown above was created by the industry's great friend Brian Hagan FIVR, who always said he was particularly proud of the design.

BRS (British Road Services) watched the NBRC operation closely and launched its own commercial recovery service around 1977. Recognising the potential of the market, BRS soon succeeded in taking the Bedford Roadcall contract away from National Breakdown. This was helped by the large number of Bedford vehicles already operated by BRS, which proved a persuasive argument when discussions took place with the manufacturer.

Both NBRC and BRS operated on the principle of offering members a fixed hourly rate, unlike the traditional car schemes which were generally mileage based. The recovery operator carrying out the work would also be paid on an hourly basis, although at a slightly lower rate than the customer was charged.

Many respected operators questioned the wisdom of this approach. Trade magazine letters of the period frequently criticised the idea of encouraging their own customers to join organisations that would continue to use the same recovery operators, but at significantly lower rates.

NBRC and BRS, the two early market leaders, were soon joined by Octagon Recovery of Horsforth near Leeds. Formed in 1979 by Bob Clarke following his departure from NBRC, the company quickly established itself as a serious competitor.

There was some recrimination at the time, but only a few years later Bob sadly passed away. Ernest Smith attended the funeral and spoke warmly of his former colleague and rival, a reminder of the respect that often existed within the industry despite fierce commercial competition.

Initially Octagon operated in much the same way as its competitors. However, during the summer of 1980 it introduced a new concept. Commercial vehicle operators were offered the opportunity to pay a single annual fee in return for breakdown and recovery cover, mirroring the type of protection long available to private motorists.

Transport operators were soon being targeted with glossy brochures (or at least what passed for glossy brochures in the early 1980s), each organisation explaining why its particular scheme was better than the competition.

The NBCR and BRS brochures shown below provide an interesting comparison.

In an interesting twist of fate, BRS Rescue would eventually be acquired by the AA and absorbed into that organisation. Octagon, following Bob Clarke's untimely death, became Delta Rescue and was later acquired by the RAC.

The Birth of the Recovery Associations

By the mid-1970s many recovery operators had begun to discuss the need for some form of trade association to represent their interests. In 1976 National Breakdown held a meeting attended by around 125 of its agents and the subject was again raised.

The debate soon attracted the attention of Commercial Motor magazine and at the Vehicle Recovery Conference and Exhibition, held at the Esso Hotel in Wembley during May 1977, the Association of Vehicle Recovery Operators (AVRO) was formally established.

Commercial Motor generously provided office facilities at Room 709, Dorset House, Stamford Street, London, while the new organisation found its feet.

The first Director General was John Wells, assisted by Bob Clarke. The Chairman was Terry Compton, while the legendary John Rogers ("JR") served as Vice Chairman.

The following year saw the publication of the first edition of AVRO News, a publication that continues to this day, although it has evolved considerably over the years.

A Problem Identified Early

The report of the conference published in Commercial Motor on 13 May 1977 included remarks by Douglas Twyford of Twyford Commercial that now seem remarkably forward-looking.

Twyford argued that one of the biggest problems facing recovery operators occurred before a recovery vehicle had even left the depot: poor communication.

"All too often, when being called out by the driver, insufficient details as to location, nature of the casualty and, most importantly, type of vehicle and its load are given."

He cited one incident where a reported Bedford TK turned out to be a fully laden 32-ton Seddon. Incorrect information could lead to delays, the dispatch of inappropriate equipment and, in the worst cases, place lives at risk.

It would be more than twenty years before technology such as Turbo Dispatch would begin to address many of the problems Twyford identified in 1977.

AVRO also introduced the concept of an annual trade show, another institution that survives today.

In 1983 the association played a major role in the formation of the industry's only professional institute, the Institute of Vehicle Recovery (IVR).

The IVR would go on to become one of the most important organisations in the history of vehicle recovery, helping to establish the standards of training and professionalism that modern recovery operators now take for granted.

Anyone who has benefited from a professional recovery service over the years owes a debt to the many, many individuals who worked tirelessly to make those standards a reality.

New Associations and New Voices

AVRO was not the only organisation to emerge during this period. The mid-1980s saw the formation of the Road Rescue Recovery Association (RRRA), whose origins can be traced to discussions between Peter Cosby, Pete Newman and Dave Weeks, who would later become involved with the Kent-based recovery vehicle builder Guardian.

RRRA was born from a growing dissatisfaction with AVRO amongst some operators. While the association undoubtedly represented the views of many of its members, hindsight suggests that the emergence of multiple trade bodies weakened the industry's collective influence. The recovery industry would never again enjoy quite the same level of unity or political clout that it had when represented by a single organisation.

During the 1990s a further regional organisation appeared in the form of LARO (the London Association of Recovery Operators), representing the interests of operators working within the capital.

The long-established Road Haulage Association (RHA) also recognised the growing importance of recovery work and in 2003 created a dedicated Rescue and Recovery Division. This was largely due to the tireless efforts of the much-respected Richard Goddard, who became its first chairman.

Over the years a number of other regional and specialist groups have been appeared and disapeared, representing operators in areas such as London, Scotland and Ireland. However, many of these organisations worked alongside AVRO as associate bodies, reflecting a growing recognition that cooperation often achieves more than division.

REMSA and the European Tow Show

Equipment manufacturers and suppliers also recognised the value of working together. In 1998 they formed REMSA (the Recovery Equipment Manufacturers and Suppliers Association).

The association's purpose was to encourage high standards in the design and manufacture of recovery equipment, while also providing a mechanism for arbitration between members and their customers. REMSA remained active until its eventual closure in 2017.

Under the chairmanship of Chris Jones, REMSA pioneered the concept of an all-industry trade exhibition. In 2003 that idea was developed by Richard Goddard into what became the European Tow Show.

The event was managed for many years by two highly respected figures within the recovery industry, Frank McAllister and Roy Jones. Their efforts helped establish the show as the industry's premier annual gathering.

Sadly Roy Jones passed away in 2009 and, the following year, Frank announced his retirement from organising the event. The show subsequently passed through several hands, including the Road Haulage Association, before being taken on by Dave Gregory of Partnership Publications and later his son Paul Gregory, who have continued to develop and support the event.

The Recovery Industry Focus Group

No section on industry organisations would be complete without mentioning the ill-fated Recovery Industry Focus Group.

Largely the brainchild of Chris Macgowan and David Ebsworth, the initiative was launched on 16 July 1997 at the Puckrup Hall Hotel in Tewkesbury and was enthusiastically received by almost everyone present.

The Attendees List reads like a ‘Who's Who’ of the recovery industry at that time, and included all the major motoring organisations together with representatives from AVRO, IVR, LARO, REMSA, RMIF, RRRA MTS, and several police forces. For a brief period, it appeared that the industry might finally speak with a single voice.

Unfortunately, the initiative failed to achieve its ambitions. The reasons remain a matter of debate. Some point to politics, while others believe the industry's traditional reluctance to act collectively played an equally important role. Whatever the reason, a promising opportunity was lost and the Focus Group passed quietly into history. It would be another 25 years before another attempt was made. This time it was Richard Goddard's Professional Recovery Operators Federation which is proving to be more successfuly.

Industry Charities

The recovery industry has also developed a strong tradition of looking after its own. Three charities in particular have played an important role over the years.

The oldest is BEN (the Motor and Allied Trades Benevolent Fund), founded in 1905 to provide long-term care and support for people connected with the wider motor trade.

The second was the AVRO Benevolent Fund, established around 1984 to provide more tailored support for those working specifically within the vehicle recovery industry. Over the years it has helped many operators, employees and their families through difficult times.

The youngest is RISC (the Recovery Industry Support Charity), created in 2005 following a suggestion by Nikki King.

RISC was never intended to replace the existing benevolent organisations. Instead it was designed to complement them by providing immediate assistance in the aftermath of serious incidents. Under the chairmanship of Andy Lambert, the charity developed a reputation for responding quickly when recovery operators or their families suddenly found themselves facing tragedy.

Sadly, too many recovery operators are still killed or seriously injured while carrying out their duties each year. The work of all three charities remains as important today as it has ever been.

If there is one thing the public can do to help, it is simple. When you see a recovery operator working on a hard shoulder, a motorway verge or a narrow country lane, slow down and give them plenty of room. One day that small act of consideration may save a life.

Training and Professional Standards

For many years vehicle recovery was learned in the traditional way: by working alongside experienced operators and gradually acquiring the necessary skills. While that approach produced many highly capable recovery men, it also meant that standards could vary enormously from one operator to another.

The idea that recovery should be recognised as a profession, complete with formal training and qualifications, was not universally welcomed. Many experienced operators questioned whether anyone could teach them something they had not already learned at the roadside.

Nevertheless a small group of forward-thinking individuals recognised that the industry's future depended upon developing recognised standards and qualifications. Their efforts would eventually lead to the creation of the Institute of Vehicle Recovery (IVR), an organisation that has done more than any other to raise training standards throughout the recovery industry.

The following condensed history of the IVR is based largely on research compiled by Geoff Gatward.

The idea of a professional institute, complete with recognised qualifications, was the brainchild of the late Bob Clarke, FCIS, FBIM, MIMI, in 1979. Bob believed that recovery operators should be able to stand alongside members of established engineering professions such as the Institution of Mechanical Engineers.

At the time Bob was responsible for National Breakdown's commercial vehicle division and also served as Assistant Director General of AVRO alongside Director General John Wells.

AVRO established a Training and Qualifications Sub-Committee to explore the idea. Initially this consisted of Bob Clarke and Brian Drury, who were soon joined by Lt. Col. Andy Morton of the REME Recovery School at Bordon.

The committee developed close relationships with organisations including the RTITB, REME, City and Guilds and the Technician Education Council. It quickly became clear that a professional institute could only succeed if experienced recovery operators were willing to share their knowledge with the next generation.

Those working daily at the roadside possessed the practical experience upon which the entire profession was built and it was recognised from the outset that they would need to form the core of the Institute's membership.

The question remained: where would the Institute find the experienced people needed to establish its credibility? The obvious answer was from AVRO's category 'F' members, many of whom were already recognised as leaders within the recovery industry.

From the outset it was envisaged that the Institute would have four grades of membership: Student, Associate, Member and Fellow. To ensure that existing expertise was not overlooked, 'Grandfather Rights' were proposed, allowing many of the industry's most experienced operators to enter at full membership level.

Training newcomers was considered to be of paramount importance. Discussions took place with the Engineers Registration Board, City and Guilds, RSA, RTITB and other training organisations as work began on developing a structured qualification framework for the recovery industry.

Much of this work continued quietly behind the scenes until 1983, when AVRO was invited to attend the annual conference and exhibition of the Institution of Mechanical Engineers in Harrogate.

It was there that John Wells, AVRO's Director General, publicly announced the formation of the Institute of Vehicle Recovery (IVR).

A steering committee was established immediately, consisting of Colin Parlett, Geoff Gatward, Brian Drury, Dave Thorley, John Rogers and Dave Marks, with John Wells acting as mentor and manager.

The Institute's first home was at John Wells' offices in Storrington, West Sussex. At the inaugural meeting the steering committee became the first Council of Management, with Colin Parlett elected Chairman and Geoff Gatward appointed Secretary.

During the following year Ron Dawes, Graham Moore and John Wooldridge joined the Council, the latter becoming AVRO's first Engineer.

Other influential Council members included Peter Martin, Dave McAlister and Ron Grice, all of whom played major roles in developing and delivering the Institute's early training programmes.

Dave McAlister established a dedicated training area near Aldershot and also secured the use of RTITB facilities at High Ercall. These developments ultimately led to the creation of IVR Training Services Limited in 1998.

He was also responsible for organising many of the Institute's Annual General Meetings and the popular Dinner Dances held at the Post House Hotel, Heathrow, during the organisation's early years.

In 2006 a further company, IVR (UK) Limited, was formed to administer the Highways Agency SS17 scheme for the training and registration of roadside and recovery technicians.

Training for Emergencies

There are occasions when the recovery industry works alongside the emergency services in situations where lives may depend upon the skills and equipment available at the scene.

As described elsewhere in this history, today's highly trained and well-equipped fire and rescue services were not always so capable. During the early years of motoring, particularly when local garages monitored police radio networks, many lives were saved by resourceful recovery operators using little more than their everyday equipment, practical experience and basic first aid knowledge.

Even today, specialist recovery vehicles and equipment are occasionally called upon to assist with unusual or particularly difficult incidents. To improve cooperation and understanding, joint training exercises are regularly undertaken involving recovery operators, police, fire and ambulance services.

One such exercise, organised by Hampshire Police on a closed section of the M271 motorway, is shown below.

During this exercise a number of innovative techniques were identified, including the use of a recovery vehicle's flatbed body as a strong and stable working platform when rescuing trapped drivers from commercial vehicle cabs. With its built-in attachment points and winching equipment, the recovery vehicle could also be used in conjunction with hydraulic rescue tools.

Exercises such as these often demonstrate to the emergency services the practical ingenuity and problem-solving skills that recovery operators bring to complex incidents; qualities that can easily be overlooked until they are needed.

Fortunately incidents of this nature are relatively rare. Nevertheless, it is reassuring to know that the recovery industry possesses a vast reservoir of knowledge and experience that can be called upon when circumstances demand it.

From the pioneering operators of the early twentieth century to the highly trained technicians of today, the history of vehicle recovery has been one of continual learning, adaptation and professionalism. The organisations, associations and individuals featured in this chapter have all played their part in that journey.