Turning cars into CSR

The takeover of a car salvage firm is turning ‘four wheels’ into ‘four meals’:

A leading car salvage firm has been bought out by a unique social business to create an unrivalled offer in the car scrappage industry.

RAW2K joined the Recycling Lives group by acquisition this summer, further extending its customer offer after 17 years of steady growth.

RAW2K manages a number of contracts for insurance companies and police forces across the UK, as well as managing scrappage or auction of cars and end-of-life vehicles (ELVs) for the public via its online platforms.

It was bought out by Recycling Lives in July as part of the recycling and waste management business’ rapid national growth, which has also included opening four new sites nationally to process scrap metal and ELVs.

Recycling Lives has a unique business model, using its commercial services to directly support and sustain a number of charitable programmes, including food redistribution, offender rehabilitation and a residential charity tackling homelessness.

Now RAW2K’s clients gain unrivalled CSR from their contracts; For each car processed by Recycling Lives, its food charity programme delivers 4.3 meals to communities (based on Recycling Lives’ 2015/16 social value calculations for cars depolluted and meals delivered).  it creates dozens of jobs to manage the collection, depollution, processing and recycling of ELVs.

Jason Stinson, managing director of RAW2K, said: “We’re excited to be part of the Recycling Lives group and the opportunities this offers our clients. We now guarantee our clients additional value from their ELVs, not only guaranteeing best price at auction and maximum recycle rates but through Recycling Lives social value programmes.”

This charitable impact is on top of ongoing job creation from Recycling Lives’ national expansion - around half of its 245-strong team have come through its social programmes to support the long-term unemployed, ex-offenders and those who have been homeless.

Recycling Lives calculates its social impact annually, based on reducing reoffending and supporting charities through food redistribution. In 2015/16 alone it created £4.1m social value and delivered more than half a million meals.

Multi award-winning for its approach, it this year added a National Recycling Award to its trophy cabinet. It is also a double Queen’s Award winner, recognised for its commitment to sustainable enterprise.


To learn more, contact: This email address is being protected from spambots. You need JavaScript enabled to view it. 


About Recycling Lives:

Recycling Lives is a multi-award-winning social business that combines commercial and charitable operations.  Its highly successful commercial activities, undertaking recycling and waste management with a commitment to 100% diversion from landfill, directly support and sustain a number of charitable ventures and social enterprises, including offender rehabilitation, food redistribution and a residential charity.

The company has operated in the recycling sector for 40 years.  With eight sites nationwide, including in Lancashire, Merseyside, Greater Manchester, Cumbria and the Midlands, its main 15-acre Recycling Park is home to state-of-the-art machinery, including Europe’s only fully-digitised fragmentiser.

Its charity works to create social impact through social and environmental initiatives.  In 2015/16 it created £4.1m social value through its activities.

Its HMP Academies programme is operational in nine prisons nationwide.  These academies allow offenders to undertake meaningful work, in recycling and fabrication processes, while improving skills and earning qualifications, in order to reduce their risk of reoffending.

Its Release Potential programme supports ex-offenders to find employment and accommodation, and works with a number of leading UK businesses.  Its residential charity offers structured support, accommodation and training opportunities to homeless adults.  

Its Food Redistribution Centre is tackling food poverty and reducing food waste.  It takes surplus goods from food manufacturers, suppliers and supermarkets – which would have been destined for landfill – and distributes it to charities and community groups working in deprived areas and with disadvantaged groups.  The Centre has redistributed close to 1,000,000 meals and diverted more than 400 tonnes of goods from landfill since launch in October 2015.

Its residential charity offers a safety net to homeless adults, and is a base from which they can develop life and work skills to regain their independence and move into meaningful work and stable accommodation.


FOR MORE INFORMATION: This email address is being protected from spambots. You need JavaScript enabled to view it. / 07387 015426


Salvage Code of Practice Meeting - September 2017


BVSF were represented at a meeting of Thatcham and representatives from the Insurance Industry on Wednesday 13th September. The BVSF list of concerns with the code had been agreed by the Management Committee previously and pre-sent to form an agenda.

The BVSF can advise that the non legislative code as it currently stands with the alterations as agreed included, is acceptable to the BVSF and upon sight of the revised code and confirmation that the agreed alterations are in place will be signed accordingly.


The details of those discussion points appear below.

1)..BVSF were concerned over the fact that the Insurers were not prepared at this stage to enter into any further dialogue with regard to the sale of provenance known airbags.

BVSF advised that at the time of the next discussion of the code then this should be re-raised. It was suggested that BVSF should fund a further investigation with the view to a “PAS” or similar, the cost of this may well be prohibitive, however, even then, it was suggested that this wouldn’t automatically enable the  re-use of provenance known and electronically tested airbags to be sold. This matter will therefore require further discussion. It was noted during discussions that the potential for the code to become legislative was again mentioned. Clearly a degree of re-writing would be required for that to happen and Thatcham confirmed that BVSF would indeed be involved in any form of discussion re “adjustment” to the code after the first year. Obviously a major concern would be that IF the current code became legislative then the sale of airbags would be outlawed which the BVSF would not support.

2)..BVSF requested that the word “Repairable” was included in the section of the new code relative to the category “S” in an attempt to deflate the word “Structural” as BVSF were concerned that purchasers of repairable salvage would be “put off” by the word “structural”. BVSF confirmed that they were happy with the V5c notation which confirmed that although the vehicle was deemed structurally damaged it was considered by the insurers as repairable.

After a great deal of debate it was agreed to add the word “Repairable” in an acceptably prominent position within the code adjacent to the Category “S” notation which members could refer to when selling a Cat S vehicle.

3)..BVSF asked for confirmation that not all engineers would at the inception date of the new code be “qualified” in the use of the new code or indeed would have their “Competency ID Number” and that this included those qualified in both Motorcycle and HGV repair.

The Insurers and Thatcham confirmed that all engineers had 2 years from the inception date of the new code which is confirmed as 1st October this year to gain the qualifications as required, to include that of motorcycle and HGV repair. Should any engineer fail to gain their qualification or Competency Number by Oct 1st 2019 then they would be unable to inspect and categorise vehicles from that date onwards.

4)..BVSF asked for clarification as to the definition of a vehicle of special interest as this could be a serious loophole which vehicles could fall through. Thatcham ETC salvage sub group confirmed that “supercars”, ie Ferrari, Maserati etc are not considered vehicles of special interest and would be categorised in the normal way. Vehicles of genuine Historic Special interest would be dealt with as and when a claim arose on their own merits.

5)..BVSF requested that vehicles that had been totally submerged should be considered a Cat A rather than B. This was confirmed as the correct action to take therefore the code would be adjusted accordingly. Furthermore, BVSF requested that vehicles that had been damaged by corrosive, contaminated, polluted or salt water should also be considered Cat A. This the insurers would not readily accept but did agree that in these cases all categorisation would be made in the interests of the health and safety of members of salvage dealer staff with the opportunity to discuss in the event of a dispute.

6)..BVSF have long since complained about the references to motorcycle frames within the code and the veiled invite to attempt to repair these and to that end entered discussions with the Motorcycle Industry Association who agreed with our concerns.

BVSF can now confirm that this section of the code has now been re-written to confirm that NO category “S” can be used on a Motorcycle, it is either “N” or “A or B”  with members asked to act correctly when faced with a structurally damaged frame.

7)..BVSF raised the matter of Insurance repaired structurally damaged vehicles having a notation applied to their history as per salvage vehicles. It was generally agreed that this would be making the vehicles history transparent to purchasers but did not form part of the code discussions, however, it was generally agreed that this would be discussed in the future. This will be raised at the next Home Office meeting later this month.

8)..BVSF requested that stolen recovered vehicles with 20% or less damage would not fall within the remit of the code with the remainder being categorised as against the suggestion that all stolen recovered vehicles with little or no damage would fall outside the code. The insurers were, to a degree agreeable to the idea but wanted, in the first year of the new codes operation, to deal with each case on its own merits and re-discuss this matter in one year.

9)..BVSF asked if the rumour regarding the 2 codes working alongside each other had any truth, ie the rather confusing potential of 6 codes. This was advised to have emanated from Audatex and the rework was agreed to be up and running within 1 month of the inception of the new code.

10)..BVSF advised that the Secretary General (RW) would be attempting to gain the qualification and indeed competency ID asap so that in the event of a “problem categorisation” he could speak with experience. It should be noted however that with 2 years to gain the qualification set in stone as agreed by the Insurers and Thatcham that re-categorisation would be investigated, if requested by a BVSF member, by the Secretary General from the inception date of the new code in the event of an irresolvable categorisation dispute between the Insurer and the member. 

11)..BVSF asked in regard to those members who provide engineering facilities for insurers. It was confirmed that if a member “Suggests” a salvage category upon inspection with the final decision being the insurers then no further qualification is required. If however, a member provides a categorisation service for insurers then those staff members will require the full qualification and competency ID within the first 2 years.


I genuinely believe that this is the best outcome for members of the Federation and this is the culmination of almost 3 year’s work. 




Salvage Code of Practice Soft Launch.


Well readers, the revised salvage code of practice had its "soft launch" yesterday so that industry can be "ready for it"....Ready for what I ask myself, a non legislative gentleman's agreement that is dangerous to the industry financially and just dangerous (Potentially) to the public. Written by the Insurers for the insurers totally ignoring all previous owners of the code. 

Not supported by the BVSF, MVDA, MCIA to name a few.

The BVSF has received an "offer of dialogue" with the co-writers in the last 24 hours but, to be honest if they have soft launched a document will they really want to substantially alter it in an attempt to gain some support from the industry it affects...I think probably not although I would add that we would happily meet with them if the meeting was considered worthwhile. 

In the light of this announcement the BVSF have prepared a media pack showing what the ill conceived, poorly written document really means for both industry and the public alike.and this will be issued to the media in the month leading up to the alleged launch date of 1st October. (A number of print houses have already requested the information)

Furthermore the Federation will be offering any member a Categorisation confirmation checking service, totally free of charge in the instance of a suspicion of "commercial categorisation".


Full report in the up and coming magazine




Roadside Emissions Testing by the DVSA


From August 2017, roadside checks of lorries carried out by the Driver and Vehicle Standards Agency (DVSA) will include an emissions check. 

DVSA will be targeting lorry drivers and operators who try to cheat vehicle emissions. The new checks will target those who break the law and will help to improve air quality.

This included looking at ways to reduce emissions produced by vehicles, including those used commercially. A final plan will be published by 31 July.

Fraudulent emissions readings

DVSA’s enforcement staff, and their European counterparts, have found evidence that drivers and operators use emissions cheat devices to cut the cost of operating. These include:

• using devices designed to stop emissions control systems from working

• removing the diesel particulate filter or trap

• using cheap, fake emission reduction devices or diesel exhaust fluid

• using illegal engine modifications which result in excessive emissions

• removing or bypassing the exhaust gas recirculation valve

Taking action against emission cheats

DVSA enforcement officers will give the driver and operator 10 days to fix the emissions system if they find a vehicle with tampered emissions readings.

If the emissions system isn’t fixed within 10 days, DVSA will issue a fine and stop the vehicle being used on the road.

DVSA enforcement staff can insist that a vehicle be taken off the road immediately if they find a driver or operator is repeatedly offending.

Working with the EU

DVSA will investigate all Great Britain operators cheating emissions and pass the findings to the Traffic Commissioners for Great Britain, who have the power to remove operator licenses.

DVSA will also continue to work with their counterpart agencies across Europe, and further afield, to make sure that all offences committed by non-Great Britain haulers are dealt with locally


The BVSF have recently received information via email from the EA concerning the cessation of OPRA and the introduction of Performance Based Regulation. Obviously BVSF will feed into the consultation when we are able. However, should any individual companies wish to comment then may I respectfully suggest that these comments are forwarded to the BVSF offices in the first instance so that they can be collated into one cohesive document.

 Click Here to go to the informal consultation


Secretary General






Performance based regulation 


 Environmental Permitting Regulations


Performance bands                   The Plan                   How to get involved                 Feedback



Our future approach to regulation.



We are seeking to evolve our existing approach to regulation, to take forward our proposals in  Regulating for People the Environment and Growth (link below) and also to deliver the six key principles of our regulatory strategy:


  1. Protecting people, the environment and responsible business through proportionate regulation
  2. Enabling business to develop, supporting growth
  3. Being customer focussed
  4. Maintaining public and business confidence in us as a regulator
  5. Working in partnership to maximise outcomes
  6. Our charges are sustainable and recover our costs


Working collaboratively, we aim to develop an approach that is fairer to industry, that supports growth, and that protects our environment and local communities, as shown in the graphic representation on the right. We want to make a system that not only describes an operator’s performance more accurately, but is also more reflective of the regulatory effort we have to apply.


Some regulators, including the Civil Aviation Authority are already in the process of transitioning their approach from compliance to performance in order to realise a range of benefits and opportunities for their customers, and similar approaches are also proposed in the recently published Regulatory Futures Review.










Performance band proposals



Moving to a performance based approach would enable us to better focus our regulation at sites regulated under the Environmental Permitting Regulations (EPR) on outcomes (rather than rules), we could use innovation to realise step changes in improved environmental standards and economic efficiencies. It would help to drive social, environmental and economic benefits by recognising positive and socially responsible behaviours.


For business it would further support a level playing field, and we could recognise and reward those that voluntarily go beyond compliance.

For local communities it recognises the importance of positive public engagement, making them feel better protected, informed and reassured.

Operator behaviour, and specifically negative behaviour is something which impacts on legitimate businesses within a sector, the local community and also the health, safety and wellbeing of our staff.  A performance based framework gives us an opportunity to clearly set out expectations of operator behaviour, and would also enable us to recognise positive behaviours.

Our proposals include moving to four descriptive bands:




We will support all permitted sites to meet the Expected level of performance through concise, accessible and reliable advice and guidance. We will encourage self-reporting and recognise positive operator behaviours in addressing minor incidents.


However, if an operator displays unresponsive, obstructive, abusive or hostile behaviour, such as poor complaint handling, persistent non-payment of fees, unsatisfactory community engagement or unwillingness to comply, then this would lead to the site being in one of the two Improvement Needed bands.

A site in an improvement band could expect to be the focus of our regulatory effort; in many cases we will take enforcement or remediation action to reduce unacceptable risks.


Exemplary will be for operators  whose behaviour and compliance record provides verification that we can reduce our regulatory effort and will include a form of regulated self-assurance.






The plan for performance bands



We have been working internal colleagues from across the Environment Agency to create initial proposals for what performance based regulation may look like. We recognise that it is vital to engage with those who regulate and those who represent them to gain feedback and comment on these initial proposals.  


We will aim to formally consult on performance band proposals in Summer 2017. We are considering implementation for performance based regulation for Waste and Installations permits (including Intensive Farming) in April 2018, with other EPR regimes likely to follow in 2020 - 2021




Innovative Regulation industry workshop 


As part of our informal engagement we ran an industry workshop on 26 April, attendees were representatives from trade associations across the EPR regimes.We received some really useful feedback on our initial proposals, which will help shape and inform them for formal consultation.


Thank you again  to those that came along and contributed. Unfortunately workshop places were limited, however the information shared on the day is available to all, how to access this information is highlighted in the article below.











How to get involved



We are running an informal engagement  on these proposals via our consultation hub.  You can access this at the link below, the site contains questions on our initial proposals that we would like your views and feedback on.


The comments and feedback we gain from this informal engagement will help shape and inform the proposals. The site below will be open from 28 April 2017 until 26 May 2017.


 We will use future e-bulletins to provide key updates around the work on performance bands as well as highlighting opportunities for further engagement.