John Yoswick is a freelance automotive writer based in Portland, Oregon, who has been writing about the collision industry since 1988. He is the editor of the weekly CRASH Network (for a free 4-week trial subscription, visit www.CrashNetwork.com).
He can be contacted at firstname.lastname@example.org
It’s a common complaint among collision repairers: It’s not worth contacting the state insurance commissioner’s office because they don’t do anything about our complaints.
The skittishness among some in the industry about how formalized repair standards may be developed or implemented was evident during discussion at the most recent Collision Industry Conference (CIC).
From California to Massachusetts, the judicial system and lawmakers are tackling related to the auto insurance that pays for much of the work collision repairers do. The federal government is also considering the role it should play in regulating insurers as well.
The experiences of a number of shop owners around the country serve as a reminder to make sure you always understand the terms of any contract you are signing. Failure to read the fine print—or negotiate clauses for additional rights to end even something as seemingly innocuous as a software contract—have cost some shops tens of thousands of dollars.
Current industry trends—and a look ahead at the electric, fuel-efficient and Chinese vehicles that could be showing up in collision shops in the coming years—were the focus of one speaker’s presentation at the recent Women’s Industry Network (WIN) conference.
Collision repair associations leaders from around the country met in Secaucus, New Jersey, in March to share ideas and discuss state legislative or regulatory successes and efforts. The “2011 East Coast Resolution Forum,” an event sponsored by the Society of Collision Repair Specialists (SCRS) and the Alliance of Automotive Service Providers (AASP) of New Jersey, was held in conjunction with AASP-New Jersey’s NORTHEAST® 2011 trade show.
A Collision Industry Conference (CIC) committee hopes by April to have hired a consultant to help build a business case for a new organization that would oversee the development and implementation of formalized collision repair standards in the United States.
Mel Hunke said he’d like to eliminate the “wedge” between collision repairers and auto recyclers.
“The paint on the repaired panels does not match the rest of the car. The shop says it cannot be made to match. I find this impossible to believe.”
Anyone who has worked in a shop for even just a matter of months can probably quickly list a half dozen or more things that work really well in that shop in terms of its physical design and layout—and a equal number of things they’d change about it if given the opportunity.
Arizona shop owner Mike Quinn opened his first Collision Industry Conference (CIC) as chairman of the quarterly gathering, held in January in Palm Springs, CA, by asking outgoing I-CAR CEO John Edelen to introduce new I-CAR chair John Van Alstyne, who takes the helm of the training organization this month.
Participants at the Collision Industry Conference (CIC) in Palm Springs, CA, in January chose by a single-vote majority to have this fall’s CIC meeting in November in Las Vegas in conjunction with the Specialty Equipment Market Association (SEMA) show rather than the preceding month in Orlando with the International Autobody Congress and Exposition (NACE).
More than a dozen associations were represented at a gathering in Dallas, Texas, as SCRS held its fifth annual “Affiliate Leadership Conference.” SCRS Chairman Barry Dorn said the event is designed to help the national association gather input from its state affiliates on its direction and efforts, as well as to help those groups work with one another and with the national organization.
Looking for a preview of what lies ahead for the collision repair industry? Look no further than some key statements made in 2010 that likely will continue to reverberate in 2011.