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I wanted to get in on this sooner but I have been under the weather. I am not on any social media outlet. TowForce is the only towing site I read and reply to. I am a 4th generation tower, grew up in the family business of 64 years. I now run the family business with my brother. I am a WM 8-9 A, and hold numerous commendations, and awards throughout my career. I am also a board member of our state towing association and have been for the last 20 years. I like to think I try to run our operation similar to a fire department. Trained operators, shift work along with call outs, additional training not directly related to towing and recovery, etc. No one told me to do that. I made the choice to be that “professional” and commit to that level of professionalism. But by the “industry standards” today I am considered the cast away. The phrase “you have too many new trucks you are taking advantage of someone” “you have too nice of a facility you are overcharging” These are just some of the comments I and my operators have heard for being professional. We do have a newer fleet and our facility was spotlighted in Tow Times a few years back. Why are we the cast away? The reason there are no set rules, regulations, guidelines, or industry standards is because no one wants to be that person to get something with that much impact implemented in the industry. Any association who gets that implemented nationwide is going to be accused of putting the little guy out of business. I get it a lot of companies will bet out of business if and when something like NFPA 1500 hits the towing industry. And that will probably be for the best, because it is true only the strong and true professional towing companies will survive. Our industry needs a wake-up call. Every tow operator should have a certification under his or her name to be on the road towing. Followed up with continuing education with practical sessions and performing recoveries in front of a trainer. We have addressed this article from within, but what about the other industries that EFFECT ours? Look at all the requirements that already keep us in harms’ way longer than we should? I can remember when you could tow a RWD vehicle on the rear wheels to get where you needed to go. Now you can’t move some vehicle no amount of distance without damaging them. Why is that? I feel that the towing industry is put upon to figure all of this out after the fact and expected to do so on moments’ notice and BTW you aren’t going to charge any additional for that. Due to the fact our industry is not recognized we don’t have any input to how these vehicles are being developed. This need to stop immediately. More to come….

Moving one of our local Fire Company's antique Reo around the other day. This is a neat old truck that we have towed 3 or 4 times.

Extrication from Truck, Car Crash on KY Bridge When a car stopped on the Bi-State Vietnam Gold Star Twin Bridges, it was struck by a tractor-trailer and pinned the driver inside the car. READ this story at Firehouse.com Franklin Hammond Wrote: A rescue job from yesterday morning. The single female occupant of the car survived and is expected to make a full recovery. The Henderson Fire Dept. did everything right and I’m thankful for the training and real world relationship we have with this department. HFD helped us capture the suspension and rig our trucks. We utilized mine and Lance’s rotators to lift and stabilize the loaded trailer while Steve used his truck to gently winch the casualty away from the suspended trailer. We then assisted HFD with performing a side-out, taking the roof, cutting the steering wheel, and removing the patient. We must praise HFD for several key decisions which made this extrication successful: 1. We were called to assist as soon as the tones went off. 2. We were given a size-up just before arrival on scene. 3. The scene was completely clear for our wreckers upon arrival. 4. Tools were staged for the extrication. 5. We were immediately met with a “what can we do to help” attitude. Cross training with many paid and volunteer departments in our area has become a priority and for that, I’m thankful. Everyone on HFD should be very proud of their performance on this job. Thank you for the opportunity.

That's a true industry leader to come out at night to lend guidance and experience to a recovery. Daniel your growth over the past decade has been so enlightening and should serve as a beacon to those questioning their limits. Keep your limits in check and you'll be the one offering an expanded knowledge soon enough.

You are correct Brian, the person providing traffic control should be certified and properly trained. And their should be a charge added to the service, just as a charge for go jacks, dollies, or unlocking a vehicle. I margin in a little extra when I use my cribbing blocks, because eventually I have to replace them. My attitude in marketing is parallel to the hot dog and beer vendor at Yankee Stadium. I am not out to sell everyone a hot dog and a beer. Those that want a hot dog and beer will pay a premium to have it now. It will be a quality hot dog and an ice cold beer. The mustard will be perfect, the relish will be fresh. I will not spill beer on you. I will not sell you a hot dog that looks like home made soap. But it will cost a premiun for what I have to offer. I am not looking to put a hot dog and a beer in every hand. Because profit is my best friend.

I've not yet see an APP that reminds tow operators to stay OFF the white-line side? If that were the case, perhaps a decline in 50-percent of operator fatalities would be the end of the year count. R.

Bottom line is people DO NOT pay any attention and they just simply DO NOT care. It does not matter if their gps tells them to slow down ahead, it doesnt matter if there are flashing lights and people working in the road ahead. All types of $$ is spent on digital signage, traffic cameras and news warnings about traffic issues on our roadways and it makes NO DIFFERENCE. What does make a difference? PROPERLY TRAINED AND ALERT OPERATORS. As the world evolves and more and more technology is added, the level of common sense diminishes. I had a person just yesterday come within INCHES of side swiping my truck. When I caught up to her at the next traffic light and questioned her about it her response was her car has "lane departure" so if she was that close, her car would have moved over by itself....... ARE YOU F#@$ING KIDDING ME?????? The ONLY thing that is going to keep us alive is us. I personally have had enough of the B.S. move over laws that are not enforced and all the other crap that just does not work. PROTECT YOURSELF. Pay attention and watch your back. If it is that unsafe then DONT DO IT. All the knuckle draggers driving around you out there dont care. If their cars auto-braking or lane departure system says they are not too close to you then they must not be... duh.....

We actually sat down with the captain of the substation. I explained to him, as well as the sargeant, the scenario. I needed a lane closed to allow me to work, as I was on next to a guard rail. It was a rolled vehicle on its top. I did inform the trooper of my plan. He interupted and told me that there was absolutely no way I could have a lane. They offered the explanatory standpoint of secondary crashes, the early morning hour, just basically took the side of their colleague and justified his decision. We did concur that the temporary lane closure would have been the safest way to operate. I am not going to hyperextend my safety stance and work next to moving traffic. I had a similar situation a few months later, at the same spot, under similar circumstances and was granted my request for a temporary lane closure. I have invested heavily in snatch blocks, chained attached snatch blocks, rollover sticks machined from sticks of aluminum, the list goes on to allow me to work safely. All of those tools are just a box of crap if you do not speak up for oneself. I have always gone above and beyond to build that bridge with law enforcement. They do however not walk on water. And they sometimes, though rare in occurrence, forget that we are both on the same team, with a common goal. That goal, number one, being in a position to go home at the end of the day. Number two is that we clear the scene in as safe, and as expeditious manner possible. Too many in this line of work, I believe, confuse themselves with the role of a superhero, believing they can save the world. I am all for assisting and helping people out of a tight spot. But I have adopted the median point in my mindset that I did not break it, fail to maintain it to the point it failed catastrophically, or just plain drive it past the point that Duck tape. Gorilla tape, super glue, and a prayet to Saint Ephesius, patron Saint of idiots will keep it together. I am not going to risk my life to rescue you from your stupidity.

Very interesting discussion Randy you bring a lot to the table sir I just hope that you and all owners are aware the towing industry is under attack from all sides and we need to be very careful what action is taken anther words be careful what you ask for ! I for one agree we need regulation but it needs to come from industry not the legislature or our customers ie insurance company's speaking from the state level we have been working to do this for the last few years and still continue too

Thank you guys for all of your responses to this post ... good stuff. Regarding tow specific training, I remind you that, "classroom environment training", is simply one part that adhere's to the operators brain, while time-in-grade and on-scene experiences are key to advancing one's capabilities. In all due respect to ANY tow truck course or field-of-training, a Certificate of Completion has no bearing on one's ability. Comparitively, where TIM training is a requirement in many locales, I hear cops say, "Nah ... we don't do it that way." The attitude of safety comes from standardization and a willingness to accept guidelines, rules and regulations. And, in that may I ask, where are all the, "heavy hitters", from this industry when it comes time to talk professionalism and developing safety standards? I've had long-time tow owners in my CHP safety courses complain that, "I've been doing this for 35-years; I ain't needing some punk city boy or cop tell me how to do my job." And during a wrongful fatality lawsuit where an employee's actions allegedly caused someone death, the tow owner told me, "For 17-years, I don't have a employee handbook," how does that speak to the acceptance or any kind of formalization or accredidation? Yes, I wrote and still have curriculum for a college level tow truck course that I taught at Grossmont College as part of the automotive department. That course was offered for free for new students and a fee for incumbent rotation tow operators. And, it took me better than 2-years to write a heavy-course that was submitted to the CHP for consideration. The material was accepted by the CHP, however, I was not accepted as an instructor because I was told I did not have sufficient experience as a heavy tow truck driver. Perhaps the biggest problem with reaching a level of professionalism is because of existing politics and attitudes necessary of towers to change the process? Towers don't like change nor do they want the regulation or costs that go along with it. Brian and I've had lengthy conversation about standardization. Where formalization doesn't exist, it's only a matter of time before the government steps in. Doesn't it make better sense to be proactive and have a solid, in-place, format versus having nothing ... only to have requlation jammed down our throats? And above, Brian mentioned the TRAA and state associaitons taking the lead? Why has it taken 104-years to get something going? aren't they supposed to be working in the tower's best interests? And, wouldn't formalization and regulaltion put a stop to companies in non-compliance? Wouldn't formalization and regulation create value in the tower's worth where towers could dictate reasonable rates and fees for services rendered versus insurance companies and auto clubs dictating what they're gonna' pay? The NFPA 1500 is a great example of what can be done ... so, is there a, "next step", or are all of these comments simply wasted air?

Thankfully this young man will be ok.. Now to look at the BIGGER problem here. The owner of "CUT RATE" Is obviously one of those particular owners who just finds warm bodies to set behind the wheel of his trucks. Yes I can see where the dealership receiving the vehicle should have called ems for this boy. Your deflecting your responsibility to the dealership. But here you are Mr. CUT RATE putting a boy out there with apparently ZERO TRAINING. YOU, MR. CUT RATE ARE THE PROBLEM. That boys injuries are YOUR fault. Maybe I am being harsh, But I can only hope this incident puts you out of business Before you and your practices get someone killed.

In all my years there is one contributing factor. That is the relationship between the Tow Operator and the Officer. When they call and I show up on scene then the recovery and transport part of the incident become my scene. HATS is a great video which should be mandatory for every professional responding to these scenes. The officer knows when I show up I know what I am doing and sometimes ask how they can help. Most often they just wait to see if I need any assistance, they know I will ask. The problem the tow industry has is a high turn over of drivers which are rarely trained in the proper manner to respond to a traffic incident. This has often lead to officers assuming all tow truck operators have the same mental skill level and that causes skilled drivers to get that same attitude. I try to explain to drivers. Keep your month shut, go about your duties and get out of there. While there is times when chit chat is appropriate, it is not in the middle of an active traffic scene. A Professional Demeanor and Approach will go a long way in being treated as a Professional. That's how you get treated like First Responders and that seems to be the reason a large numer in the industry desire to be referred to as a First Responder. As though just putting a label on it changes things, it doesn't... In conclusion: One Bad Officer or One Bad tow Operator can make all look Bad. If I encounter an Officer with an Attitude I generally just take it their having a Bad Day. I have those too, we all do...

The Industry as a whole unfortunately, is not ready for that designation. There has been many occasions where recovery operators are needed to secure a wreck for victim extraction, At this juncture it still needs to be on a case by case basis. The standards of training are evolving and will continue to do so ( i hope ) and there will come a day where towing and recovery can be designated as first responders.

I'd like to respond to what's read in letter and not make it sound like it's flippant or demeaning. I appreciate that Scott took time to write the letter as it brings to the forefront the deadly reality that exists in this industry. It's definitely in-line with, OPP Sergeant Kerry Schmidt's, plea for slow-down and move over after a Canadian tower was killed November 2019. Having archived and reviewed as many as 300-tow operator fatalites that have occurred on the world's highways and shoulders, there's a huge percentage of investigations that have determined, suggested or reported that tow operators were standing, working and walking on the white-line when they were struck. The number presented herein doesn't represent those who were hit and survived, so you know there's a gigantic number of tow operator strikes floating around. Scott ... I feel that same frustration. While Scott makes mention of a noticible failure for drivers to SDMO, that's the reality of highway work and it's not going to change anytime soon. So, tower's themselves have to be that much more dilligent and aware of their environment. Through years of lessons learned as to the reasons why towers are repeatedly struck, injured and killed, in many cases, towers themselves FAIL to prepare an active work zone to announce their presence, and then work on the white-line side of traffic. While Scott mentions that his driver's over-head emergency lights were turned-on, there was no mention that flares, cones or triangles were set in-place to announce a presence and identify their work zone. There's also mention that his tower was in-process of, "performing a boost service", on the highway versus that of load-it-quickly and get off the highway. Like changing someone's tire, attempting to jump-start a vehicle on the highway simply increases time of scene which adds to the potential of being struck. Not too mention, a vehicle that was just jumped-started may stall and die at that very moment the vehicle's driver attempts to pull into traffic moving at speed. It's my opinion that service calls on any highway are too risky and should be tow only scenarios. Accordingly, the towing and recovery industry NEEDS a culture change that accepts the FACT that motorists are not going to slow down and move over. We towers can't change their behaviors of distracted drivers, texting or driving while drunk, but we CAN change the way we work highway and shoulder events. While Scott's letter is informational and is directed to this audience, it tell's us what we already know and experience. In all due respect to Scott's letter, every tow company must have solid response protocol in-place and active. Regardless if a motorist racks-up one, two, or three, "demerit points", or a, "suspension", on their license, for any one response, there are thousands of vehicles to pass a tow truck or carrier during a single tow/service scenario. Where tow operator survival is to happen, towers MUST be smart about the manner they work when responding to highway calls. Chances are, the highway patrol or OPP won't be on-scene. And, even if they were, they too are nothing more than a false sense of security. If there's a fast way to prevent the chance of being struck, its taking the necessary steps to be seen and working quickly to lessen operator exposure. Scott's letter is one of those constant reminders that danger exists on every call. So, if these dangers are known to us as an industry, why do tower's continue to put themselves in harm's way? R.

I'm not passing judgement as I've had those days when it's really cold and you just want to get the hell out of there. But, you soon realize this is what happens when you rush and do not use proper skills.

1) TESLA 2) ARI 3) GEICO 4) AGERO (CC Only) 5) SWOOP (CC Only)ROAD AMERICA (CC Only) 6) QUEST 7) ALLSTATE/SIGNATURE -- My dad was a test location to help start SMC and he got more money per call in 1982 then most today 8. FLEETNET 9) HONK ( CC Only) 10)AUTO HELP LINE (CC Only) 10) NATION SAFE DRIVER ( CC ONLY) 11) NETCOST (CC Only) We only take HONK calls now because of ARI is now using them for some stupid reason and from what there customers have said to us, they are not happy at all with ari's new partner. We have had 11 calls for honk that were ari that after honk agreed to our price and us & the customer the call info, they remove us from the call because we will not agree to the process of goa & there credit card not being active for two hours after call is done. So those customers after waiting some up to 4 hours for service, call us and pay us for the call directly so they can get going.. Tesla is our best one but there AP process is totally crazy for a major tech company !

Great. I am going to use your article on the insurance hike as reference in the two i have scheduled. I have sent emails and posted on here to get input from people; however, the response has been low.

You did good Grasshopper, write it off as training. LOL

I voted as well. Anything we can do to make it safer for just one tow truck operator should be worth it. I get red light or speed camera alerts on my GPS, why not this too.

There are plenty of these incidents where tow employees are injured or killed when vehicle owners enter tow yards and try to liberate their vehicles. I'm glad to see that vehicle owners are being charged with laws specific to, "Defrauding" and "Criminal Tresspass". I believe that allowing vehicle owners into the tow yard to get their registration or certain personal items from their vehicle only increases the risk of injury or death. Unfortunately, tow companies have to follow their state's laws when it comes to releasing property or releasing vehicles to the registered owner or agent. However, in knowing that, there's not one single car in any tow yard worth being run over and killed for. If someone has the intent of, "running the gate", I tell my employees to simply step-aside and let them go to avoid being hit. If there's a gate runner and it wasn't due to the gate being left open by my personnel, an immediate call to 911 usually gets the ball rolling where the vehicle's owner can be arrested and prosecuted at a later date. R.

I like the concept of this Waze app notification, it may help with how many drivers blindly follow their gps. It reminds me of what they have had in Germany many years ago where all emergency vehicles have a beacon that causes an interruption to their in car radio and broadcasts an alert that a tow truck, fire, ems or police unit is on the shoulder ahead. As far as I understand this has been very helpful over there to prevent struck by incidents.

Thank You for everyone who took time to share the news piece, and took the time to watch it. We all need to get the message out there and get the laws stiffened up, and do what we can. The amount of misinformation out there is crazy about the LODDs compared to off duty incidents. There was a lot more said in the interview and I had no opinions as to what was aired. But its something, and they said it was their top shared story this month beside the missile attack so that's something. I frequently think of the owners, friends, coworkers, and families I know that have been through this tragedy and truly hope I never am. We need to get this on the National News level for it to make a big difference. TRAA and the Museum needs to work with our National Police and Fire Chiefs Associations to make that happen. We need PSAs pushing this which I know they have plans to do. But, they need help from membership, and legislators to make it happen. Everyone stay safe out there. Now on a side note the camera actually adds 25lbs.

Thank you for your input. I want to collect these comments and Ideas and use them at the Legislative Summit in DC this March.

I am here! Thank you for all you do Ron & Chris

1-GEICO THE BEST ALWAYS #1 2-AGERO 3-ROAD AMERICA 4-AAA 5-QUEST 6-NAC 7-NSD 8-ALLSTATE

List Top 10 Clubs1. Geico2. Agero3. Urgently4. Swoop5. Allstate6.AAA7.8.9.10.

HAYLES TOWING AND RECOVERY LLC checking in from Jackson, MS

I concur with your opinion on this and am happy to participate in any way possible. Long before we bring legislators into this discussion we need something presentable, even draft language for model legislation. I suggest researching how the paid ambulance companies and hazardous materials remediation companies have been able to obtain emergency responder status legally, what the standards for inclusion are in those industries and then model something for towing on similar lines. I would love to take this national, with the TRAA as suggested, possibly working thru the Federal Highway Administration for broad reaching authority. If they would codify model regulations and standards the states could simply adopt them for state and local roadways same as they do the MUTCD. That said, I am a realist and think we would have a better shot at national regulations if we could get a progressive state to be the first to model it. California and Texas come to mind as the states closest to being there already and both have great state associations to work with. I am in for the round table in Vegas.

List Top 10 Clubs1. Urgently2. Agero3.4.5. 6. 7. 8. 9. 10. Swoop We only do 3 clubs

Randy, here in San Antonio there is a law prohibiting "oversized" vehicles on the street. I received a number of ticket for being parked oversized. Their solution was that I find a business that would allow me to park outside their closed business. That was not going to happen. I appeared in court and requested a jury trial. They backed down and dropped the charges. There was an operator who had to salk close to a half mile as he lived in an apartment complex. Thd city has contractors for their rotation and could care less about anyone else. Until we get an ice storm in town and they need everyone's help.

We received a call from our local PD for a single vehicle accident. A young lady on her way home from college was coming around a bend of our lake, about a hundred yards from our shop, when her tire decided it was done with the trip and took off. Her car veered to the right, away from the lake but right into the guardrail. The red spot is where her ride ended I winched the car back off the rail then turned around and pulled the front back towards the road so I could load it on my wheel lift. No action shots because I was blocking a lane. After cleaning everything up, myself and the 2 cops still on scene walked around for about 10 minutes but never found where the wheel went. I did find a lug nut in the middle of the road though.

Mine is a 17 and 4x4. My profile pic is mine. I think there is a couple good shots of mine on my posts : seasonal road recovery and quick rollover under the light duty/carrier recovery categories. I do have more pics and recoveries to post, Just need time. lol I love mine. Shes been real good to me. bought her new in 17. I hope yours is as good to you as mine has been. I will try to put a pic on here. ( bear with me, I am not very computer savvy LOL

This is so sad. It is getting so bad that I think we should furnish traffic control at every scene and bill the customer for the additional expense. It's just too dangerous. We need to find a solution.

Looks like another bad year of senseless loss of life . I pray he’s in a better place . The loss his family must feel is beyond anything I know but I pray they will be ok . We all need to pass the word about the move over movement. God bless

Question: Does your company have written quidelines regarding disconnecting (transmission) linkages? Although I don't know the entire investigative details of the tow operator killed, New Years Eve day, and another, injured the day after New Year's, news accounts and statements by investigators alleged that towers may have been working to disconnect linkages when, "something happened". Through the years, the industry has experienced several operator fatalities having been under a vehicle attempting to shift into neutral or pull other drive components. FACT: Disconnecting linkages is a scary and dangerous process regardless if the tow truck used is a wrecker, wheel-lift, or flatbed carrier. For my company, my Policy and Procedure Manual stated that, "Light-duty tow operators DO NOT go to a vehicle's underside to disconnect linkages for ANY reason." In most cases, a tower has to lie on their back and shimmy under a vehicle to disconnect a linkage. This is a dangerous practice that easily could lead in a vehicle rocking-out of a wheel-lift and dropping onto the operator, even when jackstands and chock-blocks are set in place. Because one operator was said to have been killed by, "mechanical asyphiation", the tow truck could have backed on top of him, or, other factors (no Ebrake or transmission in reverse) caused his demise. No matter what the direct reason, laying under a raised vehicle is a dangerous practice. My policy is specific to my adminisrative requirement to keep tow operators from being injured or killed by this accidental mishap. When towers are properly trained and haveother techniques up their proverbial sleeves. there are many options for loading or hooking-up vehicles where disconnecting linkages isn't necessary. Go-Jacks, dollies, chock-blocks, even soapy water are the best items alternative techniques that don't require crawling or laying under a raised vehicle. These items add a level of safety topside, but they too must be used in accordance to manufacturer's standards and instructions. Accordingly, because of the injury or fatality possibility that's always present when attempting to get a vehicle into neutral, adding Go-Jacks or dollies to the tow/load scenario is a, "Chargable, get paid", process and one you should be paid for. It's added cost is justified by the club/member/customer paying to provide the proper level of safety insurance to tow operators and preventing them from going under a lifted vehicle that presents right wno dangerous conditions; including Go-Jacks or dollies also prevents claims that the tow company inflicted damage to a vehicle's transmission. The customer, insurance company and motor clubs should know this up-front especially when no keys are available. If a vehicle's transmission has shift-override that can be manipulated from the vehicle's topside interior, obviously special equipment won't be required. I highly recommend that your company's rule and regulations include a written requirement that demand tow operators to NOT disconnect transmissions, axles or linkages from the undersides of a lifted vehicle, or, that of a loaded (carrier) vehicle. If the vehicle can not does not go into neutral, other means to off-load should be employed. This is a ompany policy and training requirement that we make sure towers are aware of and one that's discussed at frequent safaty meetings. Unfortunately, these back-to-back fatalities were the result of industrial situations where their causes will be evaluated by OSHA. R.

Welcome to TowForce.net By Tow411. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask.

I know this is not a proper question at this time. But, I have to ask anyway _- How do you get a 19 yr old on your insurance these days -_ ??????? OK, OK I Asked and I am sure someone out there must have an answer.

I believe it is time to call in representatives from law enforcement, vehicle manufacturers, vehicle insurance companies, commercial insurance companies that write policies for the industry, motor clubs, and representatives from the towing equipment manufacturers to discuss the dire need for ramping up safety through training and blocker vehicles. It needs to be done on a manner where there is total agreement. And everyone needs to bring their big boy and big girl pants to the table to discuss the true cost of safety. Do it soon, do ig now. Blocker vehicles will save lives. And if a blocker vehicle can save even one life it is worth it. If initiating a program where a blocker vehicle is mandated on the side of a highway while a tow is being performed costs this industry 20 million dollars a year and it saves just one life it is worth 20 million dollars. Locks keep honest people honest. They due little to prevent a criminal who has a true desire to steal. Move over laws keep sober, conscientious, responsible drivers between the appropriate lines. They do little to prevent a drunk, high, or self absorbed person in a lane safe away from traffic or between the lines in the lane next to the shoulder where you are trying to work.

Thank you John for your insight. There are many things we on this side of the pond could learn from your ways over there. Stay safe out there Sir

I feel we need to get some association leaders into the conversation as they have been making advances. I fear that individuals within an outside the industry striking out on their own are only going to create larger issues.

Here. Happy New Year

still here

LUCKY DUCK ROLLOVER

Welcome to TowForce.net By Tow411. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask.

In the end we deal with so many variables that the situation dictates the course of action. I find it disturbing the number of light duty operators that do not assess the situation prior to addressing the recovery. As I do the number of drivers that park their truck away from the vehicle to be towed and walk up to the scene when the scene was ready for them to position their truck to load the vehicle. This all comes down to training and the industry as a whole is not ready for any type First Responder Designation. My comment is based on numerous factors. As for the rude comment, that is out of context here in this venue. I am assuming that there was some sort of misunderstanding that we can resolve quickly. It may be that we are not on the same page, my response may have even gone in a different direction from the original direction of this post. Let's Talk About It further, since that is how we learn from one another.

Another year of posting almost over Happy Holidays to All and a prosperous New Year

Same Rig 2019 Still Getting it.

Hi All ... I spent time today counting and catorgizing tow operator fatalities for 2019. My data include domestic and international incidents where towers were killed in on-duty accidents or incidents. These numbers are based on how I recorded them from the information received. They are approximate to the total numbers of tow operator's killed worldwide and taken from reporting sources that are not the world's total. These numbers are accurate to the information received. A noticible increase that I counted for the year were those industrial accidents that involved runaway/rollaway vehicles, snapping cables, conducting flat-tire changes, forklift driving off a carrier's deck, and crushed by a raised carrier's deck. There's an obvious need for training in all areas that involve flatbed carriers with special focus on the dangers of free-spool. White-line shoulder incidents are average with past year's. Also, there was a huge increase in safe vehicle operations (driving and traffic accidents). The numbers below for driving and accidents include he tragic drowning accident that took the lives of Shalvenish and Roselyn Sharman,of Justin's Towing in Sacramento. Texas this year surpassed California for the most tower's killed and count nearly 50-percent higher than they were last year. But the biggest, most noticible change for 2019 were the result of violence against tow operators. For the year, 12x tow operators or tow business owners were killed by crimes of violence (shot, stabbed, choked to death). Of those twelve, x were the result of South Africa towing's turf wars. Seven deaths occurred in the US during activities of releasing vehicles, shot from hotel room, ealing with intoxicated persons, Philadelphia's drive-by,or suspected street robbery. Scroll down and to see my end of the year stats. White-Line/Shoulder 17 Driving & Accidents 22 Industrial 13 Medical Events 3 Drownings 2 Shot/Stabbed/Choked to Death 9 Total 64X including International 51X Stateside Monday 15 Tuesday 10 Wednesday 10 Thursday 14 Friday 7 Saturday 5 Sunday 8 States& Canada TX 11 CA 9 MD 4 CANADA 3 AL 3 FL 2 PA 2 As noted, my numbers represent information that I've collected throughout the year. For others who have collected numbers like these, I salute your committment, diligence, and the time you've taken to archive these industry events. Without your participation, we wouldn't be able to determine future focus on what areas need new, repeated, or remedial industry training. I'm a firm believer that, if we could get the word of the importance of training, safety and survival out to the industry's towing community, the number of repeated deaths could go down. In that, I think it's each participant's responsibility to help spread the word about the importance of being on these forums. For the new year, what can you do to bring others to TowForce or lead others to a better awareness of the dangers tower's face. I'll tell you for fact ... the motoring public doesn't care about you and your work. Every tower HAS to step-forward and apply their best practices on EVERY call EVERY day. I've said that a million times, and it's one statement that should keep repeating itself. ANd to tag on a comment made by Moore's in an earlier post, wouldn't it be nice to NOT hear of another tower killed this year? One can only hope., I wish you all a very safe and prosperous New Year. Best Regards. R.