rreschran

Ron, these are good examples that demonstrate the need for active traffic breaks. That's especially true for the bigger cities where there are lots of assets. If a single incnident of a fatal tow operator or police officer strike ultimately attracts five or more highway patrol units (after-the-fact), it makes sense that additional units could assist to work a traffic break. I know ... that's not reality, but more so wishful thinking. R.

The topic of PTSD has recently raised its ugly head. From my research, nine-states (9) have passed legislation addressing benefits for first responders with PTSD in 2019. Those states are: California, Connecticut, Idaho, Louisiana, Nevada, New Hampshire, New Mexico, Oregon, and Texas). For a project I'm working on, can tow owners provide any state or local verbiage that identifies tow truck operators as first responders in your areas? I'm not interested to hear from the tow police, if you (in your state) are recognized as a, "first responder", would you please provide here the state and section where you are located? I'm not looking for personal opinions, but written fact or evidence that tow trucks and or tow truck operators in your state are designated as, "first responders." Thanks for your input. R.

Hi BJ from Australia. It's ALWAYS exciting to have "International Members" on the site ... Great to have you here. From my investigative eye, I’d guess that the car on the pavement, the Saturn Ion, lost control when approaching the earlier accident where, Antonio Martinez, was called by Baltimore’s Highway Patrol to transport. From position of the Saturn and what I surmise, the Saturn’s driver couldn’t stop for backed up traffic OR was distracted by whatever before looking up to see they couldn’t stop in-time. The Saturn’s driver swerved to the center-divider and plowed into the rear of the carrier and the loaded SUV. This is a common occurrence where approaching vehicle’s plow into tow trucks and continue forward to strike tow operators, or into tow operators first and then tow trucks. In this crash, the suspect vehicle didn’t strike as such an angle to send it up-and-over a tilted carrier’s deck. My comments are only a guestimation as to what likely happened and comparable to many other accidents just like this one. R.

On a side note ... Thank You Doreen for your continued kind words and prayers in regards to tow operators struck. The industry is lucky to have you as a supporter. I personally would like to recognize your efforts and participation on TowForce. Your words are appreciated and don't go unnoticed. R.

Doing PPI's is providing a service that's conducted legally. A few years back, southern California's PPI towing was so "out of control" because PPI companies were conducting illegal tactics where some cities initiated "Predatory Task Forces" to convict towers of illegal actions. When holding someone's vehicle and demanding pay, the issue questioned whether or not the acts of illegal PPI's for money was that of "extortion"? Ultimately, California's PPI laws were revised to protect vehicle owners from illegal PPI practices. One change was; a vehicle had to be parked (there) more than one-hour AND, if the vehicle wasn't off-property. it had to be released at the request of its owner. While I agree with Ron's comment that PPI's can be a source of income for professionally run companies, a company doesn't have to be professionally operated to comply within the letter of state law. At some point, if illegal or over-aggressive tactics like pepper-spraying a person trying to get their car released according to law, towers may be headed to jail as the result of a battery unpon that person. To make that situation worse, the tow truck would be seized as evidence for that crime. Based on those possibilities, releasing the vehicle and finding another makes better sense. Note: There always will be another vehicle. R.

Thanks for the sentiments guys. The Mexico house was torched because another resident wanted revenge for being kicked out of camp next door. Four houses were destroyed. Ron, much of Southern California is partial desert unlike treed areas up north. Here, winter rain causes scrub and weeds to grow, then summer bakes them into dry, crisp kindle that grows close to the ground. Every year it rains, grows, vegetation dies and it continues that way year after year. There are millions of SoCal acres where there's no cutting or clearing. Once a spark, bolt of lightening, car muffler, or arsonist apply ignition, extreme heat and high wind push fire out of control. Unfortunately, us humans are in its path. From where I sit ... the Apple Fire still burns out of control. It's a bit tense but for now we're not threatened. R

Three weeks ago, my vacation house in Mexico was destroyed by arson. Now, this is the third day of Southern California's, "Apple Fire", situated 15-miles to the north of our home. It's alleged that this too was an arson fire that's grown to 15,000 acres and zero containment .... big enough to make the national news. I watched it through the night and we're keeping a careful eye on any changes. At the moment, we're OK. Yesterday's heat was 106 and the winds will kick-up again by mid-day reportedly pushing smoke all the way to Arizona. We have our fire evacuation plan ready-to-roll if it ever comes to that. In that I'll ask, what's your own emergency evacuation plan? No matter where you live, we all have some kind of nemesis we have to deal with when Mother Nature comes to call or a psycho with a penchant for violence is on-the-loose. In the mean-time, say your prayers for those tow companies in Banning, Beaumont, Cherry Valley and inside Riverside County. R. https://abc7.com/apple-fire-riverside-county-cherry-valley-brush/6348543/

How does joining a car club help market your business? As a car guy, I love working around and transporting high-end Porsche cars and vintage exotics. In seeking new clients, I joined several antique car clubs and the Porsche Owner's Club as a way to promote my towing business. I offered transport services for these niches and put together a thick binder of photos showcasing the cars I transported. On several occassions, I set-up at the town's weekend fair with my vintage 914-6 on the deck. I attended car club meetings usually in my carrier and handed-out business cards with 20-percent off coupons for club members. It's a great, easy way to help promote your specialty niche and have a little fun along the way. And, many of the relationships I built (as club member) worked its way into transporting their cars, projects and repeat business serving the specialty shops I met transporting customer's cars. Working in the exotics car niche can be high-paying if you're critical to damage free transport and treat every vehicle like your own. The downside is the high cost of insurance where one damage can set you back for a long time. Don't be afraid of them as the load off-load process is no different than transporting a 65' VW. The key ... lots of ramping, soft-straps, ratchets, padding, a clean blanket for the driver's seat, AND, a fresh, clean pair of white tuxedo gloves to add a little zest-factor especially when the vehicle's owner is present. Most importantly ... have fun in club membership and cultivating new customers. R.

I remember my, "Cars from Hell", being a Lamborghini Countach and a vintage, lowered, De Tomaso Mangusta. Not that they weren't that difficult to load, them both being lowered from stock made blocking, padding and ramping extra challenging. No real issues on either end and two really happy customers. God ... I love my work. R.

The narrative reads ... "He says the argument escalated but never got physical", so, how does the act of pepper-spraying someone not be considered physical or a non-form of escalation? Noteably, these reported or alleged actions of predatory towing is what creates impound task forces. Additionally, I believe tow operators (in some states) are obligated to release a vehicle that has not yet been removed off-property from the private property and is in-transit to the tow yard. From the news video, I'm not seeing all the facts to show an illegal impound, but I feel that pepper-spray was a bit over-the-top. R.

If this video-taker-guy thought the unsecured car was soo important to warrant a mini-video, perhaps he should be equally accountable for violating distracted driving laws using a phone to take a video while driving. I also question the tower's use of those red and blue striped arrows on the door that are preferable to AAA providers; not thinking that a truck displaying "Not For Hire" signage is a primary provider for AAA. Perhaps that video should be sent to the areas highway patrol or AAA administrative offices? And yeah it's true, accidents are a product of the unknown and this guy is headed into that realm. R.

Here's another reason to get out of California. But, why ... why would any parent leave their most prescious commodities in a vehicle for the sake of running into the store or on an errand? It's even more-so dangerous to let your school-aged child walk to school. Bump and run techniques are not new in creating false claims for insurance fraud or be set-up for robbery. I wrote an article in Towman year's back noting nothings' changed based on the number of tow truck related "non-towing" crimes. In today's world, parents have to be smarter to plan accordingly as these thugs are becoming more and more brazen. Thanks for posting this reminder Ron as We send our prayers to the family who lost their daughter. R.

Regarding the tower critically injured today from, Baltimore's, Blake's Towing, that on-highway response was in the center divider adjacent to a high-speed carpool lane. This is a common scenario that's extra dangerous to work. And, knowing the dangers that exist in today's world of distracted driving, at what point do you, or should you, call the highway patrol for on-scene assistance? I realize that towers don't want to bother the highway patrol nor do they don't want to wait for their arrival, but should towers use the assets they have as a manner to increase on-scene presence? I'm a firm believer that any vehicle that's situated in live-lanes, center dividers, even gore points, NEED and SHOULD HAVE the assistance of the highway patrol. Thoughts? Comments? R.

I'm confident in saying there's NO PLACE safe for tow operators to work on highway scenarios. But, take the overall number of tow operators killed in on-highway events, I only know of two fatalities of more than 357x archived highway fatalities where the operators were killed on the non-traffic side. I'm praying this tower overcomes his injuries. R.

California Tow Operator & Motorist Killed I haven't seen this posted elsewhere, but a friend called me yesterday morning telling me a California tow operator helping a stranded motorist were both killed yesterday. Both were struck by a semi along the 15 freeway after 5:00 AM morning the town of Baker providing a flat tire service. If you've ever driven to Vegas, Baker has the World's Tallest Termometer as its best landmark. According to the CHP, the 43-year-old tow operator was providing a tire service when a Freightliner hauling a set of bottom dumps drifted onto the shoulder and collided into the tower and the motorist. The CHP did not indicate a cause of the crash and do not believe the semi's driver was impaired. I'm not making mention of the tower's name as notification of kin is in the works. The investigation is on-going. Christine and I send our prayers to the tow operator's family and the company he worked for. R. Link: https://www.vvng.com/tow-truck-driver-and-stranded-motorist-killed-in-crash-on-i-15-freeway-near-baker/

I wrote on this topic in 2012’s Towman magazine. I believe driving versus winching separates safety from towers who are in a hurry; they’re lazy, or blind that they could be injured or killed as the result of a technique gone bad. Is drive-on drive-off considered an acceptable industry technique? I think the practice belongs to another industry, not necessarily to transport industry. But in the photos Brian includes, I'd venture to day those vehicles are relatively new. So, what about all that rolling junk that we towers work around? While experienced towers may have done so for 30-years, that doesn’t negate the fact that driving a vehicle onto a flatbed carrier’s deck is a risky technique every time. Note: A California tow operator was crippled when he was run-over getting out of a vehicle he drove up the deck after it stripped its parking pawl; another Washington when the Ebrake didn't hold. Here’s my argument against doing so that suggests: Neither the parking pawl or parking brakes are designed and guaranteed rated to hold a vehicle’s weight parked on a tilted deck The winch and cable is designed and rated to better hold a vehicle’s weight and not employ a plastic or nylon parking pawl A flatbed carrier’s deck has a 10- to 13-degree range more than that of a commercial carrier or trailer There’s great potential of a sliding uncontrollable vehicle when its weight takes an unannounced backwards slide on an oily deck Accelerating on a tilted deck could result in sideways slide Carrier’s without rails can’t contain a runaway vehicle steered toward either edge Commercial car carriers typically have extrude ramps for traction; flatbed carrier decks are generally smooth When seated behind the driver’s wheel, the vehicle’s driver can’t see the nose making contact with the carrier’s deck, nor will they see tailpipes scrapping Winch use avoids operator’s walking on a slippery deck I believe that drive-on drive-off loading demonstrates a lack of reasonable and prudent judgment. When looking at this practice from a risk management standpoint, if an accidental injury or death were to occur during the drive-on off process, the court, Worker’s Comp, or OSHA may ask, “If it’s considered OK to drive-on and drive-off, why do carriers have a winch mounted atop its superstructure?” If a runaway vehicle has never happened to you before, what are the odds it won’t happen to you anytime soon? It’s too much to risk, even with 100-year’s experience. Accordingly, I train that it’s a dangerous practice and one to avoid. My company’s Employee Handbook says "No" to the practice. Can it be done, sure, but I believe the danger factor to be considerably greater. Winch-it on ... winch it off. R.

A motorist generally has no right of choice when public safety is the key factor. Police officers on-scene of a two vehicle accident shouldn't await the arrival of a casual auto club response when opening an intersection or traffic lanes using a rotation company. As Mr. Ed said, the municipatlity will make the decision for you as a means to clear the roadway faster, or to eliminate wreck-chasing. R.

I've always believed that, "slip-seating", makes light and medium operators the most valuable to the tow company. Accordingly, we actively train use of both kinds of equipment. Once an operator reaches heavy status and call volume is consistent, they stay in heavy class. Serving the heavy side is a different consideration. For my company, we paid better than average wages to motivate operators to work where there's need and calls for services. So, when someone is paid salary or hourly, they don't hang-out and wait for something that could happen. It's my expectation that our team is trained and compentent so, when volume is high or special details are scheduled, we work where there is need. But, during average day-to-day operations, operators generally work in the type of equipment they're most proficient in. Much of that is management's ability to know when and where to staff drivers and equipment accordingly based on calls for service. I particularly don't like operators to turn-down flatbed calls by telling the dispatcher, "No ... I only take wheel-lift calls." In serving big-city contracts, that doesn't fly with me. That's a discussion I have when hiring operators and a policy that's included in the company's job description. R.

I like Michael's energy and attempt to get some kind of solidatiry going, but there's too much lack of industry concern. Towers won't come together for the slightest bit of standardization or professionalism. Towers are our industry's own worst enemy. The lack of involvement is nothing less than pathetic. Great idea ... it'll NEVER happen. R.

One of my ally companies is dealing with a driver and his prima donna issues. He's a heavy driver that's thinks he's too good to handle a light-duty carrier job. Is it possible that he ISN'T skilled enough to run light-duty. I know several heavy and rotator operators who have forgotten the roots from whence they came. So, how do you handle a prima donna driver who won't run light-duty calls? Are they to sit on a pedestal and wait for that once in a while big rig call, or are they of most value to your company when they're asked to run light-duty? What's your take? R.

Your correct Grumps ... FSP is California's version of HERO and HELP. Here, they're paid by grants and state funds. They are a patrol service that drives regular beats looking for shoulder related problems and sometime assisting at crashes when requested by CHP. They have no police powers. It's a good program that provides free services, but confuses the motoring public when they're not on-duty and a rotation tow truck is dispatched to their location and charge CHP rates. There still are call-boxes in certain locations of the state. R.

I've watched the issues plaguing Canada for years noting they're similar to issues experienced in many cities and areas of the US. I believe that where the government and law enforcement accepts, authorizes and condones call-chasing, scanner racing, pass the hat, where's the chip, or any other type of non-formal response ... they're way behind the times. A formal bid-process is a far better process to eliminate a section of towers who have questionable backgrounds, improper facilities, ill-equipped wreckers, and an unlawful business sense that includes over-charging, gouging, aggressive threats, or whatever tactics created by towing vehicles. Personally, I don't necessarily blame towers for going after business when it's done in a lawful manner. The blame clearly fall's on the agencies that govern towing and highway's served. "First-on-scene" wreck chasing only promotes reckless response and aggressive drivers vying against each other and that frequently spills into violence or ends in a preventable crash. Rotation-response is a proactive manner in-which, "rotating and available", towers are dispatched in the, "rotating next-up", company. I salute Mr. Gagne's efforts to help formalize Canada's industry. The motoring public has a right to expect NOT to be victimized while the law enforcement community must meet that expectation to retain public trust. In that towers are required to submit (AND PASS) a thorough background investigation and fingerprint check, meet truck equipment and inspection requirements, and agree to follow contract requirements for service. As the narrative above states, "... the current government has to as decisively to end the free-for-all on the roads that exist today", formalized response, in-itself, has far reaching complications with intent to eradicate graft, body-shop pay-offs and cops on-the-take. If formalization worked for Canada's ambulance industry and formalization works in many, many cities and counties across America, I'm confident formalization would work in Canada, but has to start at the government and agency level. And, that includes enforcement of contract requirements after the fact. The concept of formalization is easy ... if towers can't meet and abide by contract guidelines, they aren't allowed to respond to calls falling under law enforcement jurisdiction. Accordingly, any lawful minded tow owner should get behind this legislation and make it happen. Good Luck Mr. Gagne ... you've awakened a sleeping giant. R.

Thanks for sharing ... especially the picture of the transmission brake-bell where the non-Ebrake cable attaches. Because there are plenty of old-style motorhomes that don't have air-brakes, that picture is worth it's weight in gold. Imagine not getting the bell-brake completely released only to see the RV on-fire in the wrecker's mirrors. R.

Hi Gents ... When I was a kid, there were maybe six or seven companies on the list, but the population then was waaaaay lower. I did some research for this answer. San Diego County’s population in around 3.3 million and has 4,207 land-miles making it the 5th largest populous in the US. Within the county there are 16-military installations and 70-miles of coastline begining at the International Border to Mexico. Because of its footprint, the CHP needs a bunch of tow companies on rotation. That footprint demands that towers cover many beat areas and the county’s metro highways. Companies get calls by rotation and each serves an area(s) where they have facilities, i.e., you can serve a beat area if you have an approved facility in that area as long as there is has one wrecker and one carrier. And, in some areas, it's feast or famine, while towers close to the city's hub and downtown run busy all the time. Response times requirements are 20-minutes and some companies stage especially during rush hour, but rush hour anymore in San Diego is ALL the time. I think there are nine-areas and one company alone serves all nine-areas within the Border Division. Two companies are Freeway Service Patrol providers and two serve as evidence contractors county-wide. Because San Diego is not a commercial truck hub, I know of maybe three-or-four rotators here. Contract requirements are pretty straight-forward to become a CHP rotation tower when companies meet that one wrecker one carrier requirement. When towers gather to attend CHP's annual contract meeting, it’s always standing room only. In other huge counties throughout California there are vast rural areas with smaller populations and requires not so many towers in a single area. I imagine it's a logistical nightmare to be a CHP Tow Boss having to babysit all of the companies, but I'll attest that San Diego towers do a good job serving the CHP with little issues. R.

That sticker's a great find NIck. ... XKE ... one of the hardest cars to lift and tow without a wheellift and without a sling. The key was to release the reverse bonnet and lay a folded towel (longwise) in the gap of the hood and the firewall. Ya' gotta' love today's modern wreckers right? R.