rreschran

Watching this video Ron included reminded of a similar incident years back where I covered a traffic unit who stopped a female for DUI. At the time he initiated the DUI stop, all was easy going until the female motorist failed the sobriety tests. When he told her she was under arrest for DUI, he was able to get one cuff on and she lit off like a banshee on-fire. The fight was on to the point he wasn't able to get both cuffs on. When I arrived, the officer got the loose cuff clammped to the front bumper of the police car. This little lady, wearing a nice dress, one shoe off, panty-hose torn, scuffed knees and all, proceeded to bust the antenna, rip both wipers, kick in the headlights and dented the fenders and hood. That my friends ... was the power of one pissed-off psycho woman clearly under the influence. She did aound $4,500 damage to the patrol car ... her third DUI. From this video, in the minute twenty-or-so seconds it took for him to get her cuffed, this officer must have told her nearly ten times, "Put your hands behind your back", he yelled, "Stop", at least 15-times, and I don't know how many, "Give me your arms." This behavior is the new norm where all this could have been prevented with a little cooperation with the inquiring officer. He asked simple questions that simply required simple answers. Tell me Mr. Biden ... how could a counselor served the law in this incident. Go back to chasing ambulances. R.

There's been much discussion in tow forums about rollovers and preventing rollaways. From the photo taken from an earlier post ... QUICK ... how would you put the E-Brake ON without climbing into the vehicle? It's right there. This is a simple process that can be conducted using a 1-inch motorcycle strap and ratchet. Situate the ratchet so it's not rolled-over on and smashed. Show your newer drivers how to find the E-Brake cable, and then, how to get the proper, "Angle of the Dangle", to set the E-Brake. Although it only takes a minute extra to apply the E-Brake from the outside, use it in-conjunction to long 4x4's placed on the roadway. Accordingly, make sure your tow truck or carrier has a readily reachable ratchet and strap that is grabbed at the moment you exit the truck and get to work. Once the process of attachment and angle are learned, it's quick and efficient and easily removed.

With this covid-crap going on, I for one have too much time on my hands. So, here's a suggestion to auto manufacturer's to design and implement by law a, "Cellphone Ignition System", in all vehicles. Each vehicle is equipped with a center console electronic safe with smart ignition technology like that of an DUI interlock ignition. Could this also be an aftermarket device required by law? At the onset to drive a motor vehicle, the driver MUST insert their cellphone into a console-safe that's one-way in. It's part of the ignition starting system. Once inserted, the "box" will read, "Stored", or something similar to indicate the cellphone is NOT accessible to the driver. Once the phone is secured, the car's system lock's the phone within and allows the car to start and drive in a normal manner. Once parked, the system unlocks the console and the phone is accessible to the driver. For those attempting to by-pass using a second phone, the car's electronics detects another cellphone and creates a shut-down warning. Just for fun ... whaddya' think? Any other ideas? R.

This is another CRAP news article that doesn't address a primary root problem that continues to kill towers and first responders ... Texting. R.

I salute Tommy and Tess Anderson for keeping Texas SWTOW open to help Texas towers meet TDLR's training as this virus wreaks havoc. While in California, I haven't had a class since March 3rd and don't plan on being exposed. R.

Hey Ron ... tactical vests (?) That's a discussion we've had before so I'm curious as to what the deciding factor was? Is it all this civil unrest or still a towing problem, or bother? Just interested. Thanks. R.

For motorists to slow-down and move-over, they've got to be 110-percent aware of their surroundings. Accordingly, they first have to recognize that something's within their field-of-vision that could prove to be hazardous. Tow trucks and emergency vehicles should have over-head lights activated to initiate slow-down and make the life-saving move away from the hazard, BUT, to be 110-percent in-control of the vehicle, it's speed and any reactionary movement, the vehicle's operator CAN'T be texting, dialing, scrolling their GPS, playing with the kids, reaching to the glovebox, yada, yada, yada. Law enforcement has got to be committed in keeping the pressure-on with writing SDMO citation and courts applying heavier fines for violators. And, to that, when cops are readily available to write more citations, why aren't they available in-between citations to be on-scene when towers are trying to remove vehicles from the highway's shoulders? More cops, more red and blues, and more on-scene presence is one great way to help reduce tow operator's being repeatedly killed. I salute this 6-State Trooper Project as it's something proactive and LONG over-due. R.

From another tow forum, one tower posted a picture of his injured back citing that someone on the highway failed to slow-down and move-over and brushed by him. Based on his comments, it suggests he was working on the white-line side of traffic when he narrowly excaped injury. For years, I've been teaching that the entire load process for wheellifts and carriers (on the highway) can be done entirely from the non-traffic side when practiced with an emergency mindset. Now, hold-on a sec, this process doesn't include the perfect four-point tie-down or the addition of complete safety chains, straps or extension lights. What the process means, load the vehicle in the fastest possible manner, secure the non-passenger side restraints, and then, drive to the first, widest or safest location where the load and tie-down process can be completed. If that means getting off the highway ... so be it. I dislike hearing towers who say, "I've never been hit", or, "It hasn't happened to me yet." There has to be a culture change where towers fully understand the deadly process of working highway shoulders. To that I'll say, "Pain is a powerful motivator", and I'll bet this young tower is (hopefully) enough to have learned a valuable lesson. Maybe my choice using the word, "ignorance", is unfair, but what does it take to get the point across? Being "unfair" doesn't say it like it is ... work off the white-line and increase the odds of survival. Because SDMO doesn't work and won't work into the future, survival is an individual mindset where staying away from traffic is a conscious choice. R.

Nice comments guys. From what I hear ya'all saying is ... practice makes perfect and having the right equipment helps. And, no, it's typically not used in light-duty applications. That's right ... I said ya'all. R.

Well said! I choose you for the jury Dave. R

To read the last sentence in this news blurb ... you'll see that the AMA's words are nothing more than pure placation. The last sentence read, "The Alberta government has given no indication as to when, or if the province will make changes to the law. Instead, government officials are simply saying they will look into ways to improve safety." Loosely translated, don't expect anything to come of this anytime soon if it happens at all? Actions always speak louder than words. R.

What an awesome story. Good Luck William on your retirement. Fifty-years in business is a great milestone. I wish you the very best. R.

You're welcome.

May I recommend Mr. Randy Olson of Peak Wrecker Sales in Texas. He is perhaps the most knowledgeable person I know when it comes to vintage wreckers. His phone number is 800-638-9603. Good Luck. R.

I'll jump into this by saying Mr. Biden is a total and complete idiot. Until he straps on a gun and a badge and walk a mile in any officer's shoes, he should keep his comments to himself. No matter who responds to a subject that's prone to a violent temper and no respect for the law, there's immediate risk that a simple incident can turn ugly. There are plenty of tow operator personalities that don't and can't display command presence because they aren't trained in violent interactions. It's not in any tow operator job description to walk into a violent situation in the same manner a paramedic shouldn't walk into a hail of bullets to assist a person down. That job's for law enforcement. So, howabout this, why not let the wellness counselor go in first and have the cops wait outside? We certainly don't want to offend the law breakers. I wonder what the survival rate would be then? As far as me being open to that kind of reform ... let my statement speak for itself. R

There's no doubt that good drivers are hard to find. It's even harder to find and retain good drivers that are clean on the drug screen. In one San Diego company there was a known drug problem. It was even alleged that a driver may have been selling drugs from the company's tow truck. At the request of the company's owner, their newly hired manager initiated drug screen testing for all of the company's drivers. As many as five tested positive and one more refused the test. All six were dismissed. This action sent a message company-wide and created a huge coverage of all accounts, cleaned-up the company and returned the company's reputation to what it once was.So, when you have a good driver that shows some kind of illegal substance in their system as a result of a drug screen, what do you do with them based on the requirements of federal guidelines? At what risk do you keep the driver and fly under the radar? R.

These are great comment and I'd really like to see more towers get involved than the regular dozen. That's for your recent example Ed. Here's one more consideration based on a comment that Grumps mentioned using the word, "apron". I had an unfortunate similar experience when my company was held responsibile for unintentional gouge damages done to a private property while conducting a roll after the initial crash at a mall parking lot. Because my driver responded at the bequest of law enforcement, the tower arrived on-scene and worked the roll in the usual manner to get the car off it's roof. Unfortunately, in the process of rolling the cara back-over, some smallish gouge marks were made and the vehicle leaked fluids. A couple of months later, I received a subpoena for the max amount of small claims court claiming damage to the asphalt was our fault. The property owner got three high-dollar (over-inflated) estimates and the settlement awarded was $5,000. The judge didn't even bat an eye when he dropped the gavel. Accordingly, I stopped doing recoveries on private property without the written permission of the property owner. While Michael McGovern will mention that a "hold harmless" letter aren't of value, because I didn't have that kind of letter or permission from the property's owner, I had nothing to go on. It's these kind of situations that require ya' to really think about the big picture of taking on an easy recovery. Food for thought. R.

That's a great message Grumps and I hope that safety feature is one all towers teach their kids. R. Congratulations on your 600th post. Thanks for your participation here.

In an previous video showing a tower "soft-rollinging" back-over a vehicle lying on its driver's side, the comment of employing a catch-line was suggested as a proper technique to use. And, with as many single line boom n' winch trucks and carriers in today's industry, what optional tricks have you used to slowly lower a vehicle from it's side and through the fall space? In the best interest of not inflicting additional recovery damage to a minimally damaged casualty, think back to the last handful of rollovers you worked and count how many times you employed a catch-line? I'd like to know what the level of catch-line training for light-duty operators there is? R.

Hi All ... this past month, I've watched a whole bunch of videos (on different industry sites) of tow parents teaching their youngsters how to load and unload a flatbed carrier. I'm all for teaching the upcoming generations how-to use tow equipment and I incourage youngsters in taking an interest in learning how to tow. They're the future of the towing and recovery industry and at those young ages, they're really impressionable and egar to learn how-to do it. For safety's sake ... may I ask that parents teach them young to work on the non-traffic side of the carriers and wreckers? Teach them that being on the traffic-side is a dangerous place to be. It just makes simple sense to teach them about roadside safety while their young hoping maybe it will take? R

I agree with Grump's opinion that this particular soft roll wasn't a quick clear situation, yet there's a certain reality to suggest there are many different ways to work a rollover. In general terms, not all towers are fully trained to work rollovers nor will they take time to carefully return a vehicle to a soft landing. If this scenario was presented to ten towers, how many would have even thought of using a catch-line, or, how many more would have employed a one-lane, California Roll, dropping the casualty in-line with their tow trucks or carriers? With as many carriers responding to rollover calls as boom n' winch trucks, the lack of a second line typically eliminates the possibility of a catch-line. Unless the tower has tricks (and equipment) up their sleeves to work a forward or reverse-roll and employ a catch-line, they too will likely inflict substantial damage to the undamaged side of the vehicle. As in all recovery situations, training and experience are in the hands of competent operators. Could he have worked it better, faster, softer, neater, nicer, perhaps, yet I believe this operator simply used one-technique of many at the level of his experience, training and assessment. To that I'll ask, "Can a stuck spin-on oil filter be removed with a screwdriver or with a stick and a wash cloth?" "How many different ways can a locked-car be opened?" While I agree this particular situation may not have warranted the use of quick clear techniques, I stand firm this technique is a valid and life-saving process when working highways and interstates. Accordingly, I'm not the person to tell him he did wrong and I wouldn't dismiss his actions as unreasonable. Good drivers are hard to find ... he just worked this rollover differently from the way others might have. R.

To the contrary gents, I've been teaching a similar quick clearance technique for several years especially for rotation towers on the highway as does some states like Ohio. In Tennessee, the HELP (roadside safety program) uses a similar procedure to roll-over and push to the side for quick clear. Perhaps this is a newer technique where you may not have seen it done? Because you haven't seen it doesn't make it improper. It's relatively new and few towers use it based on whether or not they're willing to accept new techniques or use the same old ones. This tow company is an OPG (official police garage) in Southern California and is working at the bequest of law enforcement. I'd venture to say this is an experienced tower who evaluated this scene. I teach a similar procedure a bit differently in my CHP rotation course in the best interest of quick clear that includes placement of 4x4's on the pavement to arrest rollaway or add a one-inch motorcycle strap to the casualty's emergency brake. If the vehicle's on its side like the video shows, whether or not the tow truck pulls it over or is winched over, the vehicle still drops to the pavement either way. With the highway patrol or DPS in position to make a traffic break, the tower moves into position, attaches chain to the casualty, set the blocks, then simply yet slowly pulls forward to effect the drop. If the vehicle were to rollaway and no blocks were placed, either or both of chains would stop it from rolling too far. While this technique is not for vehicle's sitting on their rooftops, the final drop is completed quickly and returns traffic flow in only a couple of minutes. After the drop, the wrecker repositions to tow the vehicle away. Note: Before Coronavirus discontinued all tow shows, Terry Abejuela and I were slated to teach light-duty quick clear at American Towman's Ohio Tow Show. This was one of several techniques I was ready to present. It's not for everyone, especially for new towers. This technique can be fast, safe AND effective when practiced. But, before doing it, make sure you've discussed what you intend to do with the IC or officer on-scene. I've used this myself many times and know it works. It's simply another technique to pull out of your mental tool box under the proper conditions, but it has to be practised. Hey Grumps ... those gas prices are Hollywood, CA. R.

During California's, annual, CHP inspections, there are three specific areas the inspector go to to eliminate tow trucks regarding pass fail 1) smashed, birdnested cable 2) missing safety clips and 3) cracked and rotted sidewalls or worn dolly tires. When tire shine is added to tire sidewalls to make them shiney, it oftentimes attracts the inspector's attention where they take a closer look. There's nothing more questionable for an unwashed wrecker to arrive at inspection with really, really shiney dolly tires. Food for thought. R.

I tend to agree with you Ron about time spent spent on-scene as either process can get the non-suspecting tower killed. Each type of service niche dictates what the best tool (truck or carrier) is right for the job? As far as risk management goes, I feel dollies are a back injury or mashed fingers waiting to happen when lifting from atop the wrecker body or getting them out from dolly bunks. And, yes, carriers can be a huge risk for operators who choose to work the white-line. When it comes to on-highway calls, taking dollies from the stowed position place operators on the white-line side when stowed in the typical manner. It's a risk and it is a preference to the operator using each kind of equipment. When speaking of Danger Zones, adding required safety chains to towed vehicles requires towers to sometimes lay on their backs to attach them, or, operators are positioned between the wrecker and the towed vehicle just waiting to be pinned. Because of the amount of work done for law enforcement, crashes included. I prefer carriers based on the broader scope of work the carrier can handle as well as debris haul-away. This is a debate that can go on all day long. In all reality, I think is all comes down to the skills and timing of the individual operator ... practice makes perfect, right? R.

Dollies are a great tool as long as they are well maintained and tires are inspected regularly. Because dolly racks usually sit atop the wrecker's utility bed, sunlight to the tire's sidewalls is the greatest enemy beyond the bearings. Remember, loaded weight causes friction, friction causes heat, heat causes tire failure and down the come. As Grumps says, short trips around town. Good luck with your wrecker ... make lots of money. R.