rreschran

Are you kidding me, "Who changes tires that are ON the white-line especially at 2:45 AM when that's the Golden DUI Hour?" This is an amazing investigation and one that brings many questions to the table. I had to read and re-read the news narrative, especially about what time of hour this incident occurred? Tire company or not, tire services should follow similar on-highway protocol that mirrors the towing and recovery industry when it comes to white-line safety. Tow fatality history has proved that this time of early AM is deadly to tow operators and persons working shoulder events. For a second, imagine someone who isn't intoxicated, where from a distance, only sees lights on or near the shoulder as they approach at highway speeds? In darkened, ambient lighting, would a totally sober motorist be able to ascertain whether or not something is stopped in the lane ahead especially when there are no brake lights to identify the same? Would that not be confusing? Now, change that sober driver to someone who just left their favorite bar and is marginally or completely hammered; how does the confusion factor change? I greatly enlarged this photo-up to have a look at where the point of impact might be? While there don't appear to be any pre-impact skid marks, I'd venture to guess that the point of impact was back by the cone's placement judging by the wet spot where the SUV's radiator exploded. A news helicopter video shows there were cones and triangles further back, but doesn't indicate the live lane was closed. Details from other news accounts lead me to believe the tire tech may have parked in a live-lane using the truck to block while they worked in a dangerous white-line position? And, from the looks of the truck tire lying forward and in-front of the tire truck's front bumper, the tech may have been standing in the lane and in-front of the truck that was positioned for blocking. His own truck was pushed forward striking him. My comments are only based on what details reported by the news. The tire truck, bearing a "Good Year", sticker on the truck's door, had its emergency lighting activated and was parked in the lane, however, some states don't allow non-authorized emergency vehicles to park in traffic lanes. I didn't see any indication that red road-flares were employed. There's much to learn from this incident to suggest that perhaps the semi's driver should have driven forward (if possible) to a wider location versus asking someone to play dodgeball with approaching traffic? At what point of arrival assessment do tow operators, tire technicians and roadside mechanics just say, "NO ... it's too dangerous", and think of a Plan B, at the very least wait until day-light beyond the Golden DUI Hour? Here's another example of an industry that doesn't have the full-support of law enforcement, especially if when towers and techs don't call for assistance. There's plenty to be learned here. Note: After the crash, from this photo alone, I count seven police vehicles, two attenuator trucks and another tire truck. Where were they when this was all going on? None-the-less ... I truly pray for the tech's recovery. R.

Stuart ... that's a really tough question to answer. After all these years, I still haven't determined how many tow operators there might be in the US? I'd venture to say that the insurance industry (those who insure tow companies) may have an idea. Personally, I wouldn't know where to start. R.

Hey Mr. Ed ... for the towing side and the initial call, how did you bill to remove the rock, or was that a free gratis service to your community? Was that an hourly rate based on your law enforcement contract? Things are different in the "big city" and vary from agency to agency ... just curious. R.

That happened to me years ago ... once the smell got to my nose, I moved my truck away from the source and called the fire department. They arrived and took over the process of off-loading gasses until it was empty. A leaky hose was the culprit. Perhaps your post is something towers should think about when the caller is setting up a tow? Accordingly, dispatch should ask ... "Is the tanker loaded or empty?" Thanks Ed for posting a really dangerous safety consideration ... others take heed. R.

Hi Lisa ... your story and Jim's death is one of hundreds where loved ones walked out their doors only to have life taken from them. I pray for your continued strength in his loss. The industry has FAILED itself for not standing strong by not steppin up to say, "We ain't doing this no more". I've grown to be bitter because towers are thought to be indespensible where there's too much focus is on keeping traffic moving to keep commerce alive and not create secondary incidents. But what about primary incidents like your husbands? Thank you for offering to help out. May I ask if you're working on new legislation on Jim's behalf? Your participation here is one way to be involved as there may come a time for your voice to be heard. Jim's death is not in vain nor are the other 350+ towers killed working the highways. R.

As I mentioned above, like other tow operator fatalities and this one, there are known root problems in-why towers repeatedly get killed. And, this preventable incident openly mentions a problem in the system that works against first responders and towers. In an article written by South Carolina's, "Post and Courrier", newspaper, on July 1st, it wrote, "The Don Holt Bridge was built in 1992 and has a history of issues and bad crashes. The bridge’s design doesn’t make it easy for police and rescue crews to reach the scene of a wreck. There is no way off the elevated roadway between North Charleston and Daniel Island. It has no breakdown lanes, so a crash that jams traffic can force police and rescue crews to come from the opposite direction." The narrative goes on to say, "Authorities have blamed most of the collisions and accidents on drivers not paying attention, and many of the fatal accidents have involved drivers who struck vehicles that were disabled or stopped in traffic." Although this problem is KNOWN, SCDOT is CONSIDERING renovation citing cost, "the price tag is in the billions", what does that say about safety in the best interests of its residents, the safety of the responders, and the worth of Will Ellis's life? That article was the state's placebo and another example of how bent the system is. The lack of tow operator and first responder safety is all about dollars and cents, not commen sense and programs and procedures that offer tow operator in creased protection. Unfortunately, for South Carolina to NOT have additional safety considerations in-place, they'll ultimately end up having to pay millions in a wrongful death lawsuit because "they" knew the bridge IS a death trap. This is a problem consistent to bridges all over America and I'm sure there's a treacherous bridge somewhere where you serve. R. Article Link: https://www.postandcourier.com/news/don-holt-bridge-crash-leaves-charleston-deputy-seriously-injured-tow-truck-driver-missing/article_997596c4-bbb1-11ea-8b9f-cfaeff78d012.html

Lisa ... your words are truly uplifting and compassionate in the support of those families who have lost a loved one like yours. Thank you for your presence here. Your ideas (in a previous post) are well-accepted. Do consider that 1. law enforcement was on-scene as the tower was assisting on the Don Holt Bridge and 2: nearly ALL state laws don't consider tow trucks and carriers as emergency vehicles where using a second tow truck as a blocker vehicle while stopped in legal. Additionally, because Slow-Down Move-Over laws don’t work and most towers don't have the luxury of red and blue lights. Combine that with vehicle code laws that require four-point tie down, current laws put tow operators directly in harm's way. There are known “root problem” as to why towers are repeatedly killed and it’s gone far beyond common sense. And, that root problem can ultimately affect anyone who works on the highways. R.

Ron ... the reply seems to be working on my end as well as the site here allowing comments to be posted. I've noticed the same thing in some of my recent posts asking for towers ... anyone to jump in. It's usually the same six to ten participants as always. I'm confident that the search field is/has covered downstream movement and especially at the base of the piers. This waiting for news is the hardest part and really gives me a sickened feeling. R.

How aweful ... water rescues are extremely difficult and I'm praying for his survival. Different than the Sacramento rescue, at least the water is not moving too quickly. I ask that you might pay attention to the news videos where, count all of the cops and police cars AFTER THE FACT. Why can't there be that kind of police presence to assist the original tow incident to provide traffic breaks? Are they there because an officer is struck? The news article starts out with specific mention of the officer and then segues into the tow truck being hit and missing. R.

Just for fun ... consider that ... employees are hard to find and harder to keep. Exceptional employees are few and far between. If your company is lucky enough to employee an exceptional employee, what do you do to reward their actions? R.

Thanks Brian for a well-written and descriptive response. But, are four-way flashers the same, "effective emergency lighting", necessary in providing advanced emergency warning? I believe a vehicle's four-way flashers don't provide any, yawn, safety factor other than a visual notation that says, "Here I am". I believe there's truck that by using over-head emergency lights, yes, towers have a level of responsibility for using emergency lighting, and as Brian mention, "too much lighting causes confusion." Even though the Moth to the Flame has NEVER been proved scientifically, any tow truck with circus lighting will be blamed on the tower when someone else strikes an operator or their truck. But, for wreckers and carriers parked on highway shoulders, if your tow truck's lights aren't on and your tow truck or tow operator is struck, injured or killed, the offending motorist who fails to SDMO, they use the excuse that they didn't see the tow truck because the tow truck didn't have its emergency lights on. This goes for all tow trucks, FSP and highway providers. Not having the tow truck's emergency lights on does not qualify and initiate the responsibility of a motorist to slow-down move-over. I guess it comes down to what the exact wording is in your state's vehicle code law, not what your highway protocol recommends or states? Brian mentions, "Over use of amber warning lights desensitizes the public to their presence thereby reducing their effectiveness", Slow-Down Move-Over laws are written to provide an element of safety to tow operations. Where a tow truck is parked stationary and with lights-on, sensitivities aren't the issue ... following the law is. As the problem of distracted and DUI driving heads to the future, the incidents of pedestrian and tow truck strikes will continue. Will your insurance provider deny your claim for coverage when emergency lighting isn't employed? R.

No apologies necessary ... that's a smart choice based on what's going on. R.

These are the kind of, "passing it forward", stories I like to read ... heartwarming and lifting. Nice going Ed. R.

Today: From the company's owner, "He was just moved to a rehab center so he can get physical therapy. It looks as if he won't be able to walk and if he is, it will be very limited. He still can't move. We are all also praying for a fast recovery and hopefully one day he can walk again. Please keep him in your prayers. R.

Grumps brings-up a really good question regarding insurance asking, "I am curious if that companies insurance can or will do anything for damages or loss?" If you've responded to tow requests or police impounds in areas of civil unrest, this might be of importance to you. Since riots are one of those situations that rarely occur, is there someone on TowForce who handles insurance for tow companies who can provide a brief (defining) explaination to his question? In a recent conversation with some tow owners, one casually commented that rioting behaviour is an, "Act of God." While I'm not so sure about that (?) "riot damage", falls into one of those wierd non-coverage catageories, like, a thief coming over your tow yard's fence to steal and vandalize lien sale vehicles belonging to the tow company. Like Ron posted elsewhere, what about the police that's on your carrier's deck that gets damaged in-transport or is shot at at some drive-by action? The damages weren't cause by the actions of the tow operator. Is that damage covered? And, if you look at the (dangerous) future of towing that may take you and your tow truck into the proverbial war zone, do you have coverage for you, your trucks and equipment? Worse yet, are you covered if you're slowly driving through an unruly crowd and someone accidentally is run-over, OR, some inciter jumps on your truck's hood only to fall off and crack their head? Don't disgard these possibilities as, "Too bad sooo Sad". If a burglar can sue for being injured on your property during the act of burglary, OR, a would be robber sues for the bullet wounds you inflicted trying to protect your storefront, a civil suit can be levied against you. Stranger things have happened, especially in California? At least, make a call to your insurance provider and ask about your current coverage. Are you sufficiently covered for the work you do and wherer you go? R.

Angela ... As noted on the Responder Struck-By list posted above, the details regarding the operator strike dated 05-16-2020 are incorrect. The Chula Vista operator is not deceased and was not working on a disabled vehicle. The operator was seriously injured, yet is currently in re-hab facing a life-challenging recovery. Would you please forward this message to the author of the report noting this strike didn't result in a LODD. Thank You.

When I was 19-years-old, I'd just attached a Chevy pickup to the sling of my Holmes 500 Ford wrecker, when ... out of nowhere, an old, long-haired, naked hippie, ran screaming through the Jack n the Box parking lot with a raised butcher knife. (Can I say that because I don't want to offend anyone because Old Hippies Matter). He chased me around the tow truck, cut the sling pads, then ran back into the alleyway from whence he came. I remember the beach areas as always full of freaks where every night was an adventure. Because I had the truck safety chained, the pads dropped but the pickup stayed lifted. I called the police when I got back to the yard, but they offered me no solace. Other than the guy screamin' like a banchee, he scared the bijeenkie's out of me. No suspect, no charges. R.

For years, federal highway programs and highway patrol guidelines have required towers you use four-way flashers for tow trucks parked on the side of a highway's shoulder. It's always been understood that flashing lights initiates the Lookie Lou Factor. But, along comes, Slow-Down Move-Over laws. Within the body of most state law's and narratives, there's typical wording that says, "a stationary tow truck that is displaying flashing amber warning lights", is parked in-position and require motorists to slow-down move-over. What does flashing warning lights mean to you? Note: the wording does NOT say four-ways flashers. Based on wording alone, what item of lighting equipment or the tow truck's on-board system defines that of, "flashing amber warning lights"? It's my opinion that four-way flashers provide the, "old school mentality", to suggest a motorist's vehicle is temporarily parked and they may need assistance. But, based on the message of bringing advanced emergency warning to approaching traffic, an emergency strobe or rotator light is, "new device technology", that provides warning capable of being seen as far as a mile away? Accordingly, I believe tow trucks parked on the emergency shoulder should have overhead emergency strobes or flashers activated. I don't make the rules, what do ya' think? If you're a contract tower for your state's highway patrol, what is your requirement? Should tow operators make use of overhead emergency lights for ALL shoulder related events?And, please provide any comments regarding your opinions. Hey Brian ... chime in here. Thanks. R.

In past years I’ve been an invited guest speaker at CHP/FSP quarterly training in San Diego and Orange County FPS commands. At American Towman shows in all locations, and, for tow companies on CHP rotation throughout the state, I’ve made PowerPoint presentations covering the reasons why its safer working the non-traffic side. The presentation is entitled, “Accidents or Repeated Mistakes”, based on the always present dangers that exist for operators serving highway environments. It’s based on lessons learn over years and years of REPEATED mistakes made by tow operators. The motoring public has their hand of responsibility in staying out of emergency shoulders, but towers have got to learn, practice and adjust to those deadly sins of white-line safety. In a nutshell, and in no particular order, my safety presentation suggests these (repeatable) reminders regarding shoulder protocol: All operators serving the highway must be fully trained (TIM) ... don't send the new guys Prepare the tow truck before responding on the highway Avoid having to free-spool cable Wear an ANSI approved vest Be aware of approaching traffic at all times Know your escape route Whenever possible, remain away from white-line traffic Operate controls from the non-traffic side Stay-out of live traffic lanes Don't stand in the Pinch Zone Employ cones, flares or triangles Use overhead emergency lighting to announce SDMO; not just four-way flashers Stay out of the shadows working in the shade Load and go - don’t conduct service calls Exit cab when safe using, “Peek a Boo”, re-entry technique While each of these has a special reasoning, not all towers are aware nor do they use these techniques. And, these recommendations are specific to all classes of towing operations. I’m hoping that this latest operator fatality will ignite re-training for all towers including the company’s most experienced operator. Feel free to use them as discussion points at your next safety meeting. If you have additional suggestions or techniques, your comments are welcome as to what training you present that’s specific to your area(s) of service? R.

In light of California's FSP operator killed several days ago, I'm perplexed why the message of white-line safety hasn't reached towers working in highway environments. This preventable death was very much the same as was ACSC's, Jabar Issa's death, January 2015, where he and technician Mark Larrison were conducting a tire change on a high-speed highway in San Diego County. This fatality counts the eighth US highway fatality this year and the second FSP related incident. That being said, how often do you tow owners and tow bosses openly talk about the dangers of working on the highway even when towers are there for a service-type calls? I personally believe there are no routine calls, and especially when towers are parked on a highway's shoulder and traffic's full speed ahead. I might add that for operators serving as FSP, Rangers, Heroes, DOT, Texas NTTA, or other roadside entities, the work you do increases your risk and exposure. I remind towers that they're only as safe when staying-off the white-line of traffic. All towing related tasks have a higher level of protection when worked away from traffic. While I understand that your work (and vehicle code laws) oftentimes places you in harm's way, YOU have to make the conscious choice to work away from traffic whenever possible. If there's one best practice towers learn, I pray that you and your operators know this one. R.

Zoggie ... thanks for the article and the update. Congratulations to Paul Anstee for making the effort to bring SDMO to your country. IT's definitely a world-wide situation and education is key to getting the word to motorists and UK's trucking industry. While the US has SDMO in all states, I don't believe that its message has reached American motorists, but keep trying to push that message. Best Regards. R.

Yeah, I feel your pain in those scenarios where some employees don't or can't react to warnings and verbal counseling. Some don't have a clue thinking that management is picking just on them. No matter how management reacts to an employee's actions, any dismissal could wind-up as a wrongful termination lawsuit. A company's best defense is accurate and complete documentation. Even if the employee is a best friend or family member, a sympathetic EEOC referree might find that the employee was wrongfully dismissed. I'm pretty confident to say that most tow bosses can pin-point those rocky employee issues at the on-set and have a plan of action. The hardest one's that I've ever dealt with are the, "experienced operators", who think the sun rises and falls in their abilities. In my book, some experienced operators are way more problematic because of their pre-conceived mentality that they;re better than others and don't have to respond to the company's rules. Not to offend any person in this proverbial tow audience, but, I relate being boss like raising my kids; each has their own personality and responds to life at their speed and ability. When they jump track, I simply put them back on and give them a push in the right direction. I treat each one individually and equally with love and guidance ... accordingly, I haven't killed any of them yet. R

Thanks Rick for posting this. I wasn't there with a wrecker but I was there in spirit. Welcome to the site and I look forward to you being actively involved ... I know you have the time. Best Regards. R.

Every time the media reports something like this, they stimulate the other incidents of urban terrorism. SHAME ON YOU. Your irresponsible reporting only plants the seed of further violence to a copycat mind. I read on the Internet that, Safe Tennessee Project, calls gun violence a "public health crisis" and says an average of 3.4 Tennesseans are killed with guns every day. Just Imagine how many guns are on the streets of Nashville, and then combine that number with the existing civil unrest. I'm hoping this was an isolated incident and I'm glad the tower wasn't hurt. R.

Thanks for comments back Angela. I'm happy to see you step into this conversation for tower safety. Your comments are well accepted and continues a dialog. I sense a certain frustration in the tone herein because we're systematically struggling with the same battle.Since 2011, sources like the CDC, NIOSH, OSHA, the Bureau of Labor Statistics Survey of Occupational Injuries and Illnessess, and the Census of Fatal Occupational Injuries have collected and displayed tower-down statistics and investigation. These and other entities have tracked tow operator injuries and fatalities that are specific in detail. From my understanding, tow operator strikes were entered as, "Pedestrian Accident", not specific to tow operators until recently. To that, I'm sure with the announcement of the HAAS Alert System entering the market, they have data (from somewhere) to help describe their product. If ResponderSafety isn't the accurate source, does anyone know of a clearing house of information that is an accurate source? Angela's mentioned that ResponderSafety is, "funded for fire safety". Can anyone, if you know, please identify where those funds come from and are they available to the towing and recovery industry. Since I'm not part of and tow association, TRAA or NHTSA, does anyone know the source of the grant? What is the grant's title, source and availability for review? Brian, Angela, Joanne B, Cynthia M, Jeff R? So, I'll ask an open ended question for anyone in the know ... is anything progressively and proactively happening with the data that collected? R.