rreschran

Thanks Angela for posting these ResponderSafety numbers, although I don't know nor can I confirm that the Chula Vista, CA. incident turned into a fatality? I'd like to comment on the "present tense" of on-highway response after yesterday's loss of California, FSP operator, Mark Alarcon, killed in the Bay Area. I've attempted to pick my words carefully not to upset delicate personalities or the sensitive feelings of some respondents to the topic of tow operator fatality, but after four shoulder related fatalities in twenty-six days, I'm searching for answers. Especially true for FSP operators serving the highway, they're in greatest danger based on the number of hours they spend on-patrol and the total time they stop to serve a vehicle on the highway's shoulder. There seems to be a rash of pedestrian strikes where towers are near the white-line, but it's their jobs AND vehicle code law that oftentimes put them in harm's way. For safety and survival, it's my personal belief that towers shouldn't being conducting service-type repairs to disabled vehicles or those wrecked on the highway. An increase in operator exposure is a sure detriment to the well-being of all tow operators that serve the highway. Towers shouldn't be knowingly placed, or place themselves, in an environment of potential death and carnage so to provide a complimentary service to the motoring public. That mentality is insane. California's SDMO became law in 2007 and it still doesn't work. It's my opinion that SDMO laws don't work for first responders and especially tow trucks, so WHY ... WHY, in-general, are service calls, out-of gas and flat-tires requests not load and go scenarios to eliminate much of that deadly exposure? The highway's shoulder is no place to try and service a vehicle at the extreme risk of FSP operators and towers being struck and killed. In the 20-years of FSP, DOT, Ranger and like-type programs, as many as 18-service patrol operators were killed in the last twenty-years. And, since 1954, I've archived as many as 345-tow operators killed working the highways in the U.S., Canada and internationally. But, as you know, there are no accurate numbers; my list included. Shouldn't governments take a solid look as past (fatality) lessons learned and apply them to smarter, safer ways instead of continuing to be a major factor in LODD deaths on the highway? It's the same thing over and over ... I know ... I'm preaching to the choir and you know this to be true from your involvement with the Wall of the Fallen. So, from the numbers ResponderSafety is collecting, may I ask, what are the powers to be doing to make it safer for tow operators serving the highways? The data posted delivers raw and minimal information only. There's no mention to suggests a greater percentage of towers are struck and killed working the white-line side. Perhaps there should be LODD graph/notations as to, white-line, non-traffic-side, standing in-traffic lanes and time on-scene before the strike. These bits of data help to send a greater message to towers so to reevaluate their on-highway safety. I have to ask; will there be changes in on-scene protocol for towers, or, will on-highway response remain status quo? I believe that all on-highway responses should be load-only scenarios in the same manner Tow First addressed flat-tires. I believe all on-highway requests should be served by flatbed carriers unless there are specific requests requiring a wrecker for a recovery. Responding flatbed carriers is proper to eliminate a need to change tires, throw dollies, remove drive shafts, or transport any vehicle that can't move under it's own power, etc. I believe that loading the car, getting it off the highway and taking it somewhere safe is far safer than being that sitting duck parked on the shoulder. Thanks Angela for what you do. I'd personally like to see something positive in the best interests of tow operator survival, but, past industry history has shown nothing progressive has been done toward the continuing safety for tow operators. I know you don't have the answers, but I know that you're in a position to further the deadly reality highway response presents. OK ... I'm off my box now. R.

How very sad. It’s been 20-years since FSP tow operator, Ricardo Hernandez, was killed in California and Ricardo’s name was added to the Wall of the Fallen last year. His death was the first FSP operator killed in the line-of-duty in California. It’s dangerous enough being a tow operator in the first place only to be an FSP operator in any state where one’s odds of being struck are many time higher. I looked at my numbers to see that this fatality is the 18th highway service provider in 20-years with Florida leading with 5-strikes, Illinois with 3-strikes Missouri, Georgia and California counting 2-strikes. I read in a Bay Area’s FSP manual, it says, “If an operator is unable to get a vehicle running within 10-minutes, he/she should tow the vehicle to a designated drop location where additional assistance can be requested.” That guideline typically is a general statement left up to the decision of the tow operator. And, knowing what time is involved in simple tire change calls, I believe ALL shoulder incidents should be load and go to decrease the lost time between arrival and attempting to service a vehicle. I believe trying to start a vehicle is only a courteousy provided by the state, but, the fatality history of highway related pedestrian (operator) strikes demonstrates the dangers any highway service patrol faces. Christine and I send our prayers to the tower’s family, his company as well as the FSP. I firmly believe service calls on the highway only increase a tower’s exposure where breakdowns should be load and go only. I believe the protocol for providing service on high-speed freeways is always risky business. R.

Thanks Tommy and Tess for keeping your training options open so towers can keep current their TDLR requirments. R

I believe preventing potential rollaway is one of the first steps in arrival assessment. Are any tow companies herein have an active, written policy and procedure that require placement of chocks on all vehicles regardless of size? If yes, what does your policy say? R

Nice job Nyle. Thanks for representing the museum's story. Thank for all that you and Cathy do for the museum and it was great meeting you. Christine and I look forward to our next visit. R

Cradles were an advancement in damage free towing. I really liked ours, but drivers complained that they took too much work in using them. Like the sling, they've gone the way of the dinasaur. R.

Regarding this incident ... here's a link to an article I wrote in Police Magazine May 31, 2019 regarding these kinds of incidents. https://www.policemag.com/514852/beware-of-towing-hazards

Hi Ron ... Happy Father's Day. Me from Hemet California where checking in is FAR BETTER than checking out. R.

To me ... "Happy Father's Day", is MORE than words. I write this sentiment as I remember and share about my Dad. He's long since passed away. I remember Dad as my number-one mentor; one who taught me right from wrong, to treat others with respect, and that my word is my bond. I'm greatful for all of his leadership and tough-love that made me who I am today. For those years he deployed away from home, and then being a tow owner too boot, I still miss his throaty laugh and the smell of his nasty cigars. Dad set an example that I've followed in my life's path. He taught me self-restraint, love, humility and (some) patience. He even taught me how to sweep without stirring a bunch of dust. I close my eyes and see his boots stowed next to his favorite chair where he'd speed-nap while awaiting his next call. As a teen, we didn't always see eye to eye, perhaps his way of thinking made better sense. I clearly remember one of his world famous, ten-pound butt-chewings, he gave me when I brush-painted the tow truck's rims the wrong-shade of AAA blue. At ten-year's old, what did I know about corporate blue? Was he direct? Yep! Was he stern? Yep! He was a straight-shooter and you ALWAYS knew where you stood with him. Even my friends were a little bit scared to talk with him because of his size. The consumate jokester, he'd look you straight in the eyes, and ask, "Do ya' want me to cut yer' hair cut", and then turn and laugh as he walked away. Dad's military picture sits in a place of honor in our home and there's not a single day goes by that I don't think of him. I remember his six-foot-four frame jumping out of a box on Christmas Day ... he wasn't supposed to be home for three more months. He lives-on through my stories of growing up where I've shared my recollections of my early years with my kids and grandkids ... Dad would be proud of all of them. So, if you're lucky enough to have your father still with you, give him a hug and tell him you love him. Life's too short to let the petty creep-in. And, to that I say, "Thank You Ray", for your guidance, your friendship and simply being the only man I'm proud to call my Dad. You're always in my heart and I treasure the thought of being with you again one day. I miss you. I love you. Happy Father's Day. R.

Like Mr. Searles initial comment, I too was attracted to the industry for the excitement it brings. While the excitement is an on-going factor, it can't negate the plain and simple fact that, through some of these comments, operators put themselves in harm's way. Playing dodge-ball with moving traffic while standing, walking or working the white-line is a fast track to an early demise. Acccordingly, since Mr. Searles' wrote his post in Tow 411, in April 2011, to date, as many as 170x tow operators were killed on highway/shoulder events or working the white-line. Shouldn't that be a wake-up call? R.

Rest in peace Moose. Thanks for your contributions to the industry along with your humor and wisdom. I enjoyed our conversations over the years ... you will be missed. R.

Michael McGovern is perhaps the voice of the towing and recovery industry. If you've never met him or not listened to him speak, I guarantee that he provides stimulating, factual and up-to-date information. I personally cannot attend due to virus considerations, but do yourself a favor to see him in-person while remembering to social distance. R.

Christine and I send our prayers to the tower's family and the company he worked for. I appreciate Grumps' candor as he is correct on one side of the coin, however, sometimes the ambient noise of the highway and weather conditions mask sounds of impending impact. Especially true when it's wet or icy, a skidding, out-of-control vehicle may NOT be heard until it's too late. I imagine that the natural reaction of a tower seeing approaching danger (out of the corner of one's eye) causes a reaction that suggests quickly getting away from that danger in a true, "fight or flight", manner. When a charging bull comes at you full force and you see that bull headed your way, it makes sense NOT to remain in the same place. I've included a tow operator video of what natural reaction looks like, especially when there's little or no time to react. Not knowing the details of this fatality, I understand the dynamics of survival and the reaction this tower made in an attempt to save his own life. In this example video, I think this tower saw the car coming, but had no place to go other than AWAY from the threat. At that very moment, I too may have done the same thing versus standing there and being fatally crushed. From the video, the tower's decision to run into traffic lanes obviously saved his life, but his being spared was simply dumb-luck that no cars approached at that very moment. I show this video in my safety courses and we have a detailed discussion about the importance of situational awareness, working off the white-line side, and where emergency lighting, wearing a vest and cops on-scene only create a false sense of security. Note: In this video, working the white-line, on either side, created extremely dangerous conditions for this operator. This video demonstrates a great training topic all tow companies should have in their safety meetings. Watch the video and honestly think of how you would have reacted? Reality says ... most individuals won't know how they'd react until that very moment their faced with a life-saving reaction. What would your's be? R.

I can assue you that this tow driver is done and delivers a message of what NOT to do. Too bad as that looked like a really nice truck. Oh Well ! R.

Those are HUGE spools ... perfect for an off-road recovery truck. Thanks for sharing. R.

Outstanding. Reinvent what works for you and put yourself to work. Keep your options open and use that lifting boom to save your back when heavy lifting is needed.

You're welcome. George is a wealth of knowledge in vintage wreckers. Keep us posted as to the progress you're making along the way and perhaps make your's a participant in a future tow trkc beauty pageant? Best Regards. R.

I'm glad to see the video of the crash went public so to help narrow down which vehicle was the primary "at-fault" vehicle, or "P-1" on the accident investigation. BUT, the speed that the police vehicle was traveling was neither reasonable or prudent ... in my opinion, the cop car was hauling ass. Impact was hard eough to lift the tow truck's rear dually's off the ground and push it completely across the intersection. From the video, it's not completely obvious that the police vehicle had over-head lights on nor was there a sound bite to suggest that the PD unit was rolling code. Perhaps the dash cam will provide additional details, but it does look as though the tow truck was at fault. From the news video, I took this still photo a second prior to impact (around :28 seconds in) looking to see if the PD unit HAD overhead lights on. I believe they may have been rolling Code? For towers who are police reserves, fire-fighters, or other first responders, you know that rolling Code has it's own respondibilities where approaching a green light, in-traffic, at night, and, in a construction zone, doesn't suggest balls-to-the-wall even if the signal is green. I only mention that as it regards tow truck drivers who think they are first responders and the way towers sometime respond to emergency calls. None-the-less, this crash is a good training video to show the value in wearing seatbelts and that air-bags help to save lives. If the PD unit struck a passenger car, there most likely would have been someone killed. At the very least, I'm thankful that the tow truck was struck on the passenger side sparing the tower's life. Man ... that WAS a hard hit. R.

I hope everyone is ok from their injuries. At face value the news report says the tow truck ran the red light, but then there was a reporter's statement that said the police SUV were responding to a back-up call. It will be interesting to learn who was actually at fault when the investigation and witness statements are finished. R.

Was the ratrod a wrecker or another art project? They're fun projects for sure. If its a wrecker, send me a pic from time to time please. Have fun. R.

I don't know if you got an answer to your question about the Holmes Cradle, but call Tim at T&M Towing/Crocket's Interstate Towing, in Eugene, Oregon, 541-485-3106. He has one similar and fully restored mounted on a vintage Chevy wrecker that's an American Towman winner in the Vintage Category. R.

Hey Chico ... I happened upon this a little late and by now you've probably got the answer you're looking for. If there's a plate that identifies, "Reading", I'd be inclined to think the truck bed was build by Reading Truck Bodies from Reading PA. They had a dozen or so locations (distributors) across the US. Like Fruehauf, Reading built a ton of utility beds to custom order or spec, but I don't remember them building wreckers. My guess is, by looking closely at the wrecker's boom and tow bar, the bed may have been commercially built and the winch/boom assembly may have been home or shop built and added. It looks like good bones for a Rat Rod Wrecker, or a first truck. There's still a bunch of Reading bodies on the west coast. Have fun with it. R.

A previous post showed a pic of a carrier loaded with a rare Porsche. If you're that transport business specializing in exotics, how many of you use the factory eyelet to winch-on and winch-off a expensive vehicle using the eyelet?My question isn't intended to start negative banter back and forth, more so to see what tower's use to load vehicles like this Carrera 980 GT with value around $450,000. I personally don't trust a man-made, threaded loops, that can't be seen and one that's mounted behind a bumper's cover. Because I'm old school, I prefer to carry and use any number of loops, straps, axle staps and ratchets. And, when it comes to delivering these kinds of exotics, I take my time to ensure safety and securement. I've witnessed the results of what a stripped or damaged loading eyelet can create. If you use loading loops, do you employ a catch-strap? What tricks can you share? R.

Mr. Tirko ... your's was a reasonable question and it deserves a simple response. Note: While many of the respondents here are experienced or have some kind of training, I encourage you, and those who are new to the industry, to keep those questions coming. The pic you provided does not depict a flatbed car carrier and has no winch. The methods of loading and the equipment used to secure the load can be similar; keeping in-mind that a smaller load that's secured over the axle is helpful to safe braking. But, also note that the bumpiest ride is over the axle. If you're securing a truck on flatbed, I prefer an eight-point ratchet strap combination. After 50-plus years in the towing and recovery industry, I'm still learning or see different ways of working to get the job done with safety and professionalism. I tend to remember that I was a newbie once (although a long-time ago) and made my fair share of mistakes. Grumps give good advice about formal industry training if you're specifically working in the towing and transport industry. Remember, there's a learning curve that takes time to get it right ... not sloppy ... not careless ... and not some half-assed technique that just get's by. R.

That's no small hit. Thank God the driver wasn't hurt. R.