rreschran

Hey GM ... may I ask, "What was ironed out with the supervisors?" What was solved with you walking off the scene? Could that have been solved any other way by providing an explaination of what your recovery plan was, or, offering other recovery options? I'm not trying to impugn your actions, rather looking to learn better ways to react to an over-controling officer. In all respect, walking off the job isn't a respectful or professional manner. Better to have that sit down at a later-date so the emotion isn't present. In that and thinking back in retrospect, I know that with your industry experience, abilities and recovery knowledge, could you have completed the recovery without the extra lane? Again no malice towards you ... could that interaction have been handled differently by you? I have a qualifying example I'd like to share if you choose to respond OK? Thanks. R.

Hi Ron ... from my understanding and from reading on ResponderSafety.com from the past, it's my understanding that SDMO was signed into Hawaii law in 2012 by (then) Governor Abercrombie. There was a slight revision in 2013, but the original law was 2012. If there are other after revisions, I haven't seen them, but that doesn't mean they don't exist. News Link: https://www.hawaiinewsnow.com/story/18990159/abercrombie-signs-move-over-bill/ Video: http://honolulupd.org/news/index.php?page=main&story=471 No law ... slow-down or otherwise, will have an affect on distracted, DUI or marijuana induced diving behaviors. A reset in tow operator safety culture is necessary especially for any tower who thinks they could never fall victim to a wayward motorist. R.

OK ... to that I'll ask GM, are you a police tower in San Antonio or for DPS? Please advise. This is a similar quandry that falls into the category of tow operators being, "First Responders", where their service is that of a PPI provider or a repo agent. While I'm speaking to the choir here, parking at home has been a long-time issue where quiet neighborhoods are reportedly disrupted by tow trucks. While I understand the problem completely, but not every tow truck will respond to police calls right? R.

In this news video, Michael McDonald is a great representative for our industry ... smart, well-spoken, detailed and uniformed ... well done. But, look at the news video to see that the tow truck, although the over-head emergency lights are activated, the tow truck is parked in a live traffic-lane with no cones, flares, signs, or blocker trucks being part of that scenario. If a vehicle were to plow the parked tow truck, the violating motorist would have a solid defense in-which they would argue fault on the tower's part. I dislike these kinds of videos because they send the wrong message. I like the intent of the video, but there's a better message that focused training needs to be repeated all the time. SDMO laws are only one component of tow operator survival. Note: It was also reported that, although Mr. Perez-Borotto was standing inside the white-line of the shoulder, he was struck while working the white-line. The suspect, Allison Huffman, the DUI motorist who killed Mr. Perez-Borrotto reportedly had an extensive criminal driving history. 4/2002: DUI w/ injury or property damage (TPD) 7/2002: DUI w/ suspended license (TPD) 1/2003: Completed DUI school 1/2008: Violation of probation for DUI (Pinellas Co.) 7/2010: DUI w/ refusal to submit testing (TPD) 12/2011: Completed DUI school a second time 5/2013: Completed substance abuse treatment 11/2013: Careless driving (Charlotte Co.)* (*Careless driving was a citation. All others were arrests.) At least she was sentenced for 28-years for her actions. Not that that makes anything better, Mr. Perez-Borotto lost his life needlessly trying to help another. When there are menaces like Huffman on the world's highways, tow men and tow woman won't EVER have a chance regardless as to the presence of any SDMO law. The hard-hitting reality demands that we towers are vigilent to our own personal safety, especially when the is no presence of the highway patrol to assist. R

Christine and I send our prayers of support to Aaron's family, the company he worked for, and Honolulu's towing community. You can see that Aaron was very well liked and he will be missed. Hawaii's Move-Over Law goes back to 2012, but the way I read the section regarding "authorized enmergency vehicles", there's NO mention that tow trucks are authorized emergency vehicles. Can anyone from Hawaii provide clarification here? To me, the argument comes from the lack of specific mention of tow truck that are parked stationary with there emergency amber lights on. That being the case, Aaron's death is another example of the Move-Over Law NOT WORKING. I don't know of the investigative details as to where Aaron was standing when he was struck, but, his passing only confirms the solid reminder that working the white-line side is a dangerous place to be. And, where the news caster mentioned at :32 seconds in ... "(the law) is almost impossible to enforce." I disagree because the law enforcement community rarely takes the time to write SDMO citations. When a concerned officer is able to write a SDMO citation in 10-minutes time, consider how many more citations could be written if the focus was to enforce repeated violators? Those citations, if there was concentrated effort to do so, would send a powerful message to the motoring public, especially when mentioned or viewed on the local 5 o'clock news. Accordingly, an increase in SDMO citations produces the affordability to hire more officers that lends additional strength and personnel to enforce SDMO through federal grants. There's a process to it all, but we tower's have no choice as to how SDMO laws are enforced. Even if the towing industry wasn't the main focus, wouldn't you think that SDMO enforcement is in the best interest of their own officers? I speak from experience to know what, "special traffic enforcement", is when it comes to approaching a vehicle code problem. I also know the excuses some officer's make when they haven't written a hazardous cite for weeks and months. To that I say, "A cop with a sharp-pencil and the drive for enforcing SDMO could make a difference, albiet a drop in the bucket. R.

Ron and I have had back and forth conversation regarding tow operators serving law enforcement from their residences. In smaller communities and smaller tow companies that serve the law enforcement community, many towns and municipalities have codes that prohibit tow trucks from parking at their residences. For obvious reasons, neighbors don't care about you serving the cops when it comes to the late-hour quietness of their neighborhoods or the parking problems that a 40-foot carrier creates curbside. In 2012, I wrote a feature article in American Towman discussing the pro's and con's of responding from home. I mentioned three sides of the proverbial coin that had to do with neighborhood considerations, current (local) law, and the needs of the department being served. That being said, I had an at-length discussion with my brother who is a retired police chief from southern California. He commented that, if local laws prohibit a tow truck to be parked at home, the local agency should go-to-bat for rotation or contract tow companies if that agency expects reasonable on-time (ETAs) arrivals to their officer's needs for service. If you're tow company is restricted from parking at curbside, at your home, or on your property, have you approached either the chief of police, sheriff and your city or town's government regarding your position? To enlighten other towers who may be experienceng this problem, what approach did you take to become approved for response from home? R.

That was one of the main questions being considered when the carrier was struck by Amtrak in Carlsbad, California, in 2012. R.

Hey Mr. Quinn ... I don't know why Texas doesn't accept a CTTA certificate for their drivers as I don't have any reason to inquire. TDLR has its own standards and requirements fro tow operator certification and permiting. Here's the number I have for TDLR questions - (800) 803-9202. R.

Brian is correct and his industry input is valuable. Thanks Brian for providing your narrative. While this blurp of Brian's narrative is only one part of on-highway response, I'll add the solid reminder that an ANSI vest is NOT a cloak of armor. Vests, over-head ambers, strobes, flares, cones, signs, hockey-pucks, cops, cop cars, even red and blues oftertimes leads towers to a false sense of security. None of these items have value to a distracted driver or a DUI motorist. The very best protective item a tower has is his own ability to work the non-traffic side away from dangerous approaching traffic. The best realization to staying off the white-line are more than 330x tow operators killed working highway, shoulder and white-line events. R.

Hi Guys ... Happy New Year. I invite you to get into the discussion here:

Good Morning Boosttow ... congratulations on "growing your company" into another market. The advice the guys are giving you about training is far more valuable than all the bling, trinkets and toys you can buy. That being said, they've mentioned some of the necessary tow equipment your truck should have; especially risers and snatch-blocks. I'm attaching a link to what equipment is required by the California HIghway Patrol for rotation tow companies. The link is for the two-page, CHP Form 235b, "Tow Truck Inspection Guide". Page two is specific to heavier classes. I suggest you outfit your truck with what's required in your area's law enforcement contracts. Narrow that down by talking with your area tow boss for your state's highway patrol to learn what your state requirements are for medium & heavy operations. Priority One: Get trained first if you aren't already (formally) trained. And then, be sure to let your accounts know you have a truck that can handle medium work and RV's. CHP TSA Link: https://www.chp.ca.gov/ResearchAndPlanningSectionSite/Documents/Chp234B_052017.pdf While it may not be specific to your state, its equipment lists those basic items necessary to tow for law enforcement. As you start to gain momentum in medium towing, take time to attend some tow shows to see what equiment fits your niche. While it's great to have everything, plus the kitchen sink on board, be mindful that much of your accessories will sit in the side boxes for most of the time. Stuff like welders, cutters, chainsaws, etc. aren't really necessary on your size wrecker. Here's wishing you the best of luck and safety in your ventures. R.

I happened on a website where a woman in, Holiday, Florida, started a Facebook movement (4-years ago) to have tow trucks recognized as first responders. Her's was a petition for tow trucks to be able to park at home and respond to urgent calls by law enforcement with intent the petition would garner enough signatures to send it to the Florida senate ... there were 177 signatures. I'm not so sure the motoring public or even tow operator's in Florida were too passionate about her reasoning, however, I salute her attempt to do something. Petition closed. R. https://www.change.org/p/florida-state-house-change-the-law-making-tow-trucks-first-responders

In the midst of the number of tow operators killed in the line of duty both on-highway and city streets, working the white-line side is basically, "Suicide", in my mind. I'm not one who does product reviews, yet there is one product that can mean the difference between a tower's life or them being killed needlessly. The product: Wireless controls. At least a dozen tow operators were killed in 2019 working shoulder and white-line incidents. Not that towers need more regulation, I believe that the current state of affairs that count fatal after tower fatal, flatbed carrier manufacturers should forgoe the cost of equipping carriers with driver side controls in exchange of outfitting carriers with wireless controls. For obvious reasons, too many crashes are now occurring when carriers are on-scene, the deck is lowered to full tilt, when some innattentive schmoe, distracted driver or DUI motorist to play Evel Kenievel and drive up a tilted ramp only to roll over in traffic lanes. Additionally, wireless controls can enable towers to NOT stand behind a carrier's deck when loading and off-loading, or, having to erect a stiff-leg by yourself without someone to operate the controls. For somewhere around $1,000 bucks, an existing carrier's system can be retrofitted to a wireless system. I ask the question, "What is a tow operator's life worth in compared to having the proper equipment necessary to not work the white line?" Unfortunately, I know an owner's comeback to that will retort, "Why do I need to spend a thousand bucks when my driver should just stay the hell off the white-line?" The video isn't the most safety conscious visually, listen to its narrative. It's clear-cut, simple, and provides a solid lesson in operator safety. I like the audible message it sends and makes perfect sense to be outfitted with wireless controls. As a means to offer some level of safety to the existing fatality rate, wireless controls can be one ray of light in saving tow operators that work the highways. I'm not trying to sell product ... here's a simple message that offers the gift of life if used in the manner intended. As far as tow companies purchasing a new carrier in the soon to be future, I recommend that your new truck comes with the wireless control feature. To deal with, "The Lost Control Syndrome", issue the hand-held control as part of the employee's equipment and make them responsible for the cost to replace when lost. If your the company's owner, ask yourself, is your driver's life not worth the money spent to have a wireless system? I'm not here to sell you. R.

This is so sad. I know him from my travels and the picture of him surely describes his personality. It hits closest to home when it's one of your industry friends. South Dakota is one of those states where this seldom happens. The last time that I can see that a on-highway incident like this happened was in 2001 when tow operator Brian Watson was killed changing a tire near Sturgis. This is another sad example of the motoring public's inability to slow down especially when snow and ice are the product of their weather. I'm so sorry for your loss. R.

... and for those motorists who don't understand and make no effort to Slow-Down and Move-Over, they very well could impact a life. R.

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.

... another reason to NOT leave a vehicle running and unsupervised, especially when your kids are in the vehicle. I'm glad the kids weren't hurt. R.

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.

Ron ... Christine and I send our prayers to you too as you experience the loss of your friend. To Bill and Marci ... our hearts and prayers go out to you and your company as well as Andre's family. I just now reviewed my archives to see that in no other year (that I know of) an operator was killed on both New Year's Eve and New Year's Day. Since I recorded Kenneth Ray Davis killed in 1934, I have listed 2x towers killed Christmas Day, 5x towers killed December 31st/New Year's Eve (including Larry Kizer killed in Kentucky yesterday) and 3x towers killed New Year's Day, including Andre Dove-Ferdere Killed today. It's always seemed that working holidays were supposed to be quiet, yet nothing can be taken for granted these days. R.

Let this video serve as a reminder that tower's who stand, walk, and work on the white-line side are walking a proverbial tight-rope. I'm sorry, but I believe this as another video showing tow operators and a highway patrol officer putting themselves in harm's way. The motoring public clearly demonstrates their driving inability to slow-down and move-over, while the tow industry has recorded literally hundreds of instances of tower's killed because tower's were working on the white-line just like depicted in this video. I believe and teach that the entire process of carrier hook-up can be worked from the non-traffic side and worry about a complete four-point tie-down at a wider spot on the shoulder or away and off the first ramp. Fact: Current vehicle code laws requiring four-point tie-down put tow operator's in harm's way. Current law NEEDS to be changed. Accordingly, every state's tow association should lobby to change vehicle code laws with wording that serves the best interests of towers working the highways. At best, I see the entire video as a great segment on what NOT to do. I really dislike seeing these. Yes, these kind of videos are evidence of a gigantic problem, but to me, this one clearly shows that tower's aren't smart enough to react to obvious lesson's learned. R.

Killed working an earlier crash? I wonder if the PD was on-scene. There are instances where the cops were on-scene and they leave at some point. Has that ever happened to you? I'd like to know if that was the case here? Christine and I send our prayers to this tower's family and the company he worked for. R

Hi All ... Today's tragic death is another tough lump to swallow for the industry. If you've been following this last weeks forums and safety topics here, it's obvious that 2019 goes down as one of the deadliest years for the industry, slightly less than 2015. Grumps has asked if I have numbers? My count for the end of 2019 now totals 51x tow operators killed in the line-of-duty in the US and another 14x worldwide. I'll remind you that at least a dozen of individuals (or more) have their own counts for the year. Note: There is NO single source of data that is correct based on what numbers are totalled or what criteria leads to totals? I've been diligent in archiving tow operator fatalities for more than 25-years, and, have personally confirmed and archived as many as 957x towers killed since Kenneth Ray Davis killed in California in 1934. After the New Year, I'll share a breakdown of my numbers herein and also in Towman as to my yearly total for 2019. This year's crimes of violence against towers is at an all time high as well as are industrial accidents where towers are killed in workplace accidents,incidents and driving related accidents. I personally don't count persons working as tire technicians as those numbers represent another industry not that of towing and recovery. If someone working as a tow operator or tow service technician is killed on-duty, their numbers are counted. My count does not include those who died off-duty, but do include towers who died of a medical emergency while driving a tow truck, on-duty at the tow yard, or during a recovery or tow related task. Disclaimer: My numbers represent a personal project and I don't lay claim that my list is 100-percent accurate. The world's a big place and there's no way anyone can have accurate numbers. To me, there is huge concern that of the 12x industrial accidents (resulting in tow operator fatality) were those operating carriers where they were run-over or crushed by run-away vehicles or crushed by a carrier during maintenance. Accordingly, the reason for me keeping statistics leads me to what topics are hot when it comes to training and tow operator safety. The industry's fatality record is NOT a good one where it demands and requires the need for on-going training. Training has to be combined with increased tow owner diligence in ensuring that their personnel are thoroughly trained and aware of the dangers associated with the industry. And, that goes for senior drivers who need to attend periodic training as a refresher to consider the bad-habits they may have picked up along the way. FACT: An accident is the product of the unknown. There's NO room for incompetence or cockiness that suggests ... "It's not gonna' happen to me." R.

Hey Mooresbp ... Nice job and a solid explaination that'suseful to my project. May I ask ... from the original call from ISP ... did the ISP request a wrecker, or, did they mention anything about the SUV being rolled? Information from the highway patrol to tow company dispatch is critical in responding a recovery truck, but if they don't ask for it ... they won't get a wrecker. My policy is, unless specifically requested, we dispatch a carrier with a trained operator ... no new drivers, especially in situations where dollies, debris, no tires or wheels, etc., are components of quick clear. Additionally, each carrier is equipped with additional 50' foot roll of spare cable stowed in an old dolly tire and 100' foot spare cable in a Honda space saver tire (rims removed). When casualty vehicles are typically light-duty size, recovery with a carrier is easily handled within seven to ten minutes. Our drivers each receive extensive, "hands-on training", in carrier recoveries to include roll-overs, using a stiff-leg like mentioned by GoodMichael, upside-down loading, tight-quarter situations, and how-to-spin a casualty vehcile into loading position, just as Mooresbp explained, especially to be ready when the officer on-scene doesn't allow for additional room. As Mooresbp described your recovery, you described the basic -positioning where additional lanes weren't required. Your fast and efficient recovery is because of your training and experience. Thanks guys for your input. The downside of doing it quickly and efficiently are those tow companies that continue to send drivers who aren't trained. At some point, an officer on-scene get's mad only to order the inexperienced tower to, " Just drag that F*&%#%$G thing on the truck." That sends a really bad message of incompetency and spurs a bad-reputation. R.

Maybe that's another reason my trash service is soooo costly out west? R.

While training is a key issue, I believe the industry's root problem is that of low pay, long hours and no benefits required to attract potential long term, qualified applicants. When these components are missing, and then combine them with the dangers tower's face, how can that EVER be attractive? The high turn-over rate is indicative to the industry's status that can't be anything more than a transitional job until something better comes along. Beyond the issues mentioned, training the RIGHT individual goes a long-way in bettering a tower who is happy and satisfied in their work. R.