rreschran

Hey Ron ... isn't this the very topic we were having regarding calm heads that prevail? I know it takes two to tango, and , "No", I wasn't there, but there's more to this story than what the title shows. Watch the news video to see that there may also have been a stabbing involved. If the tower was the calmer of the two and was carrying, if he was first attacked by the vehicle's owner, he has a justifiable right to protect himself if done so within the letter of the law. Fact: PPI's and Repo's are dangerous business where vehicle owners, even persons in an ensuing crowd can come from the background only to go violent in the blink of an eye. In comparison, here's a link to the conviction of a tow truck operator who is sentenced to serve 26-years for the fatal shooting of a man during a towing event on Christmas Eve 2010. There's a fine line to any justifiable shooting. I'm glad the tower was OK and hope to hear more on the details of this story. R.

One can only imagine what kind of light this movie will paint tow truck drivers, especially with the Farley Brothers driving the bus. R.

Ron ... I'll have to say, "Yes", to Mico Locks doing more than the processes of procedures and maintenance. I'm happy to hear that you still have and use them on your trucks. The question I'll ask is, "Does your company's Employee Handbook, require your drivers to use them in the same manner every company should have policy that requires the use of an emergency brake?"Through the years, as many as a dozen tow operators have been run-over and killed because they failed too use the tow truck's EBrake. In every tow class I teach, drivers fail to apply the tow truck's EBrake ... it's a consistent practice that occurs all the time. For readers who don't know what Mico Locks are, they are a hydraulic assisted EBrake valve (add on) that, when the Lock's handle is activated and brakes are pumped, the pressure within the system keep the brakes applied like someone seated in the tow truck with their foot on the brake. By design, Mico Brakes are added to supplement a truck's own Factory emergency brake system(s) that oftentimes proves problematic. If the Mico Lock isn't maintained, they too can bleed and not hold as designed. More than one tow operator has been killed because the EBrake in their tow truck failed, and in some mis-guided attempt to try and chase the truck down, they fell under the truck and were run-over. And, since most tow operators fail to use chock block, Mico Lock brake systems were that secondary system that worked. On all of my dad's tow trucks and all of my tow company tow trucks, the Mico Brake was a standard safety feature that was required by company policy. As my Dad set the tone for safety in his company, I too set the tone of safety in my own company. All of our drivers were required to use both systems. That said ... we never experienced a runaway tow truck because the EBrake popped or failed to hold. The early International's and GMC's with transmission EBrakes were famous for NOT holding. While new or newer tow trucks have better brake systems, those old iron tow trucks would benefit from a Mico Lock or similar system to act as a secondary, on-board system. Poorly maintained or those who failed to use them as intended were their own best enemy as in much of the problems with the industry today. Accordingly, in this industry, I believe more is better when it comes to safety for the very reason I don't ride a Harley dresser, I ride a Goldwing 1800 that is equipped with an airbag. In the case of the latter, the Goldwing's air-bag is a secondary crash system to back-up panic braking. It may never function in 100-percent of all T-Bone crashes, but in that one-percent, it may be the very thing to save my fat ass in a crash. I believe in the extra safety the system provides. The same goes for the Mico Lock of old. The Mico Lock always worked for me as they were as good as our company's maintenance and the mandated use behind its purpose. R.

With the on-set of heavier carriers in the light-duty class, does anyone still have a, "working", Mico Brake in any of their tow trucks? The Mico Brake company is still around 45-years later. All of my light duty trucks were out-fitted with a hydraulic, dash mounted, brake-lock. They were a great safety addition to a truck's factory emergency brake to help hold the tow truck in-place during load operations and winching scenarios. Why did they lose popularity, or, are they still being used to prevent those modern day runaway tow trucks? R. Here's a link: https://www.mico.com/sites/default/files/document-pdfs/84466001Hydraulic Brake Valves.pdf Page 8

Your vent is spot-on accurate and well-deserved Grumps. At the rate fatality numbers are climbing ... the industry may reach that average of 60-towers killed ... and we still have to fight through three major holidays. R.

This week ... our Southern California weather has been in the 70's. I just can't fathom having to live and work in areas where winter has these kinds of conditions. For me, if I want that kind of cold ... I"ll stick my head in the freezer. These ice-bound recoveries make great tow truck recovery articles. If I had my way, that truck would sit at the bottom on the bay until the spring thaw for safety reasons, but I know the tree huggers and fish efficiandoes' would twitch and moan. I wish you guys plenty of on-scene safety and kudos Josh for a job well done. R.

As this kind of incident is part of my ongoing research, may I ask what side of the Landoll was Mr. Cortes working, the traffic side or non-traffic side? Were the police on-scene and were any cones flares or reflectors set before the loading action commenced? I'm glad that Mr. Cortes was able to make it to safety and pray for his speedy recovery. R.

I've heard varied reports to suggest the pickup truck being loaded was in neutral and rolled forward toward the carrier running over the tower. If someone can clarify the manner the fatality occurred it would be greatly appreciated. Thanks. R.

... now that's one technique I've never seen before. How creative. R.

Sorry Ron, I agree that the video was a great awareness message for the 5 o'clock news viewers, but why, WHY in anyone's right mind would a tow operator intentionally stand in a live, full-speed ahead traffic lane ... even if it's to make a video? This tower's on-scene actions (or lack thereof) are some of the repeated reasons towers are killed working the white-line. This driver says, "This right here is my safe zone; I'm safe right here, I'm not over-here". I personally believe that his comments represents a deadly mentality to suggests there's NO safe zone when working a highway's shoulder and worst yet, anywhere near the white-line. I do salute Mr. Cradit's comments on the problem that towers face, but until towers realize that SDMO laws aren't effective, towers will continue to be killed. I personally think that the first and last portions of the video are proactive, while the middle section clearly demonstrates that tow operators consciously continue to take chances by not working the non-traffic side. This tow truck driver has taken his focus off of vehicle loading only to shift focus on what approaching motorists are doing? When my wife watched the video with me she asked, "Why's he standing in the traffic lane? I believe these actions show many of the industry's, "Deadly Sin's", like, not escorting your customer into the tow truck's cab, no cones, no flares, operator's back to traffic, hooking up on the white-line side, etc. There's personally a lot of things wrong with this video, yet I think it's a great training tool on what NOT to do. And, in the latter part of the video when the cop car goes by and hits the siren, does the siren announce a, "Howdy Pardner", salutation to the waving tow truck driver, to stop a car that failed to slow down move over, OR, was it sent to tell the tow truck driver to get out of the freakkin' traffic lanes? As a safety instructor who teaches industry standard training, I'll respectfully debate this video's content all day long. I only like the video because it sends a proactive message of SDMO to the motoring public. But, on the industry's side, I feel the video definitely is a scary one showing a tow operator taking unnecessary chances. If I were a newbie to the industry, would I think it's OK to work the white-line side, or, is it OK to stand in a live-lane all because I'm wearing a vest and my truck's amber flashing lights are on? As Mr. Cradit mentioned, "It's taken a job that used to be fun; you're kinda' nervous when you're working the side of the highway." I couldn't agree more ... man that was difficult for me to watch. R.

Thanks for posting that comment Carl. That's a great, "Common sense", return comment to those fishing for a false claim. Thanks for sharing. R.

Christine and I send our prayers and support to Mr. Hernandez's family and the company he worked for. This weekend I held another CHP Tow Operator Safety Course with 21-drivers in attendance. Of the 21-driver, six were senior drivers and the rest with two-years or less experience. A segment of my training is specific to carrier use where I spend considerable time discussing the potential causes that has killed as many as a dozen tow operators when the cable snaps, the hydraulics let go, the winch fails, and most commonly, the free-spool handle was not fully engaged. In this class, most of the drivers either were not aware of the workings of the free-spool handle. And, when any of these items or systems let go, towers fail to attach a topside safety strap of safety chain to prevent accidental runaway. The final component they fail to recognize is when they should be NOT be standing behind a carrier's tailboard to apply rear ratchets and straps or J-Hooks and chains. For carrier's, I personally prefer that 8-point tie-down straps (by design and application) takes the tower out of the roll-away path. When we critiqued the free-spool session, at least half of the newish drivers said that their company training didn't go into the workings of the winch nor did training talk about the fine points of using free-spool. Because a carrier's winch is the number-one component of carrier use, company training should spend a sufficient amount of time to provide a detailed training session that has focus's on the attachment process more than simply, "Grab the handle and pull ... then do the same in reverse." Another part of my course has focus on attachment accessories and cable condition where smashed and compromised cable can separate and lead to accidental roll-away. So, when this kind of incident occurs and OSHA gets wind of it, a full-on investigation will ensue where OSHA will assuredly focus their investigation on the truck's winch, cable, the truck's condition and a company's in-house training. R.

Hey Ron ... congratulations are in order to see that you've tallied more than 19,000 posts on TowForce. What a HUGE accomplishment. Thanks for all of your hard work in leading towers to a place where ethey can share their industry related experiences and challenges. I personally appreciate TowForce as a place for me to watch what's hot in the industry. This site gives me purpose beyond all those grandkids. Congratulations. R.

I'm not commenting on a recent damage claim I was called about this week. Scenario: A tower tows a stretch-linousine with an F-650 wheel-lift to a mechanic's shop; a distance of about 12-miles. No big deal. The limo gets dropped off, invoice is paid for by the limo's owner, and the tower goes on his way. The next day, the limo's owner calls the tow company with his hair-on fire claiming that several crystal decanters and crystal glasses were broken because they weren't secured before the tow. Because limousines are specialty vehicles, does towing them require specialty methods? Who has responsibility here? R.

Another source: Randy Olson Peak Wrecker Sales, San Antonio ... 800-638-9603. He knows everyone in the industry on the building and manufacture side. R.

This news segment is a great lesson in situational awareness, especially at 3 AM in the rain. I'm glad MIke's OK. R.

I was raised to believe that hope is a good thing, no matter how dismal life may seem ... there's always hope. On, October 23, 2019, tow business owner and operator, Augustine Martinez, was shot and killed in an altercation with a subject in Houston. I share a similar story of the senseless, 2008, California killing, of an off-duty tow truck driver shot and killed by an alleged gang member. In that case, after a brief altercation, the suspect rode up on a bicycle and shot and killed him. The suspect then fled to Mexico, but after a flurry of media presence, including Crime Stopper descriptions and other media accounts, the suspect was apprehended IN MEXICO, four-years later, and in cooperation with US and Mexican Federal Law Enforcement. The gang-member was reportedly a Mexican citizen who fought extradition and lost, resulting in his transfer to the Federal Bureau of Investigations in Mexico City. He was ultimately extradited from Mexico City to San Francisco, where the FBI took custody. On December 11, 2018, that suspect plead no contest to voluntary manslaughter, assault with a firearm, and admitted using a firearm as well as a gang enhancement in the first crime. He also pleaded no contest to mayhem and admitted a gang enhancement for the 2014 jail assault. These convictions count as serious and violent, “strike”, offenses under California’s, “Three Strikes”, Law. A Judge sentenced him to 28 years and 4-months in state prison. In a distant ray of hope to the Martinez family, to you I send my anticipation that the suspect who killed Mr. Martinez is ultimately tracked down, in Mexico, or wherever he is hiding, is arrested, and brought back to face his crimes. Christine and I send our prayers to give you peace in the memory of Mr. Martinez and the hope that the suspect is captured or whatever it takes to bring him to justice. R. http://www.stanislaus-da.org/pdf/news/2019/press-release-20190129-mvasquez.pdf

On June 25th, 1979, my friend and squad member, SDPD officer, Dennis Gonzales, stopped a car on San Diego's Interstate 8 for a traffic violation. Dennis approached the vehicle and contacted the vehicle's driver on the white-line side, when moments later, he was struck by a hit n' run motorist. My friend lost his life over a traffic stop forty-years ago. Question: If white-line safety is a top-priority of the world's first responders, why does LE still make traffic stops while standing on the white-line traffic side? Better yet, why make traffic stops on the highway at all? What's the cost of a misdemeanor speeding ticket versus all costs of a police officer fatality, the ensuing investigation, costs of all responders working the crash, clean-up etc, ... not to mention the loss to the officer's family, the officer's department and the community where the officer served? From this dash-cam video, at 1:49 in, it's more than obvious this deputy clearly put himself in harms way by standing on the white-line and not paying attention to approaching traffic. Sometimes there's a complacent mentality that creeps-in to suggest, "Eh ... I've made a million traffic stops and I've never been hit." But, what's the logic in that?, I believe are two messages to heed, one, the motoring public needs to slow-down and move-over (if they can) and two, traffic contacts and citations should NEVER be conducted on the white-line as mentioned at the end of the video. That's pretty simple, but to this day ... it's not happening. R.

It's hard to tell if it's painted, all wrapped-up, or if it's a bucket of rust. The wrap installer did a great job matching the pattern at the seams. Very Nice. R.

I remember the case where New York tow truck operator, Sal Brescia, was killed in December 2016. That suspect vehicle was found and led police to a suspect after good old fashioned police work matched three small pieces of plastic lense to the box truck that struck Sal. Now that the suspect vehicle from this case has been found, I'm hoping it isn't long before a suspect is in custody. R.

Over the years, I've handled plenty of damage claims just like this one. While I feel bad that Mr. Hatfield totaled his car ... coming to the tow operator's defense, why didn't Hatfield yell at the tow truck driver to STOP backing up or warn him versus saying nothing? It looks like there's limited space to get the vehicle in-there to begin with, especially if this off-load was with a carrier. This is an example of tower's trying to go the extra mile for their customer and this happens. From what I see, there's minimal damage done to both fences that could be easily repaired with some touch-up and a little stain. However, could that debris in the muffler have happened elsewhere as evidenced by the marking on the vehicle's windshield? Let's sum this up ... car is totaled, had to pay the tow bill and then a second tow out, how can the owner get his dollars back on all of that ... let's make a huge media deal out of this. The tow company's response is reasonable in not having yet talked with a night driver and not seeing the video. I'm sure that the tow company can easily make this go away as there may be some responsibility there. I guess it was a slow night for news to make this such a big deal. I think that if the tow driver left an early morning note for the owner, or maybe called the owner as it happened, the owner wouldn't have been blind-sided by the news station. This story leads to the question ... "At what lengths should towers park a customer's vehicle where they want it based on access or in-the-way objects? R.

File this citation under, "CS". California has car pool lanes as do most states. Vehicle Code Section 21655.5 is California's statute that makes it. "unlawful for a person to drive in a carpool lane with no passenger". Scenario: A tow operator got a ticket because he responded to a carpool lane request and he was alone in his carrier when he got to the customer. The customer was already there waiting with his with wife in another car. The disabled car was loaded and off they went with the husband and wife in the forward car and the carrier operator following them. Along came a Sheriff and pulled the carrier over where the tow operator was cited for the, "two or more passenger", section. While the highway patrol is generally understanding that this does happen, along comes the city police or the Sheriff's department who writes the citation because they only see the letter of the law. Some officers, "double section cite", CVC 22348 (c) improper use of designated lanes because of the sign's wording that prohibits, "no towing", or no commercial vehicles in carpool lanes. To back your driver's actions, does your company have any procedures in-place to justify the tow operator's response and avoid a citation? Having had drivers who've been cited for this before, I make three recommendations to guide response in carpool lane scenarios based on California law; your state laws may be similar or different: 1. Where possible, if the vehicle's owner or its driver isn’t at the disabled vehicle’s location, send your driver to the customer’s location and pick them-up prior going to into carpool lanes 2. When you’re at the carpool location and customer is with you, someone should ride with you, or 3. At the moment your driver is dispatched, have your company's dispatch call the HP and ask for authorization. When that call is made; advise the HP that your company is sending a truck to a location within the carpool lanes. Ask if they can dispatch a unit to your location? 4. Ask for any instructions and listen carefully as to what's being told to you; react accordingly and pass that info to your driver Accordingly, the HP might send a unit, or, most likely, won't have a unit available. If no unit is available, ask the HP’s dispatcher for an incident or dispatch number, or, at the very least, ask for the dispatcher's name or ID number. These info snippets should be added to the (dispatch) call notes. If the tower is cited, this information is necessary in defending your company's actions. Carpool tickets can cost upwards of $500 and add a point to a driver's point count. Towers can't afford to be guilty of this practice, so having a plan is helpful. What procedures does your company have in-place? R

That in itself is mind-boggling if you were to try and mathematically calculate how many towers on average would be killed. I don't even want to go there. R.

OK ... understood. CTTA is one of the leading training entities in the towing and recovery industry as is WreckMaster. Both are recognized by the California HIghway Patrol on their tow service agreement. Your boss can go to the CHP's Tow Service Agreement and to the very last page to see those training entities accepted by the CHP. Here's the link: https://www.chp.ca.gov/ResearchAndPlanningSectionSite/Documents/2019-2020_TSA.pdf For what it's worth, I have been an accepted light-duty for CHP for 19-years and I too am on that same list. The CHP will not accept any training entity without having a "hands-on" module (skills presentation). Note: If I was the tow company owner and you came to me with a CTTA Level 6 certificate that wasn't expired, I'd be inclined to give your application a closer look. You still have to comply with TDLR's criteria that won't recognize the CTTA certificate. Give Tommy Anderson a call ... you're welcome.

Hey Angela ... congratulations on your new post with the NHTSA. For a long-time, I've followed your presence on ResponderSafety and other industry sites and believe you can have a huge impact in representing the industry. I just finished posting a stifled rant having to do with yesterday’s tow operator fatality, in Ontario, one that was nearly the exact same circumstances that killed Canadian tower Edgar Arthur Pilon, December 27, 1954. In part it said, "So, here we are, 65-years later since Mr. Pilon's death, I’ve recorded as many as 325-tow operators killed working highway shoulders. Now THAT's a sad state of affairs. To add fire to my poor-attitude, a tow owner called 9 o'clock last night to tell me to stop, "Grandstanding", about tow operator's getting killed. We had a short but heated conversation and to that I'll say, "Steve ... you're an idiot to bury your head in the sand. It's too bad that you and other owners won't get committed to help try and solve this problem." Personally, I was shocked in what he had to say. If towers sit idle and do that, "status quo", thing, tow operator deaths won't go away ... just like the industry's past 65-years' demonstrates. When it comes to tow operator response on the highways, I hate to think gloom and doom with negative hopes that first responder and tow operator fatalities will decrease, but, because I’m a realist, it’s my opinion that move-over laws, Quick Clear programs and Traffic Incident Management have done little to further help protect the lives of first responders and tow operators. All of those programs are, “administrative measures”, that have no working components (other than vehicle positioning) to provide physical protection to work on scene. The number-one priority of traffic incident management should be greater focus on tow operator safety beyond that of smooth traffic flow. I believe that increased traffic breaks and road closures are better solutions to motorists who drive, “full speed ahead”, regardless as to the weather or conditions of the roadway. So, what’s it take to get this message to Traffic Incident Management? Any ideas? Incident management should make safety the number-one priority for first responders, tow operators and highway workers. And, the hardest reality of all is … first responders and tower's can’t focus on their work if they hafta' focus on dodging cars and motorists. Grandstand or not ... the fatality numbers speak for themselves." Here's to let you know that the towing and recovery industry is expecting big things from you. I too support you wholeheartedly knowing your's will be no easy task, but enough is enough. I'm hoping you can further the message that something must be done to protect tow operators who respond to on-highway incidents ... whatever that may be. No pressure by the way. Good luck and keep us informed. R.