rreschran

... the grass is always greener on the other side until the drought hits.

I have sad news to report from the South African Cape where a 38-year-old tow truck driver from, Algoa Towing and Recovery, was killed in a hit and run around 3AM this morning. It was reported that the tow truck driver was on the side of the road taking photos of the accident for insurance purposes when a small pickup truck struck him and then fled the scene. Christine and I send our prayers and sympathy to the tower’s family and to Algoa Towing. R. https://www.dispatchlive.co.za/news/2019-05-25-tow-truck-driver-killed-in-hit-and-run/

Rural properties like these can be difficult for delivery persons to be able to recognize underground utilities. In the same manner we teach GOAL, getting out to look is extra hard when underground utilities don't present themselves by being in clear view. At the very least, when faced with a rural recovery like this, Ed's photos are a solid reminder for towers to look and ask where the underground utilities are? If the owner of the house isn't home, there's huge risk of dropping through or into. Thanks for sharing Ed. R.

Thanks Ed for leading the way in making this an acceptible practice.

Hey BIlly ... I've been studying that number for years. I personally think there's no accurate accounting based on the many tow related venues or business types towing and recovery companies are listed under while they respond in a tow truck, i.e., repo, salvage, law enforcement, PPI, insurance hauling, long-hauling etc, full time and part time. Only until recently, tow operator or tow involved statistics have been recorded, but there are historical fatalities (recorded or known) since 1934. If you ever come up with an accurate number that can truly reflect ALL of the tow operators in the states ... please share it with us. Thanks. R.

Ron ... I wholeheartedly nominate Steve and Doc Calitri of American Towman Magazine, and, Clarissa Powell, Tow Times Magazine, for their career participation to the towing and recovery industry. Their publications and tow show presentations have provided towing and recovery professionals the platform in which to share everything having to do with the industry. They've created environments that bring tow professionals to together throughout the world. Thank you for your contributions to the industry. You are true leaders and this recognition is due. Steve, Doc and Clarissa have undoubtedly influenced myself and millions of readers on an international scale ... no small task. I believe this award is befitting to their leadership and committment to the towing and recovery industry. R.

Christine and I send our heartfelt prayers in the loss of the Sharma's. We will not be able to attend, but know we are there in spirit. R&C Alpine, CA.

We're all awaiting the recovery of the carrier and the sad news that Mr. and Mrs. Sharma have been recovered ... if not for the closure it will bring to their family and the towing community as well. Christine and I pray for the safety of everyone involved in the recovery efforts. R

I don’t ordinarily talk about my past, but I have to respond again to this post in a different manner as it helps me handle my own personal PTSD. Although this message is lengthy, please read this in its entirety. Regarding this horrible tragedy, I’ve read some unfair comments made by tow company personnel and others at the decisions to cease (temporarily) rescue efforts citing unsafe conditions. To that I share, in September, 1975, I was a young police officer saddled with the task of monitoring the San Diego River during El Nino storms. I remember a similar incident of a heroic rescue attempt where three firefighters drowned attempting to rescue others. Fast forward to 40-years ago, firefighters were attempting to rescue distressed rafters that went into New York’s Susquenna River. During initial rescue attempts, they rescued one rafter from the water with a rescue buoy, but didn’t get the second rafter. Firefighters went back into the swollen river in a small Boston-Whaler type boat when the current sucked the boat into the churning water. All three were tossed into the water. A second boat went into the water and they too capsized. We towers should always remember that, when speed of recovery goes up, safety oftentimes goes down. I want this narrative to serve as training topic for three reasons; one, swift-water tow recoveries are ALWAYS dangerous where I know of as many as five tow operators who died swimming or trying to extract vehicles from swift-water. Two, Mother Nature serves up dangerous conditions that man can never correctly estimate or beat, and three, I had a near drowning experience a few years ago on the Carson River where I’ll attest that even the strongest swimmer may not be able to beat the forces of the river. Note: The video I’ve attached is graphic. The video serves as a reminder that, NO rescuer is safe from the unknown or unseen dangers of any scene. While emotions always run high in these kinds of scenarios, when there’s risk to rescuers, sending rescuers in hastily sometimes leads to additional fatalities. Like the firefighters that you’ll see (if you watch the video), when they tried to attempt rescue under extremely unfavorable conditions, they lost their lives in the line-of-duty. But, where is it written that common sense should trump acts of safety and bravery? And, for those nay sayer’s who’ve dissed the decisions made in Sacramento this week, you should be ashamed of your nonsensical comments. Link: https://www.pressconnects.com/story/news/public-safety/2015/09/29/40-years-later-drowned-firefighters-honored/72989294/ Comments that degrade the brave Sacramento’s first responder community are uncalled for. I have every faith the carrier will be recovered when fast flowing waters have slowed. It’s my hope that tower’s come away with a smarter view of just how vulnerable first responders are. And, in that, I also pray for the safety of those rescuers who ultimately will go into the Sacramento River. The water will reside eventually and recovery will take place under proper conditions. Until then, it’s far too dangerous to risk the lives of others via some knee-jerk reaction. I hurt for the Sharma family. R.

How very horrible. Christine and I send our prayers to this tower's family and the company he worked for. R.

Looks to me to not be a crash but a roll-away incident because the truck's Ebrake wasn't set.

Sorry for the me responding to a really old posit, but I like your creativity. Others suggest tail-lights or a red-flag based on overlength considerations of the state you work in. It doesn't work in Califoirnia, even if the owner is following, but laws are perceived differently in Cali. R.

Thanks Minchar ... I agree with you. As in all vehicle code sections, the perception of the reader comes into play. A vehicle on the stinger is a towed vehicle, so I believe the wording to be true as, but not that of a carrier with only a car on the deck ... just like any other load considered product. R.

Tonight at Baltimore's Inner Harbor, we saw three carriers driving with o/h emergency lights on, two were loaded with cars on the deck. What is MD's law regarding lighting? Allowed?

The original post had to do with towers driving with overhead emergency lights on, not the lack of extension lights, wireless lights or four-way flashers. The training topic regarding lights are many and specific to their use. NO matter what, Brian is proper to say that driving with over-head emergency lights can be confusing, especially if you reside in one state that requires over-head lights, yet work in a neighboring state that doen't require their use. To me, the old days of NO overhead oscillating lights were more effective and safer as flashing amber/yellow lights only were visible to the rear of old style wreckers. To say we must train and police ourselves to use lighting properly is an effort in futility knowing that proper training isn't reaching all towers and all companies (where tow operators get their share of in-house training and not that from a formal entity that has a training module specific to use of lighting.

It's my opinion and knowledge that, use of emergency lighting is generally dictated by state law, not by the wording of any motor club. There are states that require emergency lights to be "on" while in-tow. Additionally, if a loaded wrecker or carrier is travelling on a highway or roadway slower than the posted speed limit for safety reasons (wrecked, over-width, over-height, permit load, etc.) state law may require that emergency lights are on. Unless local law enforcement enforces improper lighting violations, there's not much that can be done. Perhaps there's an issue of training from a reliable source, or, for towers to attend a Traffic Incident Management course to identify what's proper for the state of operation? There's a reality in this industry that suggests towers will oftentimes operate their own way as they see fit, but that doesn't make them an idiot, only incorrect as we all aren't perfect nor do we work in a perfect world. R

We remember our friend and industry trainer J. David Lambert who passed away a year ago yesterday. Rest in peace Dave. I miss you Dave and our on-going conversations ... you're not forgotten. Dave was instrumental in helping to build the foundation of tow operator safety training to industry professionals. Dave formalized the life-saving concept of not changing tires on the highways by initiating TowFirst on his website. For those of you who didn't have the opportunity to know Dave, here's a website to view his contributions. https://www.tapatalk.com/groups/tow411/dave-lambert-north-america-towing-academy-05-17-17-t142035.html R.

Christine and I send our prayers and condolences to this tower's family and his company. We all know just how strenuous recoveries can be. Hi John. R.

The following news narrative high-lights the dangers of stopping and blocking stalled vehicles on the highway. Early reports of this crash don’t do justice to the tow operator’s intent to block the police vehicle and other vehicles stopped in traffic lanes. I send my prayers to the tow operator and his wife who were injured. Also note; the police officer was not hurt. Perhaps the tow truck blocking for the stopped police (in TIM manner) vehicle saved his life and others, especially if there wasn’t time to set flares and cones? Stop and block is something we towers have been doing for years. News Report “One person is dead and two others in the hospital after a driver on U.S. 59 slammed into a tow truck in Humble. Officers responding to an earlier freeway wreck around 3:45 a.m. blocked off the far right lane of the road, according to Humble police. A tow truck driver arriving at the scene pulled up behind the patrol car and parked in the lane to help give police extra cover, according to Humble investigator Dustin Thompson. A white Nissan failed to change lanes in time to go around the wreckage, and instead slammed into the tow truck. The Nissan driver died, and the driver and passenger in the tow truck were taken to the hospital with non-life-threatening injuries. The officer was not hurt.” Question: I fully support the tow operator’s actions and ask ... would you have stopped and blocked in the same manner? Perhaps this scenario is the perfect example where the Texas Towing Association should lobby hard for red and blue emergency lighting on tow trucks … not that it would have totally helped in this crash. R. Source: https://www.mysanantonio.com/news/houston-texas/article/1-dead-after-car-slams-into-tow-truck-in-Humble-12605314.php

We too send our prayer and condolences the Jason's family. I can only ask ... "What's going on?"

Dave Lambert created Tow First for this very reason. But, some states with highway programs, including DOT, Hero, Ranger and FSP, still provide tire changes regardless as to what tire is flat. So, these programs lend to potential operator fatality. It makes perfect sense to me to get off the highway to make the tire change in a place of safety. There are all great responses from a lot of smart tow owners, operators and industry trainers where saving life is far more valued than the price of a service call or the time it takes to change the tire. The fatality numbers for white-line fatalities is staggering, especially for those experienced operators who were working in their normal routine and were hit by some distracted or DUI motorist that came into their work site. The difference between changing a tire on the white-line side and loading a vehicle first is, working from the non-traffic side eliminates much of the driver exposure to approaching traffic. Plus, a carrier or tow truck provides some level of metal protection to take the brunt of impact. Note: The picture at the beginning of this topic shows two persons working the white-line side with NO eyes on approaching traffic ...ya' can't respond to what you don't see and the service truck provides no blocking protection. I believe in Tow First and support its intent.

I believe that savvy tow owners monitor their own drivers long before the insurance company has to. That means taking the appropriate measures to hire smart by checking an applicant's MVR before drivers are hired. And, once they're hired, driver behaviors can easily be monitored by simply watching driver speed on dispatch programs or getting out from behind the desk a following their trucks. Programs like California's, "Pull Notice Program", helps to monitor and sometimes eliminate drivers with poor driving history. Owners should be proactive in reducing overall risk through active supervision and on-going training in order to lessen or eliminate costly driver inflicted property damages. But, unfortunately, for every one owner that makes the concentrated effort to protect his risk, too many others don't make an effort until it's too late and their forced to pay higher premiums or be forced out of their market. R.