American Towman Magazine - January 2024

The Road Calls

TOWMAN OF THE YEAR GEOFF NIENSTEDT

SUPERFOG CATASTROPHE

MASSIVE NEW ORLEANS RECOVERY

HAZARDOUS DUTY

HANDLING HAZMAT SPILLS

UNIQUE BUS/ TRUCK A PATRIOT’S WRECKER

TowIndustryWeek.com

JANUARY 2024 AmericanTowman.com

$10

Contents

Cover Feature

Volume 48 Issue 1

January 2024 14

Towman of the Year

by the Editors of American Towman

Congrats to Geoffrey Nienstedt, for his persistence and dedication to improving safety legislation and training tow operators. His mother’s name, Nancy K., is on his tow truck as a reminder of her inspiration and loving spirit.

Features

24

“Superfog” Catastrophe

Departments 8

The Walkaround

10

News Share

12

Road Tools

13

Zoom In

18

Classic Wrecker

28

How It’s Made

34

Ad Index

38

Tow Manager

44

Wrecker Maintenance

50

Letters To The Editor

51

Supplier Scoop

52

Towman’s Market

54

My Baby

58

Lowdown

65

Adventures of A.T.

Dealing With a Bridge Disaster Near New Orleans

by George Nitti

54

Patriotic Bus and Tow Truck

A Flag-Waving Wrecker

by Steve Temple

6 • January 2024 | Towman.com

First on the scene since 1977

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AmericanTowman.com | January 2024 • 7

The Walkaround

Hoping for a Safer New Year

Well, 2024 has arrived and I’m sure like most folks, I just can’t believe the speed in which it got here.

Along with each new year comes American Towman’s announcement of Towman of the Year—our thanks Dennie Ortiz and congratulations to Geoff Nienstedt!

Publisher Geoff embodies the grit and determination of an impassioned soul dedicated to saving the lives of emergency first-responders. His advocation and tireless efforts for the Slow Down Move Over cause has helped to make significant contributions to this goal. Read for yourself the valiant efforts and successful SDMO achievements of the 2024 Towman of the Year.

In most of the U.S. it is quite cold in January. So, for those companies that run diesel trucks, the American Petroleum Institute shares some tips in their article on how to store your diesel exhaust fluids and also offers recommendations to protect the lifespan of your emission control components.

This past October the country was witness to a devastating 168-vehicle pileup in New Orleans caused by a weather condition known as “Superfog.”

George Nitti recounts the harrowing story of two different towing companies that worked the scene for over 24 hours straight to clean up this disaster.

By all means, the towing and recovery profession is a dangerous trade in itself. Add hazardous materials to the equation, and the risks to tow operators increases tenfold. Contributing writer, Ed Grubbs, digs deep into the regulations and training needed to handle a variety of hazmat scenarios to keep yourself protected legally and from bodily harm.

On a lighter note, we have a very special classic wrecker featured in this issue that is sure to please even the most critical of enthusiasts—a 1920 Mack that also served as a firetruck in its heyday. Normally housed in a museum, it was driven to Baltimore to compete in the American Wrecker pageant during the 2023 American Towman Exposition.

Another unusual eye-catching rig is the patriotic themed bus/truck/ wrecker featured in our My Baby department. Check out this unique vehicle which is like nothing you’ve ever seen!

Happy New Year to all and best wishes for a safe and successful 2024!

Tragedies From Last Year Looking back at 2023, we need to acknowledge some grievous events for towers and their families, not only in this issue, but in upcoming ones as well. In hearing the testimonies that Geoff Nienstedt was able to bring before Texas legislators deciding on SDMO laws, the traumatic accounts of strike-by incidents and resulting fatalities were positively heartbreaking. The devastating Steve Temple experiences related by normally tough-as-nails towers Editor and surviving family members brought these presenters to tears. (And just watching their agonizing videos online choked me up as well.) From these gut-wrenching presentations came something good though, as the legislators were obviously moved, and they saw the clear need to enact stiffer penalties for drivers violating SDMO laws.

Also heartrending are the towers’ descriptions of their arduous recovery efforts at the “superfog” catastrophe on a New Orleans bridge engulfed in flames. Our hearts go out to both the hard-working tow operators and the families of the victims. As Geoff put it so well, towmen are woven from a different cloth, with rare courage and strength of character. They are extraordinary individuals, and we feel privileged to share their stories, and hopefully make their lives safer by promoting stronger SDMO laws.

8 • January 2024 | Towman.com

Dennie Ortiz Steve Calitri Steve Temple Randall Resch Terry Abejuela David Kolman John Borowski Mark Lacek Brian Riker George Nitti Henri “Doc” Calitri Paul Stephens

Publisher & President Editor-In-Chief Editor Operations Editor Field Editor, West Chassis Editor Safety Editor Repo Run Editor Contributing Editor Contributing Editor Contributing Editor Contributing Editor

Editorial Board Tommy Anderson Bill Johnson Kurt Wilson Tasha Mora Ron Meyers

Dallas, Texas South Hadley, Mass.

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American Towman Staff President AT Expo Corp.

Art Director Advertising Sales Mgr. Senior Account Exec.

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Henri “Doc” Calitri Anne Ruzsilla Dennie Ortiz Ellen Rosengart Peggy Calabrese Ryan Oser Lisa Ciraldo Ilce Negri Bryna Stankiewicz Stephanie Marchese Andrea Wynn Emily Oz Henri Calitri

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AmericanTowman.com | January 2024 • 9

News Share Truck Driver Drug Tests Could Lead to Loss of CDL Truck drivers testing positive for drug use can expect a crackdown by federal regulators in 2024, with consequences that include losing commercial driver’s licenses, and not being issued learning permits until completing the federal return-to-work process.

“A driver with a drug-and-alcohol program violation is prohibited from performing safety-sensitive functions, including operating CMVs, for any DOT-regulated employer until the return-to-duty process is complete,” stated a Federal Motor Carrier Safety Administration (FMSCA) notice on Nov. 28. “By November 18, 2024, as part of new federal regulations, drivers with a ‘prohibited’ status in the Drug and Alcohol Clearinghouse will lose or be denied their state-issued commercial driving privileges.”

“To remain in a ‘not prohibited’ status, your employer must complete the follow-up testing plan with you as specified by the SAP, which must include a minimum of six unannounced follow-up tests in the first 12 months of returning to performing safetysensitive functions,” according to the FMCSA. “If you are an owner-operator, your designated consortium/third-party administrator must complete your follow-up testing plan.”

As of the end of September 2023, a whopping 149,374 drivers remained in prohibited status, with 113,639 not yet starting the return-to-work program.

The American Transportation Research Institute (ATRI) notes that marijuana is a unique problem. While it is legal in many states, truck drivers cannot use marijuana, at all. There is zero- tolerance policy, and any use can cause a driver to fail their drug test.

Source: ttnews.com

Drug tests will become more stringent for truck drivers. If they test positive, it can result in the loss of a CDL.

10 • January 2024 | Towman.com

U.S. Senate Passes Move Over Law

The Senate passed a Move Over Law Resolution without amendment, supporting the goals and ideals of SDMO Laws. This resolution urges relevant Federal and State agencies, as well as nongovernmental organizations

involved in traffic incident management response, to promote the existence of and adherence to SDMO laws.

Several Senators were behind this legislation, including lead sponsor, Senator Richard Blumenthal of Connecticut. The TRAA has been instrumental in reaching out and lobbying for support of this law, noting that, “S.Res.476 will undoubtably increase public awareness of Move Over Laws and the need for drivers to slow down and move over when they see any incident responder on the side of the road.”

Source: TRAA Press A National Move Over Day Passed the Senate, enabling Release agencies to promote the goals of SDMO laws.

Clubs Continue Support of ACES The Towman ACE awards, created 30 years ago to recognize tow companies that perform outstanding service for motor clubs, again held its ceremony in Baltimore this past November at the AT Expo. Allstate Roadside, GEICO, NSD + Questx, and Agero sponsored the program, which awarded an exclusive ACE buckle and hat to over 100 recipients.

There will be an Encore ACE awards ceremony during the American Towman ShowPlace – Las Vegas in May of 2024, also being sponsored by Allstate

Roadside, GEICO, and NSD + Questx.

“The ACE program has done more to strengthen understanding between the motor clubs and their service providers than any other industry event,” said AT’s Ellen Rosengart, the ACE overseer for the program since its inception. “We are grateful for the support of the sponsors who recognize the good will the ACEs generate. Consistently being a reliable service provider for any given motor club is challenging. The ACEs are an exceptional lot!”

Trucking Industry Reporting

News Share

Rise in Predatory Towing

A recent report by the American Transportation Research Institute indicates trucking companies are seeing more predatory practices and instances of excessive towing rates, according to a release by the Arkansas Trucking Association. Information for the report included a survey, distributed through the American Transportation Research Institute’s contact database and industry news outlets. The survey generated a convenience sample of 350 motor carrier respondents, according to the report.

The group also obtained 490 complete invoices from various sources.

“Predatory towing has received increased attention from the trucking industry in recent years, as nonconsensual tows often create costly consequences for motor carriers and insurance companies, as well as negative impacts to supply chains,” the report said. “Because most heavy-duty truck crash scenarios are unique, they present trucking and T&R stakeholders with a series of complex tasks, decisions, regulations and interactions that can easily enable predatory practices.”

The report notes the two of the most common forms of predatory towing are excessive rates and unwarranted extra service charges. According to the report, 82.7% of motor carriers experienced excessive rates, and 81.8% received

unwarranted additional charges.

Tim Moody, the president of the Arkansas Professional Towing and Recovery Association, which represents 761 towing companies in the state, said that in Arkansas there is no legislation dictating how much can be charged for a tow, as long as the fee is reasonable.

He said nonconsensual tows typically involve accidents where the requirements are extremely variable and cleanup times and costs are typically extensive.

He added that in instances when trucking companies feel the fees they’ve been charged are excessive, they have a remedy through the Arkansas Towing and Recovery Board (an arm of the state that is not associated with the Arkansas Professional Towing and Recovery Association). The Arkansas Towing and Recovery Board is the primary enforcement and investigative body charged with ensuring compliance with the state’s rules and statutes, and the disposition of consumer complaints, according to its website.

Source: nwaonline.com

World’s First Towing Novel Debuts in Baltimore A work of fiction about the towing industry, titled, Journey of Angels, has hit the virtual shelves of Amazon and other book selling platforms. The story draws from many true events, recreating them with fictional characters.

Towing professionals will find recovery challenges in the story, along with heroics, romance, and tragedy.

The story’s protagonist is a towing-magazine publisher and producer of an exposition that bears a resemblance to the real-life American Towman Exposition. The author, AT Armada, has written four novels. This is his first involving the towing industry.

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Philadelphia Council to Scrutinize Windshield Barnacles After complaints from motorists and an investigative report from a local media organization, Philadelphia’s city council will examine the practice of booting vehicles using a windshield barnacle.

The barnacle is suctioned to the windshield of a vehicle, thereby immobilizing it by blocking a driver’s view, and it is removed after what many would consider a hefty fine.

Motorist Theresa Rodack got “barnacled” in August and was told she would have to pay $475 upfront to A. Bob’s Towing to have it removed. Theresa paid the fee electronically and upon receiving a disconnect code, she was able to remove the device from her windshield. She received a $300 refund after she placed the barnacle in a bin in the parking lot, so, the parking fine ended up costing $175.

A spokesman for the tow company said she believed the barnacles were legal, that the signage out front of the lot was transparent.

Philadelphia City Councilman Curtis Jones, has called for hearings after the Investigative Team alerted him to the problem.

“My concern about them is that they are unauthorized by the City of Philadelphia,” said Jones.

He wants changes to the towing laws to encompass windshield barnacles.

“It’s illegal and actually unsafe,” he said.

Source: 6abc.com/

A towing novel by AT Armada is on sale at Amazon and other bookselling platforms.

AmericanTowman.com | January 2024 • 11

Road Tools Grease is the Word

LUBE-A-BOOM has introduced a new and innovative product, the LUBE-A-PIN Aerosol.

This premium 5% moly grease includes synthetic additives to make it one of the most effective lubricants offered by LUBE-A-BOOM. Formulated for heavy-duty applications on equipment, LUBE-A-PIN Aerosol can be used for lubrication in the toughest towing conditions, including wet and dirty environments, common to off-road equipment. LUBE-APIN Aerosol is specifically designed for applications where components experience high heat and high pressure, yet is tough and ver-

satile enough to be used as a general-purpose grease. In high heat and pressure situations when the base oil of the grease burns off, the moly will remain and provide protection and cushioning to the moving parts until the lubricant is reapplied. LUBE-A-PIN Aerosol also contains additives to provide rust and corrosion protection, making it a practical product to use on pins, bushings, bearings, booms, and various other tow equipment. It also comes with a straw applicator to allow the spray to be dispersed into a specific component.

lubeaboom.com

Secure Storage

tuffyproducts.com

Sway No More Sway bars, aka anti-roll bars, resist a vehicle’s tendency to pitch from side-to-side during cornering, so they improve handling and provide a more controlled towing experience. Typically easy to install, a sway bar is one of the most cost-effective and dramatic improvements that you can make to a truck chassis for towing and hauling. Hellwig offers sway bars for a wide range of vehicles, including heavy-duty pickups. These adjustable units are made of solid, heat-treated chromoly, and re-use the factory end links in the suspension. For an added upgrade, the Hellwig LP-35 Helper Spring is ideal for vehicles that consistently carry heavy loads. They sit on top of the leaf springs at the rear of your truck, and work in conjunction with the stock spring pack to effectively increase the level load rating of your truck up to the vehicle’s gross vehicle weight rating.

hellwigproducts.com 12 • January 2024 | Towman.com

Looking for a way to store valuables securely in your tow truck? Tuffy offers under-seat boxes designed specifically for late-model, Ford F-150 to F-550 truck models with Extended or Crew Cabs. These under-seat boxes install using existing OEM mounting holes, without drilling into the floorpan, and do not interfere with passenger comfort. The full-width boxes match the factory spilt-seat design, with access from either side. Chamfered front corners allow for easy access to both seat-release levers by passengers. Tuffy’s stealthy design keeps the boxes and any sensitive contents from prying eyes. Made of 16-gauge, black textured powder coated steel, these boxes feature weather seals, welded construction, and a patented locking system to deter theft. Optional foam inserts, carpeted liners, and Auto-On LED interior lighting can be added to these products for convenience and to cushion and protect the contents.

At Your Service!

The latest roadside-service option from Zip's is the new Transferable Service Body (TSB) from SpaceKap. This aerodynamic fiberglass shell slides into any full-size, light-duty pickup bed, and features full-length side doors and full-swing rear doors for quick and easy access to tools, parts, and accessories.

The SpaceKap is available in both six- and eight-foot lengths, and is also offered with or without side-access doors. This unit offers an unrivaled 320-degree access to your equipment.

The side-door opening on the eightfoot version features large dimensions, measuring 24 inches high by 84 inches wide. Combined with 40/60 rear doors, a sliding tray and/or one of the Quick Ship Packages, the TSB provides ready access to all of your equipment.

In addition, the TSB’s aerodynamic, fiberglass shell is protected by an ultraviolet-resistant gelcoat, and includes a 12-volt outlet, automatic LED lighting, and 14-inch rubber mat.

A variety of optional storage racks, both for the interior and rooftop, are available to fit just about all your roadside service needs. For instance, the roof of this particular truck is equipped with SafeAll's Traffic Commander message board to direct approaching drivers away from a roadside recovery.

Also, the CargoGlide bed tray slides out to keep everything within reach, and is strong enough to support heavy equipment, such as the new REV. This portable, EV-charging system from SafeAll is compatible with all EVs, and provides a quick, shortterm charge for several vehicles per work shift. Controlled easily through a smartphone app, the REV can provide additional revenue from the growing EV roadside-service market.

Also shown on the CargoGlide is the Guniwheel, featuring a universal-fit lug pattern designed for easier carrierbed loading of most vehicles with damaged or stolen wheels.

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Zoom In

Zips.com SafeAllProducts.com AmericanTowman.com | January 2024 • 13

TOWMAN

OF THE YEAR Geoff Nienstedt Has Led the Way to Safer Roads By the Editors of American Towman

G

eoff Nienstedt of Road Runner Towing in Schertz, Texas, is a stellar example of a towman striving to make the roadways a safer working environment, not only for himself and Road Runner towers, but for the greater industry.

His tireless efforts with highway authorities and state legislatures have paid off for everyone.

Nienstedt’s son Joshua’s truck was struck in 2015 by a heavy-duty crude tanker, even though he was well off the highway and his emergency lights were activated.

Fortunately, Joshua was not injured by the collision, but initially the sheriff’s deputy on scene claimed that Joshua was at fault; later a state trooper corrected this assessment as flat wrong, and indicated that the driver of the tanker did not follow SDMO (Slow Down Move Over) protocols.

After hearing the deputy’s erroneous report, Geoff rightly concluded that when a law enforcement officer doesn't understand the Move Over law, there’s a huge problem that needs to be addressed. Also, as the number of roadside victims continues to increase every year, he saw a clear need to change the behavior of drivers with more enforcement and stiffer penalties. To implement these key measures, he began working with STO (Southwest Towing Operators), to get the word out to a much wider audience.

Tommy Anderson of STO association points out, “Geoff got the blue lights legislation passed.

He’s out there, willing to help, on both legislation and training. He’s a mover and a shaker, not just

14 • January 2024 | Towman.com

Geoff’s “towman grit” comes through in his lobbying presentations and testimonies at State legislative hearings.

Legislators listen attentively when Geoff speaks both respectfully and directly about putting more teeth into SDMO laws.

a talker.”

Even more significant were his diligent efforts on a SDMO (Slow Down Mover Over) reform measure House Bill 898, sponsored by Texas state Representative, Lynn Stucky (R-Sanger).

Passed through strong support by the STO, along with Geoff’s energetic involvement, this bill added much stiffer penalties for violators as of September 1, 2023. Previously, there was a modest $200 fine, but now first-time offenses range from $500 to $1250, and an infraction is legally designated as a misdemeanor.

Also, for offenses occurring a second time within five years, fines increase, ranging from $1000 to $2000.

Penalties increase even more when bodily injury occurs. A recurring violation could also result in a jail sentence, suspension of license and community service (such as picking up trash on the side of the highway, so violators experience what it’s like to work alongside a roadway).

HARROWING ACCOUNTS

What helped get the attention of legislators in order to pass these stiffer penalties?

“The stories of the survivors of these accidents and the families that must carry on after a tragic death are harrowing,” Rep. Stucky said, Work the non-traffic side - Stay Safe!

adding that, “I believe by enhancing the penalties, we are taking this issue seriously in Texas. Our North Texas community each year hears a tragic story about someone who was helping a bystander killed by a reckless driver. My intent is to bring awareness to this issue and back that up with changes that will hopefully encourage drivers to be more responsible on the road.”

Geoff was instrumental in encouraging the families of fallen towmen to share accounts of their personal tragedies. Also, when presenting his case before legislators, Geoff presents himself as a professional towman, appropriately dressed in a clean uniform and a reflective safety vest. He addresses them directly and respectfully.

“He’s a very good speaker, and passionate,” Anderson points out.

“He gets a lot of respect, as he lives towing every day, and that makes

quite an impression.”

Cheri Huddleston, a legislative consultant for Hance Scarborough, LLP, and a lobbyist for STO, confirms Anderson’s observations about Geoff, and his invaluable contributions.

“In general, STO board members are very engaged, and the STO is responsible for tow-truck drivers being added to the Move-Over law,” she points out. “Geoff’s passion shines right through. He took the lead, rallying the troops to get people to the capitol for hearings, and identify people who would be the best for testimony.”

The group largely consisted of family members of fallen towmen— husbands, sons, brothers—who were struck while assisting disabled motorists.

The heartbreaking experiences of family members of tow operators killed on the roadside by reckless drivers clearly had an impact on everyone hearing these

◀

AmericanTowman.com | January 2024 • 15

traumatic accounts.

“Geoff has done a great job in putting together accounts of strike-bys,” Huddleston adds. “He really helps brings it home to legislators, to get people to pay attention.” What makes his presentations effective?

“He’s very deliberate in his testimony, and does a good job of planning and staying on message.”

Lube a boom

WIDER IMPLICATIONS

Geoff’s lobbying efforts extend beyond the State of Texas, as he’s also assisted the Oklahoma Wrecker Owners Association to help with Move Over Law reform in their state.

“I could not have been more honored when Mack Parks with Red Beards Towing called and asked if I would help,” Geoff stated. He was backed by Southwest Tow Operators at the Oklahoma State Capitol on October 26, 2023 to testify and help first responders and tow operators be safer on the roadways.

Despite his earnest efforts, however, Geoff notes that nationwide there were at least 51 struck-by deaths on the roadside in 2023, including 18 tow operators.

Figures from the recent past put tower deaths as high as 60 per year. Geoff also continues to personally encounter reckless drivers in his recovery operations, and recounted a few incidents.

At a recent rollover of a tractor-trailer, even though cones had been placed to redirect traffic, during his walk-around inspection, a car went right through the scene and over his tow cables. He had to holler at a firefighter to prevent him from getting hit by the car.

It then pulled into a nearby office parking lot, but the driver wasn’t even ticketed for this errant maneuver.

Another incident involved a tractor hanging off a bridge. Flares and cones were deployed, but cars and trucks just passed through, ignoring the obvious warnings. These types of occurrences only serve to motivate Geoff even further to intensify his safety efforts in behalf of fellow towmen.

TRAINING DAYS

In addition to speaking forthrightly with legislators, Geoff works diligently on the training side, helping out with classes on heavy towing, and teaching young operators the importance of situational awareness.

His efforts include driver education classes at TDLR (Texas Department of Licensing and Regulation) with emphasis on awareness of SDMO laws. He stresses the need for training, and the need to get more towers into TIMs courses and SHARPS 2 training.

“One of the most important things in our industry is training,” Geoff points out. He cautions them to “Be 16 • January 2024 | Towman.com

conservative. No recovery is the same.

I beat safety into them from the very beginning.” And he also tells them that even at the end of a recovery, “There’s a risk when dropping the chains down, and tripping hazards from cribbing and wire rope, so be mindful.”

And he also likes to build up their self-image: “Tow operators are woven from a different fiber,” he feels. “There are physics and arithmetic required on the fly, so don’t let anybody look at you like you’re stupid.”

One of the challenges in training towers about the hazards of their profession is the lack of accident data.

Geoff acknowledges that while we know how many people die every year, “We can’t tell you how many people are hit every year—and don’t return to the job,” he admits. “We still don’t have a single entity that’s gathering this data.”

Which partly explains Geoff’s continued persistence to bring greater awareness to SDMO laws. He’s tried PSAs (Public Service Announcements), but those have been a challenge to get aired. So, now he’s taking another tack, and will be airing a STO livestream show on both Facebook and YouTube.

Entitled “Recovery Alley,” it will cover all aspects of towing, especially SDMO laws and safety practices.

What keeps Geoff going strong?

Huddleston puts it bluntly: “He is a bulldog, with a passion to get things done, and he’s not afraid to show it.” She points out that he’s the type of person every grassroots towing organization needs, and he doesn’t let up.

“He’s the salt of the earth,” she adds. “And he’d give you the shirt off his back.”

For his going above and beyond to create a better and safer industry, Geoff Nienstedt is the 2024 Towman of the Year.

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AmericanTowman.com | January 2024 • 17

Classic Wrecker

Towman’s Best Friend Operations Editor Randall C. Resch is a retired California police officer and veteran tow business owner, manager, consultant and trainer. He writes for TowIndustryWeek. com and American Towman, is a member of the International Towing & Recovery Hall of Fame and recipient of the Dave Jones Leadership Award. Email Randy at rreschran@gmail.com.

This Ol’ 1920 Mack Bulldog Really Has Some Legs

By Randall C. Resch

N

ot often does one lay eyes on an antique tow truck that’s still running and in pristine, showquality condition, and one that represents more than a century of towing and recovery history. In a world where old

18 • January 2024 | Towman.com

iron often ends up as scrap, it’s gratifying to come across a restored, vintage wrecker that beautifully represents our industry’s rolling heritage.

This was exactly the case, though, at the recent 2023 American Towman Exposition’s Wrecker Pageant, where a 1920 Mack firetruck fitted with a tow rig made a grand entrance. Remarkably, it arrived on its own power from the Fire Museum of Maryland, located in Lutherville about 10 miles away.

In true firetruck fashion, it chugged into the massive hall’s interior, proud as could be.

“Thunderstruck!” was the crowd reaction.

Museum volunteers, Lee Smith and Tom Miller, were on hand to share this Mack’s incredible legacy. But what was it that prompted them to showcase a firetruck at our Wrecker Pageant?

“It’s the museum’s mission to give

A Day at the Museum If you’re a fan of firetrucks, the Fire Museum of Maryland is well worth a visit. On your next trip to American Towman’s Exposition in Baltimore, why not plan a side adventure to the Fire Museum of Maryland? The museum’s location is about a 15-minute drive from the convention center at Baltimore’s Inner Harbor.

This Mack still rides on original, solid-rubber tires. In over 100 years, they’ve never had a flat, nor have they ever needed to be checked for air.

visibility to a whole new audience,” Lee explained. “We thought it would be a good fit.”

Indeed—and a big hit as well, due in part to its unique mechanicals.

Before modern hydraulics were introduced to the towing and recovery industry, chain-driven winch systems were the norm, especially on heavy wreckers, but not usually on their driveline systems, as seen here in this old beauty.

Classic mechanical wreckers had the capability to work heavy recovery, even though something would likely break or let go before the wrecker stopped winching.

Back in the day, heavy rescue required some “creative rigging” for a better mechanical advantage, in contrast to today’s reliance on mostly brute strength.

Fire Museum of Maryland, 1301 York Road, Lutherville, MD 410-321-7500 https://www.firemuseummd.org

Both rear wheels are chain-driven and covered by giant, red protective covers emblazoned with classic gold striping.

BROTHERS IN ARMS

Founded in 1900, Jack and Gus Mack fittingly named their New York-based company the Mack Brothers Company. In 1905, they moved to Allentown, Pennsylvania, and changed the name to Mack Trucks, the brand that it still bears today.

◀

Work the non-traffic side - Stay Safe!

The Fire Museum of Maryland’s volunteers Lee Smith and Tom Miller showed off this 1920 Mack to our Wrecker Pageant model Fatima and a young attendee.

AmericanTowman.com | January 2024 • 19

The 40hp four-cylinder engine still runs.

A hand-crank starter turns over the engine, typical to vehicles of yesteryear.

A long and tall, non-extendable boom reaches far beyond the truck’s tailboard.

From 1916 to 1932, some 40,000 ACCD units were reportedly produced, serving the needs of both heavy trucking and the military. (Of the three different ACCD models built, Mack’s acronym “AC”, denotes the particular model, while the letters “CD” identifies the truck’s chain drive.)

One truck historian wrote that, “Mack would build 6,500 ACCD trucks for use in World War I, serving both British and American militaries.” It was then that British soldiers suitably nicknamed the truck “Bulldog,” based on its earned reputation for “durability and reliability.”

This particular truck is said to be one of eight delivered to east-coast fire departments, with the Baltimore City Fire Department ordering this one brand new in 1919. Notably, this Mack still has the equipment and features representative of the period it served. Some of the truck’s most exciting (and irreplaceable) equipment items include a brass, roofmounted, acetylene-fueled searchlight, a pair of kerosene lanterns, a forward-facing brass spotlight, and a massive brass bell. The cab features a wooden steering wheel, and a side-mounted chrome and brass fire extinguisher, along with a classic, “AhWoo-Gah” horn. Painted in classic, fire-engine red, its wooden spoked wheels are wrapped with solidrubber tires. The “bonnet” and chain-drive covers are shiny red with bright gold pinstriping, all displaying the respect, admiration, and charisma emblematic of vintage fire trucks.

While the iconic, Mack Bulldog hood ornament wouldn’t be added until Mack Trucks received its “Bulldog Patent” in 1932, preceding the Bulldog was a large, circular, “M” (for Mack). This visual identifier, also painted gold on the engine’s bonnet, unquestionably added a bit of quirkiness to the truck’s grille. Mack historians describe the first hood ornament being hand carved from a bar of soap by Alfred Fellows Masury, chief engineer at Mack Trucks to pass the time while he recovered from surgery.

SERVICE HISTORY

This ol’ bulldog has held up well for more than a century.

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Traditionally, Mack Trucks were a popular choice for truckers serving the east coast. Historians indicated that when WWI ended, the Baltimore City Fire Department ordered a new “fire wrecker” to be built on a 3.5-ton, 5.5-ton or 7.5-ton Mack chassis. Other ACCD units were built new, or were refurbished from Mack trucks being returned from military service overseas.

Serving primarily as a shop truck, this wrecker was the department’s “support rescue unit” at fire and

incident scenes when lifting objects, tactical rescue, or post-fire activities were necessary, such as pulling down walls of fire-ravaged buildings. When not deployed as a fire responder, the department’s mechanics would “flat tow” disabled fire equipment to the maintenance facility to install engines and transmissions.

“It was about this time, in 1920s era of firefighting history,” Lee points out, “that all horse-drawn apparatuses were being replaced by modern, mechanical trucks.”

Because shop records have long since been lost or misplaced the whereabouts of this Mack’s initial purchase or service records are guesstimated. As the truck has no odometer, the amount of service miles driven is unknown, but based on the lack of wear and mint condition, it appears that the Mack was rarely used. In 1932, it was reportedly replaced by an International wrecker.

crank and it cranked right over,” Lee related, even though the engine hadn’t been started in 25 years!

(Though he did have to prime the fuel cups for the engine.) That speaks volumes to the renowned reliability of Mack trucks in general.

Continuing with a walk-around of this legacy wrecker, the working end boasts one of the biggest drag winches I’ve ever seen in all my decades of towing. The faded (but original) rating plate indicated the winch is a 30,000-pounder, built in

East Boston by the Mead-Morrison Manufacturing Company.

The spool’s 200 feet of impeccably wound, one-inch wire rope is said to be original. Winch operation was simple, via a single, “clunk-in, clunkout” handle affixed to the winch on the driver’s side. Similar to winches found on fishing trawlers, located on the outward ends are large, openended “rope spools” to allow for massive lines used during rescue and winch operations. Other noticeable features of the wrecker’s business-

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MORE MECHANICALS

The truck’s, massive, squarish, four-cylinder engine displaces 471 cubic inches, and delivers a mere 40 horsepower, but enough to reach a modest top speed of 30 mph. When the Mack’s “bonnet” is opened, the truck’s radiator is not evident in the typical location. Instead, it’s mounted inside the truck’s firewall, behind the engine.

“Doing so protected it from collision damage or road debris,” Lee explains. Centered under the truck’s front bumper is a hand-crank starter, typical to cars and trucks of yesteryear. He notes that since the engine compression ratio is rather low, it’s not all that difficult to turn over the engine—as long as you use the proper hand position that won’t catch your thumb!

When getting the Fire Museum’s Mack ready a few weeks before the Wrecker Pageant, “It only took a couple of turns with the hand-held Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • 21

end are vintage snatch blocks and rotating pintle hooks.

On the deck are foundry-made, roller guides for feeding heavy ropes during recovery operations. For lifting scenarios, a long and tall, non-extendable boom reached far beyond the truck’s tailboard. Fitted to the truck’s stake side posts are a pair of long, wide oak planks, likely set in place to access the truck’s deck, or to ramp up against low-to-the-ground obstacles.

Rest assured, the Mack’s period equipment and its 103-year-old existence add huge historic value that’s rarely seen today. Perhaps this explains the 67,000 views of the video running on Facebook, along with an award of distinction from American Towman magazine. At our Wrecker Pageant’s conclusion, the Fire Museum of Maryland’s Mack ACCD placed Third winner in the Vintage Class.

“We’re honored to receive recognition,” Lee says, beaming. “Especially since it’s the first time it’s seen daylight in 25 years of storage.”

American Towman gives special thanks to Lee Smith, Tom Miller, and the Fire Museum of Maryland’s cadre of volunteers who worked so diligently to restore, care for, and display this special wrecker, along with sharing significant firefighting history.

22 • January 2024 | Towman.com

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“Superfog” Catastrophe Dealing with a Bridge Disaster in New Orleans

By George L. Nitti

T George L. Nitti has written for American Towman since 2009. He started out as a news writer and now writes a weekly feature on TowIndustryWeek.com, Tow Illustrated, which spotlights the tow truck graphics.

he morning of 10/23/23 is a day that won’t be soon forgotten in Louisiana.

On the I-55 bridge crossing, just outside of New Orleans, a horrific 168-vehicle pileup resulted in a multitude of injuries, which included eight deaths, and massive destruction to a multitude of vehicles, as well as the roadway. What caused this catastrophe? “Superfog,” a combination of dense fog and blinding smoke from outlying wildfires.

Jake’s used a rotator and lifted cars up in order to access other trucks.

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The I-55 bridge became an inferno of cars and trucks all jumbled together with several falling over the railing.

Campeaux staged three car carriers on the bridge for each one to transport two cars at a time.

RESPONDING PERSONNEL Aaron Campeaux Towing: Bubba Bernard

Michael Brennan

Aaron Campeaux

Dawson Jacob, Jr. Dawson Jacob, III Jesse Jacob

Robert Jacob James Jacob

Jakes Towing:

Bartolo Velazquez

Clint Jacob, manager

Dawn Baudoin

Chuck Jacob, consultant

Teika Dominique

Dawson Jacob, Sr.

Niklas Lockwood David Lockwood

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For Louisiana towing companies Campeaux’s Towing, and Jake’s Towing, two key players on scene, what they both saw and did was unprecedented. Both companies worked around the clock, approximately 27 hours from start to finish, to aid and rescue in the emergency response.

This included locating bodies, recovering vehicles, and ultimately cleaning up the roadway.

At around 9:00 a.m., Aaron Campeaux, owner of Aaron Campeaux Towing, was instructed to bring everything he had to the scene. His operators drove three flatbeds to the incident site, and what they saw was beyond anything they could imagine.

“You just couldn’t believe it,” exclaimed Campeaux.

“Driving on the side of the bridge, you see a tanker truck blazing, you see a car that fell off a bridge. This is something that you’ve never seen before.”

What Campeaux found on the bridge, “looked like a wreckage from 9/11. There was so much stuff mangled and people were on stretchers,

and you witnessed people who were dead,” he related.

“You never can get used to it.

It was heartbreaking.”

Campeaux noted that their flatbeds loaded one or two vehicles at a time, while several lowboy trailers were used to stack seven or eight apiece. Many of the vehicles recovered had been engulfed in flames and burnt to a crisp.

“Cars were so hot and burnt, that things were stuck to the concrete and to other cars,” Campeaux recalled.

“We needed to pry them off with our heavier-duty bed.”

Since the recovery, Campeaux added that he had to work extra long days and into the evening to tackle the immense task of paperwork involved with making sure each vehicle was accounted for.

Also on scene was Jake’s Towing, which focused on the heavy-duty recoveries with two of the company’s rotators.

They also brought forklifts, bobcats, and dumpsters.

“We were brought in to clean up the bigger messes like tractor trailers,” said recovery supervisor Clint Jacob.

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AmericanTowman.com | January 2024 • 25

A Burger King tractor-trailer’s load of fries became engulfed in flames.

Jake's handled four major recoveries in a row on scene, one that included cleaning up the charred remains a burnt-up, Burger King tractor-trailer, along with its torched contents. Another involved a load of sheetrock that needed to be separated and loaded onto a tractor trailer and a dump truck.

“Sheetrock doesn’t burn. It’s [like] chalk,” said Jacob. “The trailer melted.” He also recalled the overall difficulty of working the chaotic situation. “Cars were everywhere,” he noted. “We had to take a rotator and lift cars up in order to get to other trucks.”

At the end of the day, Jacobs noted that RESPONDING the company didn’t EQUIPMENT expect to get paid for all the time and Aaron Campeaux Towing: resources required.

2015 Kenworth 21-foot Century “We serve our 2022 Peterbilt 24-foot Century community,” he 2019 Peterbilt 21-foot Jerr-Dan explained. “We don’t want to be the bad Jakes Towing: guy known for just 2003 Peterbilt 1060 Century 60-ton rotator taking your car from 2003 Kenworth 45-ton NRC Sliding Rotator an unauthorized 2010 Peterbilt 35-ton Jerr-Dan parking space.

2005 Peterbilt Slider Trailert-200 bobcat We take care of T-200 Bobcat customers. It’s about 12,000-lb Caterpillar forklift giving back to the 2010 International Jerr-Dan tri-axle flatbed community. That’s 4 2019 Kenworth Jerr-Dan 20-ft flatbeds the image we want Peterbilt with a 35-ton Jerr-Dan under-reach to show.”

It took more than a day of harrowing recovery work to remove all the vehicles from the bridge.

26 • January 2024 | Towman.com

Vehicles were scattered all over the place, along with deceased victims.

A load of unburnable gypsum “sheetrock” sits atop its melted trailer.

Some vehicles were so badly burned they were unrecognizable and operators worked round-the-clock to recover them all.”

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AmericanTowman.com | January 2024 • 27

How It’s Made

Landoll Hauls it All Celebrating 60 Years of Innovative Trailer Production

By Steve Temple

C

elebrating its 60th anniversary, Landoll has an extensive history of manufacturing a wide variety of industrial, agricultural, earthmoving and material-handling equipment. Of particular interest to tow operators are Landoll’s Traveling Axle trailers, introduced by founder Don Landoll in 1969. This design enables easier recovery and transport of large, heavy vehicles by tilting the trailer bed on a traveling undercarriage roller system for a low loading angle. Putting 28 • January 2024 | Towman.com

The undercarriage is the heart-and-soul of the Landoll trailer, and is a complex assembly with many components.

it simply, the Landoll Traveling Axle functions like a “teeter totter,” but with trailer capacities ranging anywhere from five to 50 tons!

Over the years, Don’s one-man welding shop, located in Marysville, Kansas, grew dramatically, eventually becoming an extensive operation with 800-plus employees working in a massive facility over 960,000 square-feet in size, along with several other corporate locations.

Today, Landoll’s Trailer Division is an industry leader in traveling axle, traveling tail, detach, and container trailers. While these units are among the highest priced in the industry, Landoll’s motto is, “They won’t cost you anything—they make you money!”

Many towers confirm this statement, and point to the quality of Landoll’s construction. To verify this for ourselves, we recently visited the company’s headquarters where more than 27,000 trailers have been built since 1969. Take a journey with us to see exactly how they’ve done this, and check out the accompanying

photos showing highlights Landoll’s operations.

of

PRODUCTION PROCESS

Back in the late 1960s, the first design for the Traveling Axle trailer was sketched out on paper, but today Landoll trailer production starts with ProE computerized modeling to design the entire trailer. This includes everything from the smallest piece to the final assembly drawings for producing a finished trailer.

From there, component parts are manufactured on state-of-the-art equipment, using both human and robotic welders. Webs and flanges exceeding 40 feet in length are cut with high-definition plasma from top-quality steel produced in the USA. The beam parts are then shotblasted clean and formed to produce finished parts to match design specifications. The huge main beams, the backbones of the Landoll trailer, are welded in one of several automated beam welding machines to produce high quality

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AmericanTowman.com | January 2024 • 29

Six decades of progress includes going from paper-drawn sketches to computer designs using ProE software.

continuous welds for both aesthetics and structural integrity.

Once the main beams have been produced, the inner beams are inserted into a Landoll Precision Welding Fixture that clamps the beams to ensure straightness to within one eighth of an inch. The fixture also ensures consistent location of the the roller pockets for precise undercarriage travel after final assembly.

After the beams have been

clamped into place, the remaining components are inserted and welded into position to complete the tack-up of the trailer frame. The tacked-up frame is then moved to one of several final weld-up bays to complete the trailer frame.

The goosenecks, undercarriages, and tails for Landoll trailers are produced with a process similar to the main frames. Most of the subcomponents for these items are cut on both plate and tube lasers.

Precision tooling is used on CNC press brakes for any parts that require forming to ensure consistently produced parts. Welding stations employ 30-plus robotic welding arms, producing a wide variety of components: bumpers, ramps, tails, roller pockets, gooseneck beams, and rails and crossmembers for the undercarriage. All robotic fixtures used to produce these parts are designed on ProE software by Landoll engineers, and built by Landoll’s skilled tooling staff.

FINE FINISHING

Landoll trailer frames are then shot-blasted again to remove all remaining rust, oils, and other contaminants.

The frame is then either sent out for hot-dip galvanizing, or is powder-coated on site.

If the trailer is galvanized, the frame can be painted with an automotive-quality finish to customer specifications. Frames that are powder coated receive a base coat of zincrich primer with a topcoat of TGIC polyester powder paint. Component parts for Landoll trailers are powder coated on an automated paint line using the same primer and topcoat as on the frames.

FINAL ASSEMBLY

Landoll fabricates all frame beams in house.

30 • January 2024 | Towman.com

After the frames and components are painted or powder-coated, the trailers are ready to be assembled.

The undercarriage is the heart-

Here is a 10-meter Dual Robotic Rollover welding center in operation.

During the late 1980s Landoll designed and built a multi-deck car transport trailer to move Insurance Storage Pool cars that tow operators transported from accidents scenes.

and-soul of the Landoll trailer, and Fiberoptic lasers precisely cut parts for trailer sub-components. is a complex assembly that contains many component parts. Air lines and fittings, air tanks, grease lines, electrical harnesses, axles, ABS systems, bumpers, lights, and tires are some of the components that are installed on the undercarriage frame during this stage of the assembly.

The trailer frame is put into an overhead assembly stand where assemblers install the electrical harnesses, hydraulic lines, air lines, hydraulic cylinders, and other components that are assembled to the underside of the trailer.

Once the trailer frame and undercarriage have been through the first stage of assembly, the frame is then lifted out of the overhead assembly stand and is staged into the undercarriage assembly. Assemblers connect the hoses, harnesses, and cylinders on the undercarriage to the trailer frame. The winch, winch cable, work lights, decals, toolbox doors, and other components are then installed on the top side of the trailer.

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AmericanTowman.com | January 2024 • 31

A curing oven is used in Landoll’s powder painting process.

High-density Apitong wood is applied as decking.

QUALITY CONTROLS

The trailer is now ready for final testing to ensure that all functions of the trailer operate properly. A light check system is used to verify that the air system, ABS system, and lighting systems all function correctly and have no leaks or short circuits. The trailer is then cycled numerous times to verify that all hydraulic functions operate properly. All inspection information and serial numbers of critical components are documented on final inspection check sheets for verification and tracking purposes.

After the trailer has been functionally tested and fully inspected, the trailer moves to the wood decking station to have special-order, high-density planks installed. The wood is cut to the proper length and has treated ends to prevent splitting. The boards are then drilled and screwed down onto the cross members of the trailer. After the deck is fully fastened down, a coat of wood preservative is applied to the entire deck.

Once completed, Landoll trailers are shipped all over the U.S., and globally as well to more than 50 countries. And to think it all started with just a one-man welding shop some 60 years ago! landoll.com

32 • January 2024 | Towman.com

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AD INDEX

January 2024

Access Tools..............................................33

Landoll Corp................................................7

Santander Bank........................... Back Cover

Akins Body & Carrier Sales.........................29

Len Zermenos.......................................... 4-5

Sea Crest Insurance Agency....................W62

All American Jerr-Dan..................... N,S,M 59

Lube A Boom.............................................16

Sepson US.................................................49

AmeriDeck.................................................16

McMahon Truck Center...........................M61

Talbert Manufacturing............................. N62

Atlanta Wrecker Sales................................42

Metrcom....................................................48

TDI Repair Facility......................................17

AT ShowPlace ........................N,S,M 63, W64

Mike Keith Insurance..............................M62

Tow Industries........................................W62

Captain Recovery............................N62, M60

MIller Industries................. Inside Front Cover

Towbook......................................................9

Chevron Commercial..................................23

Mobile Control Systems..............................22

TowMate....................................................27

Crouch Wrecker & Equipment Sales...........47

New England Truck Master...................... N61

Tracked Machines......................................42

Custer Products.........................................31

NoCell Technologies...................................27

Trail King Industries...................................45

Dual-Tech Wreckers & Carriers..................34

North American Bancard............................43

USFT..........................................................23

Edgetec..................................................W61

NRC Industries................... Inside Back Cover

Utility trailer Sales Southeast...................W63

ELC Solutions.............................................50

OMG..........................................................41

We Buy Key Fobs.......................................22

Elizabeth Truck Center...............................45

Pacific General Insurance........................M60

West End Service All Road Trucks..............48

G. Stone Commercial............................... N60

Peak Wrecker Sales................................W61

Winches, Inc...........................................W63

Gunniwheel................................................17

Performance Advantage Company..............51

Wrecker Warehouse................................W59

Guttman Energy.........................................35

Progressive..................................................3

WreckWeek................................................57

ITI..............................................................39

PWOF................................................... 36-37

Zip’s AW Direct..........................................21

Jump N Carry............................................46

Quick Draw Tarpaulin System.............. N,S 61

Khasim Insurance Agency.......................W60

Safeall.......................................................32

34 • January 2024 | Towman.com

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36 • January 2024 | Towman.com

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AmericanTowman.com | January 2024 • 37

Tow Manager

Towmen face many dangers and risks at an accident site, and it’s vitally important to identify what hazardous materials might have been spilled.

Hazardous Duty Handling Hazmat Spills Safely—and Legally

By Ed Grubbs

N

obody has ever said that all recoveries are all quick and easy.

When on scene, an Incident Management Service Provider (IMSP), aka towman or tow operator, often faces serious risks. While these can include traffic hazards, physical strain, and even electrocution, among many others, let’s focus on the dangers posed by hazardous materials.

To mitigate these risks, an IMSP often undergoes safety training, and uses specialized equipment as well.

The tow operator will also follow specific protocols and guidelines to ensure the safety of everyone on scene.

State and federal regulations also mandate safety measures and procedures for an IMSP to minimize various risks. These can include 38 • January 2024 | Towman.com

requirements for reflective gear, traffic cones, warning signs, certifications, and implementing specific procedures when working on a roadside incident.

Despite precautions, invariably there will be accidents that involve dangerous substances. It is important to understand the hazardous chemicals that a towman might encounter, and how they should be handled. Equally important to understand is the Health, Safety and Environmental laws in which we operate.

JUST HOW MANY HAZARDS? To answer this question, we approached Bob Richard, former deputy associate administrator for Hazardous Materials Safety with the Department of Transportation’s

“There are over

two million shipments of hazmat every day in the U.S. Most of that cargo is moving by highway.”

PHMSA (Pipeline and Hazardous Materials Safety Administration).

“There there are over two million shipments of hazmat every day in the U.S.,” he points out. “Most of that cargo is moving by highway.” And what’s the hazmat accident rate for roadways compared with railways (which often generate far more broadcast coverage)?

According to an article published

by CBS News, which analyzed a

decade of incident data from the PHMSA, for every hazardous materials incident involving a train, there are 33 hazmat incidents involving trucks on our roadways.

Hazmat road accidents have more than doubled in the past decade and these days, encountering a spill scene is far more likely to expose hazards to a tower than any other time in history.

In 2021 alone, there were over 500,000 large truck accidents nationwide. The DOT estimates that seven percent of all trucks are carrying hazardous material.

Moreover, the cargo load is not the only thing that can be hazardous.

VOFs (Vehicle Operating Fluids) of a casualty must also be dealt with as hazardous substances and come under regulations. In addition, even more hazards are now emerging with the surge of EVs (Electric Vehicles) employing toxic electrolyte in their battery cases.

dealing with that hazard, there’s at least one major restriction that all towmen should follow. That is, the only involvement a tow operator should have is to keep everyone clear of the hazard. Also, the operator must not contact a hazmat company, or then they would become a subcontractor to the IMSP. In that case, an operator would be responsible for the fees of the hazmat company—not the insurer. The only instance where a tow operator should become directly involved with hazardous materials is when dealing

with spilled VOFs.

COMPLYING WITH THE LAW

State regulations dictate that the operator removing a casualty vehicle from an accident is the responsible party for the proper cleanup of the scene, which includes injurious substances. The Courts have upheld this statute, stating that, “Here the General Assembly was very clear in requiring the person removing the damaged vehicle shall also remove any substance resulting therefrom”

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CLASSES OF HAZARDS

The DOT defines nine different Hazard Class Groups for cargo. They are separated by distinct hazardous properties and shipping requirements: 1. Hazard Class 1 - Explosives 2. Hazard Class 2 - Gases 3. Hazard Class 3 - Flammable and Combustible Liquids 4. Hazard Class 4 - Flammable Solids 5. Hazard Class 5 - Oxidizing Substances, Organic Peroxide 6. Hazard Class 6 - Toxic Substances and Infectious Substances 7. Hazard Class 7 - Radioactive Material 8. Hazard Class 8 - Corrosives (Liquids and Solids) 9. Hazard Class 9 Miscellaneous Hazardous Materials While it’s important for tow operators to understand the hazards each class represents, unless an IMSP is fully trained and certificated in Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • 39

Authorities estimate that there are more than two million shipments of Hazmat every day, the DOT states that seven percent of all trucks are carrying Hazmat.

(132Pa.Commw. 263 PA Cmmw.1990) This decision squarely places liability on the IMSP. In most every TSA (Tow Service Agreement), this wording is found: “The tow operator and employees shall, at all times, comply with federal, state, and local laws and ordinances.”

Since an IMSP is required to perform spill cleanup services on VOFs, he or she is designated as an emergency responder, and is covered under 1910.120q HAZWOPER regulations.

To comply with the contract, an IMSP must meet Federal and State OSHA requirements, environmental and hazardous waste laws, including regulated waste disposal procedures.

HEALTH AND SAFETY MANDATES

OSHA regulations affect an IMSP in two ways. Firstly, the DOT requires that the wrecker driver must be HAZWOPER certificated to tow a placarded vehicle.

Secondly, an IMSP is an emergency responder, and is regulated under 1910.120 (e) and (q) when involved in the cleanup of an injurious substance.

Since the cleanup of VOFs is required, each IMSP driver must be 40-hour HAZWOPER certified, with a current eight-hour annual certificate.

Of particular concern is leaking gasoline, as it contains high levels of 40 • January 2024 | Towman.com

benzene, a significant cancer-causing agent. It is important to use a good vapor suppressant when responding to these types of spills.

ENVIRONMENTAL IMPACTS

Under the Federal Clean Water Act, the NPDES (National Pollution Discharge Elimination System) permit and Municipal Separate Storm Sewer System (MS4) requirements, the cleanup of potential stormwater pollution should be to the maximum extent practicable.

Stormwater pollution liability is of particular concern to State DOTs. Under the CERCLA (Comprehensive Environmental Response, Compensation, and Liability Act), a current or former property owner, as well as the facility operator, are responsible for pollution generated from their facilities, even if they were not the ones who contaminated the property. As the courts have determined that an IMSP is responsible for any secondary accidents from an improper clean-up of the traffic scene, it is imperative that these two entities must work together to maintain a safe and compliant roadway.

The tow operator must accurately assess the various types of fluids released, and also consider the volume of fluid released from all vehicles involved. This is one reason why

OSHA training is required.

During the scene assessment, environmental impacts on sensitive sites must also be evaluated. Is there a storm drain nearby? Have the fluids impacted the drain? Is there a culvert or drainage ditch close by? Have the fluids affected a field where animals graze or crops are grown? Has a waterway been contaminated? This assessment involves safety issues for both the tower and the general public. Safety comes in many forms and impacts numerous people. This constitutes yet another reason for OSHA training and annual re-qualifications.

IMPROPER WASTE DISPOSAL

Often, the proper cleanup and disposal of associated wastes generated from non-reportable releases is neglected. Proper cleanup should be in conjunction with both DOT and State objectives. Understanding the hazardous waste regulations is critical for an IMSP, as these regulations dictate everything regarding the waste generated. Improper handling of the waste includes being thrown illegally into the wrecked vehicle, tossed into the trash, or left on the roadway as “traction.”

Regulations are extremely specific regarding hazardous wastes and their classifications. Since these wastes are presumed hazardous, and the waste generator (the IMSP) typically does not run required testing or have prior knowledge of the wastes generated, the spill cleanup material should be classified and managed as hazardous.

It is the responsibility of the IMSP to classify this waste, and properly dispose of it.

SHOCKING DEVELOPMENTS

A new hazard facing tow operators is quickly developing with the emergence of EVs. Handling damaged and wrecked EVs comes with significant costs and risks.

Through a federal grant, the Energy

Security Agency (ESA) is working with IMSPs to identify and label potentially dangerous post-accident EVs while still at the scene. These suggested safety guidelines from the NHTSA and NFPA (National Fire Protection Association) have established procedures for how damaged EVs have to be managed.

Because of the lithium-ion batteries’ fire potential, even slightly damaged EVs can present a significant fire potential up to 45 days post-accident. Damaged EVs present significant risk and liability to a tower. To minimize these risks, the NFPA and NHSTA have developed interim recommendations for the safe transportation and storage of these vehicles. However, complying with these safety procedures can incur significant costs. In many cases, an IMSP cannot bill for the expenses involved in meeting these guidelines without violating their TSAs.

These hazardous waste requirements have costs associated with compliance that many TSAs do not address, or are not clear on to how recover their costs. Under various TSAs or local ordinances, a tow operator is restricted from billing for debris cleanup services (e.g., car parts), and there is no clear direction on the cleanup of VOFs.

requirements.

Every IMSP should be an active participant with their associations to clarify local TSA required cleanup of these hazards, and to implement a fee schedule to the financially responsible party. This can help to bring the IMSP’s contract with

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BILLING LEGALITIES

Typically, the release of hazardous materials is handled by a HAZMAT responder.

Clarifying that VOFs are not debris but instead “injurious substances,” and that the hazardous wastes generated from the VOF cleanups are recoverable expenses, can help an operator to meet legal

Protective gear is an absolute must for certain types of Hazmat spills.

OMG

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AmericanTowman.com | January 2024 • 41

the state or community in compliance with safety and environmental regulations.

Where do you find support? American Towman has published articles such as “Chemical Reactions: How to Handle Fluid Spills at an Accident Recovery Scene” (December 2021), “Electric Storm” (March 2023), and “The Electrical Storm, Part II (April. 2023).

Also, at American Towman’s Training Academy, we have compiled a series of “Gurus” who are focused on your growth and understanding of these and other challenges. (Or you can contact them directly: ECS, ESA, MRSS, etc.)

ONE MORE CAUTION

While hazmat spills can be significant, they are not the biggest hazard a tow operator faces on scene. The most serious danger is speeding and/or distracted drivers striking a roadside recovery and tow operator.

Spend time with your state DOT by attending a Traffic Incident Management seminar to learn how to properly secure an accident scene. Even reflective apparel can make a difference. In a recent safety study, black apparel was categorized as invisible where the safety green was visible from 752 feet. Don’t become a victim.

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Wrecker Maintenance

The Agony of Defeat Severe Consequences of Using Defeat Devices to Bypass Emissions Courtesy of the American Petroleum Institute

E

missions-control equipment on diesel trucks significantly reduces harmful nitrogen oxides (NOx) and other pollutants. Also, DEF (Diesel Exhaust Fluid) plays a significant role in these emissions systems, and requires special care (as noted in the sidebar).

Over the past several years though, there have been many legal actions taken by the EPA (Environmental Protection Agency) against companies and individuals that sell or install “defeat devices” designed to circumvent truck emissions equipment. As a result of the EPA’s National Enforcement and Compliance Initiative, hefty fines and even prison sentences were imposed on those found to be engaged in this illegal activity.

In addition, using defeat devices or removing emission system components will void the warranty on your tow truck. Franchised dealerships and other professional garages have a duty to refuse to repair these altered vehicles, and in many cases will report them to the EPA or otherwise face possible fines and legal action for aiding in the defeat of required emission control features.

Moreover, modified vehicles cannot be accepted by equipment dealers, at least not legally, as a trade-in 44 • January 2024 | Towman.com

towards new equipment, nor can they legally be sold privately.

Getting caught with a modified vehicle will not only result in fines, but also the vehicle will be placed out of service until it can be restored to original emissions system parameters.

It’s quite possible that a tampered vehicle can be seized as evidence as well and held for months, years or even forfeited during the prosecution. Imagine having a half-million-dollar wrecker seized for months or even years, all for just trying to bypass the DEF system. These severe consequences

Be sure to use API-certified DEF (Diesel Exhaust Fluid), and store it properly to avoid freezing or contamination.

would cripple if not entirely eliminate a tow business.

◀

Storage Tips for DEF Handling and storing DEF can be challenging in wintertime for drivers on the road and for those storing it in a garage or shop. Here are some points to keep in mind about DEF use and storage in cold weather: -If DEF freezes in the vehicle, do not put any additives in the tank to help it melt. DEF needs to remain pure for it to work correctly.

-In cold weather, the vehicle will generally start without an issue, as the DEF tank on the tow vehicle has a heating element that can quickly thaw the DEF. On-spec DEF is formulated to allow the fluid to thaw at the proper concentration.

-Like water, DEF will expand up to seven percent when frozen and can damage a storage tank if it is full or nearly full when it freezes. So, keep your tank somewhat less than full to elim-

inate this risk.

Beyond freezing concerns, DEF is extremely sensitive to sunlight and dirt contamination.

If you are using DEF in small jugs, make sure your vehicle’s tank can take the full quantity in the jug. Do not try to save the excess for later, as it spoils quickly once exposed to the atmosphere.

Also, when using DEF in bulk packages, such as 55-gallon drums, remember that the shelf life is fairly short, even when handled perfectly, so make sure to consume the quantity of DEF on hand within six months or less.

Since DEF availability at diesel fuel pumps is becoming much more common, that is usually the best source of fresh DEF at the lowest cost per gallon without the potential issues of on-site storage.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • 45

DEFINING DEFEAT

Even if the DEF freezes in cold weather, the tank on a tow vehicle has a heating element that can quickly thaw out the fluid.

A defeat device, as defined by the EPA, is “an auxiliary emission control device (AECD) that reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use.” The use of these devices can have the following significant implications for the environment and your business operations: • Environmental Effects: Trucks equipped with defeat devices emit higher levels of harmful pollutants like NOx and particulate matter (PM) during normal operation. This compromises air quality, especially in areas where these trucks are commonly used. Such emissions may adversely affect public health and contribute to smog formation, worsening environmental conditions.

• Regulatory Consequences: Using defeat devices on trucks violates emissions regulations in many jurisdictions.

Regulatory bodies have been cracking down on these practices, imposing substantial fines on manufacturers and operators caught using such devices. Noncompliance can lead to significant legal and financial repercussions.

• Reputation Risk: Companies using trucks with defeat devices risk damaging their reputation and ability to operate. Environmental consciousness is on the rise, and businesses seen as contributing to air pollution may face consequences for their actions that will affect the longterm viability of their operations.

LISTENING TO YOUR DEF

As noted above, DEF is an essential element of a diesel truck’s emissions system. Required for use with vehicles equipped with SCR (Selective Catalytic Reduction) system, DEF helps reduce harmful NOx emissions by breaking

◀

46 • January 2024 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • 47

down into ammonia when injected into the exhaust stream. This ammonia subsequently reacts with NOx to form harmless nitrogen and water vapor, significantly lowering emissions.

DEF contributes to improved fuel efficiency by allowing the engine to run at optimal performance levels while meeting stringent emissions standards. Use of high-quality DEF can also protect the lifespan of critical emission control components, reducing maintenance costs for tow truck operators. Using DEF licensed by the API (American Petroleum Institute) is one way to ensure that your DEF meets the high standards required by engine and vehicle manufacturers.

NEW RULE

Finalized in late 2022, a new rule from the EPA sets emissions standards and the dates for implementation.

Titled, “Control of Air Pollution from New Motor Vehicles: Heavy-Duty

48 • January 2024 | Towman.com

Engine and Vehicle Standards,” this rule-making will apply to heavyduty engines and vehicles beginning in model-year 2027. The program includes new, more stringent emissions standards that cover a wider range of heavy-duty engine operating conditions in comparison with today’s standards.

While the primary focus is on stricter emissions standards to further reduce air pollution, including pollutants that create ozone and PM, an additional crucial element of this rule is the sustainability of the equipment. The rule-making requires after-treatment equipment to meet the more stringent emissions standards for a larger portion of time of the time that these engines operate on the road.

For more information about API-certified DEF and engine oils, contact the API Engine Oil Licensing and Certification System at eolcs@api.org.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • 49

Letters to the Editor I Wish You Could Know I wish you could see the sadness of a family broken down on the side of the road, not knowing if their car is repairable, knowing that if it’s too bad, they won’t have enough money to even get back home.

I wish you could know what it’s like to be on the side of the Interstate at 3:00 in the morning, with traffic coming at you and wondering if they will merge over, or if they’re drunk and randomly aiming at you.

I wish you could comprehend the dangers of working in the middle of a snowstorm when the roads are a sheet of ice. Knowing that people are traveling too fast for the conditions, wishing you could warn them, knowing it’s only a matter of time before dispatch calls you about an accident just up the road.

I wish you knew the unique smell of burning oil on the engine of a car that is upside down in a ditch. Your mind worries about a potential fire. If the battery explodes, will it be dripping battery acid on you when you go to hook up for the roll?

I wish you could understand how it feels to go to work in the morning, after having to spend the night on standby

50 • January 2024 | Towman.com

while the highway patrol investigates a fatal hit and run.

I wish you could read my mind as I respond to a two-vehicle accident. Is this a road hazard or blockage? What is the best way to approach? What hazards await me? Is anyone trapped?

Are the people injured, or are they angry at each other, and are they going to take their frustrations out on me?

I wish you could be in the tow truck when I roll up on scene, and see the coroner lifting a body bag into his van and pulling away. Finding out a beautiful young child was thrown from the car because mom forgot to buckle her in before she ran into the store. Knowing that that mom will never hear the words, “I love you Mommy” again.

I wish you could know the frustration I feel in the cab of the tow truck or my personal vehicle when I see drivers passing on double white lines, passing on blind corners, speeding, drinking and driving—the list goes on. All the while never thinking anything will happen to them.

I wish you could know my thoughts as I tow a car back to the impound yard, knowing that as I drive, there is an officer knocking on someone’s door telling them their son or daughter won’t be coming home. Will they come and remove the personal belongings,

or is it going to be too much for them?

What am I going to say? Will God give me the right the words to help ease their pain?

I wish you could know how it feels to come home from a fatality accident where alcohol was involved. And have your 16-year-old daughter meet you at the door long enough to kiss you, and tell you she is going to the movies with a bunch of friends—hoping, praying, that she’ll be home at curfew.

I wish you could realize the physical, emotional, and mental drain, and all the missed meals and lost sleep.

Promises not kept because you needed us more, in addition to all the tragedy my eyes and heart have seen.

I wish you could know the pride and self-satisfaction of helping a person in need, being there for them in a time of crisis. Honored that they know they can call us 24/7, and knowing we will be there for them.

Unless you have lived this kind of life, you will never truly understand or appreciate who I am, who we are, or what our job really means to us—I wish you could, though.

Peggy Johnson Best Rate Towing & Repair, Inc. Belgrade, MT

Supplier Scoop Will-Burt Company Acquires Clark Masts Systems Limited

The Will-Burt Company, which designs and manufactures mobile telescoping mast, tower, and integrated trailer systems, has acquired Clark Masts Systems, LTD. Clark is known globally for their fast-erecting, high-quality, and innovative field and vehicle deployed telescopic pneumatic mast systems. First introduced in 1954

by Alec Clark, Clark Masts are highly versatile with both commercial and defense variations. Clark also offers larger telescopic pneumatic masts that can be either vehicle or field mounted, and will complement the existing Will-Burt range of pneumatic masts.

Simon Bennett, Managing Director of Clark Masts comments, “I am delighted that we were able to bring these two great companies together. We have worked as friendly competitors for years and we have a mutual admiration for one another. It pleases me to know

Work the non-traffic side - Stay Safe!

that the Clark brand will continue as part of the Will-Burt Company portfolio of world-class elevation products.”

Clark production operations will continue to be located on the Isle of Wight, England and Simon Bennett will assume the role of General Manager of the operation to assure a smooth and successful transition. The business financial and accounting functions will be merged with Will-Burt UK located in Alton, Hampshire, England. Customers and suppliers are welcome to contact either Will-Burt or Clark personnel in their region of the world to receive prompt attention.

Source: willburt.com

Prices of Aftermarket Parts Stabilizing

After years of short supply and rising costs, there are several positive indications revealing a drop in aftermarket parts prices in the second quarter of 2023 from the first quarter. These findings come from the Decisiv Vehicle Maintenance

Reporting Standards (VMRS) System Service Data Quarterly Report.

The report found that combined parts and labor costs across 25 VMRS categories were 1.3% lower in the second quarter than the first. That followed moderate increases of 0.8% in the first quarter and 0.9% in the fourth quarter of 2022.

Parts costs fell 1.6% in the second quarter, following a 0.4% decrease the quarter before. Labor costs fell 0.8%, the first decrease in four quarters. Yearover-year, combined parts and labor costs rose 5.57%, which was much less than the 15% increase of a year earlier.

This quarterly analysis of North American parts and labor costs was done in conjunction with the American Trucking Association’s TMC (Technology & Maintenance Council). The report tracks service and repair events for more than 7 million commercial assets at about 5,000 service locations.

TMC’s executive director, Robert Braswell, pointed out that the trend is

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AmericanTowman.com | January 2024 • 51

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improving after reaching its worst point during the last three quarters of 2021.

“If you compare where we are to where we were several quarters ago,” he said, “we’re finding that parts and labor costs across just about all the VRMS system categories that we track are lower.” He believes that pricing will be similar in the near-term, assuming inflation doesn’t spike and major disruptions don’t occur. Parts and labor rates should remain above pre-COVID levels until inflationary pressures diminish.

Braswell credited the improvement to several factors. One is decreased COVID-related supply chain disruptions. Manufacturers aren’t scrambling so much for parts for new trucks, making aftermarket parts more available.

Build rates and truck sales are now roughly balanced, while labor issues are mitigating. Meanwhile, truck tonnage was down 3% in July year-overyear, the fifth consecutive drop. Lower freight volumes, along with an influx of new trucks, decrease demand for service and repairs.

Four VMRS categories accounted for 60.2% of combined parts and labor costs in the second quarter: Powerplant -35.9%, exhaust systems -12.9%, cooling systems -6.1% and fuel systems -5.3%.

Price fluctuations varied according to VMRS code. Cab and sheet metal parts had the largest variance between the quarter-over-quarter and year-overyear costs. Second-quarter costs fell 8.4% but were 13.8% higher yearover-year. Air conditioning, heating, and ventilating costs rose 2.2% in the quarter but increased 15.1% year-overyear. Powerplant parts costs rose 2.9% in the second quarter and 6.3% yearover-year.

In addition, frame parts fell 5.6% on a quarterly basis and .4% year-overyear. Brake costs fell 2.2% in the quarter and .8% year-over-year. Cooling systems costs fell 1.4% in the second quarter and .2% year-over-year.

Cost variances depend on the manufacturer and are often driven by commodity-related factors or contractual agreements tied to product qualities. Heavier and bulkier items tend to have increased more. Suppliers point Work the non-traffic side - Stay Safe!

to labor, freight, steel, aluminum, and chemicals and additives as driving factors.

Sources: decisiv.com trucking.org

Focusing on the Dashboard Camera Market

According to a new report from The Insight Partners, the global dashboard camera market share will be worth $7.26 billion by 2028, at a growing CAGR of 20.1% from 2021 to 2028.

The growth of the dashboard camera market is driven by rising concern for road safety and benefits of recorded video footage in insurance claim verifications, and accident cases. Instead of relying exclusively on eyewitnesses, vehicle insurance companies can use the recorded footage as direct evidence to determine the cause of a road accident.

These camera systems are typically positioned on the dashboard or windshield. Many systems have a bidirectional recording feature that captures both the vehicle's interior and the external environments with a dual interior and exterior camera.

The footage from the dashcam also works as evidence for resolving lawsuits.

Having access to the dashcam footage helps drivers, insurance companies, and authorities analyze the situation.

Furthermore, dash cams can also function as a second line of defense against criminals. They serve as a visible deterrent and reduce the possibility of thieves stealing a vehicle if they notice the equipment installed.

A victim of car insurance fraud can show that the fraudster waved their vehicle into moving traffic, or backed into the vehicle at a stop signal to fake a rearend crash. Thus, dashcam recordings aiding in the resolution of accident cases and insurance claim verifications is boosting the dashcam camera market.

Source: theinsightpartners.com

US Fleet Tracking’s Name Change to USFT Technologies

US Fleet Tracking has announced its rebrand to USFT Technologies, prompted by continued growth, with a new divi-

sion that offers full-service fleet dispatch services. The name change reflects the company’s evolution from strictly GPS tracking into expanded fleet services such as live dispatch and service ticketing. The name change goes into effect immediately, with the new services already available to customers. These services include the comprehensive ServApp software, a mobile-friendly app that supports dispatching, estimates, customer-service, scheduling, and invoicing within one platform.

“US Fleet Tracking still exists,” notes Darrick Mathews, Vice President of Business Development and Marketing. “Technologies is a whole new business that we’ve integrated with companies to help streamline their process. We’ve added these features in response to our customers requesting additional support.”

USFT Technologies is the only major GPS tracking company still entirely based out of the United States, with company headquarters in Oklahoma City, and all tech support and dispatch services handled in-house. In addition to the new services, USFT Technologies will continue to sell GPS trackers and tracking services, radios, and Dashcams.

Source: usft.com

Ford E-Series Production Will Continue Into 2028

The Ford E-Series is one of the older nameplates in the Blue Oval lineup, and is an important commercial model in the Ford Pro lineup. Production of this model will continue at the Ohio Assembly plant until at least April 2028, according to the United Auto Workers’ new master contract with the automaker. Included with a $2.1 billion dollar investment in the Ohio Assembly plant, Ford will add a new EV van to its production line there, and it will continue to build Super Duty and medium-duty trucks there as well. Additionally, production of the Ford E-Series cutaway and stripped chassis models will continue through through April 2028, and an updated model is being developed as well.

Source: Ford.com

AmericanTowman.com | January 2024 • 53

My Baby

One American flag deserves another.

The Patriot

An ex-Navy Machinist’s Mate Builds a Flag-Waving Bus/Truck Wrecker

By Steve Temple

T

he towing industry has come a really long way since the early years of Holmes Split Booms. Innovations abound today, and the unique bus/truck configuration shown here is a prime

case in point. It was created by Richard Cass of Cass $ Sons Recovery (the dollar sign is intentional, a visual pun), based in Freehold, NJ. A former Machinist Mate who served on submarines, Richard hails

from four proud generations of U.S. Navy servicemen. Even though he served on a nuclear submarine, he worked in the non-nuclear sector, fixing everything “from toilets to telescopes,” he laughs.

Turn Back Time Upholstery gave the driver’s seat a patriotic theme as well, and the colorful steering wheel is from United Pacific truck parts.

54 • January 2024 | Towman.com

Richard’s patriotic sentiments are clearly displayed in the lettering.

“Combining both of my loves—

towing and buses—is kind of natural to me.”

The interior serves double duty as both an office and sleeping quarters as needed.

The license plates on the wall are all from Richard’s ex-Navy buddies.

Work the non-traffic side - Stay Safe!

In keeping with his six years of dedicated Navy service, Richard’s remarkable wrecker shows off his patriotic fervor as well. In addition to the hand-painted, stars-and-stripes treatment from Jimbo’s Custom, the vehicle’s signage pays tribute to all branches of the armed services, along with POW/MIA soldiers and victims of the 911 terrorist attack.

What prompted him to create this hybrid vehicle? It’s actually Richard’s fourth bus build.

“I like to build and drive different crazy [stuff],” he explains. And there was a practical reason as well.

“The truth of this bus is I bought it because I was selling my home/ shop after 15 years,” he admits, "and

needed something to move and store all my tools. The whole idea was to build something short enough, but heavy enough, to pull a trailer

◀

TECHNICAL SPECS Vehicle: 2000 International Bus Engine: 400hp International DT466E Wrecker body: B&W Fifthwheel hitch and gooseneck ball, and custom receiver, D-rings and pintle hook Custom features: starsand-stripes hand-painted and airbrushed by Jimbo’s Custom; custom hood by Greg “Pepsi Cola” Pszczola; Whalen strobe bar and Underglow lighting, Miami Star 21-inch front bumper with inlaid, hideaway emergency lights; lighting and audio by GM Dill & Son, Brandon Wolf Seat cover: Turn Back Time Upholstery

AmericanTowman.com | January 2024 • 55

The 400hp International DT466E engine has a California-spec blow-by emissions systems to keep oil or vapor from hitting the ground.

The towing end of this wrecker has a B&W Fifth-wheel hitch and gooseneck ball, along with a custom receiver, D-rings and a pintle hook.

56 • January 2024 | Towman.com

and be a sleeping/office place for when we are at the swap meets.”

A stout, 400hp International DT466E engine provides power, and is mated to an Allison 545 transmission. On his previous bus/truck projects, he attached a semi’s sleeper cab, but at the suggestion of his son Lyle, he cut an International Bus in half, and moved the back cap forward to close off the living area. What made this project go easier is the fact that Richard has been working as a school bus mechanic and tow truck driver for many years.

“So, me and the bus go way back,” he laughs. “Combining both of my loves— towing and buses—is kind of natural to me.”

Plus, it pays homage to his father, Richard Cass, Sr., who passed away several years ago. Richard relates how he was an owner/operator that drove a Peterbilt into the city every day with a 40-foot box. He always had a long-nose 359 with a 48-inch sleeper because it looked cool. This rig had hardwood floors, chrome, every gauge, and other fancy stuff imaginable that he could get his hands on.

“My dad was a complete show-truck guy who drove but never showed,” Richard recalls. Gary Dill, who’s now a surrogate father figure for Richard, lent a hand on the bus/truck’s lighting and audio.

“He told me told me to do this one for the old man.” Richard adds that he’s all about making people happy and loving the USA. In keeping with that intent, he plans to drive his colorful creation to Michigan to visit son Christopher and his family.

“So, we need to have something cool and badass when grandpa shows up for the grandkids!” he exclaims.

There’s another practical value to Richard’s rig, as he’s connected with the antique fire museum here in Allentown, NJ, close to his hometown and his heart.

He once received a call from a nearby volunteer company that needed its old 1920 firetruck transported to a fire convention, so the bus/truck and trailer were put to use for that event. So, this wrecker fulfills a love for both his community and country—and also his dad, Richard Cass, Sr.

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AmericanTowman.com | January magazine 2024 • 57

Lowdown

Shortcut to Your Cost Per Tow

By Steve Calitri

Steve Calitri Editor-in-Chief scalitri@towman.com

For those of you who have watched John Borowski’s video presentations on TowindustryWeek. com, check out the new format.

“On the Hook” has been revamped to “60 Seconds—On Point.” It’s a dramatic change that caters to internet readers and viewers who don’t want to linger too long to get to the heart of the matter. With 60 Seconds, John is succinct and to the point, hitting the nail on the head in, yes, just sixty seconds.

“Know Your Cost Per Tow” is one of the latest 60 Seconds episodes, and the viewer comes away with a simple method for calculating what a company’s cost per tow is.

John has been preaching for years that towers must know their cost per tow before they can intelligently set their rates. Otherwise, a tow boss is no better than a hunter shooting in the dark.

Certainly, there are several factors that should be considered before setting one’s rates. What are others charging for a tow: competitors, the town, highway authorities? The tow boss should be aware.

What does the boss himself think is a fair charge for the services performed, given the skills, equipment and investment needed to field that service? Fairness is a subjective quality, but it can be determined in the context of several variables. The car towed might be worth $80,000. What’s it worth to the owner that the car is retrieved in a timely and damage-free manner?

The cost of training the tow operator and paying him a living

58 • January 2024 | Towman.com

wage. Does this weigh into the consideration of rates?

The risk factors. The tow was performed on a perilous freeway, or highway. Should the motorist pay to cover that risk in any way? In inclement weather, should there be a surcharge?

The tow boss could possibly set his rates without any of these considerations, but for one: the cost per tow. Because no matter what the town or the competitor’s rates are, the training involved, or whether the rates are fair in anyone’s mind, if the rate set is lower than the cost per tow, you’ll eventually be out of business.

In John’s example given in the Legionnaire newsletter he mails to all American Towman Legion “Generals,” the company performed 12,000 tows in the year. Expenses, including payroll, totaled $1,000,000, and deposits totaled $1,200,000.

Divide the 1.2 million revenues by the 12k tows and it comes out to $100 per tow. In other words, that figure is the cost per tow. This example is fairly representative of the majority of tow operations in the U.S. If this was an accurate breakdown of numbers for your company, what rate would you set going forward?

Would you charge $100 or less per hook-up? I hope not. Instead, you might decide to have a stronger cash flow and some profit, and charge anywhere from $150 to $250 for a hook-up.

Whatever you charge, you will no longer be shooting in the dark.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • North 59

News Flash

A modular home went over the edge of a cliff, bringing out Colorado’s Mountain Recovery to bring it back up.

Colorado Tow Company Rescues Modular Home

Mountain Recovery, based in Silverthorne, Colorado, was called to rescue a modular home that toppled over a cliffside after being carried by a tractor trailer around the Thanksgiving Holiday.

While attempting to travel on a steep, icy road, the trailer jackknifed.

Owner Charlie Stubblefield said the recovery was challenging, one of the most difficult he has ever confronted,

taking nine hours.

“It was definitely top five in terms of level of difficulty,” Stubblefield said, “and it’s because you’re dealing with an oversized load. It’s 13 feet, 6 inches tall, 16 feet wide and 60 feet long.”

At first, the tow company was called out to help a semi-tractor trailer farther up the road by pulling it with one of its tow trucks. But after the company helped tow a second semi to the halfway point up the hill, that driver decided to try to make it the rest of the way on his own, even though the truck’s chains weren’t on well, Stubblefield said.

“He went for it,” Stubblefield said.

“We’re assuming he missed a gear, because when you miss a gear, you have to stop when you have that much load.

He came to a stop halfway up this incline, and just slid back, jackknifed, and then the modular home slid off the edge.”

By the next morning, Mountain Recovery had been called back to the scene to try to recover the modular

North 60 • January 2024 | Towman.com

home. The tow company briefly considered using a crane but realized that, with the Thanksgiving holiday, it would be hard to locate one big enough, Stubblefield added. Besides, he said, the outriggers legs that stabilize the crane would be too big for the narrow mountain road.

Mountain brought a couple of their rotators on scene and from there were able to retrieve the modular home.

Source: summitdaily.com

Police Officers Fired Over Repo Incident in Alabama

Three police officers were fired by the mayor of the city of Decatur, Alabama, after responding to a repossession, which resulted in the shooting death of the suspect.

Stephen Perkins, 39, was fatally shot on September 29 after officials said he “brandished a handgun” with a light “towards an officer with the Decatur Police Department,” according to the Alabama Law Enforcement Agency.

Decatur police were initially called

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AmericanTowman.com | January 2024 • North 61

to Perkins’ home after he allegedly pulled a handgun on a tow truck driver as he was attempting to repossess a vehicle at the 39-year-old’s home.

Officers arrived at the scene with the tow truck driver, which is when Perkins, “exited the residence armed with a handgun and began to threaten the tow truck driver,” according to police.

The officers claimed that they ordered the suspect to drop his weapon. However, according to the police chief, no such order was given.

“We now know the officers identified themselves as ‘police’ and ordered Mr. Perkins to ‘get on the ground’ prior to the officer firing, rather than ordering him to drop the weapon at that time, as we initially reported the morning of the shooting,” said the police chief. “That means that we also erred in stating Mr. Perkins ‘refused’ to drop his firearm prior to the shooting. I apologize for the inaccurate description of the encounter in our initial statement.”

Source: michiganchronicle.com

North 62 • January 2024 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • North 63

North 64 • January 2024 | Towman.com

Episode 33

Copyright©2021 American Towman Magazine. Characters and stories are fictitious; no resemblance to real life characters is intended.

Send your thoughts/suggestions on the Adventures to scalitri@towman.com or American Towman, 2 Overlook Dr #5, Warwick NY 10990

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • South 59

News Flash

Colorado Tow Company Rescues Modular Home

Mountain Recovery, based in Silverthorne, Colorado, was called to rescue a modular home that toppled over a cliffside after being carried by a tractor trailer around the Thanksgiving Holiday. While attempting to travel on a steep, icy road, the trailer jackknifed.

Owner Charlie Stubblefield said the recovery was challenging, one of the most difficult he has ever confronted, taking nine hours.

“It was definitely top five in terms of level of difficulty,” Stubblefield said, “and it’s because you’re dealing with an oversized load. It’s 13 feet, 6 inches tall, 16 feet wide and 60 feet long.”

At first, the tow company was called out to help a semi-tractor trailer farther up the road by pulling it with one of its tow trucks. But after the company helped tow a second semi to the halfway point up the hill, that driver decided to try to make it the rest of the way on his own, even though the truck’s chains weren’t on well, Stubblefield said.

“He went for it,” Stubblefield said.

“We’re assuming he missed a gear, because when you miss a gear, you have to stop when you have that much load. He came to a stop halfway up this incline, and just slid back, jackknifed, and then the modular home slid off the edge.”

A modular home went over the edge of a cliff, bringing out Colorado’s Mountain Recovery to bring it back up.

By the next morning, Mountain Recovery had been called back to the scene to try to recover the modular home. The tow company briefly considered using a crane but realized that, with the Thanksgiving holiday, it would be hard to locate one big enough, Stubblefield added. Besides, he said, the outriggers legs that stabilize the crane would be too big for the narrow mountain road.

Mountain brought a couple of their rotators on scene and from there were able to retrieve the modular home.

Source: summitdaily.com

Police Officers Fired Over Repo Incident in Alabama

Three police officers were fired by the mayor of the city of Decatur, Alabama, after responding to a repossession, which resulted in the shooting death of the suspect.

Stephen Perkins, 39, was fatally shot on September 29 after officials said he “brandished a handgun” with a light “towards an officer with the Decatur Police Department,” according to the Alabama Law Enforcement Agency.

Decatur police were initially called to Perkins’ home after he allegedly pulled a handgun on a tow truck driv-

South 60 • January 2024 | Towman.com

er as he was attempting to repossess a vehicle at the 39-year-old’s home.

Officers arrived at the scene with the tow truck driver, which is when Perkins, “exited the residence armed with a handgun and began to threaten the tow truck driver,” according to police.

The officers claimed that they ordered the suspect to drop his weapon. However, according to the police chief, no such order was given.

“We now know the officers identified themselves as ‘police’ and ordered Mr. Perkins to ‘get on the ground’ prior to the officer firing, rather than ordering him to drop the weapon at that time, as we initially reported the morning of the shooting,” said the police chief. “That means that we also erred in stating Mr. Perkins ‘refused’ to drop his firearm prior to the shooting. I apologize for the inaccurate description of the encounter in our initial statement.”

Source: michiganchronicle.com

Dallas Tow Truck Driver Arrested for Manslaughter

A Dallas tow truck driver was arrested for manslaughter after allegedly running over a man whose truck he was towing in Dallas.

Police said officers arrived and found 67-year-old James Smith lying in the parking lot, according to a news release.

Officers learned that Smith’s vehicle was being towed from the parking lot at the location. As it was being towed, he jumped onto the driver’s side of the vehicle, police said. Smith then fell off the vehicle and was run over, according to the release.

Smith was taken to a hospital, where he died.

The driver of the tow truck, identified as 25-year-old Roberto Padilla, was located at the Dallas Auto Pound. Police said he was arrested on a charge of manslaughter and taken to the Dallas County jail.

Source: wfaa.com

NYC to Transition HeavyDuty Fleet to Renewable Fuel

New York City Mayor Eric Adams and New York City Department of Citywide Administrative Services (DCAS) Commissioner Dawn M. Pinnock. outlined a plan that will make New York City the first city on the East Coast to transition all heavy-duty vehicles in the city’s fleet from fossil to renewable fuel.

The city’s fleet currently includes more than 12,600 on and off-road trucks and specialized equipment that operate on diesel fuel—but by the end of fiscal year 2024, they will all operate on renewable diesel.

Renewable diesel is proven to reduce carbon emissions and will replace up to 16 million gallons of fossil fuel used annually to power the city’s heavy-duty fleet, which includes garbage trucks and ambulances. After the full rollout of 16 million gallons of renewable diesel, the city will have cut 128 billion grams of carbon dioxide pollution each year.

The transition began September 2023,

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Supplier Scoop with 2.5 million gallons of renewable diesel already used across heavy-duty vehicles.

Renewable diesel biofuel fully replaces fossil diesel, ultimately protecting the environment while delivering the same quality fuel. As the city works to fully electrify its entire vehicle fleet— in line with the goals of Intro. 279-A, which Adams signed into law in October 2023—renewable diesel represents an important and immediately impactful intermediate step until viable electric models become fully available for city trucks and specialized equipment.

Currently, 20,450 city vehicles, nearly three-quarters of the entire fleet, use a cleaner type of fuel alternative, such as electric, solar, hybrid or biofuels. The city is also on-track to meet its goal of eliminating half of the fleet’s 2015 greenhouse gas emission levels by 2025, as outlined in the NYC Clean Fleet Plan.

The Adams administration is also moving swiftly to electrify the city’s fleet.

DCAS expects to operate over 5,000 electric vehicles by the end of 2023, with the number of electric vehicles in the DCAS-managed fleet increasing by 49% in fiscal year 2023. DCAS also already operates the largest electric vehicle charging network in New York state, with over 1,800 charging ports available to fleet vehicles, including fast chargers and solar carports. The department will also deploy another 500 charging ports in the next 18 months.

Adams has already taken steps to make New York City’s vehicle fleet greener and safer by transitioning 4,000 city vehicles to electric vehicles three years ahead of schedule, and winning more than $10 million in federal funding to transition nearly 1,000 more.

In addition, the Adams administration is creating the “Green Rides” program to make for-hire vehicles zero-emission or wheelchair-accessible by 2030, and adding lifesaving, active-intelligent, speed-assistance technology in hundreds of city vehicles.

AmericanTowman.com | January 2024 • South 61

South 62 • January 2024 | Towman.com

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AmericanTowman.com | January 2024 • South 63

South 64 • January 2024 | Towman.com

Episode 33

Copyright©2021 American Towman Magazine. Characters and stories are fictitious; no resemblance to real life characters is intended.

Send your thoughts/suggestions on the Adventures to scalitri@towman.com or American Towman, 2 Overlook Dr #5, Warwick NY 10990

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • Midwest 59

News Flash Colorado Tow Company Rescues Modular Home

Mountain Recovery, based in Silverthorne, Colorado, was called to rescue a modular home that toppled over a cliffside after being carried by a tractor trailer around the Thanksgiving Holiday.

While attempting to travel on a steep, icy road, the trailer jackknifed.

Owner Charlie Stubblefield said the recovery was challenging, one of the most difficult he has ever confronted, taking nine hours.

“It was definitely top five in terms of level of difficulty,” Stubblefield said, “and it’s because you’re dealing with an oversized load. It’s 13 feet, 6 inches tall, 16 feet wide and 60 feet long.”

At first, the tow company was called out to help a semi-tractor trailer farther up the road by pulling it with one of its tow trucks. But after the company helped tow a second semi to the halfway point up the hill, that driver decided to try to make it the rest of the way

◀

Midwest 60 • January 2024 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • Midwest 61

A modular home went over the edge of a cliff, bringing out Colorado’s Mountain Recovery to bring it back up.

on his own, even though the truck’s chains weren’t on well, Stubblefield said.

“He went for it,” Stubblefield said.

“We’re assuming he missed a gear, because when you miss a gear, you have to stop when you have that much load. He came to a stop halfway up this incline, and just slid back, jackknifed, and then the modular home slid off the edge.”

By the next morning, Mountain Recovery had been called back to the scene to try to recover the modular home. The tow company briefly considered using a crane but realized that, with the Thanksgiving holiday,

it would be hard to locate one big enough, Stubblefield added. Besides, he said, the outriggers legs that stabilize the crane would be too big for the narrow mountain road.

Mountain brought a couple of their rotators on scene and from there were able to retrieve the modular home.

Source: summitdaily.com

Police Officers Fired Over Repo Incident in Alabama

Three police officers were fired by the mayor of the city of Decatur, Alabama, after responding to a repossession, which resulted in the shooting death of the suspect.

Stephen Perkins, 39, was fatally shot on September 29 after officials said he “brandished a handgun” with a light “towards an officer with the Decatur Police Department,” according to the Alabama Law Enforcement Agency.

Decatur police were initially called to Perkins’ home after he allegedly

Midwest 62 • January 2024 | Towman.com

pulled a handgun on a tow truck driver as he was attempting to repossess a vehicle at the 39-year-old’s home.

Officers arrived at the scene with the tow truck driver, which is when Perkins, “exited the residence armed with a handgun and began to threaten the tow truck driver,” according to police.

The officers claimed that they ordered the suspect to drop his weapon. However, according to the police chief, no such order was given.

“We now know the officers identified themselves as ‘police’ and ordered Mr. Perkins to ‘get on the ground’ prior to the officer firing, rather than ordering him to drop the weapon at that time, as we initially reported the morning of the shooting,” said the police chief. “That means that we also erred in stating Mr. Perkins ‘refused’ to drop his firearm prior to the shooting. I apologize for the inaccurate description of the encounter in our initial statement.”

Source: michiganchronicle.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • Midwest 63

Midwest 64 • January 2024 | Towman.com

Episode 33

Copyright©2021 American Towman Magazine. Characters and stories are fictitious; no resemblance to real life characters is intended.

Send your thoughts/suggestions on the Adventures to scalitri@towman.com or American Towman, 2 Overlook Dr #5, Warwick NY 10990

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • West 59

News Flash

A modular home went over the edge of a cliff, bringing out Colorado’s Mountain Recovery to bring it back up.

Colorado Tow Company Rescues Modular Home

Mountain Recovery, based in Silverthorne, Colorado, was called to rescue a modular home that toppled over a cliffside after being carried by a tractor trailer around the Thanksgiving Holiday.

While attempting to travel on a steep, icy road, the trailer jackknifed.

Owner Charlie Stubblefield said the recovery was challenging, one of the most difficult he has ever confronted,

taking nine hours.

“It was definitely top five in terms of level of difficulty,” Stubblefield said, “and it’s because you’re dealing with an oversized load. It’s 13 feet, 6 inches tall, 16 feet wide and 60 feet long.”

At first, the tow company was called out to help a semi-tractor trailer farther up the road by pulling it with one of its tow trucks. But after the company helped tow a second semi to the halfway point up the hill, that driver decided to try to make it the rest of the way on his own, even though the truck’s chains weren’t on well, Stubblefield said.

“He went for it,” Stubblefield said.

“We’re assuming he missed a gear, because when you miss a gear, you have to stop when you have that much load.

He came to a stop halfway up this incline, and just slid back, jackknifed, and then the modular home slid off the edge.”

By the next morning, Mountain Recovery had been called back to the scene to try to recover the modular

West 60 • January 2024 | Towman.com

home. The tow company briefly considered using a crane but realized that, with the Thanksgiving holiday, it would be hard to locate one big enough, Stubblefield added. Besides, he said, the outriggers legs that stabilize the crane would be too big for the narrow mountain road.

Mountain brought a couple of their rotators on scene and from there were able to retrieve the modular home.

Source: summitdaily.com

Police Officers Fired Over Repo Incident in Alabama

Three police officers were fired by the mayor of the city of Decatur, Alabama, after responding to a repossession, which resulted in the shooting death of the suspect.

Stephen Perkins, 39, was fatally shot on September 29 after officials said he “brandished a handgun” with a light “towards an officer with the Decatur Police Department,” according to the Alabama Law Enforcement Agency.

◀

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • West 61

Decatur police were initially called to Perkins’ home after he allegedly pulled a handgun on a tow truck driver as he was attempting to repossess a vehicle at the 39-year-old’s home.

Officers arrived at the scene with the tow truck driver, which is when Perkins, “exited the residence armed with a handgun and began to threaten the tow truck driver,” according to police.

The officers claimed that they ordered the suspect to drop his weapon. However, according to the police chief, no such order was given.

“We now know the officers identified themselves as ‘police’ and ordered Mr. Perkins to ‘get on the ground’ prior to the officer firing, rather than ordering him to drop the weapon at that time, as we initially reported the morning of the shooting,” said the police chief. “That means that we also erred in stating Mr. Perkins ‘refused’ to drop his firearm prior to the shooting. I apologize for the inaccurate description of the encounter in our initial statement.”

Source: michiganchronicle.com

West 62 • January 2024 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | January 2024 • West 63

West 64 • January 2024 | Towman.com

Episode 33

Copyright©2021 American Towman Magazine. Characters and stories are fictitious; no resemblance to real life characters is intended.

Send your thoughts/suggestions on the Adventures to scalitri@towman.com or American Towman, 2 Overlook Dr #5, Warwick NY 10990