American Towman magazine - December 2021

The Road Calls

BEST

CROSS TRAINING STARS IN KENTUCKY

RECOVERY

of Show

Towman Games Handling Hazardous

Chemical Spills

Tips on

Broadening Your Business

TowIndustryWeek.com

DECEMBER 2021 AmericanTowman.com

$10

Contents

Cover Feature

Volume 45 Issue 12

December 56 2021 Trophy Truck All Lit Up!

by Steve Temple

Bob’s rig is rigged right for winning a Best of Show award.

Features

22

Be Prepared

Departments 6

The Walkaround

8

News Share

10

Tow Boss

17

Safety

34

Ad Index

46

Tow Manager

54

Towman’s Market

56

My Baby

58

Lowdown

60

Tow Engineer

65

Adventures of A.T.

A crushing recovery helped by cross training.

by Jim “Buck” Sorrenti

40

2022 Product Gateway Check out what’s new in towing products and services for 2022.

4 • December 2021 | Towman.com

First on the scene since 1977

The Walkaround The Big Bang Theory

Dennie Ortiz Publisher

The American Towman Exposition in Baltimore this past November was The Big Bang of the year. The crowds were lively as many thousands of towers were ecstatic to be back in the swing of things—especially to be back in Baltimore. It was a great show to close out the year, so a special thank you to all the towers and suppliers alike for making this one of our best!

As you look for products and services to help your business in the coming year, look no further than page 40 which features our Product Gateway. This special section gives you a glimpse of what’s new to come from towing’s top suppliers.

Of course, we have educational articles from our editors to keep your brain fed with information to keep you ahead of the game. In the competitive world of towing, owners are always looking at ways to diversify. Brian Riker discusses options from rental of heavy machinery to adding environment remediation to your business to help give you an edge.

Continuing with that same topic, contributor Ed Grubbs with much expertise in the field, covers how to handle fluid spills at an accident scene.

In our Safety department, Terry Abejuela goes on to tackle the very technical yet much needed knowledge on understanding recovery equipment ratings.

The much anticipated recovery featured in this issue illustrates the critical benefit that cross training provides in real-life scenarios. It can save lives!

Operations Randy Resch, always having safety top of mind, points out the different sources that can cause “wheel-end friction fires,” and how best to avoid them.

December’s My Baby featuring Bob’s Garage out of Ohio takes organization and color coordination to a new level with his fine-looking heavy-duty wrecker.

Happy holidays to all and stay safe out there!

Looking Ahead to the New Year Steve Temple Editor

I’d like to point to some changes in American Towman for the upcoming year, and ways that tow operators can participate in the magazine. Part of the plan is to enrich our coverage with a fun new series called “Towman’s Toy.” Feel free to submit photos of your muscle car, street rod, lowrider, classic car or even a motorcycle. (email a few sample shots and a short description to stemple@towman.com.) Another new feature series will cover vintage “Classic Wreckers” so photos of those are welcome as well.

It’s gonna be a great year!

6 • December 2021 | Towman.com

Dennie Ortiz Steve Calitri Steve Temple Randall Resch Terry Abejuela Jim “Buck” Sorrenti David Kolman John Borowski Mark Lacek Brian Riker George Nitti

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

Editorial Board Tommy Anderson Roy Carlson Debbie Collins Belinda Harris Bill Johnson Ron Mislan Kurt Wilson

Dallas, Texas Saint Paul, Minn.

Las Vegas, Nev. Greensboro, N.C. South Hadley, Mass.

Warren, N.J. Creve Coeur, Ill.

American Towman Staff Page Layout Artist Advertising Sales Mgr. Senior Account Exec.

Customer Service Subscription Manager Regional Advertising Sales iMarketing Manager ATTV Producer President

Gina Johnson Dennie Ortiz Ellen Rosengart Henri Calitri Patrice Gesner Peggy Calabrese Ryan Oser Emily Oz Steve Calitri

American Towman Media Headquarters 2 Overlook Drive, Suite 5, Warwick, NY 10990 800-732-3869 or 845-986-4546

E-Mail: Publisher Editor-In-Chief AT’S Digital Edition AT’S Website AT’S Weekly ATTV

dortiz@towman.com scalitri@towman.com itowman.com americantowman.com towindustryweek.com americantowmantv.com

Copyright ©2021 American Towman Magazine is published 12 times a year by American Towman Media, Inc.

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News Share Joyride Autos Brings on Chief Product and Technology Officer

Joyride Autos, the nation’s fastest growing online auction platform and marketplace for undervalued vehicles, today announced that it has brought on John D. Krupnik as the company’s first chief product and technology officer. Krupnik joins Joyride from Insurance Auto Auctions, where he served as chief information officer for 14 years.

“We’re the first mover in a market that historically has been overlooked, and technology innovation is going to be key to our continued success,” observed John Wicker, co-founder and CEO of Joyride. “Krupnik is a brilliant technologist with a deep understanding of the problems we’re solving for both sellers and buyers of the growing supply of undervalued vehicles—a category that has never before had a dedicated marketplace.”

Krupnik will be responsible for scaling Joyride’s technology platform, which brings the cumbersome and expensive process of running auto auctions fully online, unlocking new value for both buyers and sellers of unclaimed or aged vehicles. He will build and lead the company’s product, engineering and analytics teams.

“I’ve spent my career in the world of auto auctions,” Krupnik stated. “And I’ve never seen a moment that’s more ripe for innovation.”

He feels that he accelerated shift to e-commerce, global supply chain shortage for cars and their parts, and increased average age of vehicles on our roads have all contributed to Joyride’s remarkable early momentum.

“The opportunity to help lead the Joyride team and innovate in this underserved yet rapidly growing category was an obvious decision for me,” he explained.

Since first launching in April 2020, Joyride has already sold 30,000 vehicles on its platform. The company has successfully expanded to California, Texas, Indiana, and Nevada, and recently raised a $2 million seed round to accelerate its entry into new markets.

Man on a Mission

to Buy Tow Truck Reaches Settlement

Kermit Warren, who was planning to purchase a tow truck about a year ago, has settled his case with federal authorities. Warren had approximately $28,000 confiscated at an airport.

About a year ago, he lost his shoeshine job at a hotel in New Orleans and decided to take his life savings and fly to Ohio to get a new tow truck to go into business with his son, a New Orleans police officer.

“Unfortunately, when we got there the truck was not suitable for our job,” he said. So, money in hand, they headed home. “And then everything just went crazy for us,” he said of that day. His life savings were seized by federal agents at the airport, as agents had suspicions that the money was connected to illegal drugs. “I never expected that would happen to me because there’s no law against carrying cash,” he said.

However, according to Dan Alban of the Institute for Justice, who represented Warren, “…both TSA and DEA have a ‘see cash, seize cash’ policy

Kermit Warren (left) will have $28,000 returned to him after it was confiscated by police while he was on a trip to buy a tow truck. that they use against travelers, many innocent travelers.”

As a result of the forfeiture, hardship ensued as Warren said it was hard to pay bills and buy groceries.

On October 28, a settlement was signed and the feds say they will return his money by Thanksgiving.

Warren says he will now keep all of his money in a bank. He plans to share it with his grandchildren, church and community.

Source: wwltv.com

Community Pays Tribute to Fallen Towers Employees at Hanser’s Towing in Billings, Montana gathered on October 25, along with members of the community, to mark the one-year anniversary of fallen towers Cassie Allen and Nicholas Visser.

Last year on October 25, on a cold, snowy day, towers Nicholas Visser and William Cassie Allen were killed while responding to a broken down car on I-90 in Billings, Mt. after a driver veered off the road and hit them. To mark the one-year anniversary of their death, the community paid tribute.

Employees of Hanser’s Towing, where both towers worked, blew their horns and gave a moment of silence to remember Visser and Allen.

Kendra Visser, the widow of Nicholas Visser, said her husband was a man who genuinely loved his job

8 • December 2021 | Towman.com

because he got to help people out.

“He always just wanted to help people, and that’s why he liked tow trucking, because he got to help people that were stuck out there just trying to get back to their families,” Kendra said.

“He was funny, he made jokes, he kind of looked rough and tough, but he was really kind.”

New laws n Montana, which went into effect October 1, require drivers to slow down and pay more attention to emergency response vehicles on the side of the road.

Source: kulr8.com

News Share

Heroes Die

Ron Mislan of Bardy Farms Towing in Warren, New Jersey passed away October 25th, and Thomas ‘Bear” Murphy, 65, of Murphy Towing in Rahway, New Jersey passed away October 18th. Murphy received the American Towman Medal for heroism in 1993 and Ron Mislan received the Medal in 2011. Both put themselves at risk during roadside incidents to save the life of another.

“Both men were hardcore, career towmen,” said American Towman Magazine’s Steve Calitri. “They worked the hard streets 24/7. Both earned the respect of the police in their towns and many of the people in those communities, and Calitri explained how they did so: “Ron helped the American Towman Exposition for years doing things to make it work. He ran the Skeet Shoot for over 25 years. If we needed a wrecker pageant judge, he was there.

The last time I saw him, he brought me a cigar in Atlantic City. He was a good

Woman Shoots at Repo Men

Ron Mislan is shown here in the early days of his towing career. and loyal friend. I know he was a friend to many, as he was that rare breed of a man always offering a helping hand.

“Bear Murphy was one we would call on for the arm-wrestling match during Festival Night. His size was imposing. But he was a sweet man.”

Calitri went on, “It takes a great inner strength and humor to put up with the stress and rigors of towing year after year. Both Ron and Bear were proud towmen who had that strength.”

Tower Hit by Slumbering Truck Driver An accident involving a tractor-trailer and tow truck resulted in injuries, along with fuel and propane leaks.

A tow truck operator who was preparing to do a recovery on a disabled motor home in South Carolina was hit by a truck driver who fell asleep after 11:30 p.m. on October 15.

The motorhome overturned and was forced into the woods off the right shoulder. The tractor-trailer and the wrecker, which were badly damaged, were pushed into the wooded median.

“When he realized the collision was imminent, the tow truck operator dove to the passenger side of the vehicle, a move that spared his life,” officials said.

The driver’s side of the cab was

Work the non-traffic side - Stay Safe!

crushed. The tow truck operator had multiple injuries, but they were not lifethreatening.

The driver of the tractor-trailer was not injured. He told authorities that he had fallen asleep before the crash.

The motorhome was leaking propane and fuel, and the tractor-trailer that received breaches in the saddle tanks, was spilling diesel fuel on the highway and into the median.

Officials said it took several hours to clean up the crash site. The crash is still under investigation.

Source: wbtw.com

When a repossession company attempted to repo a car of a woman they followed to a Sunoco Gas on the border of North and South Carolina, she allegedly climbed into their car and found a firearm. Then she fired at the men, according to authorities.

Jackie Chestnut, store clerk, says she was working inside when shots rang out.

“I thought I was going to lose my life today,” Chestnut stated. “I tried to look out for my coworkers. You know, let’s get to the back. Quick thinking. I’m thankful to South of the Border security for getting here as fast as they did and for Dillon County Sheriff’s to get here as fast as they did,” Chestnut added.

There have been no reported injuries, and the woman was taken to the Dillon County Detention Center.

Source: wbtw.com

Wisconsin Senate Approves Highway Safety Zone Bill

The Wisconsin State Senate approved Assembly Bill 297, which if enacted into law, will create “Highway Responder Safety Zones” in Wisconsin.

Under the bill, these safety zones would be initiated when roadside responders—including fire, police, highway departments, EMS or towing—are present and assisting at traffic incidents. Similar to current law construction zones, fines and penalties would be increased for any distracted driving infractions while passing through such zones.

The bill greatly increases penalties for certain traffic violations within 500 feet of an authorized emergency vehicle giving a visible signal or a tow truck displaying flashing red lamps. These traffic violations include failing to follow certain traffic signs and signals, failing to follow certain orders of traffic officers, exceeding certain maximum speed limits, and driving recklessly and using a wireless phone while in one of these zones. Minimum and maximum fines are doubled and any injury to a responder is a $10,000 fine and/or nine months in prison.

AmericanTowman.com | December 2021 • 9

Tow Boss

Thinking Bigger and Broader Are You Just a Tower—or Something More?

By Brian J. Riker

Brian J. Riker is a third-generation towman, with 26 years of experience in the ditch as a tow operator, and president of Fleet Compliance Solutions. He specializes in helping navigate the complex world of federal and state transportation regulatory compliance. He can be reached at brian.riker@fleetcompliancesolutions.net

This winch truck is used to move frac tanks or other oil field equipment. Rather than having a specialized winch truck, a heavy wrecker can move frac tanks and other oil field equipment.

I

f there’s a general statement that’s true about tow companies, it’s that you can’t really generalize about them. In other words, no one size fits all towing operations. What is right for one company or region is unheard of in others. Some of this variance is due to differences in culture and regulations throughout the country. Other times it is because the tow boss simply had not thought of themselves as anything other than a tower.

Business owners of all types face increasing challenges to meet higher customer expectations, while struggling to generate the revenue necessary to higher and retain skilled workers. Additionally, overhead costs are increasing with no end in sight. Insurance rates alone are up nearly 30 percent in many markets. Considering all these different factors, the towingonly business model, once a sought-after measure of success, is no longer viable in many markets.

10 • December 2021 | Towman.com

PAST PERFORMANCE

Since the invention of the tow truck over 100 years ago, towing has been an ancillary service of the automobile repair industry.

Tow trucks were a common sight at the corner service station or body shop. Many of today’s towers began their career working at a repair shop that happened to have a tow truck or two, myself included. My dad had a Texaco station and a Gulf-branded truck stop that operated tow trucks as just one of the many services offered to help keep motorists and truckers on the road.

In the late 1980s and early 1990s tow truck services began to spin off from the traditional service station as cars became more complex and corner gas stations became instead a convenience store without any service bays. Body shops became collision repair centers, and likewise spun off their towing operations to concentrate on their core business. Now here we are a few decades later and the towing service is looking at reinventing

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itself for survival.

So, what can a tow boss do to survive, or even thrive, in today’s economy?

PITFALLS AND PUSHBACK

Some are returning to their roots and adding repairs shops, either mechanical or collision, while others are looking at specialized trucking as an option. While these are all good and often effective ideas, for many there are some pitfalls to consider. In addition, other diversification options are less obvious yet quite profitable.

Adding a mechanical or bodyrepair service when you have not offered these services previously might result in losing some of your key customers. You could encounter some pushback from shops if you run a competing service and still want their towing work. They feel—and rightfully so

12 • December 2021 | Towman.com

in some instances—that the tower or their drivers will try to steer the best jobs away from their shop and into the tower’s body shop.

Further, as vehicles become more complex, and insurancefunded repairs more predominate, the collision repair market has become less financially attractive for individual shop owners.

Consolidation is the way of the future in the repair and service market with powerhouse consolidators like Caliber Collision gobbling up the independent collision repair facilities.

For this reason, adding repair services other than a mobile mechanical service isn’t necessarily a viable means of diversification for the tow boss. Mobile repair services are in high demand, particularly in areas witnessing explosive growth of warehouses and distribution facilities or a booming construction

industry. Offering off-hours mobile preventative maintenance services is a largely untapped market that could keep your mobile technicians busy while generating top dollar during otherwise unproductive hours.

KEEP ON TRUCKIN’?

Specialized trucking is a hot market today due to the supply chain disruption, but if it will remain highly desirable is yet to be seen. Like towing, trucking has its share of challenges— especially finding and retaining qualified operators. Unlike towing though, the hours are much more predictable and desirable compared to being on-call 24/7. The equipment is often the same, as are the basic skill sets for the drivers, which helps many tow bosses make the transition into specialized hauling.

If you are already a heavy-duty towing company you likely have surplus equipment suitable for the

trucking market sitting idle for hours, even days at a time. It makes sense to use this equipment to its full potential, provided your law enforcement and other customer expectations do not suffer. It does you no good to generate revenue with a low-bed trailer hauling construction equipment if you lose your primary law enforcement contract because that trailer needed to quickly respond to a request for service was unavailable. A thorough understanding of your peak demand times and other potential conflicts is a must to allow for this type of diversification.

skills you have learned operating a towing company. There seems to be a trend of towing companies adding waste management services to their offerings. Roll-off container trucks are very similar in operation to the rollback carriers that we use to tow cars. Dumpster containers are inexpensive to own and maintain, and you can offer this service on a scheduled and emergency basis, which is a huge competitive advantage over other providers.

As the waste disposal

industry is facing consolidation, similar to the repair industry, custom services are becoming rare. I enjoyed a great working relationship with a local disposal service for years. This company would provide containers direct to the scene of any crash within minutes of my call. anytime day or night. Then one day he sold to a large national company that doesn’t answer its phone after hours, and would need many days to provide containers for

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REVENUE FROM RENTALS

Along the same lines is renting out your heavy machinery. Heavy-duty towers often have ancillary equipment such as skid steers, front-end loaders, all-terrain forklifts, power sweepers, transfer pumps and more. All this equipment is valuable to other businesses in your community, not just towing companies. Have you thought about renting it out to small general contractors or even homeowners?

It makes good sense to have an operator available with equipment rental in order to prevent damage, In addition, this arrangement could keep a skilled employee fully employed and increase revenue for your operation.

Also, provide transportation to and from the job site, the operator and all fluids/fuel in the rate and you will likely find that many smaller contractors take you up on this offer, especially if they are already towing or service customers of yours. The best part is the equipment is still available as needed. Just let them know they are getting a special rate if you need to run to a crash scene in the middle of their job. Often, they will take the lower rate or other compensation in return for being flexible.

DUMPSTER DIVING

Depending on your market you might find success with entirely new businesses that share many of the same Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 13

an emergency. Many towers across the country are probably facing this issue, and it may be time for some to consider offering roll-off container service.

CLEANING UP

Along the same lines would be vacuum truck services. In my area of Northeastern Pennsylvania, we have a healthy energy exploration industry that needs countless vacuum and dump trucks at a moments notice. Towers also are responsible for cleanup and site restoration at crash scenes, and a vacuum truck makes quick work of fluid spills, so it makes sense to add one to your fleet, especially if you are already getting a waste hauler license to offer roll-off or other disposal services.

Add in full-service environmental remediation services and you could have

14 • December 2021 | Towman.com

a thriving business capable of standing on its own which shares many of the same skills and personnel needs as your towing company. It’s also ideal for cross-training and sharing team members as demand for service shifts seasonally.

A large multi-state towing company that just added dump trucks and a concrete pumper to their fleet. This smart move allows drivers to stay busy and gainfully employed, keeps them from burning out, and ensures they will be available as needed. Think about it: in most markets dump trucks are seasonal since construction is weather dependent, and when not in the construction season we often see a spike in crashes due to weather changes. If your drivers are cross trained, then on the days the weather is too bad for construction work, they can be assets for crash

response. With the change of job tasks they also could avoid becoming bored or complacent, as each day poses different challenges.

BOTTOM LINE BASICS

Whatever path you chose, the key to successful diversification is “interoperability.” That is, start with services and businesses that are similar in nature to your core offerings so that your fundamental skill sets can cross over. Towers are experts in immediate response ,so think about offering services in your community that are needed but not currently available on an emergency basis.

Ask yourself if you have employees with other skills that are not utilized, then find out if they are interested in expanding their horizons. Oftentimes team members are excited to be challenged and recognized for their abilities beyond

the day-to-day tasks of operating a tow truck.

CHECK THE REGS

As a regulatory compliance specialist, I caution owners to research and understand the legal differences between their current towing operations and freight hauling, waste disposal, equipment rental services or the multitude of other diversification options available. While each is similar to towing, you might need additional operating authority, and state or local licenses. In addition, you will surely need to have an in-depth conversation with your insurance agent to make sure you are properly covered.

Also, include an attorney in the conversation to fully understand your exposure to risk. Consider alternate business structures or separate entities. It is common for a company with multiple service lines to structure itself as several smaller, independent, companies that lease equipment, facilities and even employees from the parent company in order to avoid risking everything should one division have a catastrophic loss. This approach is where the guidance from your attorney and a tax professional is priceless. Nothing in this article is to be construed as legal guidance, and as such you should seek the advice of qualified and competent professionals before acting upon any of the ideas contained herein.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 15

Safety

Getting Overloaded?

Understanding Recovery Equipment Ratings

By Terry Abejuela

Field Editor Terry Abejuela has 40-plus years of light-duty towing and recovery experience. He is also a light-duty Level 1 instructor for the California Tow Truck Association.

Note: Special thanks to Allstate Roadside and their commitment to tow operator safety.

AT’s Safety Focus sponsored by

I

n order to perform recovery work safely and successfully tow operators must have a good understanding of the proper use and working load limits (WLL) of the recovery equipment. Chains, hooks, synthetic straps, winches, wire ropes, shackles, recovery booms and snatch blocks all have WLL that are affected by proper use—and misuse, too.

Before you utilize any recovery equipment, make sure that you thoroughly understand how the equipment is intended to be used by the manufacturer. Improper use of the equipment may result in damage, equipment failure and injuries or fatalities.

Read all Original Equipment Manufacturer (OEM) literature on the equipment.

Unfortunately, often damage from overloading is not easily identified visually with the naked eye, and can escape detection during routine inspections, resulting in failure later on, even when the equipment is not overloaded.

Equipment manufacturers conduct testing of their equipment in order to determine a WLL. Stressing the equipment to the point of failure and using a design factor they come up with this rating.

The most common design factor used in the towing and recovery industry is 4:1.

That is, the equipment fails at four times the WLL. Make sure you know the design factor when you purchase the equipment.

Important note: the design factor is not a reserve capacity—the WLL must never be exceeded. Keep in mind that the WLL of the equipment applies to equipment that is in “as new” condition with the load applied gradually and uniformly. Avoid shock loading the equipment. It is difficult to estimate how much load is imposed on the equipment when it is shock loaded, but it can be enough to result in damage or failure of the equipment.

Work the non-traffic side - Stay Safe!

CHAIN SPECS

Steel chain is an essential piece of equipment used to perform recovery work and is available in various sizes and grades.

The most common size and grade used in light-duty towing is 5/16-inch, grade 70 Transport Chain (also called 7). Although currently not widely used in light-duty recovery, the industry is starting to lean towards the use of Alloy grade 80 or 100 for use in recovery work.

The working load limit on steel chain applies to a straight piece of chain in a vertical hitch.

A 5/16 grade 70 chain has a WLL of 4,700 pounds. If the chain is used in a choker hitch the W L L will be

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AmericanTowman.com | December 2021 • 17

reduced by approximately 20 percent or lowered to 3,760 pounds. This 20 percent reduction in WLL is when the choke angle is 120 degrees.

If the choke angle is less than 120 degrees the reduction in WLL will increase. A chain used in a basket hitch, with a 90-degree loadto-sling angle, will have a WLL of double the vertical hitch rating or 9,400 pounds. If the load-to-sling angle in a basket hitch application of the chain is less than 90 degrees the WLL will be reduced.

For instance, at a 60-degree load-to-sling angle the WLL would be reduced to 8,140 pounds. At a 45 degree angle the WLL would be reduced to 6,646 pounds. At an angle of 30 degrees the WLL would be reduce to 4,700 pounds.

There are charts available to help you make these calculations to ensure you are staying within the WLL of the equipment. Use chain that is designated for recovery work.

Do not use chains that are intended for use as tow chains or safety chains to perform recovery work.

HOOK DETAILS

Attachment hooks are used to attach the steel chain to the casualty vehicle. The most common hooks used in light-duty towing are the grab hooks. They should be the same size as the chain for proper fit, and should be rated at least as much as the chain.

The load on the hook should always be applied to the throat of the hook. Another important note: tip loading the hook will not maintain the WLL of the hook and will more likely disconnect during the recovery process.

Grab hooks that have a springloaded safety latch to ensure a positive attachment are best, in order to avoid accidental disconnect during the recovery process. If your 18 • December 2021 | Towman.com

grab hooks do not have a latch, then apply duct tape, tie wraps or mechanics’ wire to secure the grab hook to the chain. Don’t use hooks that were not designed or intended for use during recovery work such a J-hooks, T-hooks, and mini J-hooks.

Important note: the design factor is not a reserve capacity—the working load limit must never be

exceeded.

WHY SYNTHETIC?

Synthetic straps are a great tool for use during recovery operations.

A variety of different types of straps are available, such as endless loops, twin path, flat straps, twisted eyes, and multiple plies. Their materials vary as well, with nylon, polyester and Dyneema, to mention just a few of the types of fibers used.

Synthetic straps are much lighter in weight and reduce the potential for additional damage to a casualty vehicle. They are rated in the same way as chain in a vertical, choker and basket hitch. One advantage of synthetic straps is they have a rating tag attached to them that will provide the WLL in a vertical, choker and basket hitch.

The only information not provided on the tag are the WLL based on choke angle when applied as a choker hitch, and WLL based on load-to-sling angle when applied as a basket hitch. Make sure to protect the synthetic straps

from abrasion damage, and sharp objects. Depending on the type of material used in the strap you will also need to protect the strap from exposure to some chemicals and direct sunlight.

WHICH WINCH?

The maximum WLL of the winch is determined with the winch rope on the first layer of the drum. Most light-duty tow trucks are equipped with an 8,000 pounds WLL winch on the first layer.

Yet another important note: the winch rating will reduce as more layers are added on the drum. The winch WLL with a second layer of rope on the drum is 6,700 pounds, and 5,700 pounds with a third layer of the rope on the drum.

Another key factor in maintaining the WLL is the number of wraps (either left-to-right, or right-to-left) of rope on the drum.

You must maintain at least five wraps of rope around the winch drum to obtain the WLL of 8,000 pounds. The set screw holding the end of the rope to the drum is not rated for any load.

WHAT ABOUT WIRE ROPE?

The most common size and type of wire rope used on lightduty tow trucks is 3/8, 6 X 19 IPS fiber core wire rope. Which means diameter of the rope is 3/8 inches, the configuration is 6 strands with 19 wires in each strand, made of Improved Plow Steel (IPS) and utilizing a core made of fiber.

The WLL for this type of rope is 3,500 pounds. The rope must have the proper wire rope thimble and swaged termination to maintain the WLL. Temporary terminations such as a wire rope wedge socket or wire rope clamps generally will result in a reduced WLL for the rope.

In addition, wire rope will lose some of its strength during

its useful life due to surface wear and metal fatigue.

To reduce the effects of fatigue the wire ropes must not bend over sheaves or drums with a diameter too small, causing the rope to bend excessively.

There are precise recommendations from the wire rope manufacturer for the size sheave or drum to accommodate a particular rope.

Also, keep in mind that WLL applies to equipment that is in “as new” condition. And if you are using a wire rope sling, don’t forget about the type of hitch and how it effects the WLL.

SHACKLE ANGLES

When utilizing shackles, make sure the load is applied in the throat of the shackle. The WLL will be reduced if the load is applied to the shackle more than 45 degrees away from the center of the throat of the shackle.

The WLL may be reduced by 50 percent or more if the load is pulling at 90 degrees away from the center of the throat of the shackle on both sides of the shackle.

When using synthetic straps with a shackle, the strap should be on the round side of the shackle, and the winch rope hook on the pin side.

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Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 19

BOOM RATINGS

Recovery booms have a retracted and an extended rating. Most recovery booms require a minimum boom elevation to obtain the WLL. Some only need a 10-degree boom elevation, while others require a 35-degree elevation.

Most light-duty recovery booms are rated for 16,000 pounds retracted, and 4,000 pounds extended at the minimum boom elevation. There are no ratings provide for side pulling on the boom so this should be avoided.

Winching from the boom should be done from the rear of the truck.

The boom rating applies to the structural strength of the boom, not the cab and chassis the boom is mounted on.

PROPER SIZING

The most common snatch block used in light-duty recovery is a

20 • December 2021 | Towman.com

4 ton (8,000 pounds) unit with a four-inch diameter sheave. Some snatch blocks are designed for only one size of wire rope, while the sheave on others can accommodate different sizes of rope. Make sure that you are using the correct size of wire rope for the snatch block.

The snatch block should be deployed in such a way so as to allow the block to be unrestricted in movement when lining up with the pull. If the block is contacting another object, besides the attachment point in the throat of the snatch block hook, it will might cause side loading of the block or hook.

You might have a ratings label that shows a diagram of a traveling block with WLL, and a fixed block with one-half the WLL. The WLL limit of the block did not change, but the load imposed on the block changed based on how it was used.

In other words, the WLL of 8,000 pounds stayed the same, but if you are using a fixed block and the lines are parallel, a 4,000-pound line load would result in 8,000 pounds of applied load to the block.

So the load on the block would change with different line angles. A fixed block with a line load of 4,000 pounds and line angles of 90 degrees would have a block load of 5,640 pounds. As the line angle increases, the block load is reduced. There are angle multiplier charts available for calculating block loads.

In general, follow all of the above tips, and both you and your equipment won’t get overloaded.

AT’s Safety Focus sponsored by

Tri-State rigged the NRC 50/65 65-ton rotator’s wire ropes to right the upside down truck.

Jim “Buck” Sorrenti, a longtime editor of American Towman, has been our field editor for the past 10 years.

He is a freelance writer and photographer with more than 40 years of experience covering motorcycle, hot rod, truck and towing culture. He writes weekly for TowIndustryWeek.com.

Prior Training with Multiple Agencies Aids a Tense Extrication and Recovery

22 • December 2021 | Towman.com

By Jim “Buck” Sorrenti

W

hile some say knowledge is power, hands-on training is even more powerful. A case in point involved a difficult extraction of a badly injured driver from a rolled dump trailer, which required several agencies all working together on the wrecked rig.

The incident began on Monday, June 21, 2021, at approximately 10:00 a.m. Tri-State Towing was dispatched to a commercial vehicle accident to assist the Poole and Dixon (Kentucky) Fire Departments.

The incident involved a Freightliner Columbia semi-tractor hauling a 38-foot dump trailer loaded with wheat. When one of the semi’s tires blew out, the driver lost control and the truck left the roadway, causing the rig to violently flip over. The truck came to rest upside down in a ditch, still partially hung on the trailer. The driver was pinned in the crushed semi cab.

Upon arrival the Poole and Dixon Fire Departments stabilized the vehicle, established patient care, and began extrication. The passenger side door was popped and secured to an apparatus. Due to the heavy impingement on the driver’s side, the patient’s legs were pinned.

Immediately after receiving the call for assistance, Tri-State Towing responded with two 65-ton rotators and a 35-ton heavy wrecker.

Tri-State dispatched heavy operators Lance Wayne and Franklin Hammond with their 2020 and 2018 Kenworth T880s, each equipped with a NRC 50/65 65-ton rotator. Lance’s 10-year old son Luke, already a seasoned veteran of many recovery situations, was on site too.

“Luke was there to help,” he noted with pride. Going into more detail on the recovery, Lance explained that, “The fire department called us, and the owner of the truck called D&G Wrecker Service in Henderson, Kentucky.”

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Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 23

Responding Equipment NRC 50/65 65-ton rotator Century 1150 50-ton rotator

Even though the truck rolled over, the dump trailer was still partially attached, which impeded extricating the seriously injured driver from the cab.

Responding Personnel Gary Crawford, Tri-State Towing Lance and Luke Wayne, Tri-State Towing Franklin Hammond, Tri-State Towing Mark Springer, D&G Trucking Inc. (D&G Wrecker Service)

Mark Springer, the owner of D&G Wrecker Service responded in “Back in Black,” his Century 1150 50ton rotator mounted on a Peterbilt.

D&G Wrecker Service assisted with the extrication and recovery as well.

Tri-State company owner Gary Crawford, in his 2007 Peterbilt with a 35-ton NRC slider, was the first to arrive on scene. After speaking with incident commander, this unit was positioned to lift the tractor.

After creating some space between the cab and ground, the area was cribbed to capture progress, and purchase points established at the driver’s door to gain access to the driver. Freeing his legs from the dash and windshield area required spreaders, a recip saw, and a combo tool. As soon as he was extricated, the patient was then flown by a lifeflight helicopter from the scene to Evansville, Indiana, for the treatment of his leg, ankle, and potential internal injuries.

Lance and his crew then began sorting out the mangled rig.

◀

24 • December 2021 | Towman.com

Cross-training saves lives.

D&G owner Mark Springer operating his Century 1150 50-ton rotator, uprighting the trailer.

26 • December 2021 | Towman.com

He operated his NRC 50/65 65ton rotator and Mark, handling his Century 1150 50-ton rotator, uprighted and recovered the tractor and trailer. Lance towed the trailer and Mark towed the tractor to the customers facility. Lance summed up the whole recovery as a concerted operation.

“We assisted with the incident, as there were many different agencies involved, and we all worked as one team,” he recalled. Citing preparation a key element, “The cross-training program we have implemented in our area with local fire departments has helped to develop the working relationships which lead to

◀

Tri-State heavy operator Lance Wayne manned the remote control for his NRC 50/65 65-ton rotator.

successful extrications like this one. Cross-training saves lives.”

Lance’s advice: “If you are in the fire service, you need to cross-train with your heavy wrecker services.” He points out that they are a tool in the tool box, be it for trench, grain bin or structural collapses, and vehicle rescues.

“The time to meet is during training—not wait until something like this happens,” he warns. Which all comes down to being prepared.

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28 • December 2021 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 29

About Tri-State Towing and Recovery Tri-State Towing and Recovery, based in Evansville, Indiana started as Rideout’s Service Center in Henderson, Kentucky.

The firm has been serving this region for over 35 years. With locations in Evansville, Indiana and Henderson, Kentucky, Tri-State covers a large area and provides a variety of services. At its Henderson location, the company offers fullservice automotive repair and maintenance on all makes and models, both foreign and domestic.

Gary Crawford owns Tri-State, Eric Crawford is the company’s General Manager and Terry Hailman is the Evansville Manager. They have a large fleet of trucks and equipment and also provide a 24-hour environmental incident response team equipped for hazardous materials clean-up.

About D&G Wrecker Service Mark Springer is the president and owner of D&G Trucking Inc. (D&G Wrecker Service), based in Henderson, Kentucky.

D&G, established in 1971, is a large company with 50-plus trucks. They handle all kinds of cargo hauling, including general freight, machinery, large objects, farm supplies, grain, feed, hay, live chickens, commodities, dry bulk, beverages, paper products, chemicals, and even hazardous materials.

And of course the firm offers heavy-duty towing and recovery in the Illinois, Indiana and Kentucky tristate area.

Find us on Facebook Read more towing news at towman.com

30 • December 2021 | Towman.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 31

News Flash Tower Killed Changing Flat Tire

In Ellicott City, Maryland, a tower who was changing a tire on the side of I-70 died after he was hit by a car on October 28, said Maryland State Police. Working as a contractor for AAA, Muhammad Shehzad, 38, was wearing reflective clothing, and also had emergency vehicle lights and hazard lights activated on his vehicle, when he was hit.

State Police said they believe a driver, 77-year-old Peter Blakemore, went onto the shoulder of the highway, hitting the AAA vehicle and Shehzad. The driver’s vehicle continued off the right side of the highway, up an over an embankment, and into a tree, state police said. State police said charges are pending in connection to Shehzad’s death.

32 • December 2021 | Towman.com

Commenting on the tragedy, Richard G. Towner, Jr., vice-president of Roadside Assistance and Approved Auto Repair for AAA Club Alliance, said, “We are saddened to learn of the tragic loss of our contracted AAA tow truck driver, Muhammad Shehzad, who was on the side of the road doing his job, changing a member’s tire.

“Our hearts go out to his family and others in the towing community who help people every day,” he added. We are grateful for Muhammad Shehzad’s service as a first responder. His tragic death highlights the dangers roadside workers face daily. As drivers, we all need an awareness of those working on the side of the road and act to create a safe space for them by moving over a lane —when we safely can –to prevent possible tragedies.”

Source: patch.com

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 33

AD INDEX Akins Body & Carrier Sales.........................51 American Safety & Supply..........................33 AmeriDeck.................................................15 Anchor Graphics........................................33 Atlanta Wrecker Sales................................28 AutoReturn...................................................3 Captain Recovery...............................M, S 61 Chevron Commerical..................................52 Crouch’s Wrecker & Equip. Sales................27 Custer Products.........................................50 Dual-Tech Wreckers & Carriers...................12 Dynamic Towing Equipment.......................21 Edgetec.................................................W 64 Elizabeth Truck Center................................36 Fayetteville Ford.........................................33 GM Consultants..........................................37 G.Stone Commerical.............................. N 61 Hale Trailer Brake & Wheel..................... N 59 Hino Trucks................................................68 IAA.............................................................49 i Buy Remotes........................................ N 63 Intek Leasing.............................................50 ITI..............................................................23

34 • December 2021 | Towman.com

December 2021

Jerr-Dan Corp..............................................2 Joyride......................................................31 Kalyn Siebert.............................................32 Len Zermenos............................................37 Lodar USA..................................................30 Lynch Truck Centers...................................53 Maryland Carrier & Wrecker................... N 64 Matheny Towing Equipment........................47 Matjack Jumbo Safelift..............................20 McMahon Truck Center..........................M 59 Metrocom..................................................32 Miller Industries.........................................11 Mobile Control Systems..............................48 Mobile Video Computing.............................31 New England Truckmaster...................... N 64 North American Bancard............................25 Nottingham Insurance............................ N 63 OMG Tow Marketing...................................14 Pacific General Insurance.......................M 63 Peak Wrecker Sales...............................W 59 Performance Advantage Company..............67 PWOF.........................................................35 Quick Draw Tarpaulin System.....................19

Recovery Billing Unlimited..........................48 RimSling....................................................28 SafeAll Products.........................................24 Sea Crest Insurance Agency...................W 61 Sierra Pacific Insurance..........................W 59 Smyrna Truck & Cargo...............................34 Steck Mfg. Co............................................30 Talbert Mfg................................................19 Towbook Management Software...................7 Tow Brokers Insurance........................... S 59 Tow Industries.......................................W 63 TowMate....................................................29 Trail King Industries...................................29 TTSA......................................................W 63 Ultra-Built..................................................52 Utility Trailer Sales S.E. TX......................W 62 Warn Industries............................................5 West End Service.......................................26 Will-Burt Company.....................................23 Winches Inc...........................................W 64 Zacklift International..................................15 Zip/s/AW Direct....................................13, 16

TOWMAN GAMES Rebounds

T

he Towman Games emerged with several winners in Cleveland from Triathlon and Pageant of Champions competitions.

Billed as Mid-America’s Tow Show, the exhibit hall inside the Huntington Convention Center hosted diverse activity, ranging from and light and heavy duty training exercises, with cars, tractor trailers and tankers, skill tests (the Games), music, feast, and supplier exhibits. After a light showing of tow operators on Friday, the show rebounded on Saturday with eight times the number of attendees.

Towman Games had been postponed from 2020 June dates due to Covid restrictions on gatherings in Ohio, and then again in 2021, from June to October dates. But there was a upbeat ending to the delays.

“Saturday’s turnout was promising,” noted Doc

36 • December 2021 | Towman.com

Calitri, president of AT Expo Corp., “But going forward, Towman Games will need dates with some time-distance from other American Towman shows, wherever the event is held.”

Pandemic issues forced American Towman to reschedule its four shows into a tight run of four successive months.

A&M Towing took home trophies for both the Working Class and the Heavy Duty Tandem Axle rigs.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 37

PAGEANT OF CHAMPIONS

Winners

SERVICE & SUPPORT CLASS CANTON TOWING/THINGS TO MOVE 2012 Peterbilt 388 Heavy Haul Tractor Canton, OH

LIGHT DUTY PRE 2020 CLASS

BUD’S TOWING & RECOVERY 2000 Ford F350/Renegade 408 Cortland, OH

CAR CARRIER CLASS BUD’S TOWING & RECOVERY

2018 Ford F550/Chevron Series 10 Cortland, OH

MEDIUM DUTY CLASS BUD’S TOWING & RECOVERY 2003 Ford F650/Chevron 614 Cortland, OH

38 • December 2021 | Towman.com

HEAVY DUTY TANDEM AXLE CLASS A&M TOWING

2016 Kenworth T880/ Century 7035 with Sidepuller Girard, OH

ROTATOR CLASS PRIORITY TOWING

2020 Kenworth T880/ Century 1135 Batavia, IL

BEST WORKING CLASS A&M TOWING/UTSINGER’S 1993 Freightliner FLD/ NRC Detachable Girard, OH

BEST OF SHOW BOB’S GARAGE

2021 Peterbilt 385/ Jerrdan50 Ton Painsville, OH

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 39

2022 Product

SHOWCASE

Check out what these participating suppliers have to offer in the coming year

Advertorial section includes participating display advertisers from this issue

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American Safety & Supply 800-472-3892 americansafetysupply.com

Rechargeable LED, Cap-Mounted Light, 4 LED Light-Modes, 90-Degree Tilt, 2.5-Hour RunTime, Water, Impact Resistant, Clips to brim of Hat, Item # 0015.

AtlantaWrecker.com

Jerr-Dan’s #1 Sales Leader For Over 15 Years.

We Carry All Brands of Trucks with Jerr-Dan Beds. We Specialize in Great Deals and Great Prices.

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Crouch’s Wrecker & Equip. Sales 800-628-5212 CrouchTowTrucks.com

With locations in Tennessee and Florida providing the full lineup of Miller Industries towing equipment. Our sales, service and parts teams are here for you!

40 • December 2021 | Towman.com

Akins Body & Carrier Sales 770-867-9136 AkinsOnline.com

We sell Chevron, Vulcan, and Century products on Ford, Ram, International, Peterbilt, Kenworth, and Hino chassis.

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AmeriDeck™ 866-890-2311

Anchor Graphics 972-422-4300

The AmeriDeck™ In-Bed Hydraulic Lift System is the smart bolt-on solution to increase the versatility and utilization of your full-size pick-up truck.

New from Anchor Graphics is just about any signage you need during the COVID-19 pandemic to keep employees and customers aware of social distancing requirements & more.

AmeriDeckProducts.com

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Atlanta Wrecker Sales 888-432-0097

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AutoReturn 888-501-5385 AutoReturn.com

Need stability during unstable times? AutoReturn is the answer. We are committed to helping towers increase business, manage operations more efficiently and deliver the best service.

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Custer Products 800-490-3158 custerproducts.com

Custer wireless lights are: *Proudly made in the USA. *Contains auto-grade circuitry. *Individually serialized to prevent crosstalk and protect against theft.

AnchorGraphics.com

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Chevron Commercial 800-443-5778 ChevronCommercial.com

Your one stop shop for Chevron and Vulcan Car Carriers, wreckers & parts. We are the eye candy of the Industry!

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Deep South Wrecker Sales 404-569-4723 DeepSouthWreckerSales.com

Deep South Wrecker Sales is the leader in Medium Duty Towing Equipment. We are the Nation’s Premiere distributor for Dual Tech and Dynamic Towing Equipment

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Dual-Tech Wreckers & Carriers 800-852-0345 Dual-TechInc.com

2022 Product

SHOWCASE

Dual-Tech manufactures a full line of quality, low profile, towing and recovery equipment.

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Edge Truck Equip. Center

Elizabeth Truck Center 908-355-8800 ext. 424

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Dynamic Tow Equip. & Mfg. 800-831-9299 DynamicTow.com

The Python has a reach of 82”, 25” of power/ neg tilt 8,000 lb tow rating. Customers asked for a unit that lifts faster, higher & provides better weight transfer.

214-742-5221• 423-827-2901 EdgetecTX.com Your full-service Miller distributor in Texas. We offer an extensive parts department with fast shipping and a knowledgeable staff, service department that work on all makes and models and a large selection of new and used Wreckers & Carriers.

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G. Stone Commercial 802-388-9599 GStoneCommercial.com

Full line of Century and Kilar wreckers and rollbacks in stock. We also offer a great selection of used trucks. We take anything in trade!

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IAAI.com Join the IAA Tow Network-work whenever, wherever. Inbound and outbound towers needed at locations nationwide! Competitive rates offered.

Work the non-traffic side - Stay Safe!

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Hale Trailer Brake & Wheel 800-232-6535

i Buy Remotes 800-692-1898

Faymonville MegaMax with steerable axles built for the US market. 50-Ton trailer extends to 42’ and has a deck height of 14”.

Bring us your used remotes for some quick cash! Family owned, and we pay more than our competition.

HaleTrailer.com

ibuyremotes.com

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IAA

ElizabethTruckCenter.com/Tow-Sales A full line Miller Industries dealer building towing equipment for the discernible towing company. Call us to build a truck to suit your individual needs.

Intek Truck & Equipment Leasing 973-403-7788 IntekLeasing.com

Financing new and used tow trucks and equipment since 1986. Home of the original 10-Year Lease Financing program for rotators and heavy wreckers.

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ITI Skates

SkatesITI.com Made from extruded recycled plastic, ITI skates are designed to move heavy objects across most surfaces, including asphalt, concrete and gravel. See them in action at SkatesITI.com.

AmericanTowman.com | December 2021 • 41

2022 Product

SHOWCASE Pa See ge 31

Joyride 888-294-0999 joyrideautos.com

Joyride is the industry-leading online auction platform that makes it easy to buy and sell unclaimed vehicles.

Kalyn Siebert 800-525-9689 KalynSiebert.com

The VersaMAXX™ and VersaMAXX-EXT™ are designed to deliver coast-to-coast versatility, performance and strength!

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Lodar USA 888-685-6327

Lynch Truck Centers 708-233-1112

Use the wrecker industry’s standard for wireless control. Lodar keeps your people and equipment safe up to 1,000 feet away.

We carry the full line of Miller Industries products. The finest towing equipment available.

The right equipment at the right price, right away.

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Matheny Towing Equipment 844-MATHENY MathenyMotors.com

An extensive selection of Miller Industries equipment and a family owned legacy of customer service. Come experience the Matheny difference.

42 • December 2021 | Towman.com

Jerr-Dan 800-926-9666 Jerr-Dan.com

Built for strength and performance, Jerr-Dan’s updated JD25 Heavy Duty Integrated Wrecker features a 50,000 lb., 2-stage boom, corrosion resistant body and a 3-stage underlift.

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Lodarusa.com

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LynchChicago.com

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Len Zermenos 330-323-5165 LenZermenos.com

The ZERMENOS family would like to sincerely thank all of our tow family’s for your support.

Wishing you a MERRY CHRISTMAS & HAPPY NEW YEAR.

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Maryland Carrier & Wrecker Sales 410-291-1739 MDCarrierWrecker.com

Your one-stop shop for Jerr-Dan parts along with quality lighting from TowMate, Federal Signal, and Maxxima, and equipment from AllGrip, B/A Products and Access Tools.

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Matjack Jumbo Safelift

McMahon Truck Center 614-252-3111

Our full duplex headsets are a convenient way for your team to communicate. Voice activated and no base unit or additional equipment required

Exclusive from MTC, Beautiful, aerodynamic Volvo VNR64300 teamed w/rugged Jerr-Dan 15 ton LPT perfect combination of driver friendly operation, best in class safety w/48” deck height.

800-827-3755 • 317-359-3078 matjack.com

MTCColumbus.com

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Metrocom 212-532-7400

metrocomradio.com

Connect drivers instantly using Motorola’s TLK series two-way radios, combining nationwide cellular coverage with the ease of push-to-talk.

GPS and clear audio communication.

2022 Product

SHOWCASE Pa See ge 48

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Miller Industries 800-292-0330

Mobile Control Systems 800-680-4455

Mobile Video Computing Solutions 248-817-6720 Ext. 1001

The world leader in towing and recovery equipment with brands Century, Vulcan, Chevron, and Holmes. Most versatile lineup of light-duty, car carrier, and heavy-duty wreckers and rotators.

Our line of wireless hydraulic control is the easiest to install and operate and includes our Lifetime Warranty. American made and proud to serve the Towing community!

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millerind.com

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New England Truckmaster 800-481-0501 NETruckMaster.com

The dual hole design by Miller Industries provides added versatility with an inside and outside position to receive towing forks on both sides of the crossbar.

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Pacific General Insurance Agency 800-888-0545

TowTruckInsuranceusa.com Providing insurance for tow trucks, repair, salvage and repossession since 1977.

Work the non-traffic side - Stay Safe!

MobileControlSystems.com

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mvcsol.com

Mobile Video Computing Solutions is the towing solutions company featuring HD mobile video recording & audio, 4g live streaming, software, apps and cloud access.

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Nottingham Insurance 610-283-2614

OMG Tow Marketing 800-789-4619

Towing Insurance Specialists Licensed in Every State Available 24/7 Just Like You! Call us at 610-283-2614.

OMG Tow Marketing’s programs help you get more cash calls by getting your business found higher on Google. Call to learn more.

nottinghaminsurance.com

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Peak Wrecker Sales 210-661-4592 PeakWrecker.com

Offering a complete line of towing and recovery equipment from Miller Industries along with Trail-Eze Sliding Axle and RGN Bus Trailers.

omgtowmarketing.com

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Performance Advantage Company 888-514-0083 pactoolmounts.com

Look for PAC’s new fire extinguisher 1 cylinder mount available now thought PAC or your nearest PAC dealer

AmericanTowman.com | December 2021 • 43

2022 Product

SHOWCASE Pa See ge 28

RimSLing

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SafeAll

RimSling.com

Lightweight, compact and flexible, RimSling synthetic slings have proven themselves superior to traditional lifting and rigging methods. Learn more at RimSling.com.

SafeAllProducts.com When safety matters most, choose SafeAll products for durability and reliability. We are committed to delivering innovative solutions to the towing industry. Learn more at SafeAllProducts.com.

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Sierra Pacific Insurance 888-386-6322 sierrapacificagency.com

Sierra Pacific is a premier insurance brokerage that specializes in commercial auto needs; on-hook, cargo, garage keepers, garage liability, workers comp and all related to the tow industry.

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Talbert Manufacturing 800-348-5232 TalbertMfg.com

Talbert Manufacturing’s 60CC/55SA-LD with a 60-ton rating in half the deck length has an 18” loaded deck height – two inches lower than competitive lowboys.

44 • December 2021 | Towman.com

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Quick Draw Tarpaulin Systems 800-266-8277 quickdrawtarps.com

Industry Leader in retractable tarp covers.

Quick & easy open & close. Protect and conceal contents. Customizable with Graphics & Logo.

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Sea Crest Insurance Agency 800-337-5900 SeaCrestInsurance.com

Sea Crest Insurance Agency has been in business for over 30 years, providing service for companies all over Southern California!

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Smyrna Truck & Cargo 844-444-1905 SmyrnaTruck.com

We are a Miller Distributor located in Milledgeville, Georgia specializing in sales, service and parts.

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Steck Manufacturing Co. 937-222-0062 SteckMfg.com

4th Wheel Loader allows drivers to safely load & secure vehicles up to 5 tons with busted ball joints, lost or locked wheels on their roll back wreckers.

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Tow Industries 888-675-0364 TowIndustries.com

Southern California’s most reputable tow truck dealership offering new tow trucks from medium to heavy duty, preowned recovery trucks and parts and services.

Towbook Management Software 810-320-5063 Towbook.com

The towing/roadside industry’s leading cloud-based software! Manage police, PPI, insurance, private/cash calls, and more! Mobile apps for iPhone/Android. Free 24/7/365 Support. 30-Day Free Trial!

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TowMate 800-680-4455 towmate.com

The TM36XR is our newest generation of Light Bars. Featuring an extended runtime internal Lithium Power Cell and simple Plug-N-Play operation. Made In The USA!

2022 Product

SHOWCASE

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Trail King Industries 800-834-3324 trailking.com/tksa

Cycling from transport to loading and back in just 61seconds, the Trail King Sliding Axle is engineered for speed! Fastest in the industry!

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Utility Trailer 713-821-6300

Ultra Built Mfg. 405-313-4948 Ultra Built Mfg was formed to meet the need for off-road recovery equipment (skid steer winchbox ) we have 3 models to meet your specific needs.

UtilityTrailers.com

Utility Trailer Sales Southeast Texas, Inc. is proud to be an authorized dealer for ALL Landoll products. 10 locations in Texas.

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NAP Warn Industries 800-543-9276 Warn.com

Warn industrial winches help you do your job safely, quickly and efficiently. With the best warranty in the business, choose Warn for your towing applications.

West End Service 800-425-4455

Will-Burt Company 330-684-4000

2022 Wh Pete Century 1150, Cummins x15, 565HP,18-speed, manual tri-axle Century 9055, 3-stage, 50 ton integrated wrecker coach low rider. Dual 50k winches, 180” body with 48” saddle box.

Night Scan HDT light towers and scene lighting keep you and your crew safe at night and can make you more money!

WestEndService.com

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Winches Inc. 877-495-9721 WinchesInc.com

For nearly 40 years Winches Inc. has provided the highest level of sales and services. Contact us today for all your winch needs.

Work the non-traffic side - Stay Safe!

NightScan.com

Pa

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Zacklift International 844-Zacklift Zacklift.com

The Zacklift EZTOW is a fleet workhorse that will continue to get the job done and save you money for years to come. Call today!

6

Zip’s / AW Direct 800-222-6047 Zips.com

Find quality and value with Zip’s products.

Our lineup caters to the towing and recovery, transportation, construction and municipality markets. Visit Zips.com to learn more.

AmericanTowman.com | December 2021 • 45

Tow Manager

Chemical Reactions

How to Handle Fluid Spills at an Accident Recovery Scene

By Ed Grubbs

I

t’s late, you get the call involving a commercial truck and car accident.

When you get there, you find law enforcement and fire already on scene. Law enforcement is collecting information and evidence. The fire department is involved with scene safety then turn their attention to emergency medical for the injured. You assess the scene and prepare for your work which includes recovering/towing the vehicles, removing any debris, and then cleaning up the fluids at the accident scene. Traffic is beginning to pile up, so you feel some pressure to get the road open, and a mounting inclination to take shortcuts— don’t!

Law enforcement officers operate under strict legal procedures and protocols. Fire departments operate under strict NFPA and state protocols. What about towers?

You are not just a tow company, but an “Incident Management Service Provider” (IMSP). You wear many hats at a traffic collision scene. You must use your knowledge and training to safely do your jobs. While law enforcement and fire operate within state and federal laws, are you?

RESPONSIBLE RESPONSE

Ed Grubbs is president of Environmental Chemical Solutions (ECS). He has been actively involved in spill response and bio-remediation for over 30 years, and has a dual degree from Washington State University in microbiology and chemistry.

As part of the unified command team, law enforcement and the fire service are required to follow a set of laws. The IMSP, who performs many various jobs, must also follow the laws and regulations regarding each action performed. State and federal laws are clear that the cleanup of the scene is the responsibility of the individual removing the damaged vehicles, the IMSP. When the IMSP cleans up spills of Vehicle Operating Fluids (VOF), you are classified as an emergency responder.

OSHA mandates that all emergency responders have safety training and must

46 • December 2021 | Towman.com

have HAZWOPER certification.

OSHA states it clearly in 29 CFR section 1910.120: Your employees must be knowledgeable and trained to OSHA standards if they are actively involved in a spill cleanup from a traffic collision.

THE BIG SPILL

Note, however, that we are not talking about a HAZMAT response. HAZMAT is typically cargo or an exceptionally large or reportable spill. The IMSP legal responsibility only refers to the vehicle’s operating fluids.

Even so, VOF’s still create safety concerns for the IMSP. Gasoline and diesel are flammable and toxic. Extreme caution should be taken if gasoline is released by a traffic collision (TC). The vapor is heavier than air, so it migrates low and above the ground. So always work upwind of the vapor, and use a recognized vapor suppressant. It is the vapor that ignites, not the liquid.

Gasoline also contains high levels of benzene, a significant cancer-causing agent. According to the California Air Research Board (CARB), there are 30,000 parts per million (ppm) of benzene in vapor. The OSHA short-term exposure limit is five ppm. This numerical difference amounts to an overexposure of more than 600 times the short-term limit set by OSHA. While firefighting foams are typically used for suppressing vapor, at a TC, this method can create an even larger hazard. The foams blanket the fuel with bubbles, which creates significantly more dangerous conditions for slips, trips and falls since you cannot see the debris on the roadway. Firefighting foams are also very slippery when discharged onto asphalt pavement.

Products that are water-based

◀

chemistries, known as emulsifiers or surface-washing agents, can prevent volatilization. In addition, they offer long-lasting suppression without the inherit dangers of foams, and speed the cleanup and removal of the oils.

NOT JUST FUEL VAPOR

VOF oils are toxic pollutants and must be handled as such, since they create significant safety issues. One example is hydraulic fluid, an oil typically released from trucks. According to the Agency for Toxic Substances and Disease Registry (ASTDR), hydraulic fluids might contain environmentally toxic hydrocarbons (aliphatic hydrocarbons, organophosphate esters and polyalphaolefin).

Consistent and heavy exposures can induce weakness in hands, and breathing large amounts can create brain, nerve and muscle problems. Exposures to skin can become irritated and red. Some of these reactions are from the manufactured hydraulic fluids while other are from the mineral oil-based fluids.

The problem is that the IMSP does not know what type of hydraulic fluids they are dealing with. So, safety demands the IMSPs must prepare to be exposed to the most dangerous chemicals that they can come into contact with.

An IMSP must assess the various types of fluids released and also take into account the volume released from all vehicles involved in the accident. This is why OSHA training for all IMSPs is required.

SITUATIONAL AWARENESS

During the scene assessment, sensitive environmental impacts should also be evaluated. Is there a storm drain nearby? Have the fluids seeped into the drain? Is there a culvert or drainage ditch close by? Has the fluids impacted a field where animals graze or crops are grown? Is a waterway affected? The assessment involves safety issues for both the IMSP and the general public. Safety comes in many forms and impacts numerous people. It should be regularly drilled into all IMSP responders, and be annually requalified.

Once all safety concerns are addressed, the IMSP’s attention focuses on the job at hand and spill-cleanup procedures. After checking with the incident command officer (ICO), and in conjunction with quick clearance objectives, the IMSP can start the cleanup away from the vehicles. Typically, there is a spatter of fluids where the impact took place, and a dribble line where the vehicle leaked oils to where it came to rest. There areas can be cleaned while the ICO and Fire Services complete their respective duties at the vehicle area.

◀

48 • December 2021 | Towman.com

LITE-IT UP WITH

CUSTER PRODUCTS

www.custerproducts.com • 800-490-3158 50 • December 2021 | Towman.com

Any oil left on the roadway causes significant public safety hazards, especially when the road gets wet. Since the residual oils reside in the pavement surface’s “dimples”, this slick spot might remain sometime after the scene was long cleared. Residual oils left on the highway significantly contribute to stormwater pollution and asphalt degradation.

Large spills (over 25 gallons) are not a major contributor to stormwater pollution because many authorities respond to the situation, and the cleanup efforts are well monitored. It is the multitude of these non-reportable small releases that significantly contribute to stormwater pollution. These nonreportable spills do not get the same level of scrutiny as reportable spills receive. This pollution cleanup is the responsibility of the IMSP removing the vehicles.

Even small spills can have significant environmental, health, and safety issues associated with their cleanup and disposal. The IMSP is legally responsible for the scene cleanup. Courts have determined that the IMSP bears the liability from poorly cleaned up accident scenes.

Some accident scenes are visually overwhelming. It is imperative that the IMSP focus on personal safety above all else. Make sure that everyone on scene is properly trained in all areas of safety and exposure concerns.

While these hazards can be significant, they are not the most dangerous hazard the IMSP faces when on scene. Instead, it’s the speeding traffic attracted to the emergency lights. Spend time with your state DOT by attending a Traffic Incident Management seminar to learn how to properly secure the accident scene. Don’t become a statistic.

◀

WHO PAYS FOR POLLUTING?

To bill for pollution-cleanup services, the responder must be in compliance with the law, including OSHA certificated, and the cleanup and removal the pollution should be to the maximum extent practicable—excluding performing services that are not required.

Note that the insurer only sees the snapshot of the accident scene, and the IMSP’s documentation of his work. Record your cleanup activities with a good narrative, pictures of the environmental impact and your mitigating procedures. Pictures should include before, during and after photos. Keep time records of personnel while they perform their cleanup work and document the job that each individual performs.

And lastly, dispose of the cleanup materials legally.

Good documentation allows the insurer to properly evaluate services rendered, and that indemnifies the responsible party as well as their insurance company.

In sum, to receive payment for services rendered, respond properly, document thoroughly, and dispose of the cleanup materials legally. That’s the correct “chemical reaction.”

52 • December 2021 | Towman.com

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800-732-3869 ELLEN ROSENGART X 203 erosengart@towman.com

From All of Us at American Towman

Season’s Greetings 54 • December 2021 | Towman.com

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Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • 55

My Baby

Tool Time

Rigging is

a big thing— It takes time to get it right, getting it

Bob’s Rig is Rigged Just Right

By Steve Temple

Photos by Jay Fox and Steve Temple

N

Steve Temple has many years of experience as an automotive photojournalist and editor of numerous magazines, both consumer and trade. He has a passion for diesel engines, and one of his personal rigs is a one-ton Dodge dually with an upgraded Cummins turbodiesel, often used for both towing and hauling.

ot all pageant participants have to look like a festive showboat to win an award. A primo case in point is Bob’s Garage & Towing’s 2021 Peterbilt 389, fitted with a Jerr-Dan 50ton boom and wheel lift, plus an array of upgrades. Displaying a snazzy yet understated took, it took home our “Best of Show” trophy at American’s Towman’s Towman Games in October. Jay Fox, head honcho for Bob’s towing operation, explains his classy, functional approach.

“Rigging is a big thing,” he points out. “It takes time to get it right,

getting it dialed in. I spent over $40,000 on the

extras.”

It’s all in the details, from the organization of the toolboxes to the Dual Revolution alternating lights. Fallsway Equipment Company’s Brendan Kilkenny and Dale McLaughlin lent their towing 56 • December 2021 | Towman.com

dialed in.

expertise in customizing the boxes, sharing ideas with Jay. He’s very particular about the arrangement, right down to the type of Amish hardwood selected for the cribbing, the labeling and wrapping of the synthetic cable slings, and even the location of the onboard coffeemaker.

“Jerr-Dan allows you to set them up how you want,” he says, and notes that Richie Guttman at the firm was instrumental in customizing the truck. Jay particularly likes the toolboxes’s roll-up doors, because they don’t swing outward from the

side of truck into the roadway. As for the cabin, it does have a bit of bling.

“But it’s not over the top,” Jay insists.

The aluminum floor from Rockwood Products is colored in Viper Blue with a muted tribal pattern, and the headliner illuminates the interior with subtle spotlights. Jay’s son Jared came up with the chromed cover for the steering column.

Jay’s tow operation consists of a baker’s dozen worth of rigs in his fleet, from three heavies to a roadside service

A dedicated monitor keeps an eye on the upper winch.

pickup, and everything in between. His father Bob (the namesake for the company logo) started out with a gas station back in 1966, later opened up a garage in 1976 in the Lake Country of Ohio. Son Jay joined the company in 1978 right after graduating high school, and in 1986 took over the business. While he’s good at the mechanical side of things, he prefers towing.

“You’re always doing something,” he explains.

“You’re outdoors, meeting different people, helping them. I like the recovery part—it’s challenging, you have lean to on your experience.” That’s where his emphasis on good tool organization comes in.

Getting back to this particular rig, Jay’s reputation precedes him at recoveries involving first responders.

When he rolls up to the accident scene, the fire department will ask him, “Where’s the new one? We wanna see it working!” Jay’s reserved reply: “I’d hate to put a scratch in this thing!” After all, it did win a beauty pageant!

Chains, snatch blocks, and hardwood cribbing fitted with canvas straps are all at the ready.

Tech Highlights Chassis: 2021 Peterbilt 389 Wrecker body: Jerr-Dan 50-ton boom and wheel lift Engine: Cummins X15 with 18-speed transmission Equipment: Jerr-Dan 50-ton boom and wheel lift Built by: Fallsway Equipment Company Classic Designs (custom graphics) Dual Revolution (lighting) Rockwood Products (Whelen Lighting & custom flooring) Work the non-traffic side - Stay Safe!

Lighted, non-skid steps make for safer access to the boom and winches.

AmericanTowman.com | December 2021 • 57

Lowdown

The Industry Gets a Jolt

By Steve Calitri

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

T

he energy on the show floor inside the Baltimore Convention Center seemed contagious, motivating thousands of individuals who participated. Everyone thought of the greater possibilities for them and their companies, attendees and exhibitors alike. Bringing an industry under one roof at one moment in time does this. For those experiencing it, American Towman Exposition XXXII was a big boost to the business and spirits of the towing industry.

After a year off, due to the Pandemic, meaning two years since the last show in Atlantic City and three years since the last one in Baltimore, one might expect it would take a few years to build back up. But the usual American Towman crowd bounced back in Saturday, Nov. 13, 2021, AT Expo show floor spite of many obstacles; driver opening day, a Friday, astounded all shortage and financial hardships, to name a equipment sellers. couple. Many tow businesses were wiped out The greater lesson of AT Expo XXXII was by the results of the Pandemic restrictions. not that the tow market was still active and The crowd of tow bosses at last month’s vibrant, but that it still wants to do business AT Expo gave no indication of any of that. in person. Tow business owners want to see Saturday’s crowd defied all expectations and and touch tow trucks. They want to look overall attendance was high, ranking among the seller in the eye. They want long-term the best of AT Shows. relationships with people they can trust.

For the suppliers to our industry, those The always-accessible marketplace of exhibiting in Baltimore, the show was a jolt the Internet is helpful, but the real deal is to their senses. Wow, they remembered, there the real experience. Face-to-face dynamics indeed is an industry out there wanting to make the trade show more valuable today engage and do business. Indeed! than ever before. The economics are still On the exhibit floor, it was apparent greatly in the favor of both exhibitors and there was reason to gear up the sales and attendees. Considering the quality and marketing efforts and approach the market number of interactions at the American aggressively. While the times challenged Towman Exposition, the expense incurred to many of the equipment manufacturers and participate for exhibitor and attendee alike distributors with their ability to bring the was low and downright inexpensive. Yes, desired inventory to the show, there was there is a considerable expense to be there, still a lot of wreckers, carriers and trailers but factoring everything in, it’s the best on the floor. Sales activity on the show’s bargain in the industry.

58 • December 2021 | Towman.com

Tow Engineer

Where There’s Smoke…

…There’s Wheel-End Friction Fires—How to Prevent Them

By Randall Resch

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.

Be sure to take pre-tow photos, noting axle seal leaks.

These are evidence of a mechanical issue that may not have been caused by towing.

A

not uncommon site across U.S. highways is a semi-trailer engulfed in flames. They’re sure to draw media attention. But more concerning for towers in particular is witnessing a heavy wrecker that failed to “cage” the towed vehicle’s brakes. Without free-spinning brakes, a “wheel-end friction fire” is bound to happen. Yet not everyone realizes the source of this dangerous problem.

For instance, an inquiring attorney claimed a tow company caused a fire on an older Prevost motor coach that was fronttowed some 200 miles. The fire was blamed as being the result of “dry bearings” where the complexities of towing heavy vehicles became apparent.

Here’s the question, though: Was this (subsequent) fire and damage caused by normal wear-and-tear of worn bearings and a lack of axle lubricant—or was the damage created by improper actions of the tower?

Experienced towers likely already know the drill. There’s a fine line between driverinflicted damages and a vehicle that shows evidence of high-mileage, road use, or potential neglect.

Confused with dragging brakes (a thermal event) on the down-hill, towed vehicles with

North 60 • December 2021 | Towman.com

Overheated axle hubs are evidence of friction caused by dragging brakes.

axles removed could also result in a “friction fire” due to a loss of oil, combined with extreme friction created by dry bearings.

These wheel-bearing fires are oftentimes traced back to a lack of lubrication.

Fact: Where there’s smoke, there could be fire. This article brings into focus to a mechanical problem that could result in costly damages when towers don’t take preventive measures to protect the towed vehicle’s systems.

As another example, a wrecker company towed a Prevost bus due to an engine failure. (If you’re not familiar with Prevost, they sit atop the high-end scale of custom RVs, motor coaches and buses.)

Perhaps because the Prevost is a luxury product, far different than a basic bus, a wrecker company was sued for $15,000 alleging extensive damage during a routine (nothing special) tow. Per the owner’s claim and a Prevost dealer’s comments, it was alleged the tow operator failed to protect

the Prevost’s rear end by causing dry axle bearings, said to have started a tow-related fire.

The owner claimed the bus should have been transported on Landoll-type low-boy, his claim being backed-up by the dealership’s service department.

If your tow company is well-versed in transport services, you know the challenges of loading a low-slung bus onto a heavy carrier, versus towing on the wrecker’s under-reach.

When a mobile mechanic can’t get the coach running, what’s your choice of equipment that brings the casualty to a repair facility? While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed.

Investigations like these are complicated and demand answers to specific questions. When fire is the result of tow-related damages, a subsequent investigation may be difficult to determine due to the severity of the

◀

Work the non-traffic side - Stay Safe!

CAGING THE BRAKES On the rear of a semi or commercial truck’s rear end are left and right chambers (bells) that have single interior springs operated by the truck’s system air. Operator’s insert a single, threaded T-Bolt in a chamber to tighten an interior spring back as far as it can go. When springs are pulled back, system air won’t keep the parking brake on. Doing so allows the wheel, hub and tire to roll freely. It’s a simple process once learned.

A plastic plug typically covers the cage bolt opening to prevent dust.

Bolts may be varying sizes.

An axle cap covers the axle housing when axles are removed to keep lubricants within the hub. Caps can be bought at tow shows, trucking suppliers, or tow equipment on-line.

Note: Whenever operators go under the vehicle or trailer, there exists the potential of being accidentally run-over or an errant motorist running into the trailer.

Danger: When brakes are caged, the vehicle has no brakes where a rollaway danger is present. Operators are reminded to first, securely attach the truck/trailer/ combination to the wrecker’s under reach and use chock blocks to prevent rollaway.

AmericanTowman.com | December 2021 • North 61

KNOW YOUR TERMS It’s appropriate to define the processes of towing high-dollar coaches or busses (like Prevost and Tiffin) to mechanic shops when distances are more than 50 miles, and travel is on the highway. For identification purposes, let’s identify the following terms: • Towing: When heavy vehicles are lifted by front or rear end using a wrecker’s under-reach, wheel-lift or truck bar. (Note: The towed vehicle’s “swayfactor” increases when towed from the rear. When towed from the front-end, dual tires help to lessen the sway.)

• Transport: The process of winching heavy vehicles atop a low-slung transport trailer designed for heavy equipment, busses and coaches.

• Danger: For operator and customer safety, do not drive onto tilted low-boy or heavy carrier decks for fear of rolling off either side. fire’s damage. In most cases, the damage and ensuing fire will be blamed on the tow operator. The following questions typically are asked: For RV, coach and bus owners: • What was the original mechanical problem with the Prevost told to the tow company’s dispatch?

• Did the Prevost’s owner call for, “towing instructions/ advice?”

• Was there a specific request for a heavy-wrecker, tow truck, or Landoll-like carrier?

For Tow Operators: • Was the driveshaft dropped or axles pulled?

• One or both?

• Was there rear-end oil inside the differential?

• Did the operator cover axle openings with axle covers?

• Was system-air applied to the towed vehicle?

• Were the rear brakes “caged”?

HEIGHT CONCERNS

Not all coaches can be transported on low-boy carriers if roof-mounted accessories and AC units are topside—especially knowing that not all coaches are equipped with “ride-height” adjustments. Typically, heavyoperators are comfortable (and legal) when RV heights sit below 14 feet of clearance under overheads and bridges unless otherwise determined.

Regardless as to what heavy tow truck or low-boy equipment is used for tow or transport, use a measuring tape or measuring (height) stick to know the total overhead height to be in compliance with your state’s requirement regarding load-height.

Air-ride suspensions are problematic if the coach doesn’t run and may not allow the operator to drop and lower overhead height.

Loading may require aggressive wood blocking. And, in the grand scheme of towing, RVs and commercial busses (of size) are typically towed from the front to prevent overloading front-axles and the risk of blowing tires intravel.

For example, as written in Prevost’s Owner’s Manual for lifting and towing X-3 45-coaches, it reads: “The towed vehicle must be lifted from the front end only. The tow truck must be equipped with the proper lifting equipment to reach under the front axle or the front tow eyes since no other lifting points are recommended. Remove both drive axle shafts to prevent damage to the transmission. Plug axle tubes to prevent oil loss.”

North 62 • December 2021 | Towman.com

Also, on page 1 of the Prevost Manual: “Caution: To prevent damage to the drive-train components, disconnect axle shafts or driveshaft before towing.

Failure to disconnect the driveshaft, remove drive axle- shafts, or lift the rear wheels off the ground before towing can cause serious transmission damage and void the warranty.”

Keep in mind that luxury rigs like Prevost, Newell, Entegra Reatta, and others, come with mega price tags that reach upwards to $3 million dollars. Imagine taking on the job of transporting or towing a coach with a mammoth price tag like that.

Whether you’re handling luxury rigs or less expensive RVs and coaches, what they all have in common is an industry requirement to keep axle components lubricated when being towed via a heavy wrecker’s under-reach or wheel lift. The industry standard rightly recommends installing axle-caps to retain lubricating fluids.

Over-length and tall RV’s and mega-coaches can be problematic to load (onto low-boy carriers) due to minimal clearances both front and rear. On the other hand, when lifting to reasonable tow-heights, and oil isn’t contained by axle-caps or covers, lubricating oil easily escapes from axle-openings.

The obvious evidence is leaking oil, visibly, smoking axle-openings, or a subsequent friction-fire created by dry bearings, dragging, oil soaked brake-pads, or super-heated components. These are important concerns when casualty or disabled vehicles have “diesel pusher” automatic (Allison) transmission components.

REQUIRED EQUIPMENT

If your company tows vehicles in upper classes, all wreckers should

be outfitted with axle caps or axle covers. For law enforcement towers serving state highway patrols, axle caps and covers are also required. In California, the CHP’s Tow Equipment Inspection Form, 234(B), requires axle covers or axle caps as an included item of tow equipment on class B, C and D wreckers.

A complete set of axle caps cost upwards to $350, yet they’re far cheaper than the cost of repairing burned-out bearings, or worse yet, creating a rear-end friction fire caused by dry bearings.

Prior to axle caps, the old standard was applying a section of cardboard placed at the opening of the axle housing (tubes). The section of cardboard was tapped onto the studs where stud-nuts were tightened.

Although an attempt was made to retain the axle housing’s lubricating oil, fluid typically leaked out and made a mess to the vehicle’s wheel wells and undersides. This practice is now obsolete, of course.

TOW OR TRANSPORT?

When dealing with large vehicle towing and transport, today’s heavy towers use all sorts of tricks and techniques. While there are many ways to get a customer’s vehicle to repair destinations, safety is always priority-one, and damage-free towing/transport should also be next on the top of your list.

Long-distance towing requires operators to be especially aware of what may feel like the towed vehicle is dragging, or shows resistance to free rolling. Also important is to watch side-mirrors where it’s time to pull over and inspect at the first indication of visible smoke.

If you’ve never experienced a wheel fire, you can be sure it’s a scary, costly and potentially dangerous scenario.

It all comes down to training and application procedures that indicate shortcuts are never acceptable.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • North 63

North 64 • December 2021 | Towman.com

Episode 8

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

Tow Engineer

Where There’s Smoke…

…There’s Wheel-End Friction Fires—How to Prevent Them

By Randall Resch

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.

Be sure to take pre-tow photos, noting axle seal leaks.

These are evidence of a mechanical issue that may not have been caused by towing.

A

not uncommon site across U.S. highways is a semi-trailer engulfed in flames. They’re sure to draw media attention. But more concerning for towers in particular is witnessing a heavy wrecker that failed to “cage” the towed vehicle’s brakes. Without free-spinning brakes, a “wheel-end friction fire” is bound to happen. Yet not everyone realizes the source of this dangerous problem.

For instance, an inquiring attorney claimed a tow company caused a fire on an older Prevost motor coach that was fronttowed some 200 miles. The fire was blamed as being the result of “dry bearings” where the complexities of towing heavy vehicles became apparent.

Here’s the question, though: Was this (subsequent) fire and damage caused by normal wear-and-tear of worn bearings and a lack of axle lubricant—or was the damage created by improper actions of the tower?

Experienced towers likely already know the drill. There’s a fine line between driverinflicted damages and a vehicle that shows evidence of high-mileage, road use, or potential neglect.

Confused with dragging brakes (a thermal event) on the down-hill, towed vehicles with

South 60 • December 2021 | Towman.com

Overheated axle hubs are evidence of friction caused by dragging brakes.

axles removed could also result in a “friction fire” due to a loss of oil, combined with extreme friction created by dry bearings.

These wheel-bearing fires are oftentimes traced back to a lack of lubrication.

Fact: Where there’s smoke, there could be fire. This article brings into focus to a mechanical problem that could result in costly damages when towers don’t take preventive measures to protect the towed vehicle’s systems.

As another example, a wrecker company towed a Prevost bus due to an engine failure. (If you’re not familiar with Prevost, they sit atop the high-end scale of custom RVs, motor coaches and buses.)

Perhaps because the Prevost is a luxury product, far different than a basic bus, a wrecker company was sued for $15,000 alleging extensive damage during a routine (nothing special) tow. Per the owner’s claim and a Prevost dealer’s comments, it was alleged the tow operator failed to protect

the Prevost’s rear end by causing dry axle bearings, said to have started a tow-related fire.

The owner claimed the bus should have been transported on Landoll-type low-boy, his claim being backed-up by the dealership’s service department.

If your tow company is well-versed in transport services, you know the challenges of loading a low-slung bus onto a heavy carrier, versus towing on the wrecker’s under-reach.

When a mobile mechanic can’t get the coach running, what’s your choice of equipment that brings the casualty to a repair facility? While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed.

Investigations like these are complicated and demand answers to specific questions. When fire is the result of tow-related damages, a subsequent investigation may be difficult to determine due to the severity of the

◀

Work the non-traffic side - Stay Safe!

CAGING THE BRAKES On the rear of a semi or commercial truck’s rear end are left and right chambers (bells) that have single interior springs operated by the truck’s system air. Operator’s insert a single, threaded T-Bolt in a chamber to tighten an interior spring back as far as it can go. When springs are pulled back, system air won’t keep the parking brake on. Doing so allows the wheel, hub and tire to roll freely. It’s a simple process once learned.

A plastic plug typically covers the cage bolt opening to prevent dust.

Bolts may be varying sizes.

An axle cap covers the axle housing when axles are removed to keep lubricants within the hub. Caps can be bought at tow shows, trucking suppliers, or tow equipment on-line.

Note: Whenever operators go under the vehicle or trailer, there exists the potential of being accidentally run-over or an errant motorist running into the trailer.

Danger: When brakes are caged, the vehicle has no brakes where a rollaway danger is present. Operators are reminded to first, securely attach the truck/trailer/ combination to the wrecker’s under reach and use chock blocks to prevent rollaway.

AmericanTowman.com | December 2021 • South 61

KNOW YOUR TERMS It’s appropriate to define the processes of towing high-dollar coaches or busses (like Prevost and Tiffin) to mechanic shops when distances are more than 50 miles, and travel is on the highway. For identification purposes, let’s identify the following terms: • Towing: When heavy vehicles are lifted by front or rear end using a wrecker’s under-reach, wheel-lift or truck bar. (Note: The towed vehicle’s “swayfactor” increases when towed from the rear. When towed from the front-end, dual tires help to lessen the sway.)

• Transport: The process of winching heavy vehicles atop a low-slung transport trailer designed for heavy equipment, busses and coaches.

• Danger: For operator and customer safety, do not drive onto tilted low-boy or heavy carrier decks for fear of rolling off either side. fire’s damage. In most cases, the damage and ensuing fire will be blamed on the tow operator. The following questions typically are asked: For RV, coach and bus owners: • What was the original mechanical problem with the Prevost told to the tow company’s dispatch?

• Did the Prevost’s owner call for, “towing instructions/ advice?”

• Was there a specific request for a heavy-wrecker, tow truck, or Landoll-like carrier?

For Tow Operators: • Was the driveshaft dropped or axles pulled?

• One or both?

• Was there rear-end oil inside the differential?

• Did the operator cover axle openings with axle covers?

• Was system-air applied to the towed vehicle?

• Were the rear brakes “caged”?

HEIGHT CONCERNS

Not all coaches can be transported on low-boy carriers if roof-mounted accessories and AC units are topside—especially knowing that not all coaches are equipped with “ride-height” adjustments. Typically, heavyoperators are comfortable (and legal) when RV heights sit below 14 feet of clearance under overheads and bridges unless otherwise determined.

Regardless as to what heavy tow truck or low-boy equipment is used for tow or transport, use a measuring tape or measuring (height) stick to know the total overhead height to be in compliance with your state’s requirement regarding load-height.

Air-ride suspensions are problematic if the coach doesn’t run and may not allow the operator to drop and lower overhead height.

Loading may require aggressive wood blocking. And, in the grand scheme of towing, RVs and commercial busses (of size) are typically towed from the front to prevent overloading front-axles and the risk of blowing tires intravel.

For example, as written in Prevost’s Owner’s Manual for lifting and towing X-3 45-coaches, it reads: “The towed vehicle must be lifted from the front end only. The tow truck must be equipped with the proper lifting equipment to reach under the front axle or the front tow eyes since no other lifting points are recommended. Remove both drive axle shafts to prevent damage to the transmission. Plug axle tubes to prevent oil loss.”

South 62 • December 2021 | Towman.com

Also, on page 1 of the Prevost Manual: “Caution: To prevent damage to the drive-train components, disconnect axle shafts or driveshaft before towing.

Failure to disconnect the driveshaft, remove drive axle- shafts, or lift the rear wheels off the ground before towing can cause serious transmission damage and void the warranty.”

Keep in mind that luxury rigs like Prevost, Newell, Entegra Reatta, and others, come with mega price tags that reach upwards to $3 million dollars. Imagine taking on the job of transporting or towing a coach with a mammoth price tag like that.

Whether you’re handling luxury rigs or less expensive RVs and coaches, what they all have in common is an industry requirement to keep axle components lubricated when being towed via a heavy wrecker’s under-reach or wheel lift. The industry standard rightly recommends installing axle-caps to retain lubricating fluids.

Over-length and tall RV’s and mega-coaches can be problematic to load (onto low-boy carriers) due to minimal clearances both front and rear. On the other hand, when lifting to reasonable tow-heights, and oil isn’t contained by axle-caps or covers, lubricating oil easily escapes from axle-openings.

The obvious evidence is leaking oil, visibly, smoking axle-openings, or a subsequent friction-fire created by dry bearings, dragging, oil soaked brake-pads, or super-heated components. These are important concerns when casualty or disabled vehicles have “diesel pusher” automatic (Allison) transmission components.

REQUIRED EQUIPMENT

If your company tows vehicles in upper classes, all wreckers should

be outfitted with axle caps or axle covers. For law enforcement towers serving state highway patrols, axle caps and covers are also required.

In California, the CHP’s Tow Equipment Inspection Form, 234(B), requires axle covers or axle caps as an included item of tow equipment on class B, C and D wreckers.

A complete set of axle caps cost upwards to $350, yet they’re far cheaper than the cost of repairing burned-out bearings, or worse yet, creating a rear-end friction fire caused by dry bearings.

Prior to axle caps, the old standard was applying a section of cardboard placed at the opening of the axle housing (tubes). The section of cardboard was tapped onto the studs where stud-nuts were tightened. Although an attempt was made to retain the axle housing’s lubricating oil, fluid typically leaked out and made a

Work the non-traffic side - Stay Safe!

While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed. mess to the vehicle’s wheel wells and undersides. This practice is now obsolete, of course.

TOW OR TRANSPORT?

When dealing with large vehicle towing and transport, today’s heavy towers use all sorts of tricks and techniques. While there are many ways to get a customer’s vehicle to repair destinations, safety is always priority-one, and damage-free towing/transport should also be next on the top of your list.

Long-distance towing requires operators to be especially aware of what may feel like the towed vehicle is dragging, or shows resistance to free rolling. Also important is to watch side-mirrors where it’s time to pull over and inspect at the first indication of visible smoke.

If you’ve never experienced a wheel fire, you can be sure it’s a scary, costly and potentially dangerous scenario. It all comes down to training and application procedures that indicate shortcuts are never acceptable.

AmericanTowman.com | December 2021 • South 63

News Flash

Tow Scandals Escalate in Detroit

Two Detroit police officers were arrested on Oct. 27 for allegedly taking cash and receiving free cars and other bribes while steering work to a towing company, according to an indictment that marked an escalation of a citywide public corruption investigation.

FBI agents arrested Lt. John F. Kennedy and Officer Daniel Vickers, raiding their homes before unsealing the indictment charging both with multiple counts of bribery and bribery conspiracy.

“I’ll take care of you guys and make sure you guys are always under the radar,” Kennedy allegedly told one unidentified towing company official after receiving free car repairs, according to the indictment.

The arrests are in connection with “Operation Northern Hook,” a broader FBI investigation of bribery, extortion and fraud with-

in City Hall and municipal towing operations. Detroit City Councilman André Spivey is facing prison for admitting he received almost $36,000 in bribes from an undercover FBI agent and informant, in exchange for supporting a towing issue pending in front of City Council. The broader corruption investigation also is looking into whether council members Janeé Ayers, Scott Benson or others personally benefited from campaign contributions or donations to social welfare organizations. The last of six Detroit Police officers convicted in an extortion scandal involving the towing industry was sentenced to prison.

Kennedy and Vickers are each charged with three bribery counts and one count of bribery conspiracy, and face up to 10 years in federal prison, if convicted. Both have been suspended with pay from the police department.

Source: detroitnews.com

South 64 • December 2021 | Towman.com

Two Men Arrested for Assaulting Tower

Police have arrested two men who beat up a tower while he was preparing to tow a white BMW in North Miami. Investigators said 22-year old Illan Geordanice is accused of attacking a tow truck driver from Global Auto Repair. Police said Geordanice and co-defendant Georges Boyer ran outside when they noticed their white BMW was being repossessed.

The men reportedly pointed weapons at the victim and began to beat him on the roadside when he tried to record them on his cellphone.

At some point, someone discharged a firearm. It remains unclear who was injured, but Leslie Erb, who runs a business next door to where the incident took place, said it was not the tow truck driver.

Boyer has since bonded out of jail. Geordanice has been sentenced to house arrest.

Source: wsvn.com

Episode 8

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

Tow Engineer

Where There’s Smoke…

…There’s Wheel-End Friction Fires—How to Prevent Them

By Randall Resch

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.

Be sure to take pre-tow photos, noting axle seal leaks.

These are evidence of a mechanical issue that may not have been caused by towing.

A

not uncommon site across U.S. highways is a semi-trailer engulfed in flames. They’re sure to draw media attention. But more concerning for towers in particular is witnessing a heavy wrecker that failed to “cage” the towed vehicle’s brakes. Without free-spinning brakes, a “wheel-end friction fire” is bound to happen. Yet not everyone realizes the source of this dangerous problem.

For instance, an inquiring attorney claimed a tow company caused a fire on an older Prevost motor coach that was fronttowed some 200 miles. The fire was blamed as being the result of “dry bearings” where the complexities of towing heavy vehicles became apparent.

Here’s the question, though: Was this (subsequent) fire and damage caused by normal wear-and-tear of worn bearings and a lack of axle lubricant—or was the damage created by improper actions of the tower?

Experienced towers likely already know the drill. There’s a fine line between driverinflicted damages and a vehicle that shows evidence of high-mileage, road use, or potential neglect.

Confused with dragging brakes (a thermal event) on the down-hill, towed vehicles with

Midwest 60 • December 2021 | Towman.com

Overheated axle hubs are evidence of friction caused by dragging brakes.

Fact:

Where there’s smoke, there could be fire. axles removed could also result in a “friction fire” due to a loss of oil, combined with extreme friction created by dry bearings.

These wheel-bearing fires are oftentimes traced back to a lack of lubrication.

Fact: Where there’s smoke, there could be fire. This article brings into focus to a mechanical problem that could result in costly damages when towers don’t take preventive measures to protect the towed vehicle’s systems.

As another example, a wrecker company towed a Prevost bus due to an engine failure. (If you’re not familiar with Prevost, they sit atop the high-end scale of custom RVs, motor coaches and buses.)

Perhaps because the Prevost is a luxury product, far different than a basic bus, a wrecker company was sued for $15,000 alleging extensive damage during a routine (nothing special) tow.

Per the owner’s claim and a Prevost dealer’s comments, it was alleged the tow operator failed to protect the Prevost’s rear end by causing dry axle bearings, said to have started a towrelated fire.

The owner claimed the bus should have been transported on Landoll-type low-boy, his claim being backed-up by the dealership’s service department.

If your tow company is well-versed in transport services, you know the challenges of loading a low-slung bus onto a heavy carrier, versus towing

◀

Work the non-traffic side - Stay Safe!

CAGING THE BRAKES On the rear of a semi or commercial truck’s rear end are left and right chambers (bells) that have single interior springs operated by the truck’s system air. Operator’s insert a single, threaded T-Bolt in a chamber to tighten an interior spring back as far as it can go. When springs are pulled back, system air won’t keep the parking brake on. Doing so allows the wheel, hub and tire to roll freely. It’s a simple process once learned.

A plastic plug typically covers the cage bolt opening to prevent dust.

Bolts may be varying sizes.

An axle cap covers the axle housing when axles are removed to keep lubricants within the hub. Caps can be bought at tow shows, trucking suppliers, or tow equipment on-line.

Note: Whenever operators go under the vehicle or trailer, there exists the potential of being accidentally run-over or an errant motorist running into the trailer.

Danger: When brakes are caged, the vehicle has no brakes where a rollaway danger is present. Operators are reminded to first, securely attach the truck/trailer/ combination to the wrecker’s under reach and use chock blocks to prevent rollaway.

AmericanTowman.com | December 2021 • Midwest 61

KNOW YOUR TERMS It’s appropriate to define the processes of towing high-dollar coaches or busses (like Prevost and Tiffin) to mechanic shops when distances are more than 50 miles, and travel is on the highway. For identification purposes, let’s identify the following terms: • Towing: When heavy vehicles are lifted by front or rear end using a wrecker’s under-reach, wheel-lift or truck bar. (Note: The towed vehicle’s “swayfactor” increases when towed from the rear. When towed from the front-end, dual tires help to lessen the sway.)

• Transport: The process of winching heavy vehicles atop a low-slung transport trailer designed for heavy equipment, busses and coaches.

• Danger: For operator and customer safety, do not drive onto tilted low-boy or heavy carrier decks for fear of rolling off either side.

on the wrecker’s under-reach.

When a mobile mechanic can’t get the coach running, what’s your choice of equipment that brings the casualty to a repair facility? While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed.

Investigations like these are complicated and demand answers to specific questions. When fire is the result of tow-related damages, a subsequent investigation may be difficult to determine due to the severity of the fire’s damage.

In most cases, the damage and ensuing fire will be blamed on the tow operator. The following questions typically are asked:

For RV, coach and bus owners: • What was the original mechanical problem with the Prevost told to the tow company’s dispatch?

• Did the Prevost’s owner call for, “towing instructions/ advice?”

• Was there a specific request for a heavy-wrecker, tow truck, or Landoll-like carrier?

For Tow Operators: • Was the driveshaft dropped or axles pulled?

• One or both?

• Was there rear-end oil inside the differential?

• Did the operator cover axle openings with axle covers?

• Was system-air applied to the towed vehicle?

• Were the rear brakes “caged”?

HEIGHT CONCERNS

Not all coaches can be transported on low-boy carriers if roof-mounted accessories and AC units are topside—especially knowing that not all coaches are equipped with “ride-height” adjustments. Typically, heavyoperators are comfortable (and legal) when RV heights sit below 14 feet of clearance under overheads and bridges unless otherwise determined.

Regardless as to what heavy tow truck or low-boy equipment is used for tow or transport, use a measuring tape or measuring (height) stick to know the total overhead height to be in compliance with your state’s requirement regarding load-height.

Air-ride suspensions are problematic if the coach doesn’t run and may not allow the operator to drop and lower overhead height.

Loading may require aggressive wood blocking. And, in the grand scheme of towing, RVs and commercial busses (of size) are typically towed from the front to

Midwest 62 • December 2021 | Towman.com

prevent overloading front-axles and the risk of blowing tires intravel.

For example, as written in Prevost’s Owner’s Manual for lifting and towing X-3 45-coaches, it reads: “The towed vehicle must be lifted from the front end only. The tow truck must be equipped with the proper lifting equipment to reach under the front axle or the front tow eyes since no other lifting points are recommended. Remove both drive axle shafts to prevent damage to the transmission. Plug axle tubes to prevent oil loss.”

Also, on page 1 of the Prevost Manual: “Caution: To prevent damage to the drive-train components, disconnect axle shafts or driveshaft before towing.

Failure to disconnect the driveshaft, remove drive axle- shafts, or lift the rear wheels off the ground before towing can cause serious transmission damage and void the warranty.”

Keep in mind that luxury rigs like Prevost, Newell, Entegra Reatta, and others, come with mega price tags that reach upwards to $3 million dollars. Imagine taking on the job of transporting or towing a coach with a mammoth price tag like that.

Whether you’re handling luxury rigs or less expensive RVs and coaches, what they all have in common is an industry requirement to keep axle components lubricated when being towed via a heavy wrecker’s under-reach or wheel lift. The industry standard rightly recommends installing axle-caps to retain lubricating fluids.

Over-length and tall RV’s and mega-coaches can be problematic to load (onto low-boy carriers) due to minimal clearances both front and rear. On the other hand, when lifting to reasonable tow-heights,

and oil isn’t contained by axle-caps or covers, lubricating oil easily escapes from axle-openings.

The obvious evidence is leaking oil, visibly, smoking axle-openings, or a subsequent friction-fire created by dry bearings, dragging, oil soaked brake-pads, or super-heated components. These are important concerns when casualty or disabled vehicles have “diesel pusher” automatic (Allison) transmission components.

REQUIRED EQUIPMENT

If your company tows vehicles in upper classes, all wreckers should be outfitted with axle caps or axle covers.

For law enforcement towers serving state highway patrols, axle caps and covers are also required. In California, the CHP’s Tow Equipment Inspection Form, 234(B), requires axle covers or axle caps as an included item of tow equipment on class B, C and D wreckers.

A complete set of axle caps cost upwards to $350, yet they’re far cheaper than the cost of repairing burned-out bearings, or worse yet, creating a rear-end friction fire caused by dry bearings.

Prior to axle caps, the old standard was applying a section of cardboard placed at the opening of the axle housing (tubes). The section of cardboard was tapped onto the studs where stud-nuts were tightened.

Although an attempt was made to retain the axle housing’s lubricating oil, fluid typically leaked out and made a mess to the vehicle’s wheel wells and undersides. This practice is now obsolete, of course.

While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed. priority-one, and damage-free towing/transport should also be next on the top of your list.

Long-distance towing requires operators to be especially aware of what may feel like the towed vehicle is dragging, or shows resistance to free rolling. Also important is to watch side-mirrors where it’s time to pull over and inspect at the first indication of visible smoke.

If you’ve never experienced a wheel fire, you can be sure it’s

a scary, costly and potentially dangerous scenario. It all comes down to training and application procedures that indicate shortcuts are never acceptable.

Find us on Facebook Read more towing news at towman.com

TOW OR TRANSPORT?

When dealing with large vehicle towing and transport, today’s heavy towers use all sorts of tricks and techniques. While there are many ways to get a customer’s vehicle to repair destinations, safety is always Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • Midwest 63

Midwest 64 • December 2021 | Towman.com

Episode 8

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 | December 2021 • West 59

Tow Engineer

Where There’s Smoke…

…There’s Wheel-End Friction Fires—How to Prevent Them

By Randall Resch

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.

A

not uncommon site across U.S. highways is a semi-trailer engulfed in flames. They’re sure to draw media attention. But more concerning for towers in particular is witnessing a heavy wrecker that failed to “cage” the towed vehicle’s brakes. Without free-spinning brakes, a “wheel-end friction fire” is bound to happen. Yet not everyone realizes the source of this dangerous problem.

For instance, an inquiring attorney claimed a tow company caused a fire on an older Prevost motor coach that was fronttowed some 200 miles. The fire was blamed as being the result of “dry bearings” where the complexities of towing heavy vehicles became apparent.

Here’s the question, though: Was this (subsequent) fire and damage caused by normal wear-and-tear of worn bearings and a lack of axle lubricant—or was the damage created by improper actions of the tower?

Experienced towers likely already know the drill. There’s a fine line between driverinflicted damages and a vehicle that shows evidence of high-mileage, road use, or potential neglect.

Confused with dragging brakes (a thermal event) on the down-hill, towed vehicles with axles removed could also result in a “friction fire” due to a loss of oil, combined with extreme friction created by dry bearings.

These wheel-bearing fires are oftentimes traced back to a lack of lubrication.

Fact: Where there’s smoke, there could be fire. This article brings into focus to a mechanical problem that could result in costly damages when towers don’t take preventive measures to protect the towed vehicle’s systems.

As another example, a wrecker company towed a Prevost bus due to an engine failure. (If you’re not familiar with Prevost, they sit atop the high-end scale of custom

West 60 • December 2021 | Towman.com

RVs, motor coaches and buses.)

Perhaps because the Prevost is a luxury product, far different than a basic bus, a wrecker company was sued for $15,000 alleging extensive damage during a routine (nothing special) tow. Per the owner’s claim and a Prevost dealer’s comments, it was alleged the tow operator failed to protect the Prevost’s rear end by causing dry axle bearings, said to have started a tow-related fire.

The owner claimed the bus should have been transported on Landoll-type low-boy, his claim being backed-up by the dealership’s service department. If your tow company is well-versed in transport services, you know the challenges of loading a low-slung bus onto a heavy carrier, versus towing on the wrecker’s under-reach.

When a mobile mechanic can’t get the coach running, what’s your choice of equipment that brings the casualty to a repair facility? While the process of towing or loading isn’t overly complicated, damages can easily be inflicted if simple steps are ignored or bypassed.

Investigations like these are complicated and demand answers to specific questions.

When fire is the result of tow-related damages, a subsequent investigation may be difficult to determine due to the severity of the fire’s damage. In most cases, the damage and ensuing fire will be blamed on the tow operator. The following questions typically are asked: For RV, coach and bus owners: • What was the original mechanical problem with the Prevost told to the tow company’s dispatch?

• Did the Prevost’s owner call for, “towing instructions/advice?”

• Was there a specific request for a heavywrecker, tow truck, or Landoll-like carrier?

For Tow Operators: • Was the driveshaft dropped or axles pulled?

• One or both?

• Was there rear-end oil inside the differential?

• Did the operator cover axle openings with axle covers?

• Was system-air applied to the towed vehicle?

• Were the rear brakes “caged”?

HEIGHT CONCERNS

Not all coaches can be transported on low-boy carriers if roof-mounted accessories and AC units are topside—especially knowing that not all coaches are equipped with “ride-height” adjustments. Typically, heavyoperators are comfortable (and legal) when RV heights sit below 14 feet of clearance under overheads and bridges unless otherwise determined.

Work the non-traffic side - Stay Safe!

Regardless as to what heavy tow truck or low-boy equipment is used for tow or transport, use a measuring tape or measuring (height) stick to know the total overhead height to be in compliance with your state’s requirement regarding load-height.

Air-ride suspensions are problematic if the coach doesn’t run and may not allow the operator to drop and lower overhead height.

Loading may require aggressive wood blocking. And, in the grand scheme of towing, RVs and commercial busses (of size) are typically towed from the front to prevent overloading front-axles and the risk of blowing tires in-travel.

For example, as written in Prevost’s Owner’s Manual for lifting and towing X-3 45-coaches, it reads: “The towed vehicle must be lifted from the front end only. The tow truck must be equipped with the proper lifting equipment

◀

CAGING THE BRAKES On the rear of a semi or commercial truck’s rear end are left and right chambers (bells) that have single interior springs operated by the truck’s system air. Operator’s insert a single, threaded T-Bolt in a chamber to tighten an interior spring back as far as it can go. When springs are pulled back, system air won’t keep the parking brake on. Doing so allows the wheel, hub and tire to roll freely. It’s a simple process once learned.

Note: Whenever operators go under the vehicle or trailer, there exists the potential of being accidentally run-over or an errant motorist running into the trailer.

Danger: When brakes are caged, the vehicle has no brakes where a rollaway danger is present. Operators are reminded to first, securely attach the truck/trailer/combination to the wrecker’s under reach and use chock blocks to prevent rollaway.

AmericanTowman.com | December 2021 • West 61

KNOW YOUR TERMS It’s appropriate to define the processes of towing high-dollar coaches or busses (like Prevost and Tiffin) to mechanic shops when distances are more than 50 miles, and travel is on the highway.

For identification purposes, let’s identify the following terms: • Towing: When heavy vehicles are lifted by front or rear end using a wrecker’s under-reach, wheel-lift or truck bar. (Note: The towed vehicle’s “sway-factor” increases when towed from the rear. When towed from the frontend, dual tires help to lessen the sway.)

• Transport: The process of winching heavy vehicles atop a low-slung transport trailer designed for heavy equipment, busses and coaches.

• Danger: For operator and customer safety, do not drive onto tilted low-boy or heavy carrier decks for fear of rolling off either side.

to reach under the front axle or the front tow eyes since no other lifting points are recommended. Remove both drive axle shafts to prevent damage to the transmission. Plug axle tubes to prevent oil loss.”

Also, on page 1 of the Prevost Manual: “Caution: To prevent damage to the drive-train components, disconnect axle shafts or driveshaft before towing. Failure to disconnect the drive-shaft, remove drive axleshafts, or lift the rear wheels off the ground before towing can cause serious transmission damage and void the warranty.”

Keep in mind that luxury rigs like Prevost, Newell, Entegra Reatta, and others, come with mega price tags that reach upwards to $3 million dollars. Imagine taking on the job of transporting or towing a coach with a mammoth price tag like that.

Whether you’re handling luxury rigs or less expensive RVs

West 62 • December 2021 | Towman.com

and coaches, what they all have in common is an industry requirement to keep axle components lubricated when being towed via a heavy wrecker’s under-reach or wheel lift. The industry standard rightly recommends installing axle-caps to retain lubricating fluids.

Over-length and tall RV’s and mega-coaches can be problematic to load (onto low-boy carriers) due to minimal clearances both front and rear. On the other hand, when lifting to reasonable tow-heights, and oil isn’t contained by axle-caps or covers, lubricating oil easily escapes from axle-openings.

The obvious evidence is leaking oil, visibly, smoking axle-openings, or a subsequent friction-fire created by dry bearings, dragging, oil soaked brakepads, or super-heated components.

These are important concerns when casualty or disabled vehicles have “diesel pusher” automatic (Allison)

transmission components.

REQUIRED EQUIPMENT

If your company tows vehicles in upper classes, all wreckers should be outfitted with axle caps or axle covers.

For law enforcement towers serving state highway patrols, axle caps and covers are also required. In California, the CHP’s Tow Equipment Inspection Form, 234(B), requires axle covers or axle caps as an included item of tow equipment on class B, C and D wreckers.

A complete set of axle caps cost upwards to $350, yet they’re far cheaper than the cost of repairing burned-out bearings, or worse yet, creating a rearend friction fire caused by dry bearings.

Prior to axle caps, the old standard was applying a section of cardboard placed at the opening of the axle housing (tubes). The section of cardboard was tapped onto the studs where stud-nuts were tightened. Although an attempt was made to retain the axle housing’s lubricating oil, fluid typically leaked out and made a mess to the vehicle’s wheel wells and undersides. This practice is now obsolete, of course.

TOW OR TRANSPORT?

When dealing with large vehicle towing and transport, today’s heavy towers use all sorts of tricks and techniques. While there are many ways to get a customer’s vehicle to repair destinations, safety is always priorityone, and damage-free towing/transport should also be next on the top of your list.

Long-distance towing requires operators to be especially aware of what may feel like the towed vehicle is dragging, or shows resistance to free rolling. Also important is to watch side-mirrors where it’s time to pull over and inspect at the first indication of visible smoke.

If you’ve never experienced a wheel fire, you can be sure it’s a scary, costly and potentially dangerous scenario.

It all comes down to training and application procedures that indicate shortcuts are never acceptable.

Work the non-traffic side - Stay Safe!

AmericanTowman.com | December 2021 • West 63

West 64 • December 2021 | Towman.com

Episode 8

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