American Towman Magazine - November 2025

by George Nitti

by Brian J. Riker

by Randall C. Resch

By George Metos

The Walkaround

Dennie Ortiz Publisher

Thankful For Tow Pros

November marks two great traditions that brings together friends and family. One is Thanksgiving, and the other is the American Towman Exposition in Baltimore, both offering a spirit of connection and celebration!

If you are able to join us in Baltimore, we hope you can take advantage of the many educational opportunities that are available, with several seminars that are presented by the editors that you’ve been reading for years right here in these pages.

In this issue, Terry Abejuela, covers why PPE is a critical tool for tow operators and describes the types you should be using to be safe on scene, especially in cold weather. At our upcoming Expo, Terry will share his vast understanding of light-duty rollovers, as well as various ways of estimating total recovery resistance.

If your company covers evidence tows, a must-read article by Operations Editor, Randy Resch, explicitly details the procedures that need to be carefully followed when handling these jobs. Resch, drawing on his expansive background in law enforcement, also brings his experience on bidding government and law-enforcement contracts to his seminar in Baltimore. This is just one more reason to meet our team at AT Expo and get information that will help build your business.

Of course, in order to grow your business you will also need the manpower to do it. In his article, Brian Riker provides sound recommendations on how to keep and strengthen tow team members. He also suggests various avenues where new hires, suitable for this line of work, can be recruited. Brian will also share his wealth of knowledge during his seminars on rate strategies and company policies as part of our conference lineup at the Expo.

Benjamin Franklin once said, “An investment in knowledge pays the best interest.” It’s not too late to sign up for the conferences at the AT Academy during the American Towman Exposition, November 20-22. Visit ATExposition.com.

To ensure everyone has access to all the important educational information, we also offer the AT Academy online at: AmericanTowman.com/Academy

Hope you enjoy all the advice in this issue, and as always, stay safe out there!

Steve Temple Editor

Meet and Greet

As Dennie points out above, don’t hesitate to visit with our editorial team at the upcoming American Towman Exposition in Baltimore. For all of the staff, this event is a huge highlight of the year. While all the impressive tow trucks and equipment on display are remarkable, what truly stands out are the meaningful connections we make with all the towers we meet.

As mentioned in a recent video produced by Emily Oz of American Towman TV, the role of a good editor is basically that of a storyteller. It has always been important for AT magazine to include coverage of the latest towing industry developments and safety issues,

yet relating dramatic accounts of towers’ recoveries is near and dear to us. Sure, it’s fun to feature snazzy rotators and classic wreckers, but hearing how they are used in the field is even more thrilling to relate. So please feel free to stop by the AT booth and let us know about your latest exploits, especially if you have a big batch of photos to illustrate them. We’re really looking forward to seeing you in Baltimore!

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Lawmakers Pass Towing and Storage Fees Bill

The California General Assembly has approved Assembly Bill 987, which now heads to the governor’s desk for signing. Introduced by Assembly Member LaShae Sharp-Collins (D), the bill seeks to clarify what constitutes “unreasonable” vehicle storage fees.

Initially, the measure declared it unreasonable to charge fees for days when storage facilities were closed, including holidays. The revised version narrows that definition, specifying that unreasonable charges include “any storage fees for state holidays that exceed the posted daily storage fee.”

Other provisions were also removed. The original bill would have prohibited storage charges for vehicles towed during natural disasters or for stolen vehicles recovered within seven days. Instead, the amended bill now limits fees to no more than 50% above the daily rate if the owner retrieves the vehicle within 12 hours.

The California Autobody Association, represented by lobbyist Jack Molodanof, pushed for these changes. Molodanof said lawmakers responded positively to concerns that the bill blurred differences between towing operators regulated by the DMV and repair shops regulated by the Bureau of Automotive Repair.

Source: repairerdrivennews.com

Trump Imposes 25% Tariff on Imported Trucks

President Donald Trump announced that all medium- and heavy-duty trucks imported into the United States will face a 25% tariff starting November 1, intensifying his push to shield domestic manufacturers from foreign competition. The tariffs are aimed at protecting U.S. truck makers such as Paccar-owned Peterbilt and Kenworth, and Daimler Truck’s Freightliner, which dominate the American market for commercial and vocational trucks. Trump previously cited “unfair outside competition” and national security concerns when first proposing the duties in September.

The measure will impact imports primarily from Mexico, Canada, Japan, Germany, and Finland, countries that together supply most foreign-made heavy trucks. Mexico, the largest exporter to the U.S., ships roughly 340,000 medium- and heavy-duty trucks annually, many containing U.S.-made engines and parts.

The U.S. Chamber of Commerce criticized the move, warning it could raise costs for American businesses and strain trade relations with key allies.

Source: newsbreak.com

Connecticut’s New Towing Law Takes Effect

Connecticut implemented sweeping changes to its century-old towing laws on October 1, aiming to better protect vehicle owners and add new accountability for towing companies. Under current rules, tow companies can begin the process of selling a vehicle

valued at $1,500 or less just 15 days after a tow—one of the shortest timeframes in the nation. The new law keeps that 15-day window to start the process, but requires additional steps to notify owners. The vehicle cannot be sold until at least 30 days have passed, giving drivers more time to reclaim it. The legislation also modernizes payment practices by requiring towing companies to accept credit cards. It further restricts immediate tows for minor issues such as expired permits or registrations. Cars may now only be towed without notice if they block traffic or fire hydrants, or are parked in handicapped spaces.

Source: ctmirror.org

Brass Band Shakes up Festival Night

The high-energy Naptown Brass Band, known for its New Orleans flair, will enliven Festival Night (FN), Saturday, Nov. 22, 6 p.m., during AT Expo in Baltimore, 2025. Also featured will be wrecker airbrush artist Cecil Burrowes performing his reggae hit “Over the Hills.” Towing’s legendary event will thrill Festival Night goers with heroic stories, ranging from a high-explosive risk to braving fires,

as towmen are awarded the American Towman Medal.

The Naptown Brass Band, out of Annapolis, has been recognized for its virtuoso trumpeters, trombone and sax players, along with the group’s tuba man. Said FN creator Steve Calitri, “With this band, the party’s guaranteed to light up the dance floor.”

The Festival Night Dinner will feature surf and turf fare, including the Renaissance Hotel’s famous jumbo-lump crab cakes. FN ticket holders will also be entitled to Sunday’s Breakfast of Champions (full brunch) at the Renaissance. For more info, visit atexposition. com/#festival.

Connecticut tow companies face stricter rules on towing procedures.

The Naptown Brass Band will bring its New Orleans-style energy to Festival Night during AT Expo.

Roadside Safety Clinics

SafeAll Steps Up in Baltimore

The American Towman Exposition is excited to announce a new series of Roadside Safety Clinics sponsored by SafeAll. Open to all attendees on the exhibit floor during the AT Expo, November 20-22 at the Baltimore Convention Center, the clinics will be conducted by WreckMaster instructors. Topics to be covered include “Heavy Duty Towing Safety: Front Axle Securement at the Roadside”, and “Roadside Safety Through Traffic Control Plans and Devices”. Attendees will see firsthand the life-saving Traffic Commander light bar and message board that has been praised by many first responders.“Safety is at the core of everything we do at SafeAll,” stated David Rottinghaus, Executive Vice President of Zip’s AW Direct. “We’re proud to sponsor this year’s Safety Clinics at the American Towman Expo and to demonstrate the Traffic Commander in action. This product represents our ongoing commitment

to protecting operators and motorists alike, providing greater visibility and awareness on the roadside where it matters most.”

SafeAll has not only been a leader in supplying safety products to the towing industry, but also a strong advocate in safety education.

NC House Bill Targets Towing

A bipartisan group of North Carolina lawmakers has filed House Bill 199, aiming to overhaul how towing and booting are regulated across the state. The bill quickly gained support from both Democrats and Republicans, after a similar measure stalled late last session.

Rep. Laura Budd, a sponsor of the bill, said she’s “excited” to see the momentum behind this effort. The North Carolina Trucking Association also backs the proposal, citing widespread frustration over predatory towing practices.

Police records indicate nonconsensual tows cost North Carolina drivers millions annually, especially after a state Supreme Court ruling stripped local governments of

authority to cap fees.

If passed, the bill would create a Towing and Recovery Commission to regulate the industry. The Commission could set fee limits, issue and revoke permits, and maintain a statewide database of drivers and companies. It would also mandate signage, notification standards, and permit requirements for nonconsensual tows.

Source: msn.com

Kentucky Lawmakers Reintroduce Bill

House Bill 115, known as Troy’s Law, was reintroduced Sept. 23 by Reps. Richard White (R-Morehead) and Patrick Flannery (R-Olive Hill). The measure would allow tow trucks to display rear-facing blue flashing lights when stationary, alerting drivers to slow down and move over. Lawmakers said the change is designed to prevent tragedies like the 2024 death of tow operator Troy Caldwell, who was struck by a commercial vehicle while working roadside.

Caldwell’s employer, Bubba Johnson of Bubba’s Towing, called him “Mr. Safety,” noting that despite his vigilance, distracted driving claimed his life.

Tow operators say the bill offers a critical layer of protection. “We’re still going to be coming to your rescue,” Johnson said. “We just hope everybody will be there for us too.”

If passed, Kentucky would join other states allowing blue safety lights to reduce roadside worker fatalities.

Source: workerscompensation.com

Class 8 Truck Orders Drop 44% as Tariffs Hit Fleets

North American Class 8 truck orders fell sharply in September, as tariffs and weak freight rates continued to weigh on demand. American companies that manufacture Class 8 trucks include Freightliner, Peterbilt, Kenworth, Mack, and Western Star. ACT Research reported preliminary orders at 20,800 units, down 44% from a year ago, but up 58% from August. Adjusted for seasonality, orders totaled 18,800 trucks.

“The longest for-hire downturn in history continues to weigh on tractor demand,” said ACT analyst Carter Vieth, noting that inflation and trade uncertainty are keeping fleets on the sidelines. The industry is also awaiting clarity on upcoming EPA emissions rules and pending Supreme Court review of tariff powers under the International Emergency Economic Powers Act.

Volvo Trucks’ vice president of Strategy, Marketing & Brand Management, Magnus Koeck, said fleets are allowing trucks to age, while watching inflation and regulatory changes. “The sleeper segment is significantly weaker than in previous years,” he said.

FTR Transportation Intelligence recorded a similar 41% decline, citing President Trump’s planned 25% tariff on imported heavy-duty trucks. Analyst Dan Moyer warned that higher prices and supply chain disruptions could push more fleets toward used equipment.

Source: ttnews.com

Traffic Commander Message Board

A new bipartisan bill in the North Carolina House aims to rein in predatory towing.

road Tools

Widen Out

Jerr-Dan’s 42K Spreader Bar is now available. This powerful attachment is engineered to enhance lifting performance, safety, and operational efficiency of towing and recovery operations. As indicated by the numerical designation, it has 42,000-lb capacity when used with a 60-degree sling angle and two vertical drop lines at a 112-in spread. Designed specifically for vertical lifting applications, this robust attachment features quick assembly and disassembly, offering operators a fast setup and convenient storage solution in the field. To support safe and efficient lifts, the Spreader Bar includes an attached sling angle chart and angle indicator, giving operators an instant reference for determining corresponding lift capacities. The new Jerr-Dan attachment is compatible with Tow Link, an app with Rigging Utilization and Tow Performance calculators that provides towing and recovery vehicle operators with guidance on how to utilize their equipment more effectively. Jerr-Dan also recommends its custom-designed rigging kit (JD PN: 1001295192) with several shackles and slings tailored for use with the 42K Spreader Bar.

Built to conquer the toughest conditions, the Collins Hi-Speed G7X Dolly delivers extra strength, stability, and capacity. Engineered for Canada’s rugged off-road winters, this powerhouse dolly goes above and beyond the Collins G7 unit, offering extra durability and heavy-duty features that make it the ideal choice for professional towers handling extreme jobs. Features include steel hubs and high-capacity steel wheels, designed and built for maximum load-bearing strength. Also, wider T12 Hybrid Cross Rails have aluminum outer rails, a zincplated steel insert, and true-positive camber for superior stability. High-traction load-range E tires with an aggressive tread design support an industry-leading 5,120 lbs weight capacity. Overall, the G7X’s iron construction is built to withstand extreme environments and heavy use in off-road and harsh weather, performing reliably in the most demanding towing conditions.

Smooth Operator

Say goodbye to back-breaking labor with Detroit Wrecker’s patentpending Dolly Glide and Slide system that revolutionizes how dollies are stored and retrieved. Designed to mount in a pickup bed alongside a fifth-wheel hitch and underneath a tonneau cover, the Dolly Glide and Slide lets operators effortlessly slide their dollies into place, and then pull them out at waist level. The intuitive system organizes dollies, cross rails, and pry bars, eliminating clutter and keeping everything fully accessible. With a simple motion, dollies slide and lower smoothly, letting a tow operator pull the dollies right out at waist level, eliminating muscle strain and reaching over the bed or tailgate. Whether in repo runs or regular towing operations, the Dolly Glide and Slide replaces strain with low-effort functionality, providing instant access and safer retrieval. This system is designed to protect a towman’s body and tools with an efficient, ergonomic setup.

Heavy-Duty Dolly

Zoom In

Rotator Reveal

Jerr-Dan will unveil its new JD35/40 Ton Rotator at the upcoming American Towman Exposition in Baltimore (Nov 20-22). This wrecker is designed to bridge the gap between existing heavyduty recovery equipment by combining proven technologies with new operatorfocused updates.

“The introduction of the 35/40 Ton Rotator from Jerr-Dan addresses evolving weight and performance expectations in the recovery sector,” stated Bob Nelson, Vice President and General Manager, Jerr-Dan. “Updates such as lighter-weight winches, a tip alarm that activates at one degree of unevenness, and the simplified hydraulic swivel for ease of service, reflect industry trends toward operator safety and serviceability.”

The foundation of the new rotator is a 7.4-million RBM high-strength torsion subframe paired with the S130 outrigger system technology developed for the existing JD50/60 Ton Rotator from JerrDan. This combination is designed to provide enhanced stability, particularly during side and rear recoveries.

The outrigger legs use pivoting, ground-compacting spade feet, while the rear of the platform incorporates multiposition, multi-direction spades to handle uneven terrain and high-load situations.

The JD35/40 Ton Rotator is equipped with a 37-ft boom that operates with continuous 360-degree rotation. This configuration expands the working range and supports varied recovery angles. The operational load chart provides clarity on performance limits across the working envelope, which helps operators make informed decisions in the field.

Standard equipment includes a pair of 35,000-lb planetary two-speed winches, with optional 15,000-lb auxiliary winches available. A 50,000lb planetary two-speed drag winch is included as standard, supporting demanding recovery work.

The rotator also features audible alarms for boom rotation and platform leveling, designed to provide immediate operator feedback and enhance site safety.

To maximize towing flexibility, the new model supports all 500 Series underlift options used on Jerr-Dan’s larger 50- and 60-ton wreckers. These include the new Low Profile UL500LP and the UL565 coach boom, extending the range of vehicles that can be handled.

The hydraulic system uses a single high-flow pump to power a distributed valve layout, simplifying hose routing and improving serviceability. Controls

include fully proportional electrohydraulic paddles and a wireless belly pack remote, consistent with other heavy-duty models manufactured and sold by Jerr-Dan.

For electrical systems, the CANBus architecture distributes control and diagnostic points across three separate fuse panels. This approach reduces troubleshooting time and improves service access.

The rotator is available in a tri-axle configuration with multiple tunnel size options. Like other Jerr-Dan JFB bodies, it is constructed from copolymer polypropylene and comes standard with roll-up doors and has a limited lifetime warranty on the body and doors. Storage is designed for flexibility, with optional “gold level” solutions for rigging and accessories, including JerrDan’s new 42,000-lb capacity spreader bar attachment.

“The new JD35/40 Ton Rotator provides a new option between traditional heavy wreckers and the largest rotators on the market,” concludes Nelson. “It combines strength and reach with operatorfriendly systems, positioning it as a flexible addition to fleets that need to handle diverse recovery and towing challenges.”

haNds-oN Tech

Be Prepared Personal Protective Equipment for Tow Operators

By Terry Abejuela

Personal Protective Equipment (PPE) is apparel or equipment designed and intended to protect workers from hazards in the workplace. In the towing and recovery industry, tow operators encounter hazards from traffic, operating heavy equipment, lifting and moving heavy loads, servicing electric vehicles, hazardous materials, weather, and more.

Employers have a responsibility to conduct an assessment of the workplace to identify both physical and health hazards. Based on this assessment, they must select and provide adequate, appropriate PPE tailored to protect their employees effectively. In addition, employees must be provided with training on the proper use, maintenance, and replacement criteria of the PPE.

Likewise, employees share the responsibility of properly wearing and maintaining their PPE, as well as promptly notifying their employer when PPE is in need of repair or replacement.

PPE will only do its job if the tow operator uses it consistently and maintains it in proper working order. Regularly inspecting and maintaining the apparel and equipment is an essential aspect of ensuring it will function properly. Both employers and employees must follow all manufacturers recommendations for use, inspection, cleaning, maintenance and replacement of PPE.

CAN YOU SEE ME?

An American National Standards Institute (ANSI) Class 3 garment offers the highest level of visibility to tow truck operators working in high-risk environments such as near high-speed traffic and/or in severe weather. An ANSI Class 3 garment must be worn when

In

working near traffic where speeds are in excess of 50 mph.

ANSI Class 3 compliant apparel must have at least 1,240 square inches of highvisibility material and 310 square inches of retro-reflective material. To contain enough square inches of high-visibility material, the garment must have sleeves, otherwise the garment would have to be 4XL or larger to display sufficient reflective material.

VARIOUS VISUALS

Retro-reflective material is different than reflective material. A mirror is an example of a reflective material. If you shine a flashlight at a mirror the light beam will reflect off of the mirror at different angles, depending on how the angle-tolight hits the mirror.

In contrast, retro-reflective material is designed to reflect light back to the source of the light. This is what a tow operator needs in order to be safe. If a vehicle’s ◀

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.

addition to wearing coldweather attire, tow operators must protect hands and feet from injury.

headlights shine on retro-reflective material, they will bounce back and be more visible to the driver.

Always follow the manufacturers recommendations for the inspection, cleaning, and replacement of enhanced-visibility ANSI Class 3 garments. This enhanced visibility is crucial when working near traffic, but it does not stop vehicles, so tow operators must continue to position themselves on the non-traffic side whenever possible, stay alert to moving traffic, and plan an escape route in advance.

HEADS-UP

Proper head gear should be worn when appropriate. If a tow operator is going to conduct overhead lifting, with the potential for objects to fall from above, or bump their head against a fixed object, a hard hat must be worn.

Hard hats should be lightweight, well-fitted, and comfortable. And of course, designed to resist penetration, absorb the shock of a blow, and be water resistant.

Specific hard hats are available that allow for the attachment of various accessories such as face shields, safety glasses, earmuffs or

OSHA standards that require PPE:

• 29 Code of Federal Regulations (CFR) 1910

• 1910.95 – Occupational Noise Exposure

• 1910.132 – General Requirements (PPE)

• 1910.133 – Eye and Face Protection

• 1910.135 – Occupational Head Protection

• 1910.136 – Occupational Foot Protection

• 1910.138 – Hand Protection

• 1910.1030 – Bloodborne Pathogens

mounted lights. A hard hat with a brim may provide some protection from the sun, and some have channels that guide rainwater away from the face.

Regardless of the type of hard hat chosen, ensure that it fits properly, and allows sufficient clearance between the shell and the suspension system for good ventilation and distribution of an impact. Adjustable headbands provide a custom fit that

To

further ensures the hard hat does not slip or fall off.

Another option is a bump cap that can be worn under a baseball style cap. Bump caps are not as effective for penetration resistance and distribution of an impact, but they can provide some protection against bumping your head against a fixed object. Hard hats or bump caps should be replaced if they sustain an impact, even if no damage is visible.

GOOD GLOVES AND GLASSES

Proper hand protection guards against wood splinters, searing parts, chemicals, sharp objects, electrocution, and blood-borne pathogens. Heavy work gloves should be worn when handling wire rope, chain, and lumber. Latex gloves should be worn when working an accident scene or law enforcement calls to protect against contact with bodily fluids and/or drugs that may be in a vehicle. High-voltage gloves may be necessary when working on an electric or hybrid vehicle.

Safety glasses or goggles must be worn when the potential for ◀

contain sufficient square inches of highvisibility material, ANSI Class 3 compliant apparel must have sleeves.

Zip’s adjustable winter ensemble from Tough Duck allows wearers to peel back layers depending on weather conditions. This apparel includes matching bibs, a detachable hood, and a reversible and removable liner.

an eye hazard exists. Jumpstarting batteries, disconnecting transmission linkages, removing a drive shaft, or handling hazardous materials such as fuel are all tasks where a tow truck operator needs eye protection.

Safety goggles may be more appropriate when working in high winds or even on the side of the freeway. Some safety goggles allow for prescription glasses to be worn under them. Face shields are another option that protects more than just your eyes.

LEG WORK

Footwear must be appropriate for the work being performed. When handling heavy tools and equipment, a tow operator should wear work shoes or boots with an impact safety toe, and oil resistant anti-slip soles.

Additional PPE that may be

required to protect against injuries include knee pads, back braces, and hearing protection. Conducting a workplace hazards assessment may identify a need for these and other PPE to protect employees.

EXTRA INSULATION

With the cold-weather season just ahead, be prepared with the proper PPE to protect against the hazards of working in cold and wet conditions. Rain gear and coldweather jackets should also comply with ANSI Class 3 requirements, and it’s important to inspect them ahead of time to ensure they are in good condition and the highvisibility material is still effective.

In extreme cold weather, tow truck operators should be equipped with apparel that ensures they are comfortable, such as a beanie (watch cap), face covering, head covering, thermal underwear, insulated boots, and rain boots. The readily available HotHands and Feet warmer packs, plus nonslip traction devices for boots, are also good to have when working in cold-weather environments.

The Occupational Safety and Health Administration (OSHA) provides an On-Site Consultation Program and confidential advice at no cost to small- and mediumsized businesses in all states. This consultation service is separate from enforcement, so it will not result in penalties or citations. For more information about this program visit www.osha.gov/consultation.

PPE and cold weather gear are essential items for tow operators, and go a long way in helping reduce exposure to workplace hazards. PPE must be kept in good operating condition and utilized consistently to ensure safety and performance on the job.

Temperature Ratings for Outdoor Workers

With winter closing in, employers and workers face a familiar problem: picking gear from a sea of products that all claim to be “warm”. But what do temperature ratings on thermal workwear really mean? Ergodyne provides third-party tested temperature ratings on its line of thermal jackets and bibs, now organized into three categories, making it easier for workers and safety pros to quickly zero in on the right gear for the conditions being encountered: WARM (above 0°F): For moderate cold and active work.

WARMER (-19°F to 0°F): For frigid temps and longer exposure.

WARMEST (-20°F to -60°F): For extreme cold storage and sub-zero jobs. Although these temperature ratings are a guide, they’re not a guarantee as to how warm a tow operator will actually feel on the job. That depends on this comfort equation: insulation + activity + time. The gear is one part of the puzzle, but how hard an operator is working, and how long they’re exposed to the elements plays just as big of a role. Standardized benchmarks help workers determine if their gear can truly protect them from the conditions faced. By combining verified ratings with a clear explanations of what those rating mean, work crews gain both the data and the context they need to stay safe, comfortable, and focused.

TowiNg BusiNess

Developing a great tow team doesn’t happen by accident. It requires many hours of effort in order to find and refine the ideal mix of personalities and skills.

Finding Young Towers

Prepare for the Next Generation

By Brian J. Riker

Tow managers want the best possible team, yet often struggle just to fill open positions. What are they doing wrong? Anyone in ownership or management has asked themselves that very question, probably more than once. While it may be a difficult question to answer, the results make the effort worthwhile.

A great team doesn’t just happen by accident. Many hours of hard work, sacrifice and purposefulness, when mixed together like the perfect cookie recipe, will help a tow boss find and refine the ideal mix of personalities and skills for a dream team.

MANAGEMENT MISSTEPS

Where most leaders fail is in trying to rush the end result. There is no substitute for taking the time needed to develop and nurture the relationships necessary to create success.

Out of necessity, tow managers will often rush the hiring process just to fill a seat. Or

worse yet, hire a seasoned and experienced professional with solid technical skills, only to discover that their people skills are lacking. It never truly makes sense to keep a high performer just for their productivity, especially when they’re creating a toxic culture. None of these scenarios will result in long-term wins, yet many tow bosses have—and even still do—these things daily. Tow managers should take steps to make sure they don’t fall into the habit of hiring the same type of person every time. Frequently, hiring for technical skills or certifications over attitude seems to be on most managers’ minds during the process. While certain skills are required for particular positions, it’s better to widen your horizons and not get caught up looking for one specific skill. Consider hiring a newbie tower for attitude and aptitude, regardless of experience, licenses, or certifications.

EXCELLING VALUE OF TRAINING

A good candidate can almost always be taught the skills they need, and then support them while they obtain their licenses or certifications. On the other hand, it is nearly impossible to change basic personality traits to fit in with a towing team. This truism is why many larger fleets prefer to hire folks without towing specific experience and train them from the ground up. The extra time and effort is paid back in dividends with improved attitudes, the lack of preconceived notions about the job, and most important, there are no bad habits to break. ◀

Brian J. Riker is a thirdgeneration towman, with 30 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

What will the next generation of towers look like?

THE BEST POLICY

Honesty goes a long way in the hiring process. Towing is a difficult career, often with long, unpredictable hours, bad weather, ungrateful customers, and the regular risk of physical harm. Unfortunately, the industry can’t control many of these factors, but a recruiter can manage the applicant’s expectations right from the start. It doesn’t do anyone any good to sugarcoat the realities of the job. Once the newly hired person realizes what they’ve gotten themselves into, they’ll bolt, and the tow business will have wasted countless resources and probably thousands of dollars hiring and training someone that wasn’t a good fit right from the start.

While almost everyone running a business today needs to fill positions, often quickly, the hiring process cannot be rushed in order for it to be effective. Besides the basic background screening that may be both a legal and insurance requirement, a good hiring process includes multiple interviews conducted by different people within a company, maybe even a ride-along for driver or roadside technician positions.

A ride-along, although unusual, will allow the applicant to experience the job firsthand, and multiple interviews with different staff members will provide a better picture of the applicant as a whole.

REALITY CHECK

When hiring experienced applicants, always request a hands-on demo of skills to check for technical aptitude and abilities, depending on the level of experience needed.

Which leads to another critical question: What will the next

generation of towers look like? Few millennials seem interested in the industry, and with a general lack of respect for vocational trades, recruiting young towers is increasingly difficult.

Some tow bosses are fortunate enough to have family members willing, even wanting to step up to the task, but the reality is that the next generation is more likely to come from outside the tow business today.

For various reasons, many current owners may be actively encouraging their offspring to pursue careers outside of the industry. But those that do want to work in the industry, don’t always want to drive. Instead, they want to lead the company in an executive capacity where they can shape long-term strategies and influence growth.

BREEDING GROUNDS

The towing industry can successfully recruit the next generation if managers capture their interest as early as possible. A few leading towers actively recruit from Vocational-Technical (Vo-Tech) high-school programs, and have been for many years. Although there are insurance and regulatory hurdles to overcome, especially around age restrictions, they are not insurmountable.

Reach out to a local Vo-Tech school, and discuss how they can support a tow company’s recruiting efforts. Consider though, that trade education is not limited to just finding tow truck operators. Business students can become great dispatchers and clerks, even managers. The students enrolled in Vo-Tech programs are often looking for blue-collar careers with great growth potential, both of

which towing definitely offers.

Trade schools have a responsibility to help provide employment for their graduates, and towing provides a distinctive avenue for students to explore. Partner with a local school to create job apprenticeship programs, and provide trucks for students to learn how to drive and tow. As an incentive, one towman in Pennsylvania donated a tool chest each year to a top student as a graduation gift.

OTHER AVENUES

Besides recruiting from a Vo-Tech institute, which can be a challenge for smaller towing companies where insurance carriers are not as flexible about age or experience requirements, there are other great markets to explore. Community colleges often attract students who are still exploring career options, making flexibility in initial job choices important. Entry-level positions in towing offer practical work experience and skill development, potentially opening doors to advanced roles.

In an area with seasonal layoffs, such as the Northeast in the winter, construction laborers often make great tow operators. They come fully accustomed to working outdoors, are used to doing hard labor, and good with following instructions. Many are skilled with equipment operation, and are naturally inclined problem solvers with great mechanical skills. Just about everything a successful tower needs to be.

ATTENHUT!

Military service members leaving active duty are a great and often untapped resource. The sad reality is that after serving our country, many former military have difficulty finding civilian jobs. Industry generally doesn’t have a place for warriors, but towing can feel like a battle most days, so these highly skilled and

dedicated folks usually fit right in. The military does an excellent job at of creating loyal, hardworking, and trainable individuals that are eager to accomplish any mission is presented to them. With a heart for service, which is why they volunteered to serve in the first place, transitioning military personnel have what it takes to excel in customer service and problem solving.

Also, the pool of exiting soldiers is just the right age, 22 to 30, to begin a long career in the towing industry. Offer attractive benefits, provide some grace for adapting to civilian life and a chance to prove themselves, and a tow manager will have a wonderful worker capable of tackling just about any challenge.

IMPACT OF AI

Staffing changes are on the horizon. As artificial intelligence transforms the corporate world, eliminating many

entry- and mid-level positions, more high school students are once again looking towards vocational careers instead of college. By offering support to the local community, in the form of positive press, participation in school events, and presenting opportunities at job fairs, the towing industry can gain appeal as a reputable career (instead of a place to land when nobody else is hiring).

While old-school tow bosses often struggle with the concept of work/life balance, as do some of the more senior employees, they fail to grasp that towing is not a lifestyle. Towing is a career no different than being a service technician at a truck dealership, or a retail store manager. As such, employees have the right to expect predictable shifts (as much as possible), safe working conditions, modern tools and equipment, and a clear path to career advancement. Employers that recognize these

expectations, and work towards creating a flexible, team-oriented culture, usually have greater success retaining and recruiting the best talent.

A pool table, ice cream bar and free pizza on Fridays are not needed, since this isn’t a tech startup. But the ability for team members to have reasonable time off to spend with family, decent benefits like medical, dental and vision insurance, well-maintained equipment, and a pay rate comparable with other employers in the area, are all necessities.

FAIR COMPENSATION

While on the subject of salary, although the traditional model in towing has always been straight commission, or an hourly/ commission hybrid model (where employee productivity is directly tied to compensation), this approach is no longer effective as a recruiting ◀

tool. As the market has shifted to greater reliance on call aggregators, motor clubs, and wholesale work, the ability to make a fair wage on commission-only plans has deteriorated to the point that it is no longer feasible in many markets. The current workforce demands steady, predictable, and decent wages that don’t fluctuate when the company is having a bad day.

Tow bosses are now competing with good-paying jobs, such as driving forklifts, repairing production lines, and other indoor careers inside warehouses and distribution centers.

As the demand for quick delivery of online goods soars, so does the pressure on the available labor pool. Towing is competing directly with Amazon, Walmart, and other online retailers or distribution companies for able-bodied people.

Ask yourself, would you rather risk your life on the white line or work comfortably in a climate-controlled warehouse? Both jobs offer similar wages, but most people will choose safety and comfort. With this in mind, hiring managers in the tow industry must craft the towing job into an opportunity that excites and attracts younger people, making it a career they aspire to join rather than avoid.

TowmaN TechNiques

What’s the Evidence?

Legal Procedures for Tow Providers

By Randall C. Resch

TOperations 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.

he law-enforcement community has protocols for handling “evidence tows”—those recoveries involving legal issues, such as stolen merchandise, prohibited drugs, unlicensed firearms, and even homicide victims. The collection of evidence varies agency to agency; however, the manner in which evidence is collected is critical to a case outcome. In the most complicated investigations, Law Enforcement (LE) contracts with tow companies needed to transport and store vehicles which may contain critical evidence of the crime being investigated.

To establish what evidence from a tow and transport is most relevant for court testimony, questioning typically begins with the defense team asking towers the following:

• What precautions did the tow operator take before and during transport?

• How was the vehicle transported and stored?

A recovery scene like this one might look normal, but a tow operator won’t know unless first asking, “Is this an evidence tow?”

• Did anyone else have access to the vehicle?

• What was the final disposition of the vehicle once the investigative hold was lifted?

There’s also the expectation that tow companies respond with only their best operators who are experienced in evidence scenarios. Also, LE typically requests that flatbed carriers are dispatched as the preferred transport vehicle. The following examples represent tow-related protocol towers should follow when LE evidence is involved:

FORENSIC EVIDENCE PROCEDURES

An operator’s first responsibility is to identify the individual in-charge of the scene, making immediate contact upon arrival. Known as the “Incident Commander” (IC), the impounding agency is responsible for imparting instructions for procedures necessary to protect critical evidence. An agency’s “Department of Investigations” often oversees homicide, human trafficking, and sex-crime investigations. Similarly, vehicle-related investigations are overseen by a traffic division investigating unit.

Prosecuting accidents or incidents that involve wrongful, negligent, or

intentional acts resulting in injury or death requires a detailed account of critical facts. While fingerprints, blood samples, debris particles, and DNA are essential evidence, these items alone do not explain how they arrived at the scene. However, their presence at key locations can link suspects to the crime and form vital components of a comprehensive investigation. A good defense strategy hinges on proper handling, collection, sampling, preservation, storing, and delivering forensic evidence, all of which lend credibility to establishing proof beyond reasonable doubt.

The loss or tampering of evidence can be critical, often undermining the prosecution’s case and increasing

the likelihood that a guilty party will avoid conviction. Upon arrival, tow operators should ask the IC if this this an evidence tow, and whether the vehicle has a hold for evidence. Determine these conditions before taking custody.

CARE, CUSTODY, AND CONTROL

A tow company’s responsibility protects evidentiary value by not allowing access to vehicles. Refer all inquiries to the lead agency. Determine with the IC the needs that are specific to the evidence scenario. These questions should be addressed:

• Is this tow/transport an evidence hold?

• What’s the reason for the hold? (e.g., accident, hit n’ run, pedestrian fatality, arson, homicide, or other?)

• Is there a hold for fingerprints?

• Will the vehicle go to LE’s evidence location or the tow yard?

• Is there a specific area of the vehicle that should be protected?

• By LE request, is vehicle to be stored inside or outdoors?

• Are there any special needs? (such as being set on jackstands or covered with a tarp).

NO EXPEDITING NEEDED

Generally, there aren’t any hurryup requirements demanding an immediate response. In fatality investigations, tow trucks are typically the last responders called to such scenes. Towers are reminded not to expedite because most states don’t recognize tow trucks as first responders. So, never drive up to a scene and immediately start hooking or cleaning up. Not all tow companies are evidence contractors; rotation towers may arrive on-scene only to be sent away. If sent away, don’t argue with LE—leave immediately.

Once the coroner conducts fatality declarations, the investigating deputy or IC may request an evidence provider respond to the scene. Note that being an evidence contractor does not come with any special privileges. Tow personnel should always respond in a safe and legal manner.

HIGH-PROFILE CASES

In June 1974, the viewing public was captivated by the O.J. Simpson homicide case. When Simpson’s pal Al Cowling’s, white Ford Bronco was towed out of the LAPD’s evidence shed, the tow operator, working for LA’s official police garage admittedly stole receipts from the Bronco’s interior. Although the occurrence didn’t affect the outcome of the trial, it severely tarnished the industry’s reputation. Hence, never remove items of any kind from evidence vehicles, especially high-profile or celebrity vehicles.

If weapons, ammunition, or contraband are observed, immediately notify the impounding agency. Don’t touch anything on or within the vehicle. Avoid the temptation to take souvenirs from a high-profile vehicle or incident scene, as a tow operator could face arrest and felony charges for

ATMs and bank safes are sometimes loaded on carriers or stolen wreckers, where evidence may include DNA, fingerprints, or “modus operandi” (modes of operation).

To bring this casualty to the ground without breaking the two apart, use a twin-line wrecker to back roll with a catch line, then a carrier to transport.

Evidence loads like this one can be problematic when crime scene investigators want both the motorcycle and vehicle transported together.

tampering, destruction of evidence, and possession of stolen property.

SEX CRIMES AND TRAFFICKING

In illegal trafficking of humans, both adults and children, a multijurisdiction investigation may involve literally thousands of investigative hours. True to U.S. cities bordering Mexico, vehicles being held for evidence purposes demand specific handling, care, transport and storage. If improperly handled by tow personnel, the case could be thrown out, allowing career or menacing criminals to be set free.

BURNED VEHICLES OR BODIES INSIDE

Arson hides evidence of crimes related to robbery, rape, burglary, drugs, and homicidal scenarios. Before loading a burned vehicle, conduct a “walkaround”, looking into scorched spaces. Burned corpses are difficult to recognize.

LE may tow/transport

vehicles with “Hold for Evidence” requirements in order to secure warrants to access locked vehicle interiors or trunks. If a body is inside the vehicle and towers are asked to move it, special procedures may require relocating the vehicle to a designated location.

Special requests require an immediate affirmative response from towers. Relocation may be necessary to ensure officer safety from unruly crowds and/or to protect the dignity of the deceased.

Agency authorization may demand that a vehicle is transported, upside down or moved in this manner. Evidence towers do many things beyond-the-norm at LE’s request, and should do so with no hesitation. If tow ownership prohibits recovering upsidedown vehicles, or moving vehicles in this manner, the company shouldn’t be an evidence contractor.

TARPS FOR STORAGE

Never wrap a casualty vehicle with Mylar plastic or tarps, as a defense team may claim the evidentiary area was tampered and compromised. In areas prone to high humidity, wrapping with plastic introduces moisture which can create mold that may compromise any samples.

Tarps, when approved, may be used to cover stored vehicles. Because rain, snow, high humidity, and sunlight are factors that potentially damage bits of evidence, agency protocol may necessitate using tarps to protect vital evidence. Experienced towers know that old battery cable clamps are useful for securing tarps.

COMMON EVIDENCE SCENARIOS

Towers should find out the nature of the investigation (the type of crime) in order to determine the best hook-up or transport of an evidence vehicle (or item), without touching any surfaces containing evidence. Never drive

Scorched vehicles resulting from collision, arson, or homicide may contain bodies burned beyond recognition, requiring a visual examination.

evidence vehicles in order to avoid contaminating them. Here are some typical scenarios that a tow operator might encounter:

• Hit & Run Pedestrian: When pedestrians are struck and the body goes under the suspect vehicle, it leaves bits of clothing, clothing fibers, hair follicles, skin and bone fragments, blood, along with fabric abrasion marks, or fibers caught at underside locations. When pedestrians are struck and the victim’s body goes over the suspect vehicle, evidence is typically left on vehicle bumpers, grilles, hoods, windshield, and windshield frames, and various nooks and crannies.

• Hit-and-Run Lights-Out: Witnesses oftentimes describe a suspect vehicle driving “lightsout” (don’t turn-on vehicle headlights). As part of vehicle and pedestrian investigations, there’s specific importance to determine whether or not headlights or taillights were illuminated at time of impact.

• Fingerprint Evidence: Latent prints in investigations are crucial to link suspects to crimes. Fingerprint experts determine if prints are either fresh or old. Loading or towing activities could destroy fingerprint evidence. Towers are reminded to wear gloves, and not to touch vehicle surfaces if at all possible to avoid destroying or contaminating trace evidence. At the onset of any evidence tow/transport, determine from the LE or IC if the suspect vehicle is a “Hold for Prints.” Also, question if the vehicle must be stored indoors. Important: To prevent destroying prints, never roll windows up or down.

• The Brakes Went Out: Avoid touching brake pedals or applying emergency brakes

when loading.

• Seatbelts and Door Handles: Don’t use seat belts for recovery or for securing steering wheels when rear towing. To protect prints or prevent contamination of DNA, never touch or use door handles/door areas.

• Dirt in Tire Treads and Wheel Wells: Large amounts of soil found under and on the vehicle’s undercarriage are analyzed to determine whether the vehicle was physically present at a crime scene. For cases where suspect vehicles drive into crime scenes on dirt roads, soil adheres to the vehicle’s tires and may also be collected as evidence. CSI techs pre-determine if a wrecker and dollies best suit this particular type of evidence versus flatbed carriers.

• Scene Clean-Up: Never begin recovery, sweeping, or collection of debris until authorized to do so. Vehicle debris such as front or rear paint chips, headlights, license plates, bumpers, and grille pieces, are specific to pedestrian strikes and should eventually be picked up and brought with the evidence vehicle. Don’t throw scene debris into a vehicle’s interior. Contraband, drugs, paraphernalia, and alcohol beverage containers may be located on vehicle’s seats and floorboards. Place debris into heavy, black trash bags and take with the evidence vehicle. For the safety of the investigating personnel or CSI Techs involved in evidence collection, hold off on loading until all onscene collection of evidence is completed. LE and evidence techs may be subject to a slipand-fall accident if they’re trying to walk on a tilted carrier’s deck.

• Finding Evidence:? CSI techs exert considerable effort when employing forensic ◀

techniques (photographing, applying fluorescent lighting, vacuuming, dusting, Ninhydrin sprays, swabbing) in order to find trace evidence. Vehicles used in robberies, homicides, and sex crimes may contain traces of blood, gunpowder, hairs, fibers, body fluids, etc. A vehicle’s interior is likened to sealable “Tupperware”, containing particulates of DNA. In addition, vehicle interiors may contain biohazards that are detrimental to one’s health.

• Black Box Technology: Modern vehicles are equipped with have, Event Data Recorders (EDRs), aka “black box” that’s

akin to an aircraft’s flight recorder. EDR’s record information related to impact, speed, reaction, brake activation, airbag deployment, etc. Because of disparities or presence of EDR’s in vehicles, tow personnel shouldn’t use, or attempt to use, any of the vehicle’s onboard systems. At no time should an evidence vehicle’s ignition be turned on or off. Don’t touch the vehicle’s foot or emergency brake, or shift a vehicle’s transmission lever for any reason. For difficult and non-rolling situations, towers should deploy skates, soapy liquids, GoJaks, dollies, etc. In absence of in-park, in-gear, E-brake-on transport, advise impounding officers of vehicle code requirements necessary to safety systems required of nonevidence tows. Use minimal topside safety equipment (safety straps, tie-down, safety chains, extension lights, etc.), to avoid locations where evidence

may be located. Choose a tiedown combination best suited to evidence transport and transport security.

• Acceptable Techniques for Loading: As noted previously, LE prefers flatbed carriers as the tow truck of choice. Use securing techniques to avoid E-brakes and transmission shifters. Based on a suspect vehicle’s location, wherever end-crash or trace evidence is located, consider free-spooling the carrier’s winch and run cable under the loaded vehicle to its far-end, and back-hook with the V-Bridle, to avoid contaminating underside evidence. Hit-and-run evidence may be located near, or at underside T-slots or typical tie-down locations. Don’t apply four-point tie-down in a usual manner if attachment ends are near evidence locations. Advise the impounding officer as to why four-point tie-downs shouldn’t be used to avoid compromising collection of evidence.

• Upside Down Transport: Evidence vehicles typically shouldn’t be transported

Evidence or not, towers are obligated to not remove items from any vehicles towed or transported.

upside down for obvious safety reasons. A solid transport plan should be discussed prior to load actions. If a vehicle is being relocated (with deceased person(s) inside), determine the plan that best suits the situation. Other than Cars? Evidence towers need to be innovative when it comes to towing and transporting various evidence items. Be creative in determining what techniques will be used to load items such as toolboxes, bank safes, ATM machines, bicycles, or stolen catalytic converters stashed in an underground garage.

• Chain of Custody: This demands the tow agency will preserve crime-scene evidence from the time it’s collected until the time it’s presented in court. To establish chain of custody exists and prove that evidence remained intact, a tower may be subpoenaed to testify to three criteria:

1. The evidence offered is the same evidence tow personnel collected, received, towed or transported.

2. Affirm the time and date the evidence was received, or when was it subsequently transferred to another provider.

3. There was no, “operator tampering” with the vehicle and contents while it was in storage. To protect chain of custody (transport) of impounded vehicles, LE, evidence techs, or other such official delegates will typically follow tow vehicles to designated places of storage, the police department, or tow facility. Once evidence vehicles are loaded and before transport takes place, provide LE with a business card. Confirm delivery instructions if the vehicle goes to LE.

• Photography/Video Recording: Photographs or video taken at collision or incident scenes may be subpoenaed in lawsuits citing, “right to privacy issues.” The inclusion of likenesses, faces, and license plates may result in civil action against the tower taking the photographs. Don’t post sensitive photos/ video on Facebook, Snapchat, Instagram, or a company website. Example: As an “Evidence Tow Provider”, the

CHP’s Tow Service Agreement prohibits personnel from taking pictures of collision scenes or vehicles without permission from the investigating officer or IC. (Section 18. Compliance with CHP, Subsection H, 1 & 2) When responding as an evidence provider, tow companies are held to higher standards of care and responsibility. The precautions noted above indicate the gravity of this work.

AD INDEX

SCORCHED SEMI

Plunging From an Overpass, and Igniting Into an Inferno

By George L. Nitti

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

When Jim Knight, operations manager at Suburban Towing of Louisville, Kentucky, got the call just after 10 a.m. on a rainy Friday morning in June, it sounded like a routine dispatch. But what he and his team encountered on the I-65 bridge quickly escalated into a dramatic rescue.

RESPONDING EQUIPMENT

2024 Peterbilt with Century 1075S (75-ton twin-steer rotator)

2022 Kenworth with Century 1140 (40-ton rotator)

Randall’s Rollbacks for hauling equipment and wreckage

Skid Steer with grapple buckets

Ford F-350 Quad Cab (scene supervisor’s pickup)

With clearance limited under the bridge, Suburban’s team had to work between tight angles.

Suburban dispatched two Century rotators—a 75-ton and a 40-ton—and had to exercise care to avoid puddles of melted aluminum around the cab of the semi.

RESPONDING PERSONNEL

Jim Knight – Operations Manager, scene supervisor

Kyle Goff—Safety Manager, operating the 75-ton twin steer wrecker (1075S)

Andrew Harden—Operator, operating the 40-ton wrecker (1140)

(A transport division assisted later in moving wreckage, but Suburban Towing handled the majority of the work on scene.)

“A truck’s back end was sticking straight up,” Jim recalled. “By the time we got there, the whole thing had already dropped below the bridge. And it was on fire.”

The tractor-trailer, driven by a man who miraculously escaped with just a broken ankle, had slid and veered off the roadway after a sudden lane change in wet conditions. The trailer jackknifed, sending the entire unit over the barrier. The truck plummeted 20 feet, and then simultaneously burst into flames below the overpass.

As for the driver, “He couldn’t get the doors open,” said Jim. “He just kept kicking until he forced one open and dropped to the road below. If he hadn’t, he would have burned up.”

Jim and his crew, including two Century rotators—a 75-ton and a 40-ton—arrived to find puddles of melted aluminum around the cab. “That fire got hot,” he said. “We had to be careful where we hooked. The heat compromised a lot of the structure.”

Recovery involved lifting, cutting, and separating parts fused by intense fire. With clearance limited under the bridge, the team had to work inside very tight angles, removing

When the semi’s trailer jackknifed, the entire unit went over the barrier of the overpass, plummeting 20 feet below and then bursting into flames.

trailer tandems and using Landolls and lowboys to haul the debris.

“The challenge wasn’t brute force,” Jim recalled. “It was about precision and caution. You’re working with compromised materials, low clearance, and people wandering into danger zones trying to snap photos.”

Despite the complexity, Jim said the recovery went smoothly—thanks to experience, equipment, and safety-first protocols.

“You can prepare all you want,” he added, “but no two wrecks are ever the same. You have to stay vigilant. A wrong move could turn a recovery into another accident.”

The recovery required lifting, cutting, and separating parts fused by intense fire. The driver barely escaped from the fiery cab.

Working with compromised materials and low clearance, the recovery was about precision and caution, instead of merely brute force.

Jon Stanley discovered his passion for safety after a serious mishap transformed his perspective, setting him on a remarkable 20-year journey in transportation. Beginning his career behind the wheel, he soon ascended to leadership roles where his deep expertise in safety and risk management became apparent. Jon’s career evolved further when he transitioned to the insurance sector with his company Synergy-Solutions LLC, recognizing that many companies were struggling to implement effective safety programs. Today, Jon leverages his comprehensive knowledge to guide firms in strengthening their safety protocols and mitigating risks.

From Risk to Resilience

Turning Safety into a Shield Against Rate Increases

By Jon Stanley

Ask any towing company owners to name their biggest fixed cost expense is outside of payroll and equipment, and most will give the same answer: Insurance! For decades, tow operators have learned to budget for fluctuations in fuel, replacement parts, and even wages. Insurance, on the other hand, has become increasingly unpredictable.

Commercial auto and liability premiums in the towing industry are climbing at a rate that makes long-term planning virtually

impossible. According to industry reports, commercial auto premiums have risen nearly 50% since 2020. In 2024 alone, rate hikes averaged between 9% and 10%—and some saw increases as high as 20 to 45%!. By the end of first quarter of 2025, commercial auto companies were still trending upward at a 6 to 7% additional increase. That means companies renewing in 2025 are not only starting at higher deductibles and dealing with tighter underwriting scrutiny, but are also facing the added dilemma of having fewer carriers even willing to even quote their business.

What makes this surge so difficult for towing professionals is that it doesn’t always correspond to their individual safety record. A company may have a clean claims history, only to be penalized because of catastrophic accidents elsewhere in the industry which have shifted the entire underwriting landscape. From the standpoint of insurers, the class of “towing risk” is increasingly volatile, and they price accordingly.

WHY TOWING IS IN THE CROSSHAIRS

Towing is, by almost any measure, one of the most dangerous professions in America. Federal labor statistics show a fatality rate of 44 deaths per 100,000 workers. That is more than 15 times higher than the average across private industries (such as agriculture, forestry, fishing, and mining), which stands at 2.9 per 100,000 workers. This statistic alone makes underwriters cautious.

But it is not just the danger to workers that worries insurers the most. Tow trucks operate in some of the most unpredictable environments imaginable: high-speed interstates, inclement weather, roadside emergencies, and chaotic accident scenes. Every one of these exposures carries with it the potential for catastrophic claims. Some of the industry’s recent headlines confirm this negative perception:

• In Texas during May 2025, a heavy wrecker lost its brakes while hauling a semi-truck, causing the driver to

lose control and crash into multiple vehicles. One person was killed, and eight others were injured.

• In California during June 2025, a semi-truck crossed over the center line and hit a heavy wrecker head on, killing the driver of the wrecker.

• In Colorado, in early 2025, a young tow operator was pinned between his vehicle and a state trooper’s vehicle after a pickup truck lost control and slammed into the two stopped vehicles.

These stories are tragic for the individuals and families involved, but they also ripple through the entire industry. When insurers run their actuarial models, every catastrophic claim weighs heavily. This is precisely the reason that even operators with no claims history will see their rates climb—it is not just about their losses, but about the perceived risk of towing as a whole.

THE ECONOMICS BEHIND THE INCREASES

To understand why insurers are raising rates, step into their shoes. For more than a decade, the commercial auto line has struggled with profitability. From 2011 through 2023, insurers in this field have operated at a combined loss ratio above 100% in 12 of those nearly 13 years. Put simply, for every dollar of premium collected, insurers paid out more than that dollar in claims and expenses.

This imbalance is unsustainable, and carriers are correcting it the only way they know how: by charging more and underwriting tighter, and even walking away from certain industries such as towing.

Another driving force behind the hemorrhaging rates is the steady rise in claims severity. Since 2014, severity in commercial auto claims has increased by 78%. Bodily injury claims alone rose 9.2% in severity last year, despite the fact that claim frequency remained relatively flat. In other words, accidents are not necessarily happening more often, but when they do, they cost far more.

UNDERWRITING IS ABOUT BEHAVIORS, NOT LUCK

Many tow managers might ask, “Why do all these data points matter? I have a safe operation, I do not have claims, and it is not fair!”.

In response, they are right, it is not fair—but it is the reality.

Following are a few lessons learned from various underwriters, while serving as a loss-control consultant working for a large insurance carrier, and even as a risk management consultant in the private sector.

Carriers know that bad luck can strike anyone, but what they are really looking for are behaviors. They ◀

want signals that a towing company manages its risk better than the rest. These signals include:

• Clean motor vehicle records and strong hiring practices.

• Documented training programs that extend beyond onboarding.

• Evidence that policies are enforced in the field, not merely written in a manual.

• Technology that is installed, monitored, and used to coach behaviors.

• Leadership that demonstrates a genuine, ongoing commitment to safety.

When insurers don’t see these signals, they assume the worst. When they do see them, there is room to negotiate. This explains why two companies with identical loss histories can walk away from renewal meetings with vastly different rates.

BUILDING A DEFENSIVE PLAYBOOK

So, how can the towing industry defend itself? By turning safety into a strategy, not just for protecting lives, but for controlling costs.

For example, hiring drivers with questionable records is a gamble that insurers will not overlook. But the commitment can’t stop at hiring.

Ongoing coaching, ride-alongs, and real-time feedback are critical. Companies that succeed are the ones where experienced managers spend time in the field, shoulderto-shoulder with drivers. That kind of visible engagement proves to underwriters that safety is not just a policy, it’s a practice.

It is one thing to have a written policy about roadside safety. It is another to see it in action with cones, flares, reflective PPE, traffic incident management training, and consistent post-accident reviews. Companies that can demonstrate a pattern of adjusting policies after near-misses earn credibility. Insurers

Insurers want to see evidence that safety practices are applied in the field.

want to see that tow managers not only create rules, but also continue to learn and evolve.

TECHNOLOGY ACTIVELY MANAGED

Dashcams and telematics are among the most powerful tools available to tow operators, but they only work if they are used properly. Reviewing footage, coaching drivers, and acting on telematics alerts demonstrates effective management. In fact, fleets that actively monitor camera systems have shown measurable reductions in both claim frequency and severity, which underwriters track closely.

A company’s safety culture is the hardest to measure, but also the easiest to sense. Insurers know the difference between a company that talks about safety once a year at renewal, and one that weaves safety into daily operations. Leadership visibility, safety committees, and transparent communication are the cornerstones of a culture that insurers trust.

To strengthen a safety culture in any towing operation, consider the following:

• Consistency Matters: It keeps the workforce focused on ongoing safety, not just when someone is looking.

• Top-Down Safety: Leadership in operation needs to be committed to the same excellence expected from frontline employees. Example: If there are cameras in a tow operator’s company truck, include a camera in the ownership’s company vehicles as well.

• Safety Committee Meetings: These are a great way to involve all of the workforce in a safety program. Effective meetings will give everyone an opportunity to discuss hazards, accidents, near-misses and any other adjustments needed. Not including

frontline employees in this meeting prevents the employees from actually doing the job to provide their perspectives.

CHANGING THE INSURANCE CONVERSATION

The power of this approach is that it changes the interactions with insurers. Instead of walking into renewal meetings with nothing more than hope, operators can walk in with real-world proof, such as:

• Documented driver coaching sessions

• Near-miss reports and corrective actions

• Data from telematics showing reduced speeding, harsh braking, or distracted driving events

• Records of safety meetings and leadership ride-alongs When underwriters see this, they pay attention. Companies facing double-digit rate increases can turn things around by demonstrating active engagement in their safety ◀

program, ultimately decreasing rate increases.

There is yet another benefit to strengthening safety: it elevates the reputation of the towing industry as a whole. Right now, insurers and regulators too often define towing by its worst actors, those involved in catastrophic accidents or predatory practices. In contrast, companies that demonstrate professionalism, safety and transparency help shift this perception.

For example, industry watchdog groups have flagged fraudulent, staged accidents and excessive towing charges as a growing problem. These practices create regulatory backlash and give insurers another reason to raise rates. Towers who actively distance themselves from these practices, and promote fair dealing and safety, help set a

new standard that benefits the entire business climate.

THE ROAD AHEAD

The pressures driving up insurance costs are not going away. Repair costs will continue to climb, litigation will remain aggressive, and insurers will keep scrutinizing towing risks. But tow managers are not powerless.

By managing driver behaviors, safety processes, technology applications, and company culture, towing companies can defend themselves against the worst of the increases. They can shift the scenario from being part of a high-risk pool to being recognized as disciplined, proactive, trustworthy operators.

More important, they can keep their people safe. While controlling premiums is vital to profitability,

there is a bigger truth at stake: every policy, every ride-along, every safety meeting, is about ensuring that drivers go home to their families at the end of the day, every day. This is the core benefit of risk management. Insurance companies will always adjust for losses. This is the nature of risk transfer. But they will also reward companies that can prove they are different. Tow operators that demonstrate measurable improvements in safety performance and claims management will not escape premium increases entirely, but they will be in a far stronger position to negotiate and sustain coverage. In today’s market, this is not merely an operational advantage, it is a business survival strategy.

EXHIBITOR ROSTER

Exhibitor Roster as of 10/19/25

*Supplier names in bold are display advertisers in this issue with their ad page number cross-referenced November 20-22,

24/7 Dispatch

360 Payments

5Star Specialty Programs

AAA

Access Tools pg. 57 booth #1318

Acrisure

Agero powered by Swoop pg. 24 booth #500

Akins Body & Carrier Sales pg. 23 booth #4710

ALKEME Automotive

All American Jerr-Dan

in Old Bridge pg. N,S,M 75 booth #1514 & 1519

All Roads Trucks pg. 65 booth #616, #253

Alliance Funding Group

Allied Captial pg. 47 booth #914

Allstate Roadside

Alpha HD Trailers

American Key Supply

American Towman Magazine booth #1141

Amur Equipment Finance

AP Equipment Financing

Apache 2 Way

Armor Body

Arrowhead Winch pg. 35 booth #1108

Ascentium Capital

AT&T Business

Atlanta Wrecker Sales

Aurora Payments pg. 39 booth #4611

Austin Insurance pg. N76 booth #800

Auto Data Direct pg. 60 booth #3110

Autura pg. 65 booth #1115

Axle Covers

Azuga, A Bridgestone Company

B/A Products Co.

Bad Dog Tools

Battelini Wrecker Sales

BBK Billing & Dispatching

Beacon Funding

Benchmark Payment Networks

Big D's Fabrication pg. N76 booth #1435

Bloom Mfg.

Breg Environmental

Brooklyn Progressive-Auto Body & Paint Equip.

Brown & Brown Insurance Services pg. 51 booth #103

CameraMatics

Car-Part.com

Century

Chevron

Chevron Commercial pg. 56 booth #1230

Collins pg. 21 booth #1502

Colstan & Associates

Command Light

Contral Trailers

Copart pg. 3 booth #4010

Crouch's Wrecker & Equipment Sales pg. 25 booth #1118

Custer Products pg. 47 booth #1337

Custom Built MFG

Customers Commercial Finance

Cutco

CVVFA/Responder

Safety Institute

Davis Recycling

DeFalco's Service Center

DewEze Mfg

Doepker Trailers

Dom's Wrap-A-Wreck

DOT Tie Down

dp Winch

DRIVE

Dual-Tech pg. 34 booth #2601

Dynamic

East Coast Truck & Trailer Sales

East Penn Truck Equipment

ECS

EFI Tow

Emergency Road Service Coalition of America / ERSCA

Energy Security Agency

Envue Telematics

ESCO (Equipment Supply Company)

EVchargeHERO

Excel Sportswear

FCar Tech USA

Federal Signal

First Business Bank

FleetNet America

Fullbay

Garden State Towing Association

GEICO

Gray Manufacturing Co.

Guttman Energy

Hale Trailer Brake & Wheel

pg. N77 booth #948

HD Trailers pg. 44 booth #230

Heavy Duty Help pg. 43 booth #112

Helix Safety Essentials

Hidden Lift + Tow

Hino Trucks

Holly's Towing Dispatch

Holmes

HONK Technologies

Horizon Motor Inc.

Hunter Engineering

Huntington National Bank IAA Holdings

Iconic MetalGear

Illusions Wraps

In the Ditch Towing Products

Int'l Towing & Recovery

Hall of Fame & Museum pg. 61 booth #5808

Integrated Vehicle Leasing & Equip. Leasing

Intek Truck Finance

International Recovery Systems

Isuzu Commercial Truck of America

iTow & Licona Insurance Group

Iver Tools

J+R / DG Towing & Trucking Supplies

JB Tow

Jerr-Dan

Johnson & Towers

Journey Business Solutions

Jutland Truck Bodies pg. 58 booth #834

Kalyn Siebert pg. 67 booth #745

Kurtz Truck Equipment

Landoll Company pg. 7 booth #430

Lift Marketing Group pg. N78 booth #1213

Lighthouse Insurance Services

Lodar USA

Lokithor pg. 32 booth #5105

Lucky's Trailer Sales

Lynch Chicago

Maritime Box

Marshall + Sterling Insurance

Maryland Carrier & Wrecker Sales

Matheny Towing Equipment pg. 35 booth #914

Matjack

MAXXIMA

Metro Nova Creative

Metro Tow Trucks

Metrocom pg. 51 booth #400

Midtronics

Miller Industries Towing

Equipment Inside Front Cover booth #223

Momentum EVSE

Morgan Truck Body

Myers Benner Corporation

Mytee Products

Nation Safe Drivers

National Automobile Club

National Recovery USA pg. 29 booth #3006

Nite Beams Products

NRC Industries Inside Back Cover booth #1425

NSM Insurance Brokers

OMG Tow Marketing pg. 27 booth #1304

OmniMed

OnCallGPS Video

Optimize Digital Marketing

ParkM

Parkva

PatrolWorks

Peak Auto Auctions

Peddle

Penny Pockets

Penske Truck Leasing

Phoenix USA

Pine Hill Trailers pg. 27 booth #238

Pinnacle Trailer Sales

PipeBreak USA

Prime Dispatching

Priority Push-to-Talk

Procomp Payroll Services

Pruuvn

Purpose Wrecker

R.P. Recovery

R&A Insurance

Ramsey Winch

Razor Wraps & Designs

RC Industries

Recovery Solutions and Title

ResQTrack

Rivian Automotive

Roadside Protect

Roadsider

RoadSync pg. N78 booth #1312

Robert Young's NRC Sales & Service

Robertson Ryan Insurance/Tow

Insurance Pros

Royal Truck & Equipment

Safety Vision pg. 39 booth #1326

Santander Bank, N.A.

Back Cover booth #1323

Sepson US pg. 63 booth #2816

Service Member Data

Signature Card Processing

Speedy Sweep

Spill Tackle

Square

Stamp Works

Star Blink Products

Steck Mfg. Co. pg. 31 booth #1110

SwipeSimple

Synergy-Solutions

Talbert

Towbook

Towboss

Towing

TNR

Worldwide

TowiNg safeTy

A Deadly Reality

Kentucky Tow Companies

Adopt Safer Practices

From the Editors of American Towman

When Kentucky towman

Troy Caldwell of Bubba’s Towing was struck and killed a year ago last September, it shocked the state’s towing community. Caldwell was an experienced operator, and

followed all the standard safety protocols, but in an instant, a distracted driver ended his life.

The accident was a wakeup call. Towers have always known the risks of working just a few feet away from traffic whizzing by at high speed, but Caldwell’s death made this danger truly hit home. It helped remind everyone that even the smallest lapse or distraction on the road can have tragic consequences.

Sadly, Caldwell’s death is not an isolated incident. Towers are killed at a rate of nearly 15 times that of any other industry. Roadside deaths have been increasing all over the nation, including in Kentucky. Despite some version of “Move Over” laws on the books in all states, which require drivers to move to a different lane and/or significantly slow down when approaching emergency vehicles, violations remain common.

AAA surveys show that as of 2017, 71% of Americans aren’t even aware of these laws.

This incident is a reminder that safety can’t be taken for granted. All towers are subjected to these dangers every day.

DANGEROUS FRONT LINES

Tow operators work all hours of the day and night. They are dispatched not only to highways, but also to rural roads, blind curves, and roadways with poor visibility.

Every dispatch brings new hazards: speeding trucks or drivers distracted by their phones. Towers often have to perform dangerous tasks with their backs to traffic.

That’s why, in the days following

Safety measures on service vehicles for protecting roadside tow operators include rear-mounted crash attenuators, message boards, and high-intensity reflective tape.

Caldwell’s death, tow companies across Kentucky began evaluating every detail of how they carry out roadside assistance. It became clear that piecemeal changes wouldn’t be enough—the big picture needed to be addressed.

NEW SAFETY PROCEDURES

The owners and managers of several Kentucky tow companies didn’t want to wait for the state or federal government to act. They began individual company-wide reviews of safety protocols within weeks of Caldwell’s death, identifying weak points and correcting them before another tower’s life was lost in Kentucky. The following changes were implemented:

1. Rear-Mounted Crash Attenuators: Shock-absorbing barriers were installed at the back of tow trucks to minimize injury and damage should another vehicle strike from behind.

2. Spotter Usage: Several tow companies now require having a second person on scene to help keep an eye on traffic while the main tow operator is working, especially on the highway.

3. Tow Truck Visibility: Wreckers have been equipped with highintensity reflective tape to increase their visibility at night and in inclement weather.

4. Improved Tow Operator Training: A live program (not just a written manual) incorporates defensive driving, rural and high-speed road safety, night-time jobs, and emergency procedures with simulated scenarios.

At first, the changes took some getting used to. Operators needed to adjust to new equipment and the newly implemented practices. But as weeks passed, the benefits became clear.

“Once I got used to the protocols, I found I actually felt safer out there,” noted one tower. “I feel like drivers finally see me now.”

THE INVISIBLE TOWMAN

While owners set the rules about safe operations, it’s the towers who must carry them out in dangerous environments. Owners can purchase the equipment and establish the regulations, but it’s the operators on the road who know if these changes are effective. Their feedback has been invaluable.

“It was like I was invisible out there,” admitted one tow operator. “Now, I notice drivers are responding to my truck earlier. That definitely reassures me.”

Operators practice these procedures every day, and each day that they return home safely is evidence in practice. This continuous cycle of training, feedback, and improvement is what is required to establish a culture of safety. Of course, no policy is perfect on day one, continuing evaluation is necessary.

CREATING A SAFER FUTURE

The steps taken in Kentucky are a good start, but to truly protect towers, wider legislative measures are needed, such as:

• Public Awareness: Drivers need to be regularly reminded that tower’s lives are at risk. “Slow Down, Move Over” should become as ingrained as “Buckle Up.” Public awareness campaigns through local news, online on social media, and highway signs can bring about significant increases in compliance.

• Enforcement: Greater penalties and enforcement of “Move Over” laws could also go a long way in saving lives. Compliance can be ensured with the cooperation of law enforcement.

• Technology and Equipment: Emerging technology such as flares, smart-arrow boards, and vehicle-mounted warning systems can provide additional safety. Investment across the ◀

industry in such technologies sets the bar higher and demonstrates concern for operator safety.

• Infrastructure Improvements: State and local governments can invest in roadway design to improve safety for tow truck

drivers, such as wider shoulders and designated pull-off areas.

Safety is not just a box to check—it is a culture that must be built day-byday, call-by-call. If one more tower can go home safe to their family because of these changes, then it is worth every dollar and every change made.

It is hoped hope that these changes will encourage other towing companies across Kentucky and nationwide to do the same. When one company prioritizes safety, it can set a standard for others to follow. The ultimate goal is to create a culture where every tower knows that their life matters, and that the work they do can be done safely.

Caldwell’s passing will never be forgotten, and if it leads towers to embrace a safer career and future, then his legacy will have enduring value.

Value-Added Propositions

Ways to Enhance a Tow Company’s

Operations

By George Metos

AGeorge Metos has been brokering businesses from his office in Utah since 2012. He founded Tow Broker to focus on the towing industry throughout the U.S. and Canada. https:// www.businessbrokergeorge.com/ George can be reached at 801-440-3176 or GeorgeMetos@aol.com

towman aimed to increase the value of his operation to ensure its longevity and create broader financial opportunities. Initially, his business was focused on heavy-duty towing, with a bit of light-duty towing mixed in.

Just about every heavy-duty tower does some light-duty towing as well. This allows a tow company to train new operators on less expensive equipment before putting them behind a heavy. Also, these drivers may not have their CDL yet.

This approach spreads the company overhead over a larger group of employees and equipment, while simultaneously building the office staff. Light-duty trucks spend far more time on the road than heavy-duty trucks, and that extra visibility can serve as valuable advertising, provided the trucks are clearly marked with the

company logo and phone number.

The towman wondered what else he could be doing to expand his operation. He is aware that other tow companies are involved in side businesses, and was interested in knowing which of them might be the most profitable.

Towers should take the time to explore this topic before burnout sets in, and they’re left questioning why the workload keeps growing but profits don’t.

BEEF UP THE BOTTOM LINE

There are several proven ways to generate additional profits in a towing business. Some make more sense than others, depending on the opportunities in the area, and available facilities.

Hauling/transport is a side business that many heavy-duty towers engage in. They already have heavy wreckers and semis, along with heavy-duty trailers,

and CDL drivers, so it’s obviously a natural fit.

Home construction companies, road builders, equipment rental companies, and the like have heavy equipment that needs to be moved from A-to-B on a regular basis. Many of them do not want to invest in the resources that a tower has, but would rather contract with tow companies for their moves as needed.

Marketing to these equipment owners is no different than marketing to customers for heavy-duty towing. Proving to them that a tow company has the proper equipment and qualified drivers is key. A bonus is that these moves can be scheduled when convenient to both parties, unlike the emergencies that towers typically respond to. It comes as no surprise that this particular area is one of the most popular side businesses for a heavy-duty tow company.

MORE SIDE GIGS

There are several other activities where both light-duty and heavyduty towers can pile up profits. Repair service is fairly popular among tow businesses, and generally speaking, most towmen understand the mechanical side of tow trucks fairly well. Some tow businesses even employ a mechanic on staff, so they naturally can offer truck repairs to the public.

A word of caution: Clearly differentiate repair services from competing local offerings to maintain profit margins that are in line with towing. There are a lot of repair shops out there that are unrelated to towing, effectively creating an abundance of competition.

Most tow companies’ financial records indicate that repairs are not as profitable as towing. Tow operations that are able to offer

heavy-duty wrecker services have far less competition than those offering merely routine repairs and maintenance that can easily be done by local repair shops and national chains. Those that specialize in transmissions and drive train components also seem to do quite well.

ENVIRONMENTAL SERVICES

Hazmat cleanup is an area that not many towmen get into, but those who do generate good margins. Hazardous materials are often part of an accident scene, and if your company is already there, it can be a convenient way of increasing revenue. The initial investment involves a well-equipped service truck and some specialized training. (Of course, some hazardous materials are beyond the scope ◀

of the typical towman, and are dealt with by the fire department or other environmental services.).

Be sure to let customers know about any hazmat cleanup capabilities, and also notify lawenforcement agencies concerning these qualifications. Even if a tow company isn’t handling the recovery, it might get the call to remediate the accident scene.

CUSTOMER CONSIDERATIONS

Many towers working for the motor clubs offer roadside assistance, and when there is a lot of competition, as already noted, it’s vital to distinguish the services offered. Motor clubs require specific equipment and trained mechanics to do more than deliver gas, change a tire, and open a locked door. Those who succeed at roadside assistance

create goodwill among the public, assuming their drivers are courteous and skillful, and this too, can be a great way to generate more towing business down the road.

STORAGE SOLUTIONS

Ever more frequently, towers will be called upon to impound an EV (electric vehicle) Fairly often, these vehicles pose a fire hazard, and must be isolated in a Firebox or a containment structure at least 50 feet away from other vehicles and buildings. This ensures that if the battery ignites, which may burn as hot as 3000 degrees Fahrenheit, it won’t impact the safety of the yard or integrity of surrounding vehicles of structures.

While this service is a fairly new opportunity, tow businesses should recognize that EVs are here to stay. The revenue model for storage of an

EV is still evolving, but it can bring in over $1,000 per week, per vehicle, in many cases. As such, the investment will pay off fairly quickly. Given that EVs must be stored some distance away from other vehicles and buildings, this model is better suited for operations with ample space.

On the subject of space, any tower with some spare acres could leverage this into a Vehicle Storage Facility (VSF) for other towers to stow impounded vehicles. Many large Private Property Impound (PPI) towers would expand further if only they could find VSF locations that are properly licensed and comply with environmental regulations.

Other options for revenue from extra space include renting areas to truckers for safely storing idled semis and trailers on a monthly basis. Or, conduct vehicle and property auctions if there is a large enough ◀

Additional Revenue Sources

• Hauling/Transport

Using trucks & trailers already in a tow fleet

• Mechanical repair

Offer unique services

• Hazmat remediation

Let law enforcement agencies know of cleanup services

• Roadside assistance

Offer more service than local competition

• Firebox storage

Space permitting

• Vehicle Storage

Lease extra space to other tow companies

• Semi-truck storage

Monthly rent from trucking firms

• Auctions

Impound vehicles and equipment

volume of impounds, or lease the space to other towers for private auctions.

Regardless of the use, any extra property must be conveniently located and properly licensed for these aforementioned activities. If the acreage is particularly valuable, there may be other uses of the land that would bring the tower even more revenue.

THE RIGHT FIT

How can a tow company determine if additional business endeavors are suitable? First, do a bit of research. If a territory already has plenty of competition in a particular activity, proceed cautiously. Consider enhancing existing services to strengthen market

share, and actively engage with customers and law enforcement to identify and address their specific requirements. Diligent research will indicate if it makes sense to proceed with a particular pursuit.

In addition, when initiating a new venture a tow company must relatively quickly determine if it is a benefit to the business. To do so, look at the hard data.

The best financial statements track revenue from individual categories, such as light-duty towing, heavyduty recoveries, hauling/ transport, and any of the other activities mentioned previously throughout the article. While this might entail more work for the accounting department to categorize

revenue in this manner, the benefits are substantial. This is particularly important when tracking expenses such as personnel, equipment, and supplies that are associated with each activity. Consult with an accountant or tow management software provider about establishing an effective financial system.

General and administrative overhead may be tricky to spread over all tow business activities, but it can be done, even if shared pro-rata, based on the total revenue of the activity. Imagine how powerful it would be to know the approximate percentage of profit margin for light-duty towing, compared with heavy-duty towing, hazmat operations, hauling/transport, and so forth. Information is power. It doesn’t need to be exact, but having a general idea beyond gut instinct is invaluable.

Success comes from starting slowly, measuring the results carefully, and making every step count toward a stronger operation.

BesT Tow PracTices

Todd Leiss retired as the Traffic Incident Management Coordinator with the Pennsylvania Turnpike Commission, where he was responsible for towing and recovery operations across the entire 567-mile Turnpike system. With extensive experience in incident management and recovery, he is also Wreckmaster 6/7 Air Cushion Trained, working with highly skilled towing and recovery operators on complex recovery situations. Additionally, Todd serves as the Deputy Director of Training for the Emergency Responder Safety Institute, www.respondersafety. com, further solidifying his commitment to enhancing safety for emergency responders.)

Illuminating Safety

A Comprehensive Guide to Roadside Visibility for Tow Operators

By Todd A. Leiss, Deputy Director of Training, Emergency Responder Safety Institute (ERSI)

The roadside is often an unpredictable and perilous workspace for tow truck operators. Crash scenes and work zones are some of the most dangerous areas on the road. Each year, thousands of crashes occur in these zones, leading to injuries and fatalities among first responders, construction crews, utility workers, and roadside tow teams. From the blinding glare of midday sun to the pitch-black of a rural highway at 3:00 a.m., and

from torrential downpours to blinding snowstorms, a towman faces them all. Ensuring personal safety, and that of the motorists being assisted, demands a rigorous and comprehensive approach to visibility. It’s more than just flashing lights—it’s a strategic blend of adaptable lighting, effective warning systems, and personal protection.

ADAPTABLE LIGHTING FOR ALL CONDITIONS

Gone are the days of one-size-fits-all emergency lights. Today’s technology allows for dynamic adjustments. Dimmer switches and day/night settings are no longer luxuries—they’re necessities. Overly bright lights at night create blinding glare, while insufficient illumination during the day compromises visibility. Optimized flash patterns, tailored for day and night, minimize disorientation.

Weather plays a crucial role. Rain, fog, snow, and extreme temperatures all affect light dispersion and battery performance. Invest in weather-resistant equipment with appropriate National Electrical Manufacturers Association (NEMA) or Ingress Protection (IP) ratings.. Smart lighting systems with ambient light sensors and GPS integration can automate adjustments, reducing the risk of human error.

A new technology is HINVII (High Intensity Non-Visible Intelligent Illumination) is designed to drastically improve visibility for roadside workers without creating distractions for drivers. (For additional information on high-visibility lighting solutions, visit hinvii.com).

Crucially, it is vital to know, understand, and use the lighting and tools specifically approved by your state or local jurisdiction. Regulations regarding emergency lighting vary significantly, and compliance is non-negotiable.

CREATING A SAFE ZONE: EARLY WARNING SYSTEMS

Emergency lights are just the beginning. MUTCD-approved signs, cones, and flares are essential for establishing a secure work zone. Place them strategically, ◀

Ensuring personal safety requires a rigorous approach to visibility.

Research Results: Roadside Assistance Vehicle Lighting

Every towing professional knows that the job requires you to be on the roadway no matter the conditions—rain, snow, or even sun—and visibility is key to safety.

To that end, the AAA Foundation for Traffic Safety recently published a project titled “Roadside Assistance Vehicle Lighting: Review of Scientific Research and State Regulations” which conducted a literature review of over 1,200 scholarly articles to identify existing data on roadside service vehicle lightening.

The findings were mixed but the techniques that appear to be best at drawing motorists’ attention are:

• Using lightbars with LED lighting.

• Using a faster flash rate (typically ~4 Hz).

• Increasing the luminous intensity of the warning light(s).

• Increasing the number of lights (2 to 4 lights per display).

• Increasing the amount of retroreflective sheeting on the vehicle.

• Replacing some of the amber lights with green or blue also appears to help draw attention to the tow vehicle, but it is

• Alternating flash patterns (left/ right “wig-wag”) were generally found to be better detected by drivers than simultaneous flashing of two or more lights. Alternating patterns also appear to improve the ability for drivers to detect other objects in the scene compared to random flash patterns.

While more research needs to be done, the most important takeaway from prior research is that interventions intended to improve the long-distance visibility of special-purpose vehicles often appear to have adverse effects on the visibility of personnel near the vehicles. For example, increased roadside service vehicle lighting can increase glare, along with the time it takes for drivers to perceive the presence of a person on foot near the vehicle, and decrease the overall visibility of personnel on foot. Moreover, current work light practices in the towing industry potentially exacerbate the problem of nighttime glare at towing scenes.

For more information visit: AAAFoundation.org

always considering roadway speed and conditions. Arrow boards can further enhance traffic flow. In addition, don’t underestimate the power of properly placed flares that can create a visual barrier and guide traffic around an incident.

Personal Protection Equipment (PPE) is essential as well, in order to be seen and remain safe. ANSI/ISEA 107-compliant Class 2 or 3 highvisibility apparel is non-negotiable. Ensure proper fit and regular maintenance. Supplement this with personal protection lighting, such as wearable LEDs like Guardian Angel Devices, for 360-degree illumination. This is especially vital in low-light conditions or when a towman’s back is facing oncoming traffic. Clean reflective materials and fully charged personal lighting devices are crucial. Before heading out, take the time to check PPE visibility under different lighting conditions. Don a hi-vis garment, activate the lighting, and walk around the tow truck. Observe how visible an operator would be from various angles and distances. This proactive step can reveal any blind spots or areas where visibility needs improvement.

UNDERSTANDING LIGHT COLORS

The color of emergency lights really matters. Amber lights signal caution,

unclear how much of this is a novelty effect.

Clean reflective materials and fully charged personal lighting devices are essential for tow operators.

essential for tow operations. White lights provide bright illumination, but be mindful of glare. Blue lights, traditionally associated with emergency responders, indicate an active emergency.

Combinations like amber and white offer both warning and illumination, ideal for roadside work. Amber, white, and blue combinations may be used for dualrole vehicles, but always check local

regulations. Remember, glare and disorientation are real concerns. Mitigate them with optimized flash patterns and dimmer controls.

Local laws dictate permissible light color combinations. SAE standards, particularly SAE J845, provide guidelines for optical warning devices. Human factors such as driver attention and environmental context also play a role.

KEY TAKEAWAYS

In sum, here’s a checklist for ensuring safe lighting practices. Comprehensive training on all safety equipment is vital:

• Regular equipment checks to ensure functionality.

• Establishing clear procedures for work-zone setup and emergency response are essential.

• Always be aware of surroundings, and the limitations of equipment.

• When adding lights, ensure that your truck's electrical system can handle the extra load.

• Know and adhere to local and state regulations.

• Regularly test operator visibility under various lighting conditions.

• Deploy MUTCD-approved warning devices.

• Wear ANSI/ISEA 107-compliant high-visibility apparel.

• Utilize personal protection lighting.

• Adjust lighting for weather and time of day.

Integrating all of these elements will create a safer working environment by effectively minimizing risks and ensuring the well-being of operators and motorists. Stay safe, stay visible, and stay informed.

Chaotic recovery work demands good illumination to prevent injuries.

Ideal Combo

Where Power Meets Personality

By George L. Nitti

When Morton’s Towing & Recovery in Rockville, Maryland rolled the firm’s new addition onto the lot—a 2025 Kenworth W990 NRC 85ton rotator—it was clear this wasn’t just another truck.

“It’s just massive,” operations manager John Collins said. “For what it is, it’s huge. They rate it as handling 85 tons, but it’ll do more than that.”

Outfitted by Battelini Wrecker

Sales of Vineland, New Jersey, this wrecker not only packs brute force, but is also fully loaded with modern tech.

“It has an LED light tower that pops up behind the cab,” Collins explained. Noting another unique feature, there’s “a 50,000-pound winch that’s down in the deck— that’s in the belly of it.” Synthetic rope runs all the way around, keeping the setup cutting-edge for safety and performance.

The graphics are where its personality truly shines. Designed by Razor Wraps of Fredericksburg, Virginia, the wrap displays vibrant stripes of red, yellow, orange, purple, and green that stretch across the sleek black body. A Maryland flag-inspired pattern grounds the background of the design with local pride, while the company logo, Morton’s Towing & Recovery, pops in bold turquoise outlined in gold. Front and center is the company’s signature

Morton proudly shows off its colors and patriotism.

TECHNICAL HIGHLIGHTS

Chassis: 2025 Kenworth W990 Engine: Cummins X15

Wrecker Body: NRC 85-Ton Rotator

Custom Features: LED light tower (deploys between cab and body); additional 50,000-lb deck-mounted “belly” winch, synthetic rope rigging system; perimeter LED lighting for recovery site illumination; custom graphics wrap by Razor Wraps; Maryland flag-inspired design elements and signature “Tiki” mascot with towing chain

mascot—a grinning Tiki character wielding a tow chain.

“The owner, Dave Morton, came up with the Tiki guy somewhere, and it’s been his thing ever since he’s had wreckers,” Collins shared. “If you look on all our trucks, that’s pretty much on every one of them.”

This mix of muscle and art recently went to work on its first big recovery—an excavator with a blown motor. “The first job I got out, and I still didn’t have all my equipment on it,” Collins admitted.

“We’ve been so busy.”

In handling this initial challenge, the NRC didn’t break a sweat. Equal parts power and personality, this wrecker is built to dominate the toughest jobs while turning heads everywhere it goes.

The cabin is well-appointed with stylish and comfortable seating.

Synthetic rope in the rigging setup provides safety and performance.

Right from the get-go, this NRC rotator tackled the heavy lift of an excavator with a blown motor.

This 85-ton rotator not only packs brute force, but also is fully loaded with modern tech.

News flash

Pageant Adds Trophy for Airbrushed Art

This year’s American Wrecker Pageant, taking place in Baltimore, November 20–22, 2025, will introduce new judging categories recognizing the best wrapped wrecker and the best custom paint job.

American Towman editor Steve Temple will serve as judge for the Best Airbrushed Truck award. Temple brings deep expertise in custom automotive finishes—before joining American Towman, he edited several car magazines focused on restoration and custom paint. Having spent time in shops observing the intricate process of prepping and airbrushing vehicles, he has also served as a judge for custom paint competitions.

This marks the first year the Pageant distinguishes between custom-painted and wrapped wreckers. A separate judge will evaluate the wraps, ensuring each craft receives its due recognition.

All traditional wrecker classes will continue to be judged by independent panels, and the coveted “Best in Show” trophy will once again be decided by American Towman Exposition attendees.

Towman Carlos Trejo Jr. Killed in Hit-and-Run

in L.A.

Tow truck driver Carlos Trejo Jr., 57, was struck and killed while assisting a disabled vehicle on the 110 Freeway in South Los Angeles, authorities said. The crash occurred in the early morning hours of October 7, according to the California Highway Patrol. Trejo

California Highway Patrol officers investigate a hit-and-run where a tow truck driver was struck and killed.

was working on the right shoulder when a southbound driver hit him and fled the scene, CHP Officer Elizabeth Kravig said. Los Angeles Fire Department paramedics pronounced Trejo dead at the scene.

Source: ktla.com and mynewsla.com

Towman Fatally Struck on Baltimore-Washington Parkway

Tow truck operator Sandel De La Cruz was killed after being hit by a passing vehicle on the southbound Baltimore-Washington Parkway, near Route 197 in Laurel, Maryland. U.S. Park Police said the crash occurred around 12:47 a.m on October 4th while De La Cruz was assisting a stranded motorist and loading a disabled vehicle onto his flatbed. During the process, a passing vehicle struck the operator. The driver of that vehicle remained at the scene and cooperated with investigators. The investigation remains ongoing.

Source: wtop.com

Pageant Adds Trophy for Airbrushed Art

This year’s American Wrecker Pageant, taking place in Baltimore, November 20–22, 2025, will introduce new judging categories recognizing the best wrapped wrecker and the best custom paint job.

American Towman editor Steve Temple will serve as judge for the Best Airbrushed Truck award. Temple brings deep expertise in custom automotive finishes—before joining American Towman, he edited several car magazines focused on restoration and custom paint. Having spent time in shops observing the intricate process of prepping and airbrushing vehicles, he has also served as a judge for custom paint competitions.

This marks the first year the Pageant distinguishes between custom-painted and wrapped wreckers. A separate judge will evaluate the wraps, ensuring each craft receives its due recognition.

All traditional wrecker classes will continue to be judged by independent panels, and the coveted “Best in Show” trophy will once again be decided by American Towman Exposition attendees.

Towman Carlos Trejo Jr.

Killed in Hit-and-Run in L.A.

Tow truck driver Carlos Trejo Jr., 57, was struck and killed while as-

sisting a disabled vehicle on the 110 Freeway in South Los Angeles, authorities said. The crash occurred in the early morning hours of October 7, according to the California Highway Patrol. Trejo was working on the right shoulder when a southbound driver hit him and fled the scene, CHP Officer Elizabeth Kravig said. Los Angeles Fire Department paramedics pronounced Trejo dead at the scene.

Source: ktla.com and mynewsla. com

Towman Fatally Struck on Baltimore-Washington Parkway

Tow truck operator Sandel De La Cruz was killed after being hit by a passing vehicle on the southbound Baltimore-Washington Parkway, near Route 197 in Laurel, Maryland. U.S. Park Police said the crash occurred around 12:47 a.m on October 4th while De La Cruz was assisting a stranded motorist and loading a disabled vehicle onto his flatbed. During the process, a passing vehicle struck the operator. The driver of that vehicle remained at the scene and cooperated with investigators. The investigation remains ongoing.

Source: wtop.com

Widow of Fallen Alabama Towman Says Justice Falls Short

A Mobile County jury has found Elizabeth Sprinkle guilty of criminally negligent homicide in the 2021 death of tow truck driver Jonathan Neesmith—a verdict his widow calls “a slap on the wrist.”

Neesmith, a husband and father of four, was working along I-65 when Sprinkle’s vehicle clipped the flatbed of his tow truck, killing him. Prosecutors argued Sprinkle, 61, was guilty of reckless manslaughter after tests showed tramadol, an opioid painkiller, in her system. Her attorney countered that the medication was legally prescribed and at a therapeutic level.

Jurors ultimately convicted her of the lesser misdemeanor charge. “I don’t think it justifies anything,” said Rebecca Neesmith, who described her late husband as “the greatest man” and said their youngest child was just three at the time of his death.

Defense attorney Buzz Jordan said he was satisfied with the verdict, while District Attorney Keith Blackwood noted it, “will never undo the pain caused.” Sprinkle faces sentencing November 20, with a maximum penalty of one year in jail.

Source: fox10tv.com

California Highway Patrol officers investigate a hit-and-run where a tow truck driver was struck and killed.

Tow operator Jonathan Neesmith.

States Tighten CDL, English Rule Enforcement

A multi-state enforcement sweep has removed more than 100 commercial drivers from U.S. highways for violations in immigration and licensing. These include repeat offenders operating without valid commercial driver’s licenses (CDLs) or failing to meet federal English-language proficiency (ELP) standards.

On Sept. 30, the Colorado and Wyoming Highway Patrols placed 24 vehicles and 16 drivers out of service, arresting four drivers for repeat offenses, including CDL and ELP violations. A separate three-day Okla-

homa Highway Patrol operation, conducted Sept. 25-28 in partnership with U.S. Immigration and Customs Enforcement, resulted in 500 inspections and 120 arrests—most for immigration violations.

Oklahoma Gov. Kevin Stitt said those detained included drivers from countries such as China, Georgia, and Ukraine. ICE officials reported that 91 of those arrested held CDLs and were operating commercial vehicles.

Transportation Secretary Sean Duffy recently warned states that failure to follow federal CDL issuance rules could face funding cuts.

Source:ttnews.com

Cargo Theft Costs Trucking $18 Million Daily

Cargo theft is costing the U.S. freight transportation industry an esti-

mated $18 million every day, according to a new report from the American Transportation Research Institute (ATRI). The 70-page study found that annual losses top $6.6 billion, with nearly three-quarters of stolen goods never recovered. Researchers say weaknesses throughout the supply chain, combined with the rise of digital contracting, have made theft easier for criminals. “Cargo theft has become a standard cost of doing business for trucking companies,” said Ben Banks, president of TCW Inc., adding that consumers ultimately pay the price.

The report identifies food and beverages as the most frequently stolen items, often resold for quick profit. Hot spots include California, Texas, Illinois, and Tennessee, particularly near major logistics hubs such as Los Angeles and Dallas-Fort Worth.

Source: ttnews.com

A Colorado trooper checks a commercial driver’s license at a roadside inspection.

DOT Tightens CDL Rules for Noncitizens

The U.S. Department of Transportation has declared a national emergency over how states issue commercial driver licenses (CDLs) to noncitizens, imposing sweeping new requirements that could reshape the trucking industry hiring process.

Transportation Secretary Sean Duffy announced Sept. 26 that a federal audit uncovered widespread failures in verifying immigration status, with licenses granted to ineligible

drivers across multiple states. The audit followed three fatal crashes this year in Florida, Texas, and Alabama involving immigrant truckers who officials say never should have been licensed.

Under the Federal Motor Carrier Safety Administration’s new rule, states must immediately halt issuance of non-domiciled CDLs until they adopt stricter procedures. Only drivers with H-2A, H-2B, or E-2 visas will now qualify, and all applications must be verified through Homeland Security’s database. Online and mailin renewals are banned, and states must downgrade licenses if drivers lose eligibility.

California faces the steepest penalties after auditors found 25% of its licenses noncompliant. The state has 30 days to fix violations or risk losing $160 million in federal highway funds. Other states flagged include Colorado, Pennsylvania, South Dakota, Texas, and Washington.

Source: tnews.com

Tower Sentenced in Colorado Theft Scheme

A former Colorado tow truck driver has been sentenced to 16 years in prison after admitting to stealing nearly 50 vehicles and selling them for scrap. Prosecutors say 38-yearold Brian Chacon targeted older, broken-down cars whose owners couldn’t move them right away. Chacon would tow the vehicles and quickly sell them to salvage yards for up to $500 before they were reported stolen.

“This defendant preyed on those who could least afford the loss,” said Chief Deputy District Attorney Jake Adkins.

Investigators tied Chacon to thefts across 2023 and 2024 after deputies spotted a stolen car on his truck. A GPS tracker and Flock cameras later revealed the full operation.

Source: kdvr.com

Transportation Secretary Sean Duffy identified failures in commercial drivers’ licensing.

by Don Lomax

Pageant Adds Trophy for Airbrushed Art

This year’s American Wrecker Pageant, taking place in Baltimore, November 20–22, 2025, will introduce new judging categories recognizing the best wrapped wrecker and the best custom paint job.

American Towman editor Steve Temple will serve as judge for the Best Airbrushed Truck award. Temple brings deep expertise in custom automotive finishes—before joining American Towman, he edited several car magazines focused on restoration and custom paint. Having spent time in shops observing the intricate process of prepping and airbrushing vehicles, he has also served as a judge for custom paint competitions.

This marks the first year the Pageant distinguishes between custom-painted and wrapped wreckers. A separate judge will evaluate the wraps, ensuring each craft receives its due recognition.

All traditional wrecker classes will continue to be judged by independent panels, and the coveted “Best in Show” trophy will once again be decided by American Towman Exposition attendees.

Towman Carlos Trejo Jr.

Killed in Hit-and-Run in L.A.

Tow truck driver Carlos Trejo Jr., 57, was struck and killed while as-

sisting a disabled vehicle on the 110 Freeway in South Los Angeles, authorities said. The crash occurred in the early morning hours of October 7, according to the California Highway Patrol. Trejo was working on the right shoulder when a southbound driver hit him and fled the scene, CHP Officer Elizabeth Kravig said. Los Angeles Fire Department paramedics pronounced Trejo dead at the scene.

Source: ktla.com and mynewsla. com

Towman Fatally Struck on Baltimore-Washington Parkway

Tow truck operator Sandel De La Cruz was killed after being hit by a passing vehicle on the southbound Baltimore-Washington Parkway, near Route 197 in Laurel, Maryland. U.S. Park Police said the crash occurred around 12:47 a.m on October 4th while De La Cruz was assisting a stranded motorist and loading a disabled vehicle onto his flatbed. During the process, a passing vehicle struck the operator. The driver of that vehicle remained at the scene and cooperated with investigators. The investigation remains ongoing.

Source: wtop.com

Widow of Fallen Alabama Towman Says Justice Falls Short

A Mobile County jury has found Elizabeth Sprinkle guilty of criminally negligent homicide in the 2021 death of tow truck driver Jonathan Neesmith—a verdict his widow calls “a slap on the wrist.”

Neesmith, a husband and father of four, was working along I-65 when Sprinkle’s vehicle clipped the flatbed of his tow truck, killing him. Prosecutors argued Sprinkle, 61, was guilty of reckless manslaughter after tests showed tramadol, an opioid painkiller, in her system. Her attorney countered that the medication was legally prescribed and at a therapeutic level.

Jurors ultimately convicted her of the lesser misdemeanor charge. “I don’t think it justifies anything,” said Rebecca Neesmith, who described her late husband as “the greatest man” and said their youngest child was just three at the time of his death.

Defense attorney Buzz Jordan said he was satisfied with the verdict, while District Attorney Keith Blackwood noted it, “will never undo the pain caused.” Sprinkle faces sentencing November 20, with a maximum penalty of one year in jail.

Source: fox10tv.com

California Highway Patrol officers investigate a hit-and-run where a tow truck driver was struck and killed.

Tow operator Jonathan Neesmith.

States Tighten CDL, English Rule Enforcement

A multi-state enforcement sweep has removed more than 100 commercial drivers from U.S. highways for violations in immigration and licensing. These include repeat offenders operating without valid commercial driver’s licenses (CDLs) or failing to meet federal English-language proficiency (ELP) standards.

On Sept. 30, the Colorado and Wyoming Highway Patrols placed 24 vehicles and 16 drivers out of service, arresting four drivers for repeat offenses, including CDL and ELP violations. A separate threeday Oklahoma Highway Patrol operation, conducted Sept. 25-28 in partnership with U.S. Immigration and Customs Enforcement, resulted in 500 inspections and 120 arrests—most for immigration violations.

Oklahoma Gov. Kevin Stitt

said those detained included drivers from countries such as China, Georgia, and Ukraine. ICE officials reported that 91 of those arrested held CDLs and were operating commercial vehicles.

Transportation Secretary Sean Duffy recently warned states that failure to follow federal CDL issuance rules could face funding cuts.

Source:ttnews.com

Cargo Theft Costs Trucking $18 Million

Daily

Cargo theft is costing the U.S. freight transportation industry an estimated $18 million every day, according to a new report from the American Transportation Research Institute (ATRI). The 70-page study found that annual losses top $6.6 billion, with nearly three-quarters of stolen goods never recovered. Researchers say weaknesses throughout the supply chain, combined

with the rise of digital contracting, have made theft easier for criminals. “Cargo theft has become a standard cost of doing business for trucking companies,” said Ben Banks, president of TCW Inc., adding that consumers ultimately pay the price.

The report identifies food and beverages as the most frequently stolen items, often resold for quick profit. Hot spots include California, Texas, Illinois, and Tennessee, particularly near major logistics hubs such as Los Angeles and Dallas-Fort Worth.

Source: ttnews.com

DOT Tightens CDL Rules for Noncitizens

The U.S. Department of Transportation has declared a national emergency over how states issue commercial driver licenses (CDLs) to noncitizens, imposing sweeping new requirements that could reshape the trucking industry hiring process.

Transportation Secretary Sean Duffy announced Sept. 26 that a federal audit uncovered widespread failures in verifying immigration status, with licenses granted to ineligible drivers across multiple states. The audit followed three fatal crashes this year in Florida, Texas, and Alabama involving immigrant truckers who officials say never should have been licensed.

Under the Federal Motor Carrier Safety Administration’s new rule, states must immediately halt issuance of non-domiciled CDLs until they adopt stricter procedures. Only drivers with H-2A, H-2B, or E-2 visas will now qualify, and all applications must be verified through Homeland Security’s database. Online and mail-in renewals are banned, and states must downgrade licenses if drivers lose eligibility.

California faces the steepest penalties after auditors found 25% of its licenses noncompliant. The state has 30 days to fix violations or risk losing $160 million in federal highway funds. Other states flagged include Colorado, Pennsylvania, South Dakota, Texas, and Washington.

Source: tnews.com

News flash

Pageant Adds Trophy for Airbrushed Art

This year’s American Wrecker Pageant, taking place in Baltimore, November 20–22, 2025, will introduce new judging categories recognizing the best wrapped wrecker and the best custom paint job.

American Towman editor Steve Temple will serve as judge for the Best Airbrushed Truck award. Temple brings deep expertise in custom automotive finishes—before joining American Towman, he edited several car magazines focused on restoration and custom paint. Having spent time in shops observing the intricate process of prepping and airbrushing vehicles, he has also served as a judge for custom paint competitions.

This marks the first year the Pageant distinguishes between custom-painted and wrapped wreckers. A separate judge will evaluate the wraps, ensuring each craft receives

its due recognition.

All traditional wrecker classes will continue to be judged by independent panels, and the coveted “Best in Show” trophy will once again be decided by American Towman Exposition attendees.

Towman Carlos Trejo Jr. Killed in Hit-and-Run in L.A.

Tow truck driver Carlos Trejo Jr., 57, was struck and killed while assisting a disabled vehicle on the 110 Freeway in South Los Angeles, authorities said. The crash occurred in the early morning hours of October 7, according to the California Highway Patrol. Trejo was working on the right shoulder when a southbound driver hit him and fled the scene, CHP Officer Elizabeth Kravig said. Los Angeles Fire Department paramedics pronounced Trejo dead at the scene.

Source: ktla.com and mynewsla.com

Towman Fatally Struck on Baltimore-Washington Parkway

Tow truck operator Sandel De La Cruz was killed after being hit by a passing vehicle on the southbound Baltimore-Washington Parkway, near Route 197 in Laurel, Maryland. U.S. Park Police said the crash occurred around 12:47 a.m on October 4th while De La Cruz was assisting a stranded motorist and loading a disabled vehicle onto his flatbed. During the process, a passing vehicle struck the operator. The driver of that vehicle remained at the scene and cooperated with investigators. The investigation remains ongoing.

Source: wtop.com

California Highway Patrol officers investigate a hit-and-run where a tow truck driver was struck and killed.

Cargo Theft Costs Trucking $18 Million Daily

Cargo theft is costing the U.S. freight transportation industry an estimated $18 million every day, according to a new report from the American Transportation Research Institute (ATRI). The 70-page study found that annual losses top $6.6 billion, with nearly three-quarters of stolen goods never recovered. Researchers say weaknesses throughout the supply chain, combined with the rise of digital contracting, have made theft easier for criminals. “Cargo theft has become a standard cost of doing business for trucking companies,” said Ben Banks, president of TCW Inc., adding that consumers ultimately pay the price.

The report identifies food and beverages as the most frequently stolen items, often resold for quick profit. Hot spots include California, Texas, Illinois, and Tennessee, particularly near major logistics hubs such as Los Angeles and Dallas-Fort Worth.

Source: ttnews.com