The Week's Features
Tow Expo Dallas' winning trucks are highlighted
Towman Scott Shover is being called "a guardian angel"
Redi-Letters' lighted signs easily mount on wreckers
Suspending auto repos of clients impacted by Hurricane Harvey
Or, do government controls actually work?
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Tow Expo Dallas
Dallas, TX.
August 17-19, 2017
AT Exposition
Baltimore, MD.
Nov. 17-19, 2017
AT ShowPlace
Las Vegas, NV.
May 9-11, 2018
Don't Miss It!
In his seminar, "Dispatching, GPS and Mapping Innovations," Todd Althouse of Beacon Software will take a look at how a dispatch office has changed in the last 20 years. He'll review modern tools available to dispatchers, such as GPS locations, PTO activity, computer-assisted dispatch for driver recommendations and much more to improve efficiencies. This Management Conference seminar will take place at the American Towman Exposition, November 17-19 at the Baltimore Convention Center in Baltimore, Maryland–register today!

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American Towman Magazine Presents the Week in TowingSeptember 13 - September 19, 2017

City, State
RATES
Midwest:
Waterford, MI
$140
(Pop. 72,166)
South:
Auburn, AL
$85
(Pop. 56,908)
East:
Terre Haute, IN
$75
(Pop. 60,785)
West:
Loveland, CO
$135
(Pop. 72,651)
Light-Duty nonconsensual tow rates as provided by Police Towers of America.
homediv

That Toto Was a Troublemaker

Dorothy Toto1 0c7baBy DON ARCHER

Toto was a troublemaker.

In the 1939 movie "The Wizard of Oz," Dorothy, the Tin Man, the Cowardly Lion and the Scarecrow all shook in fear when confronting the Great and Powerful Oz. But Toto, Dorothy's little dog, was unafraid. He trotted over and pulled back the curtain revealing the truth.

In the September 2014 edition of American Towman magazine, Editor-in-Chief Steve Calitri does some revealing of his own. In his interview with AutoReturn CEO John Wicker, Calitri asks some hard-hitting questions that allow the reader to gain an insight into what's really in store for those thinking about partnering with AR.

AutoReturn, for those unfamiliar, is a third-party dispatching company based in San Francisco, Calif. If your city or state is contracted with them, instead of receiving a call from your local police dispatch when they need a tow, the police call AutoReturn. AutoReturn, in turn, calls whatever company has agreed to partner with them to respond. Some say it's similar to working for a motor club.

One of the questions Calitri asked in the interview pertains to a criticism that's been raised numerous times in the past. "Does AR pay the cities it's contracting with a significant fee per tow, at the expense of the tower?"

To that question, Wicker responded: "No. Some cities do want revenue ..." and, "...it's not at the expense of the tower."

Calitri continued, pointing out that at the most recent Las Vegas tow show, Wicker himself said that towers in the San Francisco area are paid, on average, $80 for light-duty tows. But the city's own published rate sheet shows that the motorist is charged $483 for that tow.

Calitri wanted to know where that money goes.

Immediately Wicker was on the defensive. He admitted that AR's fee is $130; but justified it by describing how costly it is to operate in San Francisco, mentioning the high price of real estate and saying, "We operate two locations, 24/7 & 365 ... in a competitive market."

And then, like the Wizard of Oz being outed by Toto, Wicker scrambled for control. He suggested that Calitri wasn't seeing what was truly important—pay no attention to the facts. "The important metric here," said Wicker, "is that, before AR, towers were getting only $42 per tow but now they make nearly 100-percent more."

Wicker then attempted to justify the low rates paid towers by mentioning the minutes it takes to arrive on scene, 12.17 and the miles traveled, two, on average.

But to do so is akin to the rationale many uneducated customers have when pricing a tow. They can't understand why the price is what it is when they only need to go a block, even when they're some 25 miles away. There are many more expenses and variables to consider that can't possibly be understood by an outsider.

Or could it be that Wicker believes towers are immune to these expenses? Towers who work in the same competitive market as he?

Try this: How long does it take to dispatch a call?

If it takes a grand total of two minutes to receive a call from a contracting city, decide what partner in that city to call and then dispatch that call—one of Wicker's dispatchers could do 30 calls in an hour. That's $3,900 per hour. How many tows can a tower do in one hour? One, maybe two?

Besides, when they are forced to work under fast-food-style towing conditions where they've got to keep hammering to pay the bills, there's little room for customer service. What if there are children with special needs, an elderly couple that can't ride in a tow truck or a large dog? We all know the pressures that law enforcement can put on you in those situations. Does AR compensate for those?

Let's take a closer look at the dollars in San Francisco:
Charge to the motorist: $483
Auto Return's Share: $130
Tower's Share: $ 80
City's Share: $273

Wicker has one thing right: $80 is more than $42. But what if AutoReturn wasn't there? What if the city dealt directly with the towers? Without a middleman in the way, AR's portion could go directly to the party doing the lion's share of the work—the towers.

Calitri's article "On the Hot Seat" gave AutoReturn more than a fair shake and allowed Wicker the opportunity to tout the benefits his company offers the towing industry. It's something every tower should read. At the end of the article is an invitation for all, who desire, to respond for their own opportunity to be heard in the November print edition.

(Read the article "The Hot Seat in Police Rotation" in the September 2014 issue of American Towman www.itowman.com)

Don Archer lives and works in Jefferson City, Mo., where he and his wife, Brenda, own and operate Broadway Wrecker, a 12-truck operation that's been in business since the 1950s. Email him at don@broadwaywrecker.com.
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White Line Fatalities Continue to Stack

mqdefault ab24fBy Randall C. Resch

Repeat training is necessary. I repeatedly try to teach a positive and long-lasting safety mindset to towing and recovery professionals. I'm confident in saying that the amount and availability of safety training in this industry is more than ample, and ... it's the best it's ever been.

That being the case, why do towers fail to heed the known dangers by continuing to work in harm's way when working on the shoulders of high-speed freeways?

Towers should have the life-saving mentality of what it takes to be as safe as possible. There are literally hundreds of tow operator fatalities to focus on cause and reaction. As fatalities continue to occur, I'm extremely discouraged to see that tow operators openly continue to place themselves unnecessarily in harm's way.

Most highway patrol agencies across America now require rotation tow operators to attend and complete the national Traffic Incident Management training. Although TIM training is great for those who allow its message to sink in, even the best trained tow personnel are still being killed due to their own complacency, short cuts or lack of a solid on-scene safety mentality.

In May 2017, two operator fatalities took place only six days apart. Not only were these tow operators allegedly standing or working on the white line-side of their tow trucks, they were reportedly standing in a traffic lane when they were struck.

In one fatality the tower killed was the owner of his own company and also a rotation tower for the California Highway Patrol. In his fatality, the flatbed carrier noticeably encroached into the lane of travel and the tower was said to be standing in the traffic lane reportedly at the white line controls. Witnesses don't remember if he was wearing a reflective vest.

Towers interviewed by the media continue to blame the motoring public for failing to heed Move Over laws. While true that the motoring public isn't reacting to what their state laws require, all the available safety training isn't getting through. I'm discouraged that towers themselves don't heed the word of safety.

What Others Say

I spend a lot of time reading about accidents, incidents and explanations regarding tow operator strikes and fatalities. I'm constantly amazed when posts blame the lack of slow-down move-over laws or colored lighting for causing tow operator deaths. It's extremely rare if a tower or commenter has anything to say about operators standing on the white line or placing themselves in a compromised location.

It irks me to read a tower's obituary that describes them as the most safety-conscious tower in their company; but, in many cases it was their lack of on-scene awarnesses that resulted in their death.

Towers: wise up to what's at stake here and get a grip.

The reality is simple; Move Over laws don't work. Distracted and drunk driving is here to stay, so it's that much more important that tow operators heed the lessons of past roadside fatalities.

What are you doing to try and save your own life? This is a question that only you can answer regardless as to what training certificate you have in your file.

Randall Resch is American Towman's and Tow Industry Week's Operations Editor, a former California police officer, tow business owner and retired civilian off-road instructor for Navy Special Warfare. Randall is an approved instructor for towers serving the California Highway Patrol's rotation contract. His course is approved by the California law enforcement community. He has written over 500 industry-related articles for print and on-line, and is a member of the International Towing & Recovery Hall of Fame.
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