Racing Wreckers on a Fool’s Errand

By Randall C. Resch

Once again, towers are engaged in heated debate over whether tow trucks should be classified as “First Responders.” To think towers are first responders, that’s risky business. Being a First Responder includes fully understanding the bigger picture, specific to accountability and responsibility should response turn to tragedy. There’s nothing smart about racing wreckers to get there first!

In February 1991, a southern California tow operator lost control of his wrecker, estimated going between 60-to-80-mph in a 25-mph zone. A second speeding wrecker drove down the left-hand lane against oncoming traffic, both intent on being first on scene.

Witnesses reported two wreckers appeared to be racing. At an intersection, one wrecker slammed into an 89’ Oldsmobile stopped at a red light while the second wrecker fled the scene. The local news reported a seventh grader was crushed to death in the wreck.

Scanner’s Beware

Many cities and towns across the U.S. don’t have formal law enforcement contracts. When no contract exists, towers monitor police scanners and race to requests for service. When towers hear a call for service in their area, it becomes a race—whoever gets there first gets the job, so they shift into “Mr. Expedite Responder” mode.

At the Grapevine, Texas, tow show, I judged part of the beauty pageant. In scoring categories of flatbeds, vintage, and service/support classes, two trucks were equipped with six scanners, each one for different counties. While talking with the truck’s drivers, they explained how adeptly they could monitor police activity.

With clear practice and intent, towers picked locations amongst dispatched gibberish learning where officers were headed to crash locations. However, some municipal codes prohibit the use of scanners, and towers risk citations for having them in their trucks. The scanner setups themselves were often an electrician’s nightmare—tangled and makeshift—but each component served a specific purpose.

Here’s the rub: picture a bicycle wheel. The rim represents the location of a crash—two vehicles, wrecked. At the hub are the responding officers and the damaged cars. Now imagine each spoke as a tow truck, all radiating out from different points. The moment a request comes in, those spokes spring into motion, rolling fast toward the center. It’s a “git-there-first” mentality—everyone in expedite mode, racing to be the one who gets the job.

Simple math says if ten tow trucks head to the same location at high-speed, there’s potential of collision somewhere in a truck’s speeding path.

Plenty of Cases

In June 1991, a Canadian tow operator was reportedly racing to the scene of a car crash. In his haste to be the first to arrive, he lost control while speeding and crashed head-on into a minivan carrying nine people, including six children.

The tow operator and his passenger survived with minor injuries, but a 34-year-old woman was killed. A police lieutenant commented, “The city doesn’t regulate the tow truck industry, resulting in a free-for-all on the city streets.” But the issue wasn’t just a lack of regulation—it was a matter of reckless driving.

In California, the Basic Speed Law, Section 22350, states: “No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property.”

There are no industry-specific driving courses that train tow operators in high-speed driving or advanced vehicle handling. Without targeted education, the risks are enormous—and so is the liability. Defending a tow operator who injures or kills someone due to reckless driving becomes nearly impossible. Accepting that kind of risk, while ignoring the potential for a deadly collision, simply doesn’t make sense.

Speeding is dangerous for any vehicle, but specially so for tow trucks and carriers of all sizes. The added weight and load dramatically affect momentum, gravity, and balance—all critical to a truck’s stability and stopping power. These vehicles don’t, and won’t, stop on a dime.

Flatbed carriers, in particular, face added risks when running empty. On wet or icy roads, they can easily lose traction. If you’ve ever lost control and skidded across a slick surface, you know how terrifying that can be.

When a tow operator causes a crash that injures or kills a pedestrian or motorist, the consequences are severe. Consider five potential outcomes of a tower’s negligence or reckless behavior:

1.) Tower is removed from the company’s insurance

2.) Their driver’s license is seized

3.) Civil liabilities – explosive settlements are levied

4.) There may be criminal responsibility

5.) Reckless operation oftentimes results in incarceration

What’s Worst Yet?

Tow company owners, take heed: when it comes to vicarious liability, anything your operators do behind the wheel of your trucks becomes your responsibility. Their actions on the road—reckless or otherwise—can have legal and financial consequences that fall squarely on your shoulders.

Because tow operators have some misguided entitlement that “were first responders,” it’s highly important that safety training and on-going discussions are part of monthly meetings. It’s vital, owners set-the-tone and remind personnel that driving like a fool comes with huge responsibility.

Every company’s safety manual should mention that excessive speed and poor vehicle operations will not be tolerated. When driving tow trucks and carriers, “reasonable and prudent” should be the guiding principle for every tower.

Note: Both towers mentioned herein were convicted for vehicular homicide. There’s a fine line between safe vehicle operations and reckless negligence. Know the difference.

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Operations Editor Randall C. Resch is a retired, veteran, California police officer, former tow business owner and industry advocate. As consultant and trainer, he authored and teaches tow truck operator safety courses approved by the California Highway Patrol. For 55-years, he has been involved in the towing and recovery industry. In 29-years, he has contributed more than 760-safety focused articles for American Towman Magazine, TowIndustryWeek.com and is a frequent seminar presenter and beauty pageant judge at tow shows. In 2014, he was inducted to the International Towing and Recovery Industry Hall of Fame, was the 3rd recipient of the industry's "Dave Jones Leadership Award," and is a member of American Towman’s Safety Committee.

Email Randy at rreschran@gmail.com.