The Magic To Being Seen: A Present Day Guide

For as long as there have been production automobiles, there has been a need to tow and recover them. From the rudimentary tractor pull of a vehicle from a ditch to a rotating hydraulic-powered boom mounted to a 100,000+ pound truck raising a casualty from a ravine… the profession of towing and recovery has come a long way. During the same 100+ years these advances have been taking place, drivers have exponentially become less concerned with the actual act of driving. This has led to far too many fallen souls along the highways of this great country, and indeed the world over. So, is there an answer to the problem at hand? A way to pull the proverbial ‘rabbit from a hat’ and end the madness? While there may not be an absolute solution, TowMate continues to focus its product engineering efforts on improving the situation. Considering the ever-changing dynamics of the work environment, along with the continued improvements of the technology at hand, this article aims to outline an up-to-date, balanced, and effective approach to staying safe on the modern recovery site.

First and foremost, drivers must be aware of your presence in order to avoid a collision with you. That does not necessarily mean the best approach is to max out your amperage to be bright like the sun. There is one thing that remains constant though, and that is that the cornerstone and mantlepiece of this equation is the overhead light bar. Perhaps the earliest example of a widely used piece of equipment for visibility’s sake, the overhead light bar, or beacon, comes in more varieties than one can shake a stick at. The PCX61U from TowMate serves as a benchmark in light bar technology, with its two-wire installation and high LED count, in addition to its functionality. Covering the bases with strobe, traffic control arrows, work lights, and wireless Stop/Tail/Turn functionality, the real magic is a function of its optics. The PCX61U light bar boasts the cutting edge ‘peripheral parabolic technology.’ That is the terminology used to describe how the light is projected. With these optics, the light bar is distinctly visible up-close but appears brighter at a distance, reducing the possibility for drivers or recovery crew from becoming disoriented within the immediate area while simultaneously maintaining a distinct visual footprint in the eye of the vehicle’s operator.

A step up from the simple road-flare of the past, and effective for some time, the overhead light bar has become more-or-less insufficient as a stand-alone safety precaution for visual awareness in the present day. Enter a myriad of options for flashing lights of all descriptions to mount anywhere and everywhere on a truck one could imagine. But as the age-old adage goes… “just because you can, doesn’t mean you should.” There is also the undeniable fact that there is such a thing as too much lighting. But when done the right way, with the right placement, a good lighting package can make all the difference when it matters most.

The Power-Link combination marker/strobe/work light and STT/strobe/work light combination lights are likely the easiest to install warning lights in the world, utilizing factory wiring to operate. Plug them into the factory connector and install your Power-Link controller (included with the above-mentioned light bar or purchased a la carte), and away you go. For a more conventional approach, TowMate has recently designed the new SS470 super slim surface mount LED strobe. Containing 12 high-intensity LEDs with linear optics, these puppies pack a punch. They can be single color or multi-color, and used as a marker, a signal, a work light, in addition to being a warning light depending on the exact configuration. Better yet, they can be synchronized to maximize the visual impact. An effective approach is one without overkill. Therefore, two to four LED strobes in the grill, two to four LED strobes on the rear, and perhaps a couple on each side of the truck, and viola, you are done! Running the strobes on the body and grill, coupled with the traffic arrow on the overhead light bar to encourage drivers to move over, really is all you need for warning lights on the truck. Anything more and the message begins to get jumbled. Too much of a good thing all too often results in a not-so-good thing. In other words, keep it simple.

This is pretty well how most trucks are purchased from a local dealer. A light bar, a few strobes, and out the door. So why are we still seeing so many towers getting taken out on the side of the road? Well, it goes back to drivers becoming less concerned with the act of driving and even less so concerned with amber warning lights while en route. Even though it is clear that red and blue lights are far more successful in traffic management, most states still do not allow tow operators to use them on their trucks, even while stationary. But where there is a necessity, innovation follows. TowMate has introduced what appears to be a ‘rabbit from the hat’ in the form of the Life Saver cone-mounted warning light system. Bryan Anderson, the owner of TowMate and inventor of wireless tow lights, has received several calls from towers in the field just to express their gratitude and amazement of the product.

“It was just like magic, the cars all moved to the far lane as soon as he set it out,” said Dave Stephens of Kellogg’s Service & Towing in Mead, Washington while recounting the first experience his driver had with the Life Saver.

What looks like a cannonball with a handle and a flat face, the Life Saver features two Red/Blue LED strobes that alert traffic of your presence while in use. The rechargeable unit will operate for up to 24 hours on a charge and simply slides over the top of any traffic cone. Since the unit is not mounted to the truck, nor is it used on the truck or in motion, it is not considered ‘truck lighting.’ Therefore, it is a true difference-maker in bringing the benefits of red/blue lighting to tow operators.

The Life Save can be configured to amber/white by swiping a magnet over the lights as well, for those who simply want to enhance their existing setup. One thing has crystalized as a certainty, however. The Life Saver holds true to its name. That is why TowMate is donating a portion of the proceeds from each unit sold to the International Towing and Recovery Hall of Fame and Museum Survivor Fund. The fund, which is overseen and allocated by the museum’s board of directors, provides relief to the families of those who have fallen while on duty in the towing industry.

There is nothing to indicate driver awareness is going to improve on its own any time soon. And as we know, doing the same thing over and over and expecting different results is for the birds. With the dynamic issue of tower safety ever-evolving, manufacturers and operators alike must evolve in their approaches too. Between the PCX61U light bar with specialized light-projection that reduces the risk of disorientation on the scene, the subsequent grill and body lights that make the truck ‘pop,’ and the Life Saver cone-mounted warning light system offering the benefits of red/blue warning lights to towers, the products and technologies are available to substantially increase your safety on the job. A little investment today can go a long way towards avoiding paying the ultimate price tomorrow.

For more information, visit www.towmate.com

SPILL DIAPER

Tow Professional

Being a provider in the towing industry is a constant hazard on its own; working long hours in treacherous conditions, risking our safety to provide safety for others. It is never a 9-5 job and calls are always a negative situation. We must promptly adapt to each situation and overcome the job, turning the negative situation into a positive. Our services are rarely appreciated in the aspect to have insurance companies say coverage is denied, our charges are aggressive, and third parties and attorneys can profit from our services. We are the ones who have accepted the liability to provide the service for others. It is our ass on the line. It is up to us to deduce our liabilities and maximize our profits per job. Utilizing Spill Diaper is a way to minimize risk when taking custody of a vehicle, while also adding another line item to the job to pay for continuing services.

When accidents are accepted, we accept the liability while at the scene, and the recovery and transportation of the vehicle while in our custody. The governing agency has called and transferred the liability to us. When the municipality dispatch call for a vehicle accident, they are essentially stating that they have a property damage that needs immediately cleaned up. We drop everything at a moment notice and expedite to the scene. The tow rotation ordinance has already stated that the city nor state is liable for any further injuries once we have gained custody. When controlling an accident scene, we must clear the vehicle, and all contents from the vehicle; being solid debris and liquid debris. We have agreed to this by accepting the “tow rotation” and submitting our memorandum. However, even though we have accepted to clear the scene, we get confined on our rates. Limiting our rates either has us looking at ways to turn our heads and cut corners on the job or add other line items to maximize profits from each call. We are not a paid by the city, state or federal. We are not municipal. Our rates are justified by the expense of us needing to immediately control a negative situation for others. Turning our heads on spilled or leaking debris only raises our liabilities while lowering our profit margins.

Each city has a litter control ordinance making it an infraction to “litter” upon a street or highway. In this, “litter” is classified as anything dropped or deposited from a motor vehicle that could injure a person or cause a traffic hazard. When we take custody of a vehicle, anything dropping or leaking from that vehicle is our responsibility. A secondary accident caused from anything dropped or leaking from that vehicle is then our liability. Allowing these fluids to drip and leak could be classified as negligence on our side. If the vehicle is leaking, placing a Spill Diaper on a vehicle at the accident scene would limit the liability of allowing a vehicle to leak fluids from an accident scene back to the drop facility. This is a mitigation to property damage and would fall under the vehicle’s liability insurance. This mitigation is mandatory under each city’s “litter ordinances”, each state’s, “Litter Control Act”, and the Federal Clean Water Act; limiting contamination.

With all of this justification, majority of leaking cars are still towed onto lots, allowing properties to become contaminated while diminishing property values. Make it your policy to not allow leaking vehicles onto your property without a secondary containment. Make it your policy to not contaminate repair shops and collision centers by dropping leaking vehicles onto their properties. This policy professionalizes your company and keeps your property an asset versus liability.

If you are a company under a rotation contract who has a regulated memorandum; unable to charge for limiting your liabilities, have a discussion with your city or state authority about your liabilities at the scene. Explain to them about the statutes that make it mandatory for you to clean the scene and not allow vehicles to leak while in your possession. Set a rate that is justifiable for you and your department to place a secondary containment on breached containers, and not let vehicles leak while in your possession. Control the negative situations and generate a profit simultaneously. Look at the future and keep your property an asset versus a contaminated liability.

For more information call (217) 712-0357 or visit www.spilldiaper.com.

You Can Be the New Game in Town

Tow Professional

The year 2020 will be remembered by most as a nightmare for the tow & recovery industry. Many looked for new revenue ventures that would fit in with their existing tow business with existing employees able to handle new tasks. Spill response was the most logical answer as many towers received HAZWOPER training that is compliant with the Code of Federal regulations set forth by OSHA, EPA and DOT rules and regulations. Having the certification is becoming a standard with many law enforcement agencies requiring towers who handle heavy recoveries be HAZWOPER certified to completely handle accidents involving damaged fuel tanks to spilled cargo as to minimize further contamination.

OSHA also requires that all personnel responding to a spill site be trained in accordance with the Laws relating to the CFR standards. (This means by the letter of the law. If you are not trained in accordance with 29 CFR 1910.120, you are not legally able to perform that task). This is not a new standard; however, Hazmat Response is becoming a more key issue in cleaning up all debris involving fluids and returning impacted sites back to their original state. To engage in the proper approach to a spill, requires knowledge of what levels of Personal Protective Equipment, PPE, to deploy for those responders in accordance with laws governing the Environmental segment. Having the right equipment for different scenarios means planning and equipping for various needs that may arise due to traffic mishaps. Having operated a towing company for years and creating a hazmat response company resulted in forming a training and equipment manufacturing entity that caters to the needs of tow and recovery professionals. Logos, Inc. manufactures tools known as “FlowStop” for the hazmat trade for tow companies and first responders alike.

For more information, visit flowstop.net

Are You Ready?

Tow Professional

So…. Who is Perry Beaty? Perry Beaty grew up in the towing business in Charlotte, North Carolina. He took over the company reins, Beaty Towing and Rcovery, after a two-year stint in the Army (drafted in early 70’s). Perry took the towing service to new heights and became involved with trpnc in 1980. He later served as its president, 1992-1995, introducing a scholarship program through wreckmaster for its members. Beaty was awarded “Towman of the Year” in January of 1992 from TRPNC and named one of the “Top Ten Wreckmasters” of 1997. Perry attained several levels of wreckmaster certification and received hazwoper certification in the early 90’s after realizing a need for quicker and more efficient cleanup response to highway incidents in the carolinas for emergency management, law enforcement, fire, and his towing customer base.

Perry created and founded Piedmont Environmental Response Team, “PERT,” later selling both companies in 1998. Beaty formed Logos, Inc. in 2004 for the purpose of developing and creating a lightweight, low air pressure drainpipe plug with flow through capabilities for hazmat operations. He applied for and received a patent for an invention described as “inflatable flow control apparatus” and associated method. The name “FlowStop” is trademarked. Perry also completed and was designated “HERS”, Highway Emergency Response Specialist, through SERTC in Pueblo, Co in 2018. Training through hazmat responder network has grown to offer cargo tank awareness training with focus on transport tank trailers hauling class 3, 6 & 8 primarily, using tank simulators for hands on training..

Beginning in the 90’s, which seems very long ago the federal government charged three of their agencies, (epa, dot and osha) with creating a source of training for emergency spill response not only at industrial plants and manufacturing facilities but also to include emergency response to off site spills and unplanned releases of chemicals and fuels.

Thus, was created “HAZWOPER,” hazardous waste operations and emergency response!

Employers were tasked with having their personnel train in accordance with the 29 cfr 1910.120 rules and regulations that govern the awareness, defensive and offensive measures, proper protective clothing along with decon methods.

Epa officials began arriving on truck accident scenes to assure that fluid spills and releases were mitigated so as to prevent cross contamination.

Only certified personnel were permitted to engage in clean up operations. This requirement resulted in the need for all on scene employees to be hazwoper certified according to their level of involvement on scene. As in billing for towing and recovery, consideration now has to be given for certification, experience, safety concerns, equipment involvement, equipment and personnel de-con, hazmat transport and disposal, replenishing disposable equipment and, of course the admin fees for required reporting. What becomes quite apparent is the new billing structure created for hazmat remediation. While these charges can be quite extensive, they are never to be considered as “a license to steal.” Integrity, honesty and reputation are your most valuable assets!!!

Hazmat responder network enjoys an alliance with partners for extended methods of response such to include treatment products and test methods to enhance reduced time on scene and off the road quicker.

Training enables your team to be more efficient and conduct operations safer. By utilizing an “IAP” incident action plan and “SOP” standard operating procedure. Teams function at a higher standard and thus less confusion and / or accidents. Investing in training employees builds self esteem and helps with retention and minimizes worker turnover.

By offering total site remediation, tow & recovery companies position themselves to manage all phases of the mishap which pleases the authorities in dealing with only one entity.

Hazmat responder network introduces safe and practical working methods along with products offered by flowstop which were developed for quick and safe results. Absorbents as well as treatment materials and test equipment are demonstrated during the hazwoper course to enable participants to understand approach and secure of discharge materials.

Take your business to the next level and dominate the scene!

Are you ready? Call 877-356-9767 for your training!

Trade School Talent Ryan Lawrence, Beautiful Tow Truck Restoration

Tow Professional

Ryan Lawrence, a senior at Boyertown/Berks Career and Technology (BCTC) Auto Collision Repair Technology program, knows the value of a vintage car. He has been restoring and fixing cars with his father since he was 10 years old. “I’ve learned a lot about engines from my dad, but I wanted to train in a different area. I chose to attend BCTC’s Auto Collision program so I could continue repairing cars while learning how to restore them,” Ryan explains.

Ryan’s passion started with a 1932 Coupe he and his father restored together as a hobby. “I always looked forward to helping him on nights and every weekend,” Ryan stated. The Coupe is a beloved vehicle of car enthusiasts and was made famous by the Beach Boys’ 1963 hit “Little Deuce Coupe”. The 1932 Coupe and other cars they have restored can be seen at local car shows.

While searching Facebook Marketplace for additional vintage cars to purchase and repair, Ryan came across a 1972 tow truck for sale in New York. After some research, Ryan discovered the tow truck was custom designed for a Chrysler dealership in Carlisle, PA to be used as a maintenance vehicle. The tow truck included a snowplow and was painted in powder blue and white, Chrysler’s corporate colors in 1972. The tow truck was sold and had passed through several owners during its life. Over the years, it was used as a tow truck, a snowplow, and even in a wedding ceremony. Eventually, the plow was removed and sold, repairs were made to keep it running, including having the floorboards replaced. Last year Ryan made the drive to New York to purchase the tow truck with the goal of restoring it to its 1972 fresh off the factory floor look.

In the fall of 2021, Ryan drove the tow truck into BCTC’s Automotive Collision and Repair Technology program to begin the work. “I am happy all the students were able to help in this project. It is a great opportunity for them to restore a vintage vehicle.” Ryan added, “the wrecker or back of the tow truck with the hoists, was the biggest challenge to the project. There were a lot of parts that had to be disassembled, cleaned, painted, and reassembled. The parts were laid out all over the Auto Collision shop.” The restoration of the tow truck was completed in January 2022 with a better than new 1972 Dodge Tow truck. Ryan plans on entering the truck at local car shows this year and putting the truck to use by offering towing services. Additional goals set by Ryan include working at his family’s business, Lawrence Site Contractors, and opening his own body shop.

Congratulations Ryan Lawrence! Job well done!

In the Crosshairs!

Tow Professional

We are so extremely excited to be planning the 2022 Midwest Regional “Family Towing Affair.” in Mason, Ohio. The pandemic has affected us all and kept many confined so we are ready to get you out of the shop and give you an opportunity to mingle and do business in 2022! With forty-three annual Tow Shows under our belt, we pride ourselves in working for each person in attendance. This will be our 15th year at the Great Wolf Lodge indoor water park with our focus on a professional and family trade show. This show enables us to have the finances to fight for the betterment of the Towing Industry. We use the funds to pay for lobbyists, to assist injured drivers financially while out of work, to provide AD&D policies and much, much more. Without a show of this magnitude, all these things would not be possible which brings me to the next subject….

Association shows are under attack by a well-known force in our Industry that would like to take over Tow Shows in the Ohio area and other markets for personal gain. We need support from every person, whether a vendor or attendee, to prevent this from happening. We never need to reach the day when bettering the Towing industry is less important than putting money in our pockets.

We are an Association ran Trade show and we appreciate your support and sponsorship in making Ohio one of the largest shows in the country! A special thank you for the associations that have continually supported this show: Towing & Recovery Association of Ohio (TRAO), Towing and Recovery Association of Kentucky (TRAK) and West Virginia Towing and Recovery Association (WVTRA).

In 2022, sign up Exhibit, Attend, Be Here! It is the difference between the dollars to provide Safety Training, lobbying for Legislation, and a family friendly show that will continue to invest deeply in future generations to come!

For more information contact Bruce Bender at 513-831-7469 or email at bruce@trao.org.

HAAS Alert

Tow Professional

HAAS Alert, the industry standard in digital alerting, is improving and modernizing safety for tow operators, public safety professionals, and roadway workers across the country. The company’s service Safety Cloud® sends digital alerts to drivers as they approach active towers and other emergency vehicles on the road, alerting them to Slow Down and Move Over.

This month, global automaker Stellantis is adding Safety Cloud digital alerts to over 4 million Dodge, Jeep, Ram, Chrysler, and Alfa Romeo vehicles on the road today. Drivers will receive “Slow Down and Move Over” alerts directly in the infotainment screen of the vehicle when approaching active towers. For drivers of other vehicles, Safety Cloud alerts are also delivered through the free navigation app WAZE, which is used by more than 30 million drivers nationwide.

HAAS Alert will be at the Florida Tow Show in April. This will be a great opportunity to experience Safety Cloud in-person and see for yourself how digital alerts keep towers safe out on the road.

HAAS Alert is working to bring digital alerting to as many drivers, vehicles, and platforms as possible. Be sure to sign up for the HAAS Alert’s newsletter in order to stay up to date on the company’s work in the months ahead!

About HAAS Alert

HAAS Alert’s mission is to build lifesaving mobility solutions to make vehicles and roads safer and smarter. Our vision is a connected, collision-free world where everyone gets home safely. HAAS Alert’s Safety Cloud vehicle professionals and towing fleets to nearby drivers, vehicles, and infrastructure. The company is a proud member of towing associations nationwide.

To learn more, visit haasalert.com.

FMCSA’s Entry-Level Driver Training (ELDT) Rule

Darian Weaver

Changes in Washington are once again posed to impact your business operations. Under FMCSA’s Entry-Level Driver Training (ELDT) rule the requirements for entry-level CDL trainees are getting stricter effective February 7, 2022. If you have not already heard of it, the ELDT rule sets minimum training standards for both those applying for a CDL and those providing training. First published in the Federal Register on December 7, 2016, the compliance date was pushed back from February 7, 2020 to February 7, 2022 to give state driver’s license agencies time to update their infrastructure, procedures, and budget allocations to meet the increased data collection and reporting requirements. With the date fast approaching, its essential that our members understand the changes and start preparing now.

New CDL Applicant Regulations

Under the FMCSA rule change, applicants must complete CDL training from an approved provider listed on the Training Provider Registry (TRP) before taking a CDL skills test or hazardous materials (H) endorsement knowledge test. The new regulations apply to applicants who want to:

Obtain a Class A or Class B CDL for the first time.
Upgrade an existing Class B CDL to a Class A CDL.
Obtain a school bus (S), passenger (P), or hazardous materials (H) endorsement for the first time.

You did not read that wrong. Even if a driver already has a CDL, they will need to meet the new regulations if they are upgrading or applying for an S, P, or H endorsement for the first time on or after February 7, 2022. Completion of an approved training course will be verified by the applicant’s state driver’s license agency prior to administering the relevant skills or knowledge test. The good news is that the rule is not retroactive, so individuals issued a CDL or an S, P, or H endorsement prior to February 7, 2022 do not need to meet the new training requirements. Additionally, anyone with a Commercial Learners Permit (CLP) issued before February 7, 2022 will not be subject to the new requirements if they obtain the CDL before their CLP expires.

It is important to note that Entry-Level Driver Training (ELDT) regulations do not apply to those exempted from CDL requirements under 49 CFR part 383 including:

Individuals applying under § 383.3(c), (d), or (h);
Individuals applying for a restricted CDL under § 383.3(e) through (g);
Military personnel who meet all requirements and conditions of § 383.77; or
Individuals applying for a removal of a restriction in accordance with § 383.135(b)(7).

New CDL Training Standards

The rule change also sets minimum standards for CDL training providers. Under the new regulations, training courses must include both knowledge/ theory and behind the wheel (BTW) components. For the theory component, training providers can use lectures, demonstrations, computer based, and online learning. Required topics for the theory curriculum include basic operation, safe operating procedures, vehicle systems, reporting malfunctions, and non-driving activities information such as hours of service (HOS). Trainees must score at least 80% on the knowledge assessment to pass the theory portion. The behind the wheel training component must include an instructor-narrated drive to demonstrate basic vehicle control skills and proficiency in basic maneuvers. Simulators do not count towards the BTW training requirement. It is also important to note that the rule does not set a minimum number of hours for behind the wheel or knowledge training, just that CDL trainees have received the training and demonstrated proficiency.

Any CDL training provider wishing to be approved for the Training Provider Registry (TRP) will have to meet FMCSA’s requirements for curriculum, facilities, instructors, state licensing, and vehicles. Training providers are also required to electronically upload the trainee’s credentials to the TPR no later than midnight of the second business day after the training is completed.

If you are not already doing so, now is the time to start preparing for the new regulations and enroll your drivers in an approved CDL training program. If you have any drivers with valid CLPs issued before the deadline, we strongly recommend that you work with them to prioritize obtaining the CDL before their CLP expires.

For additional information on the ELDT rule, https://tpr.fmcsa.dot.gov.

Jerr-Dan Celebrates 50 Years of Excellence

Tow Professional

Jerr-Dan, an Oshkosh Corporation company (NYSE:OSK) and a single brand leader in the towing and recovery industry, proudly announces its 50th anniversary. Jerr-Dan will celebrate the milestone anniversary throughout 2022 with activities planned for team members, distributors, and customers in honor of its five decades of innovation and commitment to quality and reliability.

Founded in 1972, Jerr-Dan initially built carriers and trailers and introduced the first aluminum carrier in 1977. Over the past 50 years, Jerr-Dan has become recognized globally as a leading manufacturer of light, medium, and heavy duty wreckers, carriers, and rotators.

Jerr-Dan has earned several patents for its products. These include the vehicle transporter, removable/replaceable wear pads, underlift assembly, independent wheel-lift, and underlift control.

“As a company, we are proud of our 50-year legacy of innovation and performance, and our team is proud to provide the highest quality products every day to the operators that rely on our trucks to get the job done. Our mission isn’t just to build the most reliable equipment in the industry. It’s also to empower the men and women who make sacrifices every day to help others in need,” said Bob Nelson, vice president and general manager of Jerr-Dan. “And we are looking to develop innovative products for the next 50 years so we can continue to do just that.”

For more information, go to www.jerrdan.com.

About Jerr-Dan

JerrDan, LLC, an Oshkosh Corporation [NYSE: OSK] company, is a leading manufacturer of towing and recovery equipment. Its full line includes light-, medium- and heavy-duty carriers and wreckers, industrial transporters and four-car carriers. The company is headquartered in Hagerstown, MD., and its products are backed by industry leading warranties and a strong service network dedicated to the towing professional.

To learn more about Jerr-Dan, visit www.jerrdan.com.

About Oshkosh Corporation

At Oshkosh (NYSE: OSK), we make innovative, mission-critical equipment to help everyday heroes advance communities around the world. Headquartered in Wisconsin, Oshkosh Corporation employs nearly 15,000 team members worldwide, all united behind a common cause: to make a difference in people’s lives. Oshkosh products can be found in more than 150 countries under the brands of JLG®, Pierce®, Oshkosh® Defense, McNeilus®, IMT®, Jerr-Dan®, Frontline™, Oshkosh® Airport Products, London™ and Pratt Miller.

For more information, visit www.oshkoshcorp.com.

Tow Professional Quarterly – Q4 2021

Darian Weaver

Junk Car Buyer Academy USA, become a skilled Automotive Recycler

Darian Weaver

We are Junk Car Buyer Academy USA! The first auto recycling training company dedicated to educating people about the automobile recycling and metals industry.

One of the most valuable products that businesses and consumers recycle today is scrap metal. If you think about all the products you use in your home, from small items like clothing hangers to large appliances, we all utilize items throughout our day that consist of metals that can be recycled. One of the most recycled items in the United States are automobiles, aka junk cars. Every year millions and millions of cars reach the end of their life span and generate over $30 billion in revenue. These automobiles do not just show up at the doorsteps of recycling companies. Junk Car Buyers bring them.

We specialize in teaching individuals how to create and maintain a successful Junk Car business. In this 5-module course, students will be introduced to important terminology and how to create, market, and maximize revenue with zero to little startup cost. The significant part about this course is that we offer an online platform that provides 24/7 access to the curriculum, instructional videos, and many other tools and resources. The courses are easy to understand and developed for all educational backgrounds.

For more information visit:
www.junkcarbuyeracademyusa.com

The Energy Security Agency – Guidance for EV Risks and Federal Compliance.

Darian Weaver

It is no secret there are more electric and hybrid vehicles on the road today, and that number will skyrocket in the next year. With OEMs such as Ford and Chevy giving public commitments to electric vehicles, including the iconic Ford Mustang and F-150, the number of HEV will outnumber traditional combustible engines sooner than you think. With no end in sight for rising gas prices, consumers are looking to electric vehicles for both fuel savings and environmental concerns.

The problem for tow and recovery professionals is you will interact with electric vehicles more and more. There are definite hazards and risks that you must be prepared to deal with to keep you and your staff safe from the dangers of damaged electrical systems, and the real possibility of thermal runaway after the incident is over. Stored energy is a real concert when dealing with damaged electric vehicles with high voltage systems. A quick Google search will produce dozens of articles about hybrid/electric vehicles catching fire hours and days after an incident, even after the fire department has extinguished the flames. Several storage lots and buildings had catastrophic losses due to EV’s reigniting on property.

Because of these risks, and the increasing frequency of tow operators interacting with electric and hybrid vehicles, new federal standards designed to protect people and property have been set forth by NTSB, NHTSA, NFPA, and SAE. They call on tow operators to seek guidance and have risk analysis conducted by third party experts. Compliance with these standards is crucial from both a safety and liability standpoint. If something goes south, you do not want to be holding the hat of non-compliance when the courts and insurance companies start their investigations into what went wrong.

Fortunately, the Energy Security Agency is here to help you stay safe and in compliance at no cost to you! In fact, if you enroll in our ESA Partner Program, we will pay you for each risk analysis we complete on the electric vehicles you tow. Our 24/7 response center is a phone call away to provide risk analysis of the vehicle and expert guidance on how to properly handle any electric vehicle you may come in contact.

Risk analyses are easy to complete. Simply call the ESA at 1-855-ESA-SAFE and our trained Risk Agents will ask you questions about your vehicle, and any damage it sustained. They will then send you a link to upload photos of the vehicle right from your phone. The agent will assign a risk level of green, yellow, or red, and provide guidance on how to interact with the vehicle.

To receive this free risk analysis and guidance service, tow operators need to go ESA’s website EnergySecurityAgency.com and sign up under the risk analysis section. Remember, there is no cost to you or your organization

The 2021 Tennessee Tow Show

Darian Weaver

Attendees from Tennessee and surrounding states gathered in Chattanooga, Tenn., October 6 through 10 for the Tennessee Tow Show hosted by the Tennessee Tow Truck Association and Tow Times magazine.

The show, which coincided with the International Towing and Recovery Hall of Fame and Museum Weekend, kicked off Wednesday and Thursday, October 6 and 7, at the Chattanooga Convention Center with a well-attended, two-day training class covering the Essentials of Light-duty Towing by the Emergency Road Service Coalition of America (ERSCA) and instructor Shane Coleman.

Free registration and exhibits opened Friday, along with industry seminars that included a safety symposium and towing incident management training. Evening festivities featured the annual Hall of Fame Meet and Greet and Fundraising Auction and the Dave Jones Leadership Award presentation, in which Michigan tow company owner and industry safety advocate Bill Giorgis gratefully accepted the honor. Attendees were also treated to a Southern Hospitality Night with free food, drinks and entertainment.

Saturday morning the Wall of the Fallen Unveiling ceremony was held at the International Towing Museum where, in a moving ceremony, the names of 41 tow operators who lost their lives in the line of service were added to the memorial wall.

Free attendance to show exhibits opened at 11 a.m. The show floor included rows of polished trucks entered in the beauty competition, which this year featured more categories to win, and cash prizes powered by Ford Trucks. The day closed with the 2021 Hall of Fame Induction Ceremony and Dinner.

Sunday morning’s Annual Museum Member Meeting and Breakfast concluded the show’s activities.

The Tennessee Tow Show thanks its generous sponsors, exhibitors and attendees, all who make this successful event possible.

Visit tennesseetowshow.com for more about this year’s show, and for upcoming information about the 2022 show in Chattanooga.

The Tru-Hitch™ Fifth Wheel Towing and Recovery Device solves this problem!

Darian Weaver

Drivers are responsible for overloads! Heavy duty towing is a huge responsibility for the operator, the equipment owner and the manufacturer who certifies the tow truck to a safe and attainable GCW (gross combination weight). The operator relies on the axle ratings provided on the certification label to prevent unsafe overloading. The label is affixed to the driver side door jamb of every truck.

It is the operator’s responsibility to know the axle weights and tare weight of the tow truck in order to accurately estimate what the loaded (gross) weight will be when the towed vehicle is hooked up and lifted for transport. The certification label on the towed vehicle can help in estimating its axle weights.

The percentage of lifted weight of the towed vehicle transferred from the front axle of the tow truck to the rear axle of the tow truck can easily be calculated. Divide the distance from the center of the rear axle set to the rear lift point on the under lift by the distance from the front axle to the center of the rear axle set (wheel base set).

Visit www.truhitch.com for more information, or call 860-379-7772 to order your Tru-Hitch today.

Speedbinders

Darian Weaver

Speedbinders add efficiency, ergonomic advancement, and longevity to load securement and tie-down applications. We asked Joe Spelman, assistant product manager at The Crosby Group, how they do it.

Trucking professionals are leveraging the advantages of the Speedbinders Torque Drive product line that has recently been added to the portfolio offered by The Crosby Group, a leading global manufacturer of lifting, rigging, and load securement hardware.

US-based Speedbinders, a designer and manufacturer of pioneering load binders for heavy-duty load securement, was acquired by The Crosby Group this spring. The drill-operated Speedbinders not only provide faster tie-down and release times for drivers but also improve ergonomics and reduce strain injuries.

The product is targeted at anyone who operates, services, and maintains trucks and trailers. A broad range of professionals in equipment rental, manufacturing, steel, haulage, recovery, and logging have already leveraged its benefits—and The Crosby Group will widen utilization much further.

Solutions include the torque drive load binders, which use a portable power drill to secure loads, eliminating the need for repetitive, manual operations common with lever and ratchet binders. The product is available in three sizes:

• 5/16”-3/8”: working load limit (WLL) = 6,600 lb. (for 5/16” G70 chain)

• 3/8”-1/2“: WLL = 9,200 lb. (for 3/8” G70 chain)

• 1/2”-5/8”: WLL = 13,000 lb. (for 1/2” G70 chain)

Joe Spelman, assistant product manager at The Crosby Group, said: “The Torque Drive technology enhances worker safety and improves productivity for drivers, it is a winning combination! The reasons to choose a Speedbinder over a regular binder are many and include the fact that they’re quicker and easier to use; they save time and money; and strain injuries are dramatically reduced. Speedbinders provide additional opportunities for our valued channel partners, and together, we are bringing this innovation to end users worldwide.”

User Guide

You must own / operate a drill to use Speedbinders, but there are some other features that you should be aware of before putting the product to use:

• Reaction bar: ensure that the handle is firmly against the deck or load. The handle is not a traditional ratchet handle; it is a reaction bar that is loaded with approx. 50 lb. of force. This helps keep the chain tension when driving over bumps, but it is important that the angle of the handle to the deck / load is low to ensure that good contact is retained. The handle is offset to one side to help ensure a low angle. If the handle cannot rest against the deck, it may be flipped to rest against the load instead.

• Tightening sequence: with the increased tension achieved with the Speedbinder, it is important that the binders are tied down in sequence, tightening the slack first and then pulling to correct tension.

• Drill operation: the drill will give better rotational torque over an impact’s hitting torque allowing optimal final tension. Ensure that you hold the drill with both hands to counter-act the natural twist of the drill.

Using Speedbinders on your trucks

Commercial truck operators need to make informed decisions about buying and maintaining equipment, while monitoring industry best practices and new technologies. Many of these operators already utilize Crosby shackles, hooks, chains, and other products, while smaller-scale customers that use trucks and farming equipment might be more familiar with the Speedbinder brand itself.

Spelman explained: “We are excited to strengthen and expand the strong community of Speedbinders users. It was important to us that Steve Helline, founder of Speedbinders, continued to work with us after the acquisition to best support this critical customer base.”

Helline responded: “It has been an incredible journey to see this business from concept to significant adoption and now a partnership with a world leader in load securement. I can’t think of a better steward of my business going forward and I look forward to supporting the continued adoption of Speedbinders in the market.”

The Crosby Group has already moved manufacturing operations from Ohio into its facility in Longview, Texas. Regular training sessions are delivered to existing dealers, focusing on the product’s key benefits, starting with safety. Users report that worker compensation claims have been significantly reduced since implementing the product, and their most experience drivers have extended their careers due to the elimination of repetitive ratcheting motion.

Operated with a drill

The Crosby Group advises use of specific Milwaukee and DeWalt drills, but Spelman stressed that a high quality 18-20 volt, high-torque drill is ideal for best operation. These drills allow tie-down time reductions by up to three times, resulting in less fuel burned, less maintenance, and further time and money savings. Anybody, regardless of strength, can achieve higher tension than using a traditional binder. This higher tension is achieved by 24:1 gear ratio and continuous torque with equal pull on the chain, resulting in tighter tie-downs, less movement of loads, and reduced risk of binders loosening in transit.

One user said: “I have driven that load more than 700 miles, and I have not had to tighten a single binder down—not a single binder was loose the entire trip. I am completely sold on these binders and will be getting four more to make sure I have enough for all the future loads I will be pulling using my chains and Speedbinders.”

Speedbinders are also suited to use in confined spaces because there is no need to ensure there is enough space for a handle to move. This is particularly useful when working in the middle of steel coils, over equipment, or flat against the deck, which cannot be achieved using traditional ratchet binders. Other advantages include tamper resistance, as a tool is required to loosen loads; and longer life, largely because a sealed gearbox keeps dust, sleet, salt brine, etc. out.

Overall, more and more drivers are switching to Speedbinders to add efficiency, ergonomic advancement, and longevity to their load securement and tie-down applications.

About The Crosby Group

The Crosby Group is a global leader in the innovation, manufacturing and distribution of products and services used to make lifting and load securement safer and more efficient, with premier brands such as Crosby, Gunnebo Industries, Crosby Straightpoint, Crosby BlokCam, Acco, McKissick, Crosby Feubo, Trawlex, Lebus, and CrosbyIP.

With global engineering, manufacturing, distribution and operations, the company provides a broad range of products and solutions for the most demanding applications with uncompromising quality that exceed industry standards. www.thecrosbygroup.com

TRAA’s Legislative Year in Review

Darian Weaver

The 2021 new year brought with it a new Congress and a new President to Washington. The Towing and Recovery Association of America, Inc.® (TRAA) is pleased to report that as of this writing in November, the federal infrastructure bill headed to the President’s desk for passage into law includes two of TRAA’s top priorities and excludes two provisions that represented profound threats to the towing industry. TRAA is the industry’s watchdog on Capitol Hill!

Non-Consent Towing Rate Regulation Struck-Down – In August, Senators Chris Van Hollen (D-MD) and Tim Kaine (D-VA) introduced an amendment regarding non-consent rate regulation. Having previously met with TRAA, the Senate Commerce Committee’s minority staff reached out to TRAA to get our opinion and understanding of the amendment. TRAA was able to quickly analyze the amendment, understand the negative impacts and bad precedent it sets, and articulate our concerns to the staff. This potentially damaging amendment did not make it into the final Senate passed version of the bill.

No Federal Increase to Insurance Liability Coverage (H.R.2687) – One of TRAA’s top priorities this year has been defeating efforts to increase minimum liability coverage for motor carriers, including towers, from $750,000 to $2M. TRAA was a signatory on the February 2021 Truck Insurance Coalition letter to House Transportation & Infrastructure Committee Chairman Peter DeFazio (D-OR-04) and Ranking Member Sam Graves (R-MO-06) opposing any increase in minimum liability coverage requirements for motor carriers. TRAA was also an active participant in numerous meetings with Congressional staff as part of the OOIDA Minimum Insurance Requirement Coalition and raised this issue as part of our conversations during our Hill Day meetings in March. This provision was not included in the Senate bill. Given how damaging this insurance burden would have been for towers everywhere, this is a huge win.

Apprenticeship Pilot Program for Under-21 CDL Drivers, Provisions from the DRIVE Safe Act (S.659) – The three-year Apprenticeship Pilot Program will allow up to 3,000 CDL holders aged 18 – 20 to drive long-haul in interstate commerce. The program is almost identical to the provisions outlined in the DRIVE Safe Act but as a pilot program overseen by the secretary of transportation. We believe this is a safe and effective way to explore the realities of under 21 drivers engaging in interstate commerce and great for the towing industry as we look to engage and attract more qualified individuals looking for career opportunities.

Protecting Roadside First Responders Act (S.1386) – The bill includes the major provisions in the Protecting Roadside First Responders Act. TRAA signed on as a supporter of the bill which orders a federal study of state Move Over Laws to determine which are most effective and how the federal government can partner with states for better enforcement. The provisions also expand the definition of digital alert technology while adding a new section “to pilot and incentivize measures, including optical visibility measures, to increase the visibility of stopped and disabled vehicles”. This is another major win for the towing industry as we work to increase safety for all roadside responders and decrease line of duty deaths.

These successes were built on years of strategic, targeted hard work. In March, TRAA hosted its 3rd annual – but first virtual – Capitol Hill Days, where TRAA members heard from and met with over forty Members of Congress and staff. Members met with Representative Chris Pappas (D-NH-1), a champion of amending regulations that limit towers’ ability to respond effectively on the interstate highway system, Representative Rodney Davis (R-IL-13), Ranking Member of the House Subcommittee on Highways and Transit, and Senator Tammy Duckworth (D-IL), sponsor of the Protecting Roadside First Responders Act and leading advocate in Congress for move over initiatives.

TRAA continues to advocate on your behalf in Washington, including the pending introduction of a Move Over Resolution with bipartisan support and continued advocacy on regulatory issues before agencies such as FMCSA. Effecting change in Washington takes time, energy, resources, planning, and strategic engagement. Our collective efforts are bearing fruit for the industry. During debate of the federal infrastructure bill, committee staff reached out to TRAA to understand what the impacts of potential policy would be to our industry and our input impacted change in the final package. But more work needs to be done. We encourage you to join your peers in our advocacy efforts. Become a TRAA member today and consider participating in our Legislative Action Workshop & Hill Day in March 2022. It’s easier than you think, and we’ll help you along the way.

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