Senate transportation hearing spotlights tow-truck overhaul, wreck-chasing ban and several transport bills; committee advances multiple measures

The Montana Senate Transportation Committee spent several hours Thursday hearing competing views on how to regulate towing in the state, whether to punish tow companies that "wreck-chase," how to treat pedestrian-activated flashing beacons and a host of motor-vehicle licensing and fee changes.

Sen. Mark Nolan of the Flathead Valley opened the panel27s first long hearing by introducing House Bill 5454 (printed in committee as Senate Bill 454), which he described as an update to the state27s Tow Truck Act to reflect newer equipment, tightened training and clearer rotation rules. "The equipment technology has advanced so much in 30 years that we needed to define what certain parts were," Nolan said in opening testimony.

The bill27s proponents, led by Scott Wolff, president of Iron Horse Towing and the Montana Tow Truck Association (MTTA), told the committee the measure raises safety standards by updating weight classes, making training mandatory, creating a split rotation for lower- and higher-capability calls, and giving the Montana Highway Patrol more ability to sanction towers that violate rules. "This bill is about the motoring public and making our roadways safer with quality equipment, quality operators, quality service," Wolff said.

Opponents—largely owners of small, rural tow businesses—warned the changes would disadvantage "mom-and-pop" operators who cannot afford duplicate heavy equipment. Jim Dusenberry, representing himself and J & D Truck Repair, said parts of the bill "enable" predatory practices and could force small towers to buy an extra certified truck they rarely use. "You could have a little guy sitting in Circle, Montana," Dusenberry said, "who needs to make a living. Making him have another vehicle sitting there doing nothing 26mdash; there's a cost to that business."

Other witnesses fleshed out compromises inside the bill: the MTTA added a grandfather clause to let older trucks remain in service indefinitely in some markets, language to allow towers to rely on outside contractors for occasional heavy gear, and phased compliance timelines (witnesses cited January 1, 2026, as a target date for some class reclassifications). The Department of Transportation27s Motor Carrier Services administrator, Eric Belford, testified as an informational witness and explained that MDT inspects vehicle safety while the Highway Patrol holds equipment-class and rotation authority.

No final committee vote was recorded on the towing-reform bill during Thursday27s hearing. Committee members repeatedly pressed proponents and opponents about stakeholder outreach, the bill27s impact in wide, low-population areas of Montana, and whether the Highway Patrol was prepared to enforce additional rotation categories.

Wreck-chasing and a proposed ban on roadside solicitation

A separate hearing on Senate Bill 455 drew broad support from towers who described a rise in tow companies showing up uncalled at crash scenes and attempting to take business from the rotation tower. Scott Wolff told the committee "we're also seeing a rise of first responders recommending certain tow companies for jobs or steering them" and urged a ban on roadside solicitation tied to compellable penalties. He said the MTTA developed penalty language with the Highway Patrol and proposed an initial fine structure intended to be easily issued by troopers (an $85 baseline fine was discussed by witnesses as mirroring existing HP ticketing practice), progressive penalties for repeat offenders and possible suspension from rotation.

Proponents included multiple Montana tow operators who said predatory practices create safety risks and waste resources when rotation towers travel to scenes they are later canceled on. Jennifer Klinker of Great Falls gave a consumer-protection rationale: "We pay a lot of money to be on rotation. We're out there representing the highway patrol... If another tow company solicits that call, I still have to pay that driver." Brad Longcake (representing the MTTA) said the proposal was developed with Highway Patrol input and intended to add enforcement teeth to the existing Tow Truck Complaint Resolution Committee.

The committee accepted testimony and later moved Senate Bill 455 forward (a due-pass motion and committee transmittal were made in the session27s late business). Committee members asked how a citation or enforcement action would be documented; proponents said troopers could issue tickets at the scene or follow up with record checks and complaints to the tow-truck complaint committee.

Pedestrian-activated beacons and the RRFB amendment (Sen. Dave Fern)

Sen. Dave Fern presented Senate Bill 471 to clarify driver and pedestrian responsibilities at pedestrian actuated crossing devices, particularly rectangular rapid-flashing beacons (RRFBs) that flash yellow. MDT officials explained the difference between flashing yellow (yield condition) and flashing red (stop required) and urged language aligned to signal warrants and current practice. An amendment offered by the sponsor and shaped with MDT language was adopted to make clear that approaching drivers must yield and "slow or stop if necessary," and must not proceed until the pedestrian has cleared the vehicle27s travel lane.

"The differences between a flashing yellow and a flashing red: a…