Towing service across the United States, around the clock

Almost every light-duty tow is a hook-up fee plus a rate for each loaded mile, with a minimum charge below which nothing is dispatched. The per-mile rate is lower on longer hauls. Winching, dollies, an after-hours call or a vehicle heavy enough to need a rated wrecker all add to it. Any figure you see here is an estimate built from typical market ranges, not a quote. The local operator gives you the final number, and you approve it before a truck leaves the yard.

We do not publish an arrival time, because no honest single number covers every call. What decides it is how far the nearest available truck is from you, the traffic and weather between the two, the hour, and how many jobs are already queued. The operator taking your job gives you a window and updates it. If you are on a highway shoulder or in a live traffic lane, say so when you call: it changes the priority, and in many places it also means the state patrol is notified.

Your exact location: a street address, a cross street, or a mile marker and direction of travel. The year, make, model and color, and whether it is front, rear or all-wheel drive. What happened, and whether the wheels roll, the steering unlocks and it shifts into neutral. The destination address, and whether anyone will be there. Whether you have the key. And anything that limits access: soft ground, a low garage ceiling, a narrow alley, a gate that needs a code.

Usually yes. Someone has to authorize the tow, hand over the key if there is one, and sign the release. If you cannot be there, arrange it when you book: tell dispatch exactly where the vehicle is, where the key will be, who to contact at the destination and how payment will be handled. Parking structures, apartment lots and private property often need permission from the owner or manager before a truck can enter, and that is worth settling before the truck is on its way.

A wheel-lift picks up one axle and lets the other roll. It is quick and it fits into tight garages and alleys. A flatbed, or rollback, carries the whole vehicle with every wheel off the ground. Ask for a flatbed if the vehicle is all-wheel or four-wheel drive, sits low, has a damaged wheel or suspension, or has no key to unlock the steering. Otherwise describe the vehicle and let the operator choose: sending the wrong truck costs you a second call.

Yes. A vehicle with locked wheels, a seized transmission, a stuck parking brake or no key at all goes on a rollback, with dollies or skates under the wheels that will not turn, or winched up the deck. Say so when you book. It is not an obstacle, but it changes the equipment carried on the truck and the time spent on scene, so it belongs in the estimate rather than appearing as a surprise line on the invoice.

Yes, and it should ride on a flatbed. Many electric vehicles must not be towed with a driven wheel turning on the pavement, because the motor generates current when it spins; your owner's manual is the authority for your particular car. A flat traction battery is a tow rather than a roadside fix, since there is no equivalent of a can of fuel. Tell dispatch it is an EV, whether it will go into a transport or neutral mode, and whether the wheels turn at all.

Usually. Most repair shops accept an after-hours drop, and the operator leaves the vehicle where the shop asks, with the key in its drop box. Call the shop first if you can, so they expect it and nobody moves it in the morning. If the destination will not accept a drop, ask the operator about a secure yard overnight — that adds storage by the day, so agree it before the vehicle is loaded rather than after.

They are two different transactions. When you call, you choose the company, agree the price beforehand and decide where the vehicle goes. A nonconsensual tow — ordered after a crash, or by the owner of a lot you were parked in — is arranged without you, taken to a yard of their choosing, and released against storage that accrues daily. Several states regulate what a nonconsensual tow may charge and require the invoice to be itemized. Either way, retrieve the vehicle quickly: storage is the part of the bill that grows.

It might, and it usually works as a reimbursement rather than a discount at the roadside. Many auto policies and motor-club memberships cover towing up to a set number of miles, or to the nearest repair facility, and you pay whatever falls outside that. Check the policy or the app before you book, take an itemized invoice showing the mileage, and photograph the vehicle at pickup. If your plan dispatches its own contractor, use it: one tow cannot be claimed twice.

Often not. A vehicle in a ditch, a snow bank, soft sand or off the shoulder usually needs a winch-out: a wrecker parks on solid ground, runs a line to a rated recovery point and pulls it back onto the pavement, and you drive away. It is priced by time on the line rather than by mileage. If the recovery reveals real damage — a bent control arm, a flat, fluid on the ground — the same truck can load it and tow it from there.

A wrecker will run a long haul, and it is the right answer when the vehicle cannot wait: one truck, one driver, straight through, billed by the loaded mile at a rate that falls the further it goes. On a long enough trip, though, a booked car carrier is usually cheaper for the same move, because your vehicle shares a trailer with several others. What you trade is time, since a carrier is scheduled days ahead and delivers on its own route. If the vehicle can sit, price both.