Rainboe whilst I appreciate that you are obviously closely involved in this incident and wish for some retribution to right the perceived wrong, your thinking is very old fashioned.
Over the last ten years or so the emphasis on the ground has been in getting the ramp staff to report when they have scraped, hit, damaged an aircraft. The 'instant dismissal' line of thought was not effective in encouraging staff to report damage, so after seeing the positive effect on reporting that flight deck have with CHIRP something along those lines has been encouraged on the ground. Staff can still be sacked if investigation shows that the damage is caused by wilfull negligence, but if it is down to a poor procedure that needs to be changed, or a design fault in equipment etc then by encouraging reporting a trend can be picked up and a remedy put in place.
What pressure was the tow crew under that caused them to tow the aircraft at too high a speed? Were they being asked to clear quickly by ATC Ground? What constitutes high speed? Most tugs rock and roll alarmingly if they are going quickly so the crew would have known they were travelling fast. Who was the brakeman in the cockpit and did he ask the driver to slow down? What is the condition of the tarmac at the point where the incident happened, did this contribute to the accident?
The difference between a good landing in a strong crosswind can often be down to an experienced pilot in control;as a passenger we notice these things. We also accept that he has probably had his fair share of less smooth landings when he was new to the job or type........but he has to learn. So does a tug driver.
As for your ridiculous exaggeration
Add to that litany constant baggage loading/service vehicle collisions with aeroplanes
it devalues your argument by using the word 'constant' which is plainly inaccurate. The days of a relaxed turnround are long gone, the bean counters have demanded high utilisation, whilst the ops guys have demanded high OTP. All this has resulted in more vehicles around the aircraft at the same time, and all rushing to complete the task in their allotted time to avoid penalty payments for late departures.
Where I am working at the moment has seen a major increase in peak movements on shorter turnrounds. Yet despite this, and the necessary increase in equipment and new manpower, the incident of injury or damage has declined over last year. I wouldn't be surprised to hear that this trend is
mirrored elsewhere.