Listen to those who predict the weather and you will find a majority of them anticipating a doozey of a winter for 2009/10. Unless your trucking company has dump trucks that are used to salt roads and plow snow, talk about record-low temperatures and above-average snow falls is definitely not welcome conversation. But whether or not this winter turns-out to be as bad as many anticipate, trucking companies need to prepare… and that preparation needs to start NOW!

Start by making a plan for how you will protect your most valuable asset (your drivers) from whatever winter throws at them. Certainly, this should include providing a refresher about winter driving safety. But whatever you do…. don’t let it stop there. Although there is an increased rate of truck accidents during the winter months, that increase pales in comparison to the spike in workers’ compensation claims among truck drivers during the winter months – many of which are attributable to slips and falls on ice.

Once a driver steps on the ice and begins to fall, it is merely a matter of luck that determines whether he will get back on his feet with only his pride being hurt; or if it he will receive serious injuries that keep him from driving for months. Since you have no control over the severity of the injury, what will be your plan for preventing drivers from slipping on ice this winter? At a minimum you are encouraged to do the following.

1. Encourage drivers to order their own pair of strap-on traction aids right away. For $30/pair drivers can go a long way towards preventing slips/falls on ice and packed snow. Have them look at the products at www.YakTrax.com, or better yet invest in their safety by providing each driver with one pair.
2. If you own one or more lots where employees park their trucks or personal vehicles, fill-in any holes and ruts now. Don’t let them accumulate water and become patches of ice this winter.
3. Assign responsibility for keeping your lots free of ice and snow, and make sure that whoever is responsible gets to work before others. Definitely these employees should wear traction aids such as those recommended above.
4. Ensure that you have an ample supply of ice-melt and snow shovels, and place them where employees will be encouraged to use them.
5. Put down mats inside the entrance doors of your office and garage buildings to absorb melted snow and provide traction.

    

Although falls on ice can result in very serious injuries even when on a flat-level surface, it is almost a guarantee that a serious injury will result when a driver slips and falls from an elevation as a result of ice. For that reason, talk to drivers about preventing these type of winter-related incidents. At a minimum you are encouraged to do the following.

1. Ensure that drivers know how to safely remove built-up ice from their windshield wipers. Stepping onto a wet tire or placing a foot on the truck hood while reaching across the windshield is an invitation for a fall.
2. Repeatedly remind drivers to look for ice that may have formed on their truck steps while they were driving or parked before stepping onto the on their truck’s running-board of their

Lastly, ice under-foot can cause slip/fall injuries but ice overhead can be just as hazardous. More than a few drivers have received serious head injuries from being struck by a large piece of ice. For that reason, train your drivers to anticipate ice falling while opening swing-type trailer doors, and how to open trailer doors in a manner that prevents them from being struck.

Without question, slips and falls account for a great number of injuries among truck drivers. Among these slip and fall injuries, falls while getting out of a truck are the most prevalent. In fact, some estimates suggest that 25% or more of all work-related injuries in the trucking industry are slips and falls from stationary vehicles.

The traditional approach has been to either do nothing (believing that these accidents just happen and that there is nothing that can be done to prevent drivers from occasionally slipping and falling from their unit), or to routinely remind drivers to maintain “3 points of contact” when getting in and out of their truck. Of course the latter is preferable. But is it effective? Have the companies that repeatedly tout “3 points of contact” eliminated (or even reduced) falls from trucks to any noticeable degree? The truth is that the “3 points of contact” message is not a “silver bullet.” Beyond that, drivers simply tire of hearing it over and over? Just as the advise, “Lift with your legs, not your back” has become such a cliché that it discounted as a trite and almost meaningless statement, so has “Maintain 3 points of contact” become a cliché for preventing falls from trucks.

It is time… in fact it is past time for this problem to be addressed from an additional angle. Whenever a driver slips, there is a loss of traction between two surfaces, the sole of his/her footwear and some other surface (i.e. truck step, dock plate, ICC bumper, catwalk, etc.). Therefore, before attempting to address the other surfaces (some of which are beyond your control as a safety director) it makes sense to make every reasonable attempt to ensure that the footwear worn by the driver provides optimal traction.

The first step is to come to the realization that you, as the employer or safety director have right (and arguably the obligation) to dictate the footwear worn by drivers. The contention that drivers are able to disregard a company policy and wear whatever footwear they want to wear while on the road is a common argument against having a footwear policy. However, such an argument is weak, as it could be applied to virtually any safety management effort in the trucking industry (i.e. “We don’t promote 3 points of contact because the drivers can do whatever they want when they are on the road, and we will never know.)

The second step is to define and ban footwear that increases the risk of slips and trips. This would include slick-sole traditional cowboy boots, sandals, or the popular Croc footwear. Furthermore, footwear with dramatically worn soles should similarly be prohibited.

Next define the type of footwear that is acceptable for drivers by listing desirable characteristics (such as lace-up, 8″ or greater boots with slip-resistant tread). Many drivers may already wear a work-shoe or boot of some type. Although most have a substantial tread, they may or may not be truly slip resistant. Furthermore, some work shoes or boots are marked “oil resistant.” This has nothing to do with slip resistance. Instead, it relates to how the sole material becomes harder, softer, or weaker due to oil impregnation. To help reduce slip accidents, slip-resistant footwear has higher levels of grip in wet conditions and is available from a variety of sources. A simple Internet search for “slip resistant footwear” will identify a host of distributors.

Lastly, take 10 minutes in your next safety meeting to discuss the footwear characteristics that can provide additional protection from slip/fall injuries and that can minimize the severity of injuries associated with slip/fall injuries. A local occupational footwear distributor will likely be more than happy to share his/her knowledge with your drivers.

A 46-year-old truck mechanic was changing the air chamber on a truck to re-build the air brake. To test his work, he asked the driver to start the truck. The driver started the engine from outside the truck. The truck should have been in neutral, but it was in gear and started to roll. The differential hit the mechanic in the shoulder, breaking his collar bone.

Because he had chocked the wheels, his life was saved. However, he was off work for 58 days and his claim cost over $9,000. Even though this is a task the mechanic does every day and a driver he trusts, he has learned from this experience. In his own words, he said that he will never be under the truck when it starts. And before working on a truck, he will make sure it’s in neutral, himself. That’s good advice.

The above information was derived from Publication No. 90-34-2009 (SHARP Program, Washington Dept. of Labor & Industries)

A number of years ago, Midwestern Insurance Alliance raised the bar for safety directors. When a driver got hurt on the job MIA was no longer content with the brief injury description provided on a workers’ compensation claim form, but instead began soliciting much more detailed information, regardless of how cut-and-dry the incident seemed. What was the condition of the equipment? What were the environmental factors? What was the sequence of events leading up to the incident? These questions (and more) were intended to identify the factors that contributed to each incident. To solicit this information, MIA asked safety directors to stop relying on the mental picture of the incident that they formulate when drivers explain what happened; and start asking drivers to physically demonstrate what happened (to the extent that it could be done safely). Lastly, we asked safety directors to get suggestions from the injured driver regarding how to prevent a similar incident from occurring again.

If you are doing these things, GREAT!!! But if you and your drivers are new to this approach, there may be an unintended and undesired consequence. Drivers may misinterpret what you’re doing and become defensive.

Regardless of what causes a driver to become defensive, understand that defensiveness presents a roadblock to cooperation and effective injury prevention efforts… particularly for trucking companies that must rely upon the cooperation of an unsupervised workforce. For that reason, it should be comforting to know that there are specific steps that can (and should) be taken to prevent a driver from becoming defensive when discussing a work-related injury.

First and foremost, before discussing an injury with a driver, take the time to put him at ease. Remind the driver that you are interested only in preventing a recurrence of the accident and that you can do this only with his assistance. Convince the driver that what you are seeking is a joint effort to prevent other accidents that could be far more serious.

Throughout the process, exercise caution not to make judgmental remarks. This will only put the person on the defensive and defeat the whole purpose of your inquiry.

Let the driver tell you what happened, in his own words. Don’t interrupt to clarify (”are you saying that…”), interpret (”in other words…”) or evaluate (”well now, in my opinion…”). If you don’t understand something, wait until the driver is finished and then ask. Then if you have questions, ask open-ended questions (ones that can’t be answered “yes” or “no”). That will get you much more information.

If possible, try to gather the details you need without asking “why” type questions (”Why were you doing…”, etc.), as “why” questions are likely to put the person on the defensive. Then, repeat the story, as you understand it. This will accomplish two things. First, it will let the driver be sure you understood what he meant (not just what was said). Second, it gives the driver a chance to hear what he said. Strangely, many of us don’t “listen to ourselves” while we are talking.

Lastly, end on a positive note. The best way to wind-up is by discussing corrective action that can be taken to prevent the incident from occurring again. Although you may have formed your own ideas of how to prevent future similar incidents, you will be well-served to get the insight of the driver who was injured. Chances are, he has given it more thought than you have. However, the manner in which you ask for his insight will very likely have a bearing upon how thoughtful and beneficial his response will be, and whether or not the he remembers your interaction with him as positive or negative.

Choose your words carefully. Don’t ask, “What could you have done to prevent this?” Instead, consider a more diplomatic approach by asking something like, “How can we use what happened to you to help new drivers avoid a similar injury?” This re-affirms what you stated at the onset, that your inquiry is a joint effort to prevent other accidents from happening in the future.

During their frequent visits seasoned insurance loss control consultants begin to identify trends or patterns in their clients’ safety management systems. Some are good – such as formal hiring practices or routine workplace inspections, while others may be substandard – such as inadequate supervision or inconsistent new hire training. Identifying these trends enables the consultant to commend or offer correction to a business owner with the ultimate purpose of injury avoidance and productivity.

One such trend in the transportation industry involves the company mechanics. Too often these employees are overlooked when it comes to occupational safety. There are several reasons why they are overlooked, and the results can be tragic, so don’t forget about your mechanics!

Reason #1 – Supervision: It would probably be better stated that the lack of adequate supervision is the problem. The number of mechanics is always much smaller than the number of drivers. The mechanics are working on site, while the drivers are out-of-sight. The occupational hazards faced by the mechanics are not as dangerous as those faced by the drivers. What’s the end result? The mechanics are ignored. Not totally, but they often don’t receive the type of supervision necessary to avoid loss.

Reason #2 – Training: Most often the “help wanted” announcement specifies that the company is looking for an experienced mechanic and when the applicant “confesses” during the interview he will describe his experiences, maybe even stretching the truth to get the job. So his polished interviewing skills got him the job, not his polished mechanical skills. Another factor comes into play. The mechanic may be fully qualified and experienced doing what he did from where he came, but what about at his new job – your company maintenance garage? Does he need to be trained on your policies and procedures? Absolutely!

Reason #3 – Tools: This issue is linked to both of those described above. If an employee is not familiar with the use of a tool, and he has not been trained in its use, then “undesirable events” will most likely result. Many of us have experienced this in our personal life. Do you remember the first time you used a tool/device and had absolutely no idea how it was supposed to be used? What did you do? Most likely you used it as you thought it should be used, and that may not have been correct or SAFE. Now you see the link to the Reasons # 1 and 2. This is not limited to new employees. New tools are frequently introduced into the workplace and this represents an uncontrolled hazard until the employee (user) is trained on its use.

Reason #4 – Work Environment: Where you work is just as important as how you work, what you work with and what level of supervision might be present. Fully competent mechanics who are placed in less than desirable work environments can get hurt. Inexperienced mechanics who are placed in less than desirable work environments will get hurt. So what is a less than desirable work environment? How about a facility without adequate lighting, space or equipment? Ever been in a garage where extension cords ran all over the place? How about using a forklift to temporarily hoist a vehicle while repairs are made? And what about performing repairs outside on an unlevel surface instead of in the garage on a hard, flat floor surface?

Summary: Don’t forget about your mechanics. Just because the cost to insure them is less than the cost to insure a driver – don’t forget about your mechanics. Just because they are next door in the garage – don’t forget about your mechanics. Just because their risk of injury is less than the risk faced by drivers – don’t forget about your mechanics. Select, train, equip and supervise properly. All employees are entitled to and deserve management’s attention – don’t forget about your mechanics.

Con-Way Freight launched their employee wellness program at several terminals in 2007 and is now expanding it to encompass 6,400 employees. According to an article on the Fleet Owner website the company has seen workplace injuries and workers’ compensation costs decrease by 80% and lost work days cut by 75% at locations in which they implemented the employee wellness program. In comments provided to Fleet Owner, Bob Petrancosta (VP of Safety for Con-Way Freight) credited the employee wellness program with helping lifelong smokers quitting smoking; helping employees lower chronic high blood pressure; and helping overweight employees shed pounds.

Because of its location, drivers who manually pull the fifth-wheel release without the aid of an assist-devise must stoop or squat and reach into the narrow area between the tractor frame and the trailer apron. While in that physically-awkward position, the driver must pull hard enough to release the king-pin. That can be a recipe for a shoulder, neck or back injury. Because it is difficult (if not impossible) to get solid footing and a secure stance while in that awkward position, a driver who pulls the fifth-wheel release by-hand increases the potential to fall backwards when a stubborn fifth-wheel finally gives.

The previous issue of Beyond the Cab suggested that air-operated fifth-wheel unlocking systems or newly-designed fifth-wheels that require less pulling force than standard fifth-wheel models may be a big part of the solution. Certainly these engineering advances should be strongly considered when defining specs for new trucks. However, the reality is that retrofitting existing trucks or purchasing new trucks with these devises represents a long-term solution. Implementing that long-term solution throughout the fleet may take 5 years or more.

Short-term solutions are needed to fill the gap. The good news is that there are a number of controls that can be employed to minimize drivers’ exposure to injuries associated with pulling the fifth-wheel release. The better news is that, as the safety director, you don’t have to pick just one. As a matter of fact, you are encouraged to use them all. In this issue of Beyond the Cab, we will take a more in-depth look at fifth-wheel hooks.

Fifth-wheel hooks are very likely the most commonly-considered control to address the hazard of pulling a semi’s fifth-wheel release. These are generally little more than a steel rod with a small hook on one end and a handle on the other end. In fact, many drivers fabricate their own out of rebar or stainless steel. By placing the hook onto the semi’s fifth-wheel release handle, a driver can stand erect while pulling, as opposed to the awkward posture described above.

Although the design concept is simple, not all fifth-wheel hooks are created equal. Whether a fifth-wheel hook is commercially-purchased or fabricated for personal use, drivers should be made aware that fifth-wheel hooks made of soft metal (such as aluminum) do not likely have the structural integrity for the job. In using an aluminum fifth-wheel hook, a number of drivers have fallen backwards onto the ground or thrust their elbow against an adjacent trailer because the hook portion of the devise straightened-out under the force on being used to pull a stubborn fifth-wheel release.

In addition to avoiding those fabricated from soft metals, before purchasing fifth-wheel hooks, determine the proper length by measuring the distance from the fifth-wheel release handle to the edge of the trailer. If the fifth-wheel hook is too short, a portion of the driver’s arm will still be under the trailer and he will not be able to stand erect when pulling. If the fifth-wheel hook is too long the driver may not have enough room to use it on those occasions in which there is limited space beside the trailer.

The specific configuration of the hook (the portion placed onto fifth-wheel release handle) is yet another consideration. Because some fifth-wheel releases have a latch mechanism, fifth-wheel hooks can be purchased with catches (Click here to see example). Under certain circumstances, hooks with a moderate bend are warranted, as opposed to those with a “J-shaped” hook on the end. Because hooks can get dirty from reaching under trailers, many drivers do not like to place the hooks back inside their cab. Instead, they store it behind their cab by dropping it through one of the holes in the catwalk (away from the driveshaft). This not only keeps a potentially dirty tool out of the cab, but makes it convenient to use every time. However, if this is how the hook is to be stored, the hook should likely have a 100-110° right angle bend so that it can be placed through the holes in the catwalk.

Although fifth-wheel hooks are an injury prevention tool, they have an ancillary benefit. The underside of the trailer is invariably dirty and greasy, even in the most pleasant of weather conditions. However, toss in some rain, snow or ice and the area between tractor frame and the trailer apron literally drips with slurry of road grime and grease. Many drivers have ruined shirts and jackets all the way up to their shoulder simply by reaching under a trailer to pull the fifth-wheel release. By keeping their arm from breaking the plane of the trailer, a driver not only helps avoid an injury, but also stays clean..

For the few drivers that pull van trailers with roll-up doors, a fifth-wheel hook can help prevent falls as well. Keeping the drivers’ feet on the ground, that same hook can be used to pull-down the trailer doors.

Some fifth-wheel hooks are marketed to also be used to pull the release for the sliding tandems. However that is a topic for a different issue of Beyond the Cab.

Do your drivers use fifth-wheel hooks? Have you ever asked them? A recent pole on Truck.Net revealed that 62% of drivers use fifth-wheel hooks religiously.

If you have further suggestions for controlling hazards associated with uncoupling trailers, we welcome your comments at losscontrol@midwesterninsurance.com. We also welcome comments on other non-driving hazards within the trucking industry and will post driver comments in future issues.

Copyright Ó2007 Midwestern Insurance Alliance

Midwestern Insurance Alliance, the exclusive workers’ compensation provider endorsed by the Kentucky Motor Transport Association (KMTA) and the Indiana Motor Truck Association (IMTA).

Although it’s not a complex task, uncoupling a trailer incorrectly can yield devastating results. For that reason, individuals new to the trucking industry are trained to follow very specific procedures. In large part, the uncoupling procedures included in driver training are intended to guard against dropping a trailer on raised landing gear, pulling airlines loose; or incurring other forms of property damage.

What driver training often fails to stress is the damage that can occur to the driver’s own body. Drivers pulling fifth-wheel releases can sustain shoulder, neck and back injuries. In an article in Dynamic Chiropractic entitled, “Upper Extremity Injuries in the Trucking Industry“ the authors indicate that injuries incurred from pulling a fifth-wheel release are often manifested as rotator cuff damage, subluxations (misaligned vertebrae) or lateral epicondylitis (tennis elbow).

Because of the location of the fifth-wheel release handle, drivers who manually pull the fifth-wheel release by hand must stoop or squat; reach into the narrow area between the tractor frame and the trailer apron; and then pull hard enough to release the king-pin. The amount of force required to pull the fifth-wheel release handle depends upon a number of factors, to include the fifth-wheel type; the degree to which the fifth-wheel has been properly maintained; and the frequency at which it is used. The force required to pull the fifth-wheel release can also be dependent on the positional relationship between the tractor and the trailer. Particularly when the tractor and trailer are not perfectly aligned, increased tension can be placed on the fifth wheel assembly, making it more difficult (sometimes nearly impossible) to pull the fifth-wheel release handle.

 

This picture shows a driver reaching under a trailer to pull a fifth-wheel release. Notice that the driver is in a position that may increase the potential for injury (relying upon small muscle groups in the arm and shoulder for pulling). Additionally, in that position, the driver is unable to effectively use the weight of his body for mechanical advantage.

For this particular hazard, air-operated fifth-wheel unlocking systems represent an engineering control. These devises permit the driver to control the uncoupling process from inside the cab with little more manual effort than pressing a button. These systems are designed to work only when the tractor and trailer are not in motion and the parking brake is engaged. When functioning properly, these devises completely eliminate the injury exposure to the driver’s shoulder, neck and back from pulling the manual fifth-wheel release. As such, air-operated fifth-wheel unlocking systems represent the most effective and most desirable control for this hazard. They are available both as options on new equipment and asretrofit kits for standard (manual release) fifth wheels.
retrofit kits for standard (manual release) fifth wheels.

Another mechanical means of addressing this hazard are newly-designed fifth-wheels that require less pulling force than standard fifth-wheel models. At 65 lbs. of pull-force, Fontaine’s No Slack II^® boasts to be easier to engage and disengage than any fifth-wheel on the market. As these still require drivers to manually pull the fifth-wheel release, they reduce (but do not eliminate) exposure to such injuries.

In the next issue of Beyond the Cab, other control strategies for addressing this hazard will be addressed, including the use of fifth-wheel release pulling devises; proper positioning of the power unit; executing proper body mechanics; and an effective preventative maintenance program. The next issue of Beyond the Cab will also reveal the results of an online poll that seeks to learn the percentage of drivers who have (and use) fifth-wheel release pulling devises.

If you have further suggestions for controlling hazards associated with uncoupling trailers, we welcome your comments at losscontrol@midwesterninsurance.com. We also welcome comments on other non-driving hazards within the trucking industry and will post driver comments in future issues.

Copyright Ó2007 Midwestern Insurance Alliance

Midwestern Insurance Alliance, the exclusive workers’ compensation provider endorsed by the Kentucky Motor Transport Association (KMTA) and the Indiana Motor Truck Association (IMTA).

I found this on YouTube and just had to post it here for the benefit of safety directors, trucking company owners and shop employees. Hat’s off to the folks at Star Leasing for their creativity! When was the last time that you had a safety meeting to address safety in your garage?

If you liked this one, they’ve got several others. Checkout Star Leasing Company’s YouTube Channel

If you haven’t already, checkout the new book by Barry Spurlock and Keith Wertz, CHOMP COMP: The Small Business Guide to Lower Workers’ Comp Premiums.

Unless you were there from open until close for all three days, and were able to limit the amount of time spent filling-out door-prize forms and watching various renditions of “Deal or No Deal,” it is unlikely that you saw everything that the Mid-America Trucking Show had to offer. I know I missed quite a bit. However my mission was limited. In fact, I attend the Mid-America Trucking Show each year intentionally planning to overlook many of the exhibits that most of the folks go to see. As the Loss Control Manager for Midwestern Insurance Alliance, I have a single-minded focus at the trucking show…. to find the products being promoted this year that will help prevent workers’ compensation claims within your business.

This article includes my top picks from the 2008 Mid-American Trucking Show (in no particular order). Each includes a link to the product’s website. If any link fails to direct you to the proper website, contact me at losscontrol@miains.com.

Ancra’s EZ Torque Winch is a creative innovation that can be expected to prevent injuries within the flatbed segment of the trucking industry. A replacement for conventional winches on flatbed trailers, the EZ Torque Winch makes winch bars obsolete, replacing winch bars with a removable hand crank that’s small enough to fit in your jacket pocket. Not only does this product remove the hazards of awkward postures, physical strain and the potential for the winch bar to slip out of the hole, it also keeps the driver close to the trailer – and hence lessens exposure to being struck by forklift or other vehicle. There are several other options from Ancra to minimize injury potential associated with tightening load-securement straps, including the Silver Cap (a ratchet winch) and a pneumatic winch. However my personal favorite (considering both functionality and cost) was the EZ Torque Winch.

If the EZ Toque Winch is too much of a financial burden to swallow at the moment; or if your drivers pull flatbed trailers that your company does not own, you may want to consider Kinedyne’s Ratchet Winch Bar. It is designed to work with a standard 4″ strap winch (or cable winch) and has a key to prevent the bar from slipping out of the winch while in use. A world of difference from a standard winch bar, Kinedyne’s Ratchet Winch Bar significantly minimizes awkward postures, such as overhead reaching to tighten load securement straps

Getting on and off of trailers is a necessity for virtually every flatbed driver. For drivers pulling van trailers or refers there is often a reason to get in/out of the trailer as well. Unfortunately, most trailers are not equipped with steps and handholds to make this task easy. Instead many drivers crawl up and jump down. There are a variety of portable and permanent steps and ladders to help drivers prevent drivers from falling while climbing on/off trailers. Safe-T-Steps is a new product on the market and has several advantages over many that have been available in the past. Not the least of these features is the size, weight and cost. It is small enough and light enough that drivers will actually use it, and it is inexpensive enough that company owners and independent drivers can afford it.

What About Your Mechanics

Although the bulk of your employees are likely truck drivers, let’s not forget your mechanics. After all they have significant injury exposures that are quite different than those of truck drivers. The following 3 products are my picks to prevent injures to your mechanics.

BlueTork is a new product from Chicago Pneumatic that combines the functionality of an impact wrench with that of a torque wrench. This tool is marketed to reduce vibration, noise and physical manual effort as compared with the traditional approach of using an impact wrench and a torque wrench to tighten wheel lugs. They also get my vote for the most unique website of the products listed in my top picks.

Another creative innovation that may prevent injuries within your truck/trailer maintenance is Gaither Tool Company’s Bead Booster GB-8A. This product has a couple unique features: an automatic valve with a foot pedal release mechanism, and a built-in tire stand that automatically sets the bottom bead allowing for use of lower air pressures. If you are not familiar with Gaither’s other tubeless truck tire tools, you are encouraged to spend some time on their website or even look to www.YouTube.com for some online videos of their products.

My final pick from the 2008 Mid-America Trucking Show is SafeTec’s X-Deck Platform. All too often to reach elevated areas in the truck maintenance garage involves using a stepladder or even an extension ladder. The forces created by side-reaching often causes ladders to fall and the results can be tragic. By providing a work platform and a more stable footing, SafeTec’s X-Deck Platform is clearly a safer alternative.

Whether you made it to the 2008 Mid-America Trucking Show or not, I’d love to hear your opinion. Have you used these products? Would you recommend them? How about other products – What other tools or equipment are you familiar with that might prevent a driver or mechanic within a trucking company from being injured on the job?