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MatJack cushions have been helping a variety of industries worldwide in countless applications!

MatJack is an industry-leading custom manufacturer of air lifting bags and cushions. Throughout our 40 years in business, we’ve established a reputation for quality products and superior services. MatJack offers low pressure, medium pressure, & high-pressure lift bags, jumbo recovery cushions, catch bags, headsets, and helmets and much more. Customers across the globe know they can rely on us to meet their air lifting needs.

LOW PRESSURE AIR LIFTING CUSHIONS

MatJack low pressure lifting cushions require only 1-3”/ 25-75mm clearance and can lift tons of weight with as little as 2psi/ .14bar.

MatJack low pressure lifting cushions work best in cantilever or “hinged” style lifts but can also be used for vertical lifting if rigged correctly so lateral movement of the weight being lifted is restricted. MatJack low pressure cushions work on volume rather than pressure to create the lift, working from8-10 psi/.5-.7 bar depending on the model.

MatJack low pressure cushions, unlike high pressure air lifting bags which lose capacity as they inflate, lift the weight they are rated for the full lift stroke of the cushion.

MatJack low pressure cushions are made with Hypalon and Neoprene for unmatched durability and strength, which is why they are the number one choice for low pressure equipment among rescue squads, all branches of the U.S. military and civil defense agencies worldwide.

MatJack low pressure cushions not only come in 12 standard sizes, but they can also be made any size to meet a customer’s individual needs.

MatJack low pressure cushions have a 5-year warranty, but with normal care and maintenance, they should work well over 20 years trouble free.

MEDIUM PRESSURE LIFTING CUSHIONS

MatJack Medium Pressure Lifting Cushions require only 1-3 inches clearance for insertion with the main advantage over low pressure cushions being they provide heavier tonnage lifting capacities for similar size low pressure cushions while requiring less work area and taking up less storage space. MatJack Medium Pressure Lifting Cushions work best in cantilever or “hinged” style lifts but can also be used for vertical lifting if rigged correctly so lateral movement of the weight being lifted is restricted.

MatJack medium pressure cushions work on volume rather than pressure to create the lift, working at 15 psi / 1 bar of pressure and can lift as much as 35,000 lbs./ 15,900 kgs. up to 40”/ 1000mm, which is the major difference between low and medium pressure cushions. Both provide more height than high pressure for accessibility with the medium pressure lifting providing more weight capacity than low pressure due to the higher operating pressure.

MatJack medium pressure cushions, unlike the high-pressure air lifting bags, lift the weight they are rated for the full height of the cushion.

MatJack medium pressure cushions are made with Kevlar/ Aramid fiber reinforced Neoprene for unmatched durability and strength, which is why they are the number one choice for medium pressure equipment among rescue squads, civil defense and military agencies worldwide.

HIGH-PRESSURE AIR LIFTING BAGS AT MatJack

Our high-pressure air lifting bags are designed to lift and move up to 86 tons at a touch of a button with an initial clearance of only 1 inch. They are made with four full layers of aramid fiber per side. This unique construction makes them a strong but lightweight lifting solution for some of the most rugged, demanding, and heavy-duty applications. They can be used in adverse environments, such as sharp gravel, muddy banks, wet grass, and icy ground.

Key features include:

• Simple handheld controls. The controls can have pushbutton, Deadman, or joystick controllers that allow for independent, single-bag or simultaneous, multi-bag operation. The pushbutton control variations have one button for inflation and one button for deflation.

• 20-foot high-pressure hose. The long hose ensures operators are not under or near the load as it is lifted or moved. It is color-coded to eliminate confusion in situations where more than one bag is operated at the same time.

• Carry handles or tabs/eyelets. These elements facilitate lifting and fixture attachment.

• Raised, conical, and interlocking surface. They are covered with five layers of neoprene rubber for an outer surface that grips load and provides traction.

• Distinct tonnage rating marking. Each bag is marked with a bullseye containing the tonnage rating for easy centering under the load and identification in fast-paced, low-visibility situations.

MatJack high-pressure air lifting bags are 100% made in the USA and ISO 9001:2008 and CE certified. They also come with a five-year unconditional warranty.

JUMBO TURBO SAFELIFT RECOVERY CUSHIONS

Jumbo Turbo Safelift cushions are the first choice of Recovery personnel worldwide when it comes to up righting overturned tractor/trailers, aircraft recovery or any recovery which requires the best quality, heaviest duty air cushions and equipment available.

Jumbo’s come in both sloped and flat top design. Jumbos are the only slope topped bag, with its patented design to exclusively follow a lift all the way up without ever losing contact with ground or the load, MatJack Jumbo bags are the only cushions manufactured which can make this claim and prove it! MatJack Jumbo flat top cushions are primarily used for aircraft recovery.

Jumbo Turbo cushions come in complete sets or individually. Everything is included in each set to get you up and working within a matter of minutes. From our Support set, designed to replace worn out existing sets with still functional (1 or 2) large cushions which can be converted to Turbos, up to our Comprehensive Set, with 8 Jumbos and 3 starters, you get all the unsurpassed quality, service and training you have come to expect from MatJack.

LANDING SAFELIFT BAGS

Since 2005, MatJack Landing Bags have provided users the ability to do recovery uprights on tractor trailers, heavy tracked equipment, box trucks, overturned mobile homes, etc.… without the use of a “catch” vehicle. Landing bags work due to a constant airflow and require it to stay inflated. Landing bags are placed under a load with the intention of not allowing the load to gain speed during up righting operations and descent of the load past fulcrum point. Landing bags lift, support and control vehicles as they come over while allowing the air to escape through 3 ported openings in each cushion increasing control of the vehicle and rate of descent. This is critically important to avoid further damage to equipment. Rapid, uncontrolled descent of any equipment is dangerous and should be avoided to prevent potential injury or loss of life!

MatJack Landing Bags are typically used under wheels of vehicles to control descent but have also been used under frame sections to catch box trucks and mobile homes and even track drives on cranes.

Single lane uprights are now accomplished in a much easier fashion with less set up and quicker dismantle time for those “quick clear incident” situations. Any upright recovery is now quicker, safer and more professionally done when using MatJack Landing Bags!

Landing Bags come in complete sets or individually. Everything is included in each set to get you up and working within a matter of minutes.

Landing Bags are made of a special material designed to resist tearing but allow quick repair if damaged in the field. The large Camlock fittings provide for quick assembly and disassembly of the system.

All MatJack Landing Bag systems will provide you with years of trouble-free use and come with the same outstanding warranty, service, training and care you have come to expect from MatJack.

MatJack also offers headsets and a variety of helmets. MatJack offers easy to use headsets providing hearing protection and a convenient way for your team to communicate in noisy environments. Voice activated both FULL DUPLEX and BASIC. PMI Advantage Helmets offer classic styling, maximum comfort and minimum impact. PMI Advantage Helmets have industrial Kevlar head protection and plenty of detail-oriented comfort. Fully adjustable ratchet headband and straps make this a helmet for almost any size head. Meets NFPA 1951 as a Utility Technical Rescue Protective Helmet Standard.

When it comes to your next recovery MatJack has you covered! For more information visit us at www.MatJack.com. 

Getting more out of your trucks spending less time & money!

The Challenge…

Simply put…to find a way to get more out of your trucks while spending less time and money to maintain them.

The Solution…

Balance MastersÂŽ Self-Adjusting Wheel Balancers which offer you guaranteed performance and savings. Balance MastersÂŽ Continuous Active Balancing System works by centrifugal force which precisely positions the liquid Quick Silver in counter-weight positions. This technology eliminates the lumping effects caused by shot filled hub mounted and tire fluid products. Balance MastersÂŽ also works with gravity to created down force effect to hold the tire down on the road. This gives the tire more footprint and better control in cold, icy and wet conditions.

Spin Balance While You Drive!

Any out-of-balance condition in the wheel-tire assembly creates uneven tire wear, reducing tire life. Balance MastersÂŽ will prevent this condition and increase tire life up to 50% or more. Balance MastersÂŽ mounts directly behind the wheel assembly and has a 6 months unconditional money back guarantee with proof of purchase. They also has a Lifetime factory warranty against defects in material and workmanship.

Balance MastersÂŽ will help to reduce wear rate on steering suspension, driveline, brakes and wheel components ordinarily subjected to excessive vibration as well as help to reduce trailer bounce during hard stops, driver fatigue, improves passenger comfort and reduces costly downtime. Balance MastersÂŽ offers a clear solution to the challenge of better performance, both for your trucks and your bottom-line profit.

Balance MastersÂŽ offers a clear solution to the challenge of better performance – both for your trucks and your bottom-line profit. Any out-of-balance condition in the wheel-tire assembly creates uneven tire wear, reducing tire life. Balance MastersÂŽ will prevent this condition and increase tire life up to 50 percent or more.

How Balance MastersÂŽ Works

Balance MastersÂŽ works on the basic principles of physics.

Vibrational Resonance is the up and down vibration pattern created by a rotating tire and wheel that is out of balance, forcing the fluid (Quick Silver) which is free-moving within the ring to positions along the ring, which exactly offset any light and heavy spots, thereby eliminating the vibration and creating equilibrium within the rotating mass. Once properly positioned, Centrifugal Force holds the fluid in that position unless a different vibrational resonance pattern develops from tire wear or from stones, mud or ice sticking to the tire or wheel, which instantly forces the fluid to its new equilibrium positions.

In short, Balance MastersÂŽ precisely, continually, instantly and dynamically self-adjusts to tire and wheel imbalance because nature MUST have equilibrium, and natural forces will act on the counter-balancing fluid to eliminate vibrational resonance and disequilibrium.

However, when sudden braking or slowing occurs, the fluids continue to spin for several revolutions until they slow down to the wheel speed. Therefore, the fluid moving at high speed and weighing nearly 28 ounces per wheel whip around the ring at ten to fifteen revolutions per second. This weight, when pulled by gravity over the top of the wheel, “falls” over the front side of the wheel where the force is created which “pulls” the wheel down onto the pavement-JUST WHEN YOU NEED IT TO-on sudden braking over hard bumps or across sheets of water to create a road-hugging controlability and anti-sway, anti-drift and anti-trailer hop and bounce effect that amazes so many of our customers, especially the flammable and chemical haulers who religiously put Balance Masters® on their trailer axles.

Balance MastersÂŽ utilizes the natural forces created by 20,000 plus pounds of truck rolling down the highway to reduce vibration and create better handling in a very simple yet effective way. The physics were understood and put to work as early as 1908 by German scientists. American engineers perfected the idea in the late 1930’s and early 1940’s when they needed to find a way to perfectly, precisely and continuously balance a new-fangled invention…the jet turbine engine.

The Balance Master is a tested and proven device which works on long understood and basic engineering principles.

 The major components of the Balance MastersŽ are the ring and the fluid (Quick Silver), both an integral part of what makes the balancer work. Both work in cooperation and are precisely proportioned in order for the physics to function properly.  

For more information visit: www.balancemasters.com

Which factors increase the repair & maintenance costs of your truck fleet?

Keeping your trucks in peak condition is no easy feat. It is, however, vital for safety and compliance. Studies suggest that many towing operators are taking risks with their maintenance. Of course, maintenance also represents a cost. So, there are two key cost challenges here: efficiently maintaining your fleet to extend its lifetime and controlling the amount you spend on doing so.

Some of the factors that drive up repair and maintenance-related costs:

1. INEFFICIENT MAINTENANCE PROCESSES – Haphazard scheduling and inconsistent vehicle and tire checks directly increase the likelihood of costly downtime and a greater spend on truck maintenance further down the line. 

2. UNSAFE DRIVING- Drivers taking risks, braking heavily, accelerating unnecessarily, or behaving unsafely on the road will take their toll on various parts of your vehicle. Wear and tear build up over time and leads to higher repair costs. 

3. LATE DETECTION OF DAMAGE- Even if you schedule regular maintenance checks unless you have visibility over issues as soon as they emerge, there’s a risk small faults can be left to develop into major problems that require serious, high-cost repairs. 

4. LACK OF MAINTENANCE INFRASTRUCTURE- Some towing operators suffer either from not having adequate resources to handle the maintenance of their vehicles or tires in-house or from outsourcing maintenance to an unreliable partner. 

5. TIRE LIFETIME- While replacing tires will, at some point, be necessary for any vehicle owner, extending the lifetime of existing tires will help lower the overall spend.

How can Webfleet help?

WEBFLEET offers a range of hardware, software, products, and solutions that can help you decrease your costs. By choosing the right combination for your fleet, you can ensure that, at every step of your journey, you are efficiently bringing down your overall spend.

Using the WEBFLEET fleet management solution, it is possible to track data related to the routes you drive and the stops your vehicles make. 

Optimize your maintenance with vehicle data

With WEBFLEET, you can set maintenance tasks based on real-time mileage information rather than a set period. Also, vehicle diagnostic and engine trouble codes are sent instantly to the fleet manager. This means you can take action in a controlled way to solve issues before they develop into serious, costly problems. A maintenance task is automatically scheduled as soon as a vehicle reports a trouble code. All of this helps avoid repairs, vehicle downtime, and administrative distractions.

Encourage more cost-effective driving.

WEBFLEET gives you access to a range of data points, creating complete visibility over how your drivers perform behind the wheel. The OptiDrive 360 approach provides valuable insights across eight key areas: speeding, driving events, idling, fuel, constant speed, coasting, green speed, and gear shift.

Plan better routes, use less fuel. 

Even the best driver can use more fuel than is necessary if they are on the wrong route. The professional truck navigation of the PRO Driver Terminal series from Webfleet shows truck drivers the most suitable routes for them, so there’s less chance of driving unnecessary miles. It also offers access to up-to-date traffic information to keep you out of traffic jams where idling can increase fuel consumption.

 Improve driver vehicle inspections with a simple checklist

WEBFLEET Vehicle Check digitizes your drivers’ day-to-day walkaround inspections. The mobile app minimizes paperwork and streamlines the compliance process, meaning you can act quickly to resolve vehicle defects for safer operating conditions.

Access vehicle checklist reports and keeps track of open defects. Create a maintenance task with just a click to resolve defects in time for safer operating conditions.

Gain visibility over how you use fuel

Manually tracking fuel usage across your entire fleet is a time-consuming operation. A fleet management solution like WEBFLEET takes care of it for you. It allows you to monitor how fuel is consumed in real-time and analyze historical fuel usage to improve. Not only can you compare how fuel is used over time, but you also spot exceptional events, trends, and anomalies and use these insights to optimize fuel usage and operational costs. 

Improve driving behavior and lower insurance with integrated camera technologies 

Integrated technologies, such as in-cab cameras, can add even more value to your telematics. For example, while WEBFLEET will show you that a driver may have braked harshly, camera footage will reveal why they took that action and whether it was justified. This makes your vehicle and driver data even more valuable when it comes to encouraging more cost-effective driving. It also helps you quickly settle disputed insurance claims after an incident or accident on the road, reducing insurance premiums. Plus, inward-facing cameras can detect driver fatigue and distractions, reducing risk.

Taking the right measures to manage fleet costs could be key to keeping your trucks on the road and your business moving forward.  

Contact us http://www.webfleet.com +866-224-9451

Breakdown Platform For Carriers and Fleet Managers

Breakdowns occur every day across the country, and as freight transportation increases, so does the renewed demand for service providers to get freight moving again.  One of the ways that technology is making operations more efficient for fleets is by making roadside breakdown management transparent and predictable. Carriers who are utilizing technology eliminate the hassle of searching the internet for a provider, the back-and-forth phone calls of confirming information, requesting ETA’s, and critical updates,ultimately reducing handling time making for a more manageable experience.

ServiCase is Good for Business

ServiCase is a breakdown management system, powered by the sureEcosystem digital dispatch platform, and used by event providers like FleetNet America. ServiCase allows fleets and event providers the ability to locate service providers and dispatch jobs electronically via sureEcosystem, which recently crossed a milestone of over a half-million events handled on the platform.  The system allows trucking companies, drivers and fleet managers to locate towing and roadside mechanical service providers quickly and establish electronic interactions.  ServiCase can also be used as a case management system for carriers to track breakdowns and events through to completion. Other available electronic updates include event status updates, photo uploads, invoice uploads, and more.  ServiCase also provides carriers access to over 70,000 service providers with the ability to store private notes and ratings for each service provider they engage.

ServiCase: Improving Your Bottom Line

When your company is listed in the ServiCase network, you become a part of one of the most sophisticated systems available to roadside breakdown. As more and more carriers adopt ServiCase as their breakdown platform, your business is exposed to those fleets as well as public searches, all looking for the services you offer.  

ServiCase and Customizing Your Listing

ServiCase is different from other search services in that the provider has the ability to update their own information such as services offered, rates, insurance coverage, contact numbers, hours of operation, and more. Service providers are not charged for jobs they receive through ServiCase, and there is no bidding for higher positions in the results listings. Unlike “Uber” type towing platforms, ServiCase does not charge variable fees for large markets and does not dictate rates.There are no markups through ServiCase because payment is made directly to the service provider by the carrier or fleet.

Is ServiCase Just Another Directory?

Absolutely not. While there may be similarities in the process of searching for a roadside provider, that’s where the resemblance ends. ServiCase is unique in that it provides carriers and other fleets the ability to manage, maintain and keep private records about preferred providers and rates, along with the ability to electronically dispatch and manage events when the service provider is connected to the sureEcosystem platform. These unique features are in demand by fleets nationwide. ServiCase is also different in that the service provider is not charged for events or jobs they receive. Again, there is absolutely no upcharge for receiving the call, and under no circumstance are rates mandated. ServiCase does not mark anything up because payment is made directly to the service provider.

How ServiCase Works

When a breakdown occurs, fleet managers create a case in ServiCase by providing information about the vehicle, location, and the required type of service. When the service provider is digitally connected into sureEcosystem, jobs can be assigned directly to the provider’s dispatch software. The case information is sent to the provider’s software package, providing an alert and information about the new job. The service provider reviews the request and replies with an ETA and potentially other information. Once the ETA is accepted by the event provider, the service provider is dispatched and a live call is created in dispatching software.

Getting Listed on ServiCase

There are several options to get your company listed on ServiCase. The most popular offering is the VIP Package which provides the company with the most visibility and includes a fully customizable ad banner provided by the team at ServiCase. This premium listing provides critical information about your company to those who are searching and includes an expanded search radius as well as a fully updatable company profile including rates, hours of operation, insurance, and more.

Step 1: Service providers can search to see if they are already listed on ServiCase.

To do this, the provider simply visits www.servicase.com and searches their location and a basic service they provide, i.e.: “Light Duty Towing”. If the company is displayed in the results, the provider can click a “Claim This Business” link to update their existing company record.

Step 2: What if the provider does not find themselves in search? 

The provider can simply visit www.servicase.com and click the “Service Providers” link at the top of the page to choose their listing package and register their company. Once their company is registered, they will be able to update their company information including locations and services offered.

Updating Information

The information that is provided for a service provider’s company will be utilized by carriers and fleet managers as they work through their service provider selection process. Service providers are encouraged to fill out their information as completely and accurately as possible. They can update this information at any time by logging in to the ServiCase website with their username and password.

Companies whose profile do not include their locations, services offered, or a phone number will not be displayed in the search results.  Each service provider location can have its own service offerings and multiple qualifying locations can be displayed in the search results.  Mailing addresses are not considered in the search results, but service provider profiles include physical addresses which can be assigned services to be found by those searching for providers.

ServiCase Connects Carriers to Towing & Mechanical Dispatch Software

ServiCase is exceptional in that it can connect fleets looking for service directly to service providers through many of the commercially available towing and repair shop software platforms. The sureEcosystem platform is currently integrated with over twenty software packages including Beacon, InTow, Omadi, TOPS, and Towbook. 

Connecting Dispatch Software to ServiCase

To get started, users create a new Customer account in their Dispatch Software, naming it “ServiCase” and selecting C.O.D. for payment terms. Once the account is added, the service provider simply contacts support@sureecosystem.com to let the sureEcosystem support team know they are ready to get connected. A confirmation email is sent to the service provider, and the team at ServiCase reaches out within a couple of business days to finish connecting and testing the new digital account.

Staying Connected

The team at ServiCase has set up several social media accounts where they will be communicating updates and announcements. ServiCase can be found on Facebook, LinkedIn, Instagram, and Twitter.  Follow ServiCase today to stay up to date on the latest news regarding ServiCase and sureEcosystem.  

Tips to Remember :

It’s only been a few months at the podcast center since we had our guest, Dalan Zartman from Energy Security Agency. While doing the podcast, my phone rang when it should have been on silent, but I answered it anyway. Since the sound was on ‘speaker mode’, Chuck Camp, the producer of The Tow Professional podcast heard the call.  When the caller asked, “Can you hear me?”, Chuck vigorously motioned for me to say “NO,” like I was being thrown out at first base.  So, I said, “NO”.  

Tenacious telemarketers try to get you to say, “YES” so they can record your voice agreeing to buy who knows what from them. 

Tip #1. Try NOT to say “YES” after they say, “Can you hear me?”  You’ll be glad you didn’t because it will prevent that $399 set of whatever from arriving at your doorstep.

Now, for Tip #2.  Since God gave us two ears and only one mouth, he wants us to do twice as much listening as talking.  I know that is sometimes hard to do when you’re excited about something but try it.  The person you’re having a conversation with will appreciate your allowing them to speak.

One of my favorite tips is Tip #3.  Write this on a piece of paper.  ID, the number 10 and then T. What does it spell?  If you said, IDIOT, you’re right.  I tell team members to say it over the intercom this way, “We have an ID Ten T on Line 2”.  Sounds funny, doesn’t it? However, when you deal with some person who just woke up on the wrong side of the bed, you’ll be glad you had a chance to warn the next person who picks up the phone.  With the gas prices rising and inflation still climbing, we will have more unhappy people on the other end of the phone line.  I, for one, am tired of hearing about student loans or warranty running out on my car.  Enough already! So, use the phrase, ID 10 T.

Tip #4.  Remember to book appointment 15 minutes before or after the hour. Doing so makes it easier for prospects to remember the time selected.  43% of Americans who have been in the country at least 2 or more years and graduated high school will remember a quarter hour before or after the hour appointment much easier than an appointment set on the hour.  That’s why your dentist books your appointment at 1:45 or 2:15. It also makes it sound to you that you won’t be there that long.

Tip #5.  When getting off the phone, don’t say, “Take Care” or “Bye-Bye”.  It’s always better to say something about where you work. Try using the company name at the end of your conversation. If you work at Weller Auto Parts, end your call with “Thanks for thinking Weller.”  If they’re buying recycled parts, we want them to “Think Weller”.

Tip #6.  Customers always buy you 1st.  Your company 2nd and your product and services 3rd.  And, they buy in that order.  So, if you want them to buy from you, what should you be doing and saying that would make them choose you?  Sell yourself first.  The very first picture a customer sees of your business is through their ear. Therefore, make sure the person who answers the phone is up-beat and has a kind voice.  “Attila the Hun” should not be answering your business phone.

Lastly, Tip, #7.  Before I end this article, Tony Robbins has a new book out that Ron Matthews from Car-Part.com mentioned to me.  The book is titled, Life Force.  It covers the aspects of precision medicine and how it can transform the quality of your life and those you love. It covers topics, such as: energy, strength, focus and mood, healing and regeneration, stem cells, addiction, anxiety/PTSD, back pain, weight loss, cancer, heart disease, diabetes, dealing with Alzheimer’s, and much more.  It’s a book of answers to life’s most important health questions.

Life Force should be shared with your family and friends.  By the way, it was easy to find my copy at Walmart.  After implementing these tips, let me know how they helped you.   

Thanks for sharing The Tow Professional podcast with your friends.  Because of you and your support, we are the fastest-growing podcast in the industry and for that, I thank you.

See you next time.

Things No One Told Me About Towing

In the last article, I told you about using my business skills to build a business plan for my company.  We learned a lot from the tow show in Florida and now it was time to apply it to the business.  Before I get started I want to remind you that my background was in computers and running a white color business. Just as we thought life was good and we knew what we are doing let me tell you about the real side of private property towing that I was not ready for.

  1. Drivers  – As I found out quickly everyone needs drivers.  I would hire people that had experience and hoped they work out.  Not always the case.  I had gas cards for my drivers so they can keep the trucks on the road.  I got a bill one time for one driver that spent $13,000 in one night.  The card was new and the card company set no limits in the card.  The driver went to a gas station and started selling gas to others, using my card. It was mostly big rigs, and he sold them gas for 50 cents on the dollar.  I split the bill with the credit card company because I should have had a limit on the card.  Lesson learned.

 

  1. I had a driver call dispatch and the last thing he told the driver was “he has a gun!” and the line went dead.  We called the apartment he was at and they could not find him.  We called the police and they could not find him.  We then got a call from a complete stranger who said he was coming out of the emergency room at the hospital, a tow truck pulled up and the driver  fell out the door.  The stranger took my driver’s phone and called the last number on it and it was us.  It turned out my driver took five bullets from two drug dealers, but was able to drive himself to the hospital. I rushed to the hospital and found my driver in intensive care with tubes and needles hooked to every part of his body.  My driver gave me a hand signal to come close; as I leaned over he told me he got two shots off at his attackers. Lesson learned.

 

  1. I had a truck that was hit by a drunk driver who was here illegally. He did a lot of damage to my truck.  The police came and arrested the drunk driver who also had no license.  Two months later this guy sued me for $20,000.  Because of the politics involved the insurance company paid the $20,000.  Another lesson learned.

 

  1. Dispatchers – I had a dispatcher and over a period of time I made her a manager and treated her like my daughter. We hired another young dispatcher that was very good at her job.  She got engaged to another employee, so I paid $2,500 for their wedding.  Well, the manager got together with this dispatcher and they doctored my books on cars released from impound.  They ended up with $10,000 before I caught them.  We filed charges on them and built a strong case.  When I went to the detective to see where he stood with the case he said the DA dropped it.  The DA made the decision that because the manager was minority and it was an election year, he could not afford a loss or the publicity so he dropped the case.

 

  1. I emptied out the safe one night and found $1,000 missing. I had a video of my dispatcher using a hanger to get into the floor safe.  This dispatcher weighed 450 pounds and I explained to him that if I fired him no one would hire him.  I gave him a second chance. He paid me back and turned out to be a good employee.  Another lesson learned.

 

  1. I had to locations in two different cities. I had a manager who ran the office.  I had a driver from that location come to me and said my dispatcher and another driver were ripping me off.  We had properties that would give us sticker list to tow from.  They would make up their own sticker lists.  The driver would go to a property and write a bunch of cars on his list.  He would give it to the dispatcher and she would enter them into the system.  I would pay the drivers for the cars and they would split the money. These cars would show up 30 days later on the inventory/auction report, but I could never find the car.  I went to the property he said he towed it from and found the cars still there.  I went back to the office and asked the manager to show me these cars on the yard.  She could not, so I fired her along with the driver.  She filed for unemployment. We had a hearing because I did not want to pay the unemployment.  Even though she stole from me I lost my hearing and paid the unemployment.  Another lesson learned.

I guess we could all sit around the campfire and tell stories.  These events took place in the early stages while I was still learning about the business.  Another lesson that I learned is that owning a tow company makes your skin tough and you learn valuable life lessons.   I just told you stories about 7 or 8 people.  Over the years I have met thousands of towers. They are great people in a great industry and that’s why I’m staying.  In future articles, I will write about the tow shows, industry magazines, selling my business and starting a new business.  Until then drive safe.

 

Chicken lights, chrome, and electronic doo-dads, but very little, if any, formal training?

When I was stationed in Korea, I went to the Philippines to evaluate a military exercise.  I saw something I’d never seen, and they were way over the top – the taxi drivers there drive “Jeepneys” – generally a Jeep chassis and drivetrain, open-body styling, and decorated with more lights, horns, and graphics than most people could imagine.  They look absolutely ridiculous, but surely get attention, and when you’re a taxi driver competing for fares with lots of tourists and military people to move around, your Jeepney needs to stand out from the crowd.  Now, you may ask, what in the world does a taxi in the Philippines have to do with tow trucks in the United States?

It’s very simple – we’ve reached a point where we spend thousands of dollars on vehicle wraps or custom paint, gnarly decals, enough disco lights to fill up a dance club, and all the latest and greatest electronic and mechanical doo-dads (toys)…but I’ve witnessed something in the past few years that shows we’re spending our money incorrectly – our egos are getting the best of us – and we forget that training and good experience is far more important that having the flashiest truck on the road.  All that bling doesn’t do a bit of good if you wreck or flip your truck…more on that in a moment. 

In my home state of Texas in recent years, I know of more than ten heavy wreckers that have been flipped while doing recoveries.  Most were totaled, a couple were saved, but still sustained major damage and were out of commission for months while repairs were made.  Given that most towing companies only have one or two heavies, think of the huge hit they take on their bottom line while that truck is down.

About ten years ago, I was on scene in Oklahoma City where a tow op pulled a loaded trash truck out of a concrete ditch and had the front wheels of his wrecker six to eight feet in the air – I approached the guy and asked about the strain and stress on the winches and lines, as well as the winch mounts, frame rails, and mounting hardware – he said he’s always done it like that.  I asked about using snatch blocks or dead man rigging to take a large part of the load off the truck…he told me he didn’t believe in either one.  The guy bragged about his $400 boots and $200 sunglasses.  That $600 could have been more wisely spend by attending a training class so he could understand physics.

Also, in Oklahoma and dealing with the same company, I witnessed a guy off-loading a huge forklift from a stepdeck flatbed trailer to the ground, using a Landoll trailer.  The operator never once asked about the weight of the forklift before backing his Landoll and tractor up against the rear of the stepdeck.  Turns out the forklift weighed over 46,000 pounds and was used inside a beer bottling/canning facility.  The operator ran the tandems on the Landoll forward to raise the bed slightly, making it even with the stepdeck.  The truck driver (stepdeck) got in the forklift, started it up, and rolled it onto the rear of the Landoll.  As soon as both axles of the forklift were on the Landoll, the front of the Landoll shot up, lifting the drive wheels of the tow company’s tractor about four feet off the ground…and the whole assembly started rolling away from the stepdeck and towards the parking lot.  The tow operator freaked out, didn’t know what to do to stop the situation, and the truck driver (in the forklift cab) was reasonably worried as well.  I ran over and started moving the Landoll’s tandems and the tractor’s drive tires came down and stopped the runaway.  I knew this was hard on the hydraulics on the Landoll, but we couldn’t have the whole assembly rolling out into the street.  The tow operator asked me not to tell the company owner when we got back to the yard.  I’d been interviewing for a safety position there and decided not to take it.

Wheels in the air, improper rigging – these are things our predecessors used to do commonly and would produce disastrous results at times – or at the very least, extreme abuse to our equipment.  Many of us, over the years, learned from mistakes like that and learned how to do it better.

Many people in our industry absolutely love to talk about other people, especially when a mistake is made.  Ironically, the person running their mouth usually has less training and experience than the person making the mistake.  Add in lots of ego, and stir in a dose of social media, and we have a perfect storm.  In our social media environment, when someone makes a major mistake, thousands of tow operators, shop owners, vendors, insurance reps, and other business owners will see it live on video within a day or two.  Radical events spread outside our industry and have garnered several million hits on either YouTube or TikTok.

Ego is a funny element.  It both entices us to do stupid things, and it encourages us to make fun of others.  Significantly bad blend of chemicals there…

Here’s what I know – there are two ways to develop confidence: one is through training and experience; the other is through arrogance and assumption.

Guess which path is dangerous and costly?  Think about that for a second as I tell you about something I witnessed last month in a fast food place inside a truck stop.  I was done with my day and was going to eat and then shower, and when I walked into the restaurant, I saw that the ice dispenser on the soda fountain was blowing out ice cubes like a slot machine throws out coins.  A young girl was rotating five-gallon buckets, trying to catch the volume of wayward ice, and then dumping each bucket outside as the other filled up.  Ice flowed over the soda fountain’s drain and into a big pile on the floor.

The restaurant manager was literally yelling and freaking out, hands in the air, screaming, “Oh Lord, help us!”  I smirked, since it was only ice cubes, not fire.  No one was going to die.  And this truck stop had two more soda fountains.  This simply wasn’t a catastrophe.  Still, the manager ran around with her hair on fire (proverbially) while several other employees live-streamed the event like it was some celebrity in concert.

The foundation of the problem is that not a single person working in the restaurant, including the manager, knew how to shut off the ice dispenser.  Not a soul.  No idea at all.  The truck stop manager came over quickly and started removing panels and figured out how to shut it off – within about a minute.  He had no training, but he took action, and fixed the problem, at least temporarily.  

The concept is simple – in an emergency or other difficult situation, you will respond how you have been trained and have practiced. If you have not been trained and have not practiced, you will do nothing. Or you will take incorrect actions that will make the situation even worse.

We have $300,000 50-tons, $600,000-$1,000,000 rotators, and even $125,000 flatbeds and light duty trucks – instead of initially committing to $10,000 for a vehicle wrap and another $5,000 in chrome, why not invest in training?  You can put a driver through the entire program (in steps) for three major training companies that I know of…for under $4,000.  Instead, our ego gets the best of us.  We spend all that money on the truck and won’t spend a dime on training…or won’t buy a $200 wheel basket securement system or $400 for a real set of tow lights.  We’d rather show off, and just run the disco beacons and the flashers on the towed vehicle because our ego ran us out of money.

The only problem I see with formal training is also related to ego.  Your ego may get the best of you.  Your ego will tell you that you already know everything you need to know. 

That is likely what those people who flipped over hundreds of thousands of dollars’ worth of tow trucks thought, as well.

One more thing – here’s something that’s FREE.  Inspect all of your cables, chains, bridles, and endless loops. Replace as needed.  Don’t try to cut corners.  Equipment failure is the other issue that causes trucks to flip.

Factor this in – if you or your people flip a truck, damage a vehicle being recovered, or cause some other major embarrassment to your company, the embarrassment isn’t what you should be worrying about.  It’s the distinct possibility of a fatality, major injuries, and the strong guarantee of ruining the reputation you’ve worked so hard to build.  

The Beginning of the End

Several months ago, I wrote an article about selling your business and how to prepare for retirement.  In the past two months, I had three different companies show an interest in buying my company.  It’s time for me to prepare for my future, but before we do that, I am going to spend the next few articles telling you the story on how I got there.

Let’s get started.  Over 25 years ago, I was working on an 18 year career in computers.  One day my brother-in-law came to my wife and I saying he just bought a tow company and he wanted us to run it.  We both gave up our careers in computers and started to run a tow company.  At the time we knew nothing about towing and I’m not sure I ever had my car towed.  To make matters worse, it was not just towing, but it was a private property towing company.  I never even heard of private property towing.  

From our past career, we learned a lot about running a business so we just applied all the rules.  We did the following:

  • We learned all the rules for private property towing in Texas.  We learned quickly that Texas did not like private property towing.  Remember this was over 25 years ago, and it was like the wild west in Dallas.
  • We identified who our competitors were.  We found a towing lawyer, and he set up a meeting for all my competitors to meet and discuss towing in the city of Dallas.  Remember, I was new at this and learned that one of my competitors served prison time as the best car thief in Texas.  When he started his company, he hired everyone with whom he was incarcerated.  My biggest competitor was worse than the guy from prison.  As time went on, every 3 months, he would threaten to kill me.  Welcome to private property towing in Texas.
  • We learned who our customers should be.  We learned that low-income apartment dwellers were the best customers. 
  • We identified a staff we thought we would need. We identified drivers that were stealing or damaging trucks and got rid of them.  Even though drivers were hard to find, once the industry found out how we operated, everyone wanted to work for us.  
  • We fired the people that did not fit our profile as a company.  I knew what I wanted my company to look like so I just had to find the people that would fit the profile.
  • Our doors were not opened for three weeks, and I sent my wife to the Florida tow show.  It was a chance to learn about towing, who the players were, and the things I might need to support my business.  Everyone should attend a tow show to learn about what is taking place in the industry and how it could make their business better.

We immediately joined the Texas towing association.  Again I wanted to learn who the players were and how towing was run in the state of Texas.  Although I made a lot of friends, it was obvious that they did not think much of private property towing.  They told me it makes the industry look bad.  I could tell you stories that made them think that, but I quickly learned they were not as clean as they wanted you to believe.

Its now time to look at the business side of my company.  When setting up our business, we did the following:

We developed a business plan.  If you make a good business plan and follow it you will be successful.  We identified the cash that was needed to operate and identified the steps necessary to make our numbers.

We identified what equipment was needed; how many trucks it would take; and what was necessary to keep these trucks on the road.  I wanted all my trucks to look alike. They were all F450’s, and I would let my drivers pick the kind of lift they wanted.  This gave them ownership in their trucks, and they would take care  of them.

I wanted them all the same color and all the same logo’s.  This made us look intimidating, and our competition would fear us.  One of my competitors told me that he wanted different colored trucks so his customers knew he had more than one truck.

  • We made marketing material that we handed out to our customers. On the cover there were 7 trucks.  We used technology to create our 7 truck look even thought I only had five trucks.  
  • We did nothing by accident! We knew we wanted to add x number of customers a month,  and we knew what it would take to get them.  
  • We sponsored different events that supported the police and they loved us.  We made sure our customers knew what we were doing, and it did not take long for the word to spread.  
  • We created a budget to match the business plan so we knew what our expenses were and how much revenue we would need.
  • We looked at our major expenses and tried to eliminate them.  We were holding public auctions once a month using an outside vendor to auction the cars. This was very expensive.  Having a computer background, we developed our own software to do our auctions.  This save me 20% of the auction revenue I was losing to an outside source.  When I worked in the computer industry, I had $5.00 and an American Express card in my wallet.  Our very first auction generated $60,000 in cash on my desk. That’s when I knew I was going to like this industry.

We are going to leave it here for now but I want you to take away two things: one identify what you want your business to look like. Two:  create a business plan that helps you build your business.

In a future article, you will see how I used these two steps to build a successful business, so until then travel safe and we will talk again soon.  

Your Podcast is Growing

Close-up image of microphone in podcast studio.

We are proud to announce that the Tow Professional Podcast keeps growing every week.  No doubt, the good information in each episode keeps our listeners coming back week after week for more.  If you’re one of those listeners, thank you for spending your time with us.

If you log on, you’ll hear from people like Dalan Zartman from Energy Security Agency. If you ever asked yourself where the electric vehicle is headed and what training will be needed for towers in the future, then this is the podcast that will answer those questions.   It’s one of the favorites and most listened to podcasts that we have, and it’s saved and archived in the system allowing you to review it multiple times.  Another favorite was the interview with Syre Perkins, from East Track North America.  Syre is a treasure trove in the towing industry.  If you hear that podcast, you’ll understand why.  He just came back from Italy and knows all about the electric vehicle.  Even with a law degree, Syre is a true tower who can relate what you desperately need to know about properly loading an electric vehicle.  During that podcast, he will give his personal number so any tower that needs to talk can call him directly.  Great podcast!  Another great podcast that you don’t want to miss was with Cindy Martineau, the head person at TRAA.  Having the latest information about your industry makes it worth your time to listen to hers.  

We also did a podcast with our two most-read writers of this great publication, Jim and Dan.   Jim E. Lewis, our expert witness was quite informative.  Every time I read his articles, I learn something. After hearing his podcast, you’ll understand what I mean.  Therefore, listen, learn, and save your company before it is too late.  Yes, my dear friend, Dan Messina, a past Towman of the Year was a guest too.  He offered tremendous tips for this year and how he sees it going down the road. Dan openly shares his success and some of his failures.  He makes you rethink your business.

Let’s talk about one that you don’t want to miss.  Bruce Bender and Tug Brock from TRAO and what the Midwest Regional 44th Tow Show is all about.  I believe it to be the most family friendly tow shows around.  Save the dates for this upcoming tow show, September 22nd – 25th in Mason, Ohio.  Listen to the podcast because it was the most fun podcast that we’ve done.  You’ll understand why I am saying this.  As a reminder, we are located on Spotify, iTunes, Pandora, Google Play, Stitcher, iHeart media, Amazon or wherever you get your podcasts.

We have Brian Riker, your DOT guy on an episode.  He speaks about his tenure in towing, and we introduce his new segment, “Windshield Wisdom”, in the next episode.  My mother used to say something quite simple, “Always look for help from others who know what to do.”  An informative person, Brian is a faithful helper for us all.  Want to pick his brain, just say, “I heard you on the Tow Professional podcast”, and you’ve got his attention.

I’ve just named some of the guests on the podcast, but there are so many other people you should be listening to as well.  Please LISTEN, LIKE, REVIEW and SHARE everywhere.  We have a dedicated hotline at 706-409-5603.  If your association has some news that you want lots of listeners to hear, call and leave your message.  If there are people that you are not hearing but you would like to hear, let us know.  This is your podcast.  We want to be “The Voice of the Industry”, a podcast you and your family can listen to in the car or truck.   Every week we have a 30 second blessing on our listeners, family and loved ones.  This was built for the towing industry to learn what products and services are available to everyone within our great industry.  We continually educate ourselves because when we kiss our loved one’s goodbye in the morning, we can return safely and a little bit better off at night.

I’m proud to be the Co-Host with this podcast that will help make your bottom line better.  Soon, we will have over 5,000 listeners.  See you next time.

A Mentor

My parents both grew up during the Great Depression, with my mom being 8 years old and my dad being 16 when the stock market crashed and the Roaring 20s came to an ugly end.  My dad was 50 when I was born in 1963, and my mom was 43.  Growing up with older parents was a big challenge for a kid trying to be somewhat cool…but I was bought three shirts and two pairs of pants and one pair of shoes per year…I wore the same shirt three times some weeks. The same as they did growing up.

No matter what the question was, whether it was getting a new bike, going out to eat, going to a movie, going to a theme park, or just getting an ice cream, it was always the same answer – nope, that costs MONEY!  I wasn’t green with envy with my friends, but the things that they got on a regular basis were – like a bike, an ice cream cone, or whatever was out of my reach because things cost money.

I swore that when I had my own kids, I wouldn’t keep simple things from them like an ice cream cone, a new bike, or going to a movie.  I still struggle with being turned down for EVERYTHING I asked for as a kid, and at the time, learned to just quit asking for things.

In 1972, I was 9, and I really, really, really wanted to play little league baseball.  In South Texas, because of the great weather, we had a very active little league program, lots of volunteer coaches and a full schedule.  I’d played pickup baseball games in the yard and at school, but I wanted to wear a uniform and play on a real team.

Being a dumb kid, I had no idea there were any costs associated with playing.  None of my friends who played ever discussed the costs with me, because these costs weren’t a concern for their parents.  I later found the pleasure their parents felt by supporting their kids in sports, band, theater, etc.

The tryouts were a big deal – I borrowed an old glove from my friend Terry, and we tried out – there was a batting practice, infield position scenarios, and outfield tests.  Not only was I selected as a left fielder with a strong bat, I made the MAJOR league division – we had majors and minors, and in my first year of tryouts, I was in the big leagues.  I was ecstatic.  The next day, Terry, our friend Steve, and I went to our team meeting.  It was then that I realized my dream was gone before I even got started.

Three coaches were going over all the logistics of the team – practice times, game times, conduct, uniforms, an administrative fee….  I had to buy a uniform, and pay a $10 admin fee, and of course, I needed cleats and a glove.  I was looking at $35 in total cost.  I already knew the answer…I was devastated.  I decided not to ride (bikes) with my friends to our neighborhood.  I cried all the way home.  I summoned up the courage to ask my mom…knowing my dad would immediately shut me down.  Mom thought about it for about 10 seconds, then said there’s no way I could play little league, since “that costs money”.

I went over to Terry’s house and explained that I couldn’t play.  I found out later that his dad overheard me, asked Terry later for the paperwork for the team and the coach’s phone number.  He called the coach.  Funny…it took until I was 21 years old before I figured all this out.

The coach came by my house, asked if he could take me to a team meeting, and my mom reminded me that we didn’t have any money for all that stuff.  The coach took me to K-mart and bought me a new glove and cleats.  He already had a uniform for me – the kind with the loops on the bottoms of the pants so your sock color showed through.  Our colors were like the Baltimore Orioles, which seemed exotic to me, being from Texas.  He also told me that my admin fee had been waived.  I told him I didn’t have the money to pay for this stuff, and he said don’t worry about it.  I asked how I could pay him back.

He told me to do the same thing for some kids when I grow up, whether it’s baseball, football, soccer, band, or any other activity.

I practiced really hard that year, and we played hard, but didn’t make the playoffs.  I didn’t care.  I’d never been so happy in my life, just having the chance to play.

I don’t remember that volunteer coach’s name. I’m sure he’s close to 70 by now.  I’d sure like to shake his hand, and tell him about all the people I’ve reached out to in my life.  I’m sure that’s what he would want to know.

That man is a mentor – he paid $25-30 for some equipment, and I’ve donated and invested thousands over the years.  It’s not about the money, though – it’s about the intent and desire to help.

That, friends, is a great return on investment.

Effects of Emergency Vehicle Lighting Characteristics on Driver Perception & Behavior

Lighting is one of the key tools’ responders use to increase safety when working on the roadway. Yet, there is inconsistent messaging and laws about the correct use of scene lighting. A recent research study titled “Effects of Emergency Vehicle Lighting Characteristics on Driver Perception and Behavior: Study Report” conducted by the Emergency Responder Safety Institute (ERSI) has provided some interesting data. 

The study looked at lighting color, intensity, modulation, flash rate and the impact of retro-reflective chevron markings on motorist’s behavior while approaching and passing a scene in lowlight conditions. While none of the variables tested had a statistically significant effect, there were some interesting findings:

Lighting Intensity – “Study participants consistently judged higher intensity lights as more glaring but only marginally more visible than lights of lower intensity. Lower intensity lights remained highly visible. Using lower intensities at night will reduce discomfort glare without reducing the lights’ visibility. This finding indicates that stationary vehicles in nighttime blocking mode should be sufficiently visible with lower intensity lights.” 

Lighting Color – “Drivers’ rated visibility of lights appeared to be related to the perceived saturation of their color. Blue and red lights have the greatest perceived saturation and were judged to be brighter than white and yellow lights of the same intensity. Blue and white lights were rated as most glaring. Yellow and red lights were least glaring. This data suggests that red lights for stationary blocking operations may offer the best combination of better visibility with less glare.” 

“Moth to Flame” Effect – “None of the variables tested caused drivers to move their vehicles either toward or away from the lights. Therefore, the data in this test did not support or disprove the ‘moth to flame’ effect.” 

High Visibility Markings – “When fluorescent and reflective markings were present, drivers did not see the firefighter silhouette until they were closer to it. This was the most unexpected finding of the study. Of the four setups tested, high-intensity lights with no markings produced the longest detection distance, meaning drivers could see the firefighter silhouette from the furthest away. High-intensity lights combined with high visibility markings yielded the shortest detection distance. Reflective markings may increase the amount of scattered light entering the eyes of a driver, thereby making the responder less visible. This study raises the possibility that combining high-intensity lights with high visibility markings may make it more difficult for drivers to see responders on foot at night, even when the responders wear high visibility vests.” 

TRAA appreciates the Emergency Responder Safety Institute (ERSI) for conducting this valuable research on behalf of the responder community. We look forward to seeing the results of their next study. For more information visit: ResponderSafety.com

Towing & Recovery Hall of Fame Names Class of 2022

The International Towing & Recovery Hall of Fame and Museum has announced it will induct 10 new members into its Hall of Fame this fall. The inductees hail from the United States, Australia, France, and Japan, making it one of the most diverse Hall of Fame classes ever.

“This year’s inductees embody the museum’s international founding,” said Bill Gratzianna, president of the Chattanooga-based organization that represents the towing and recovery community. “We are honored to have inductees from four continents, and look forward to welcoming their families and friends.”

The 2022 honorees are, in alphabetical order:

  • Bruce Davis of Davis Towing & Recovery Inc., Rushville, IN
  • Henry Fenimore, B&F Towing Inc., Bear, DE
  • Marci Gratzianna, O’Hare Towing Service, Downers Grove, IL
  • Luc Le Baron, Le Baron et Fils, Brunoy, France
  • Sadaaki Nakamura, Jyonan Holding Corp., Koufu-shi, Yamanashi, Japan
  • Antonio Re, Nationwide Towing & Transport Pty. Ltd.,
    Glen Iris, Victoria, Australia
  • Charles Schmidt, C. Schmidt & Sons Inc., Roslyn, NY
  • Robert Van Lingen, Van Lingen Towing Inc., Torrance, CA
  • Harumatsu Wada, Miller Japan Co. Ltd., Minato-ku, Tokyo, Japan
  • Sherry White, Walt’s Mission Pass Towing, Fremont, CA

The Towing & Recovery Hall of Fame was launched in 1986 to recognize individuals who have made substantial contributions to the towing and recovery industry. “The industry realized it was time to display the roots of the profession,” according to the museum. Over 300 towing professionals have entered the Hall of Fame to date.

Hall of Fame candidates must have 20 years of experience running a towing business in an outstanding and exemplary manner, demonstrate leadership in a project with a dynamic and lasting effect on the towing industry, and/or create a product or service with a significant and lasting effect on towing professionals.

The inductees will be officially recognized at a formal ceremony on October 8, 2022, at the Westin Hotel Chattanooga during the organization’s annual Museum Weekend scheduled for October 7 – 9

Towers Preparing for Electric Vehicles (EVs)

The focus on electric vehicles (EVs) in the towing industry continues to grow as more and more electric cars appear on our roads and highways. And rightly so, as they pose a unique risk to emergency responders and the public. Many of you will remember our emails on the subject last year after a study conducted by the National Transportation Safety Board (NTSB), on which a TRAA representative serves, concluded that vehicle manufacturer response guides for emergency personnel were inadequate and gaps are present in safety standards and research-related to high-voltage, lithium-ion batteries involved in high-speed, high-severity crashes (NTSB/SR-20/01). 

One of the best ways to protect yourself and your employees is to ensure they are trained on electric vehicles. TRAA strongly recommends enrolling your operators in NFPA’s Alternative Fuel Vehicles Training Program for Emergency Responders Online Training. It’s targeted at fire, EMS, and towing responder disciplines and covers identifying, disabling, and disposing of EVs. It’s self-paced, easily accessible, and inexpensive at only $25.95 USD.  

Additional resources for responders include NFPA’s emergency field guides. The field guides are available from several sources including the NFPA website, smartphone applications, and other commercial platforms. Another option is FHWA’s Interim Guidance for Electric and Hybrid-Electric Vehicles Equipped with High Voltage Batteries

Console Vault – Protect Yourself!

Console Vault in-vehicle safes are designed to protect your valuables and firearms from auto theft. Built from heavy-gauge steel with a choice of locking mechanisms, each hidden car safe is easy to install and is created to meet automotive manufacturers’ stringent quality standards.

With Console Vault’s in-vehicle safes we have hundreds of different applications, designed for light trucks, SUVs, and select sedans across many makes, models, and years.

Our Comprehensive Line of Automobile Safes

At Console Vault, we provide in-vehicle safes for some of the most popular vehicles on the road. We offer hidden car safes for a range of makes, including the following:

  • Cadillac
  • Chevrolet
  • Chrysler
  • Dodge
  • Ford
  • GMC
  • Honda
  • Jeep
  • Kia
  • Lexus
  • Lincoln
  • Nissan
  • Ram
  • Subaru
  • Toyota
  • Volkswagen
  • Tesla Model 3
  • Tesla Model Y
  • Hyundai (coming soon)

We are continuously releasing automobile safes for additional makes and models, so if you can’t find one for your vehicle, feel free to reach out to our team at www.consolevault.com.

INDUSTRY PIONEER JERR-DAN — 50 YEARS AND COUNTING

There is a story—perhaps fictitious—that a successful businessman was asked how his company had prospered and grown, decade after decade. “There are two types of 50-year-old businesses,” he replied. “The first kind does not really have 50 years’ worth of experience. They have one year of experience, repeated 50 times. They survive, but do not prosper. The other kind of long-lived business is one that does not rest on its laurels, but constantly strives to do more, and do it better. My company is the latter type.”

Whether or not this story is true, the principle is still sound. No company can do the same old thing for 25, or 50, or 100 years and stay in business, let alone prosper. That is as true in the towing and recovery industry as it is in any other.

So, when we analyzed the story behind the 50th anniversary of Jerr-Dan, we expected to see evidence of a legacy of innovation and growth. Today, Jerr-Dan is an Oshkosh Corporation [NYSE: OSK] company and a leading manufacturer of towing and recovery equipment. Its full line includes light, medium, and heavy duty carriers and wreckers, rotators, industrial transporters, and four-car carriers. That is a far cry from what it looked like in 1972 when Jerry and Dan started the company.

EARLY DAYS

1977— Aluminum Carrier

When Jerry Pool and Dan Reynolds founded Jerr-Dan in 1972, the company made parts for other companies’ equipment. They opened their first plant in Greencastle, Pennsylvania.

Later that year, Jerr-Dan purchased Grove Manufacturing Company’s agricultural industrial products division. As part of the purchase, they acquired their first rollback carrier technology. Although the Grove division they purchased mainly made farm trailers and related equipment, Grove had developed a flatbed rollback carrier just to be able to deliver their main product. From 1969 to 1972 Grove had even experimented with selling a small line of their rollback carriers. They decided that this was too far outside the scope of their core business, prompting the sale of the division to Jerr-Dan. While the carriers were the focus of Jerr-Dan’s interest even then, there are still some old pieces of farm equipment out there with the Jerr-Dan name on them.

With the company faring so well, the founders decided to tackle new challenges, each selling their interest in Jerr-Dan and founding their own new companies, Dan in 1973 and Jerry in 1992.

SPOTLIGHT ON INNOVATION SPARKS GROWTH

From the mid-70s to the late 90s, Jerr-Dan dedicated itself to providing a wider range of solutions for its customers as well as product innovations that would improve performance and reliability. Sometimes that meant improving on an existing design; at other times it meant designing something new from the ground up, and other times it meant acquiring a key company. A constant stream of substantive milestones were reached during this period. 

In 1975, Jerr-Dan launched its own traveling axle trailer line in both 42- and 45-foot versions. The traveling axle design permits rear tires to slide forward so the bed can tilt to the ground, resulting in a more favorable loading angle.

At around this time, Jerr-Dan engineers took note of the fact that all the larger vehicle carriers were built of steel and the weight of all that steel was putting extra stress on the truck chassis. Obviously, reducing the weight and the stress would extend the usable life of the truck— a big benefit to carrier owners. After research and some experimentation, the company decided to use an aluminum alloy in its new carrier design. Using this material would also help control corrosion. In 1977, Jerr-Dan launched the first commercially built aluminum carrier in the industry.  

A few years later, Jerr-Dan product specialists were looking at a different problem. Metal on metal friction causes wear. And carriers had a metal bed sliding across a metal frame. When the wear became noticeable, the costly replacement of the bed or frame or both became necessary. The solution came in 1982 when Jerr-Dan received a patent for removable and replaceable wear pads. Metal on metal contact was now replaced with metal sliding across replaceable pads, extending the life of more expensive components. 

In that same year, Jerr-Dan began production of the first extruded-aluminum plank carrier. Though this is now industry standard, it was a game-changer in the early 80s.

Close on the heels of those milestones, in 1985 Jerr-Dan launched the Jerr-Lift, the original self-loader. The Jerr-Lift secured the towed vehicle with hydraulic arms around the tires. It was the first offering of its kind in the traditional wrecker/recovery market. The Jerr-Lift reduced hook-up time and lessened operator fatigue.

In 1987 Jerr-Dan introduced the HPL, their first foray into a slightly larger light duty wrecker. Before releasing the new product to the market, Jerr-Dan decided to have an in-house competition to name it. At the time, most Jerr-Dan product names followed a “wild west” theme, with models named Rustler, Wrangler, and so on. (If you are old enough to remember the “urban cowboy” craze of the early 80s, you may understand this better. If not, just imagine a time when New York City accountants, bankers, and lawyers wore Stetsons on their heads and Tony Lamas on their feet. It was a different time.) But all the obvious cowboy-themed names had been used or weren’t available. However, a genius employee submitted perhaps the greatest product name of all time—HPL. That is, the “High Plains Lifter.”

The HPL line is still in production.

In the 90s, sports cars and the proliferation of other low-slung vehicles became more of a problem. With a standard flat deck carrier, towers had to build wooden ramps to create a suitable angle to load those low-profile vehicles. To address this issue, in 1992 Jerr-Dan designed, patented, and released the shark dual-angle rollback to the market. The angled end of the deck allowed it to load a lower-profile automobile without requiring a homemade ramp. Of course, in the 30 years since its introduction, Jerr-Dan has continued to add features and other improvements to the product.

1992 – Shark

By this time, the company had been in business for twenty years and was looking for a new growth opportunity. Jerr-Dan was building wreckers rated for light and medium duty but did not really have the experience or technology to enter the heavy duty wrecker market. However, that all changed in 1995 when the company bought DeWalt Manufacturing, a Texas-based company that built strictly heavy duty equipment for the recovery industry. The DeWalt acquisition brought with it the company’s patented hydraulic underlift. DeWalt product specialists brought their experience, skill, and knowledge as well. Jerr-Dan engineers credit the DeWalt designs for improving Jerr-Dan’s boom technology. With this key acquisition under its belt, Jerr-Dan was able to enter the 50ton heavy duty wrecker market with a fully developed product that had an established reputation.

The very next year, Jerr-Dan was able to build its original 25 ton heavy duty wrecker, that is, one not based on DeWalt’s design. It incorporated some new ideas about wrecker architecture that are a part of Jerr-Dan’s “DNA” to this day. The new wrecker was one of the first to introduce a composite body to the market on a commercial scale. It may seem obvious now, perhaps, but using an aluminum alloy frame with fiberglass panels to construct the body clearly results in less corrosion and a lighter and longer-lasting body. That added product longevity lowers total cost of ownership, then and now.

In 1997 Jerr-Dan launched a zero-degree underlift for carriers. It was a godsend to towers that had to contend with low-profile cars on steep surfaces—think the famously up and down streets of San Francisco. While most other lifts had a high loading angle, this new feature allowed the operator to put the wheel lift all the way down on the ground.

Around this same time, Jerr-Dan managers and engineers committed to overhauling their entire carrier line, and they wanted to have an internal standard for any resultant changes. They took a hard look at the carriers of their main competitors and realized right away that all had strong and weak points. So, they went out and bought a variety of other companies’ carriers and measured performance in key components and systems, the utility of various features, and so on.

After carrying out a full analysis of what could be viewed as the industry’s state of the art in carriers, Jerr-Dan created its Best in Class (BIC) carrier line. This new line of carriers was benchmarked to the best performance in each category of operation and was built to meet or exceed them. Introduced in 1998, Jerr-Dan felt confident that “BIC” carriers set the standard. Future improvements to Jerr-Dan carriers would be based on the BIC platform and philosophy.

In 1999 Jerr-Dan launched its first 14- and 16-ton heavy duty wreckers. These new wreckers fit on a class 7 chassis, giving them more flexibility in the market. 

1999 brought even more changes to Jerr-Dan when it was acquired by Littlejohn & Company.  Littlejohn & Company was, and still is, a private equity firm that makes control equity investments in mid-sized companies that can benefit from its operational and strategic experience. Jerr-Dan was ready to open a new chapter in its story just as the world was poised to open a new century. 

A NEW CENTURY BRINGS NEW OPPORTUNITIES

The previous quarter-century had seen a lot of improvements in the company and its products. The arrival of the 21st century only accelerated this trend. 

In 2001, Jerr-Dan received a patent for a unique tow-locking mechanism. It was common practice to use hydraulics to secure the tow arms when they closed around tires. Jerr-Dan engineers were all too aware that hydraulics could be compromised by a loss of fluid or pressure. They solved the problem by adding a mechanical lock. They would still use hydraulics to move the arms into position, but the mechanical lock would continue to secure the tire even if the hydraulics failed at some point during the tow.

Then, in 2002, Jerr-Dan received another patent, this time for an independent wheel-lift. This wheel-lift was made independent of the wrecker-boom by using the knee-boom, so named due to its resemblance to a bent knee. 

However, 2004 would prove to be the most pivotal year of the new century for Jerr-Dan. That was the year it was acquired by the Oshkosh Corporation.

The new owner had the size, resources, and strategic direction that would permit Jerr-Dan to accomplish more, faster. Today, Oshkosh Corporation employs nearly 15,000 team members worldwide, and its products are found in more than 150 countries. Jerr-Dan had joined a family of brands that today includes other top-tier brands, such as JLGÂŽ, PierceÂŽ, OshkoshÂŽ Defense, McNeilusÂŽ, IMTÂŽ, Frontline™, OshkoshÂŽ Airport Products, London™, and Pratt Miller.

At this point, there was really only one piece of equipment that the Jerr-Dan product range lacked—a rotator. But the company had been working with customers behind the scenes to get their input on building the “ultimate rotator.” For several years Jerr-Dan had interviewed owners and operators and relied on their suggestions to continually improve a new rotator design. Many mentioned a desire to reach more and get into position more easily. And it was no surprise to learn that almost everyone was concerned about improving stability.

Jerr-Dan took all these suggestions to heart, and in 2005 introduced the Jerr-Dan Rotator.  This product debuted with a conservative 60ton rating but when applied to real-life situations ended up as the Jerr-Dan 70/85ton, heavy duty rotator.  Backed by Jerr-Dan engineering and performance, users were able to reach further and position their boom more easily because of the new machine’s 42-foot working radius, at a time when the nearest competitor only offered 34 feet.  What set the unit apart was its industry-leading stability, achieved through the widest dual scissor-style outrigger system of its time coupled with the strongest rotator frame in the industry.  This knowledge and technology would guide Jerr-Dan to offer the industry’s hallmark 50/60-ton rotator in 2011.

In 2008 Jerr-Dan received another important patent. This patent was for the SRS, or “Side Recovery System.” The company had been looking at ways to improve its recovery capabilities, and the SRS certainly helped them reach that goal. The concept is simple—the boom would easily rotate to the left or right to enable recovery on either side of the tow vehicle. This new product was available as an option on new trucks, or as an aftermarket add-on for older trucks. Unlike most of the patented products that preceded it, Jerr-Dan made the SRS available to their dealers to be fitted to competitors’ trucks.

Jerr-Dan closed out the first decade of the 21st century with another addition to its carrier line. The new XLP (extra-low profile) carriers addressed the continuing need to lower the height of beds. This new line of carriers was also designed to be mounted without having to modify the truck itself, a feature that dealers especially appreciated. Over the next ten years, these XLP features were extended to all carrier sizes in the product range.

And in 2011, Jerr-Dan kicked off the second decade of the century with a major step forward. To improve efficiency, Jerr-Dan moved all its manufacturing to facilities in McConnellsburg, Pennsylvania.

When taking note of relatively recent technical accomplishments, attention must be given to the patents the company received in 2013 for improved deck illumination and adjustable headboards for carriers. The adjustable headboards were a consequential boon for dealers, making the job of installation much simpler. Obviously, each truck has a cab height that is unique to it. That meant that a manufacturer had to build a different headboard for every truck, and dealers had to manage their inventory of all those unique headboards. With the introduction of the adjustable headboard, Jerr-Dan was able to reduce that inventory to just two sizes of headboard for all carrier models and chassis cab heights.  

The second patent that year, the Rear Awareness Illumination Light (RAIL), was all about improving roadside visibility in all circumstances. Based on their intimate knowledge of the industry, product specialists and engineers were aware that when a carrier parks in front of a vehicle casualty, its warning lights are often obscured. In some cases, they almost seem to disappear. Jerr-Dan addressed this issue by adding lights that extended beyond the profile of the truck facing rearward. RAIL also optimized the lighting for the greatest visibility when the bed was tipped down, the point at which traditional lighting schemes are most obscured. 

Keeping the focus on simplifying an operator’s work, in 2014 Jerr-Dan received a patent for a new vehicle storage assembly, as part of its new JFB heavy duty wrecker and Rotator body line. This was the start of a renewed push to conform to the principle reportedly first articulated by Benjamin Franklin: “a place for everything, everything in its place.” 

With the corporate strategy, company growth, and distributor network all working together, by 2017 it was time to add financial services to the company’s portfolio of expertise and customer service.  In that year, Jerr-Dan launched Jerr-Dan Financial Solutions (JDFS) to provide customers with a one-stop shopping experience.

Interestingly, Jerr-Dan Financial Solutions is more than just a financial team. JDFS is made up of tow truck operators as well as sales and finance professionals who know the towing and recovery industry inside and out. According to Jerr-Dan Financial Services, “We offer competitive interest rates and no down payment for qualified buyers. Lease or loan packages are available with terms from 24 to 84 months. We also provide a 24-hour turnaround on all credit applications.”

And finally, the most impressive milestone of all—Jerr-Dan is celebrating 50 years in business in 2022.

DRIVING FORWARD INTO THE FUTURE

“People have asked us what we have in the works,” said Jerr-Dan senior product specialist Andrew Stevens. “Obviously, that is a question I am not free to answer in any detail. But I can tell you that we are committed to improving existing models—the updated JD25 is one recent example. And we are committed to listening to our customers’ needs. Those are the conversations that end up as the inspiration for exciting new product developments.”

Chief Engineer Sanjeev Kuriakose also addressed Jerr-Dan’s future goals. “Besides building equipment that works as hard as our customers do, we want to promote the hardworking men and women of this industry so they get the respect they deserve and are seen and treated as professionals. There are a lot of owners and operators out there leading the way, and we want to do whatever we can to aid them. We believe proper training is the key. It’s more than promoting Jerr-Dan Equipment. It’s about helping towers work smarter, safer and getting them home to enjoy their families when the work is done.”

No one can foretell the future of the economy, let alone the future of a particular company. The Great Recession and COVID-19 have provided recent and stark examples of this truth. However, it is possible to make projections based on past performance. On that basis, it is not hard to look forward to Jerr-Dan’s 75th and 100th anniversaries.

For more information, visit www.jerrdan.com.

JERR-DAN 8.5 Ton XLP Medium Duty Carrier

Jerr-Dan’s carrier line includes standard, medium, heavy-duty, multi-car, and industrial models. The 8.5 Ton XLP is versatile enough to handle the work of a light-duty carrier but designed and engineered to handle the toughest jobs of a medium-duty carrier. With a 17,000 lb. structural capacity available in steel or aluminum, this medium-duty carrier is available with deck lengths of 22 ft. to 30 ft., 96 in. or 102 in. wide, and dock stabilizer or wheel lift options of 3,000 lb., 3,500 lb., 4,000 lb., or 5,000 lb.

About Jerr-Dan 

JerrDan, LLC, an Oshkosh Corporation [NYSE: OSK] company, is a leading manufacturer of towing and recovery equipment and offers an extensive range of light, medium and heavy-duty carriers, wreckers and rotators.  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 approximately 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 JLGÂŽ, PierceÂŽ, OshkoshÂŽ Defense, McNeilusÂŽ, IMTÂŽ, Jerr-DanÂŽ, Frontline™, OshkoshÂŽ Airport Products, London™ and Pratt Miller.

For more information, visit oshkoshcorp.com.