MIFACE Investigation Report: #10MI082 

Subject: Worker Crushed Under Car That Dislodged from Tow Straps 

Summary 

In the Summer of 2010, a 19-year-old male 

worker at a towing and junk car removal firm 

died when a car slipped or fell off of a tow 

truck’s boom arm tow straps while he was 

underneath the car. The night prior to the 

incident, one of the firm’s tow truck drivers, 

using an extendable boom hook and chain (also 

known as a sling or belt lift) truck, delivered to 

the firm’s staging area a heavily damaged 1996 

Chrysler LHS, weighing approximately 3,500 

pounds. The vehicle had been totaled in a motor 

vehicle accident. The damaged car had been 

towed to the staging area and lowered to the 

ground. The tow truck and car were positioned 

on an approximate three to five degree 

downward slope, on very uneven, rutted asphalt. 

When the decedent arrived at work the following day, the shop supervisor directed him to 

dismantle the vehicle (drain fluid, remove the catalytic converter and other under-components, 

the tires, etc). The incident was unwitnessed. A coworker was sitting in the tow truck cab. The 

decedent started the tow truck to activate the hydraulic boom arm so he could raise the car 

approximately three to five feet above the ground. The decedent was positioned near the front the 

driver’s side wheel of the raised vehicle. The decedent’s position indicated that he may have 

been sitting on his haunches looking under the car when the car slipped or fell from the tow 

straps and struck his head/neck/back, pinning him to the ground. Witnesses stated they 

remembered one tow chain attached to the car. It is unknown if the decedent had hooked a 

second chain to the car – a second chain was found lying near the car. The decedent did not use 

any secondary support, such as a safety stand prior to looking under the vehicle. The coworker 

sitting in the tow truck cab heard a loud noise and exited the truck. He saw the decent pinned 

under the vehicle and screamed for help. The decedent’s coworkers lifted the vehicle using a 

floor jack and then removed the decedent from under the vehicle. Emergency response was 

called and transported the decedent to a local hospital where he was declared dead. 

RECOMMENDATIONS 

• Towing company employers should prohibit using tow trucks to raise vehicles for the 

purpose of working underneath them without the use of appropriately selected and 

positioned wheel chocks and secondary supports such as safety stands. 

• One end of each tow chain should be secured to an appropriate tow truck attachment 

point not to the lift assembly. 

Figure 1. Incident scene showing car, 

hydraulic jack and chains on ground. 

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• The employer should develop and implement a written safety and health program that 

includes the inspection of wrecker lifting mechanisms, tool inspection, and employee 

training. 

• The employer should obtain an AAA Towing and Service Manual to maximize safety 

and minimize costs regarding vehicle towing. 

INTRODUCTION 

MIFACE investigators were informed of this work-related fatality by the Michigan Occupational 

Safety and Health Administration (MIOSHA) personnel, who had received a report on their 24-

hour-a-day hotline. MIFACE accompanied the MIOSHA compliance officer to the site several 

weeks after the incident. The MIFACE investigator asked for and received permission by the 

company owners to conduct an investigation. The MIFACE investigator interviewed the 

company owners and the shop manager/supervisor, who was present at the time of the incident. 

The MIOSHA compliance file, death certificate, and medical examiners report were reviewed. 

Photographs used in Figures 1, 3, 5, 7, 8, 10, and 12 were courtesy of the MIOSHA compliance 

file. Photographs used in Figures 2, 6, and 9 were taken by the MIFACE investigator, with the 

permission of the employer, at the time of the site visit. Figure 11 was provided by NIOSH. All 

pictures of the vehicles which had the name of the employer or other identifying information 

were altered as necessary by MIFACE to maintain confidentiality. 

The decedent’s employer was a towing company and automotive dismantling service. The firm 

removed catalytic convertors, air bags, tires and other automotive parts from a car and then sold 

the remaining scrap car to a scrap yard. The current owners of the towing company had been in 

business for five years. The business had been at its current location for seven years. 

The firm had eight employees, five of whom were on site at the time of the incident. Like the 

decedent, there were several employees who were considered “day Workers”. The day Worker 

work schedule was dictated by the Worker; he could show up for work when he wished and 

received a daily wage. The decedent typically arrived at work between 10:00 and 11:00 a.m. and 

left between 4:00 and 5:00 p.m. He worked sporadically at the firm. He would come to work for 

a few days, and then would not work for a week or two before coming to work again. Day 

Workers acted as general Workers and performed tasks such as cleaning the shop, taking parts 

off of cars, running errands, etc. 

The decedent had been hired in the Spring of 2010. The owner and shop manager stated that the 

decedent was a “quick study” and he was very knowledgeable about the shop and its activities. 

The owner provided hands-on training lasting several weeks to a month to all new employees. 

The owners and/or shop supervisor observed new employee work practices for two to three 

weeks and corrected any deficiencies or unsafe work practices noted. Additionally, continued 

observation of work practices was maintained, with any employee being verbally corrected when 

safety issues were identified. The firm did not maintain records of employee training or followup. 

The firm did not have a written safety program or health and safety committee. The company 

owner indicated that he was responsible for procuring and ensuring that safety equipment was 

present and worn. The firm provided personal protective equipment, such as gloves, high 

visibility vests, and safety glasses. Also present at the site were floor jacks and safety stands. 

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The firm was not a member of the Michigan Towing Association and did not have an AAA 

towing guide which illustrated appropriate vehicle towing techniques. The firm maintained 

copies of vehicle inspections and service times. 

Figure 3. Wrapped tow chain on lifter bar 

Figure 2. Wrapped tow chain on tow sling grab hook 

anchor bar grab hook. 

The owner indicated he instructed the operators to secure 

the car for towing as follows (Figures 2-4): 

 Extend the boom and lower and position the tow 

sling against the vehicle. 

 Place the “J” hook on the axle or frame of the 

vehicle. 

 Wrap tow chain (not just placed) on the tow sling 

anchor bar grab hook. 

 Wrap the tow chain on the lifter bar’s grab hook. 

 Feed the tow chain through the “O” ring on the tow 

mast. 

 Hook tow chain from the tow bed to the vehicle. 

 Activate winch hydraulic lift to lift the vehicle from 

the ground. 

At the conclusion of its investigation, MIOSHA General 

Industry Safety and Health Division issued the following 

Serious citations to the employer relating to the fatality. 

SERIOUS: GENERAL PROVISIONS, PART 1, RULE 

34(12) 

Employees were not prohibited from placing their 

bodies beneath equipment, such as vehicles, 

Figure 4. Completed tow chain 

securement to tow truck after 

chain fed through “O” ring on 

tow mast 

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machines, or materials, supported only by a jack, overhead hoist, chain fall, or any other 

temporary single supporting means, unless safety stands, blocks, or other support system 

capable of supporting the total imposed weight is used to protect the employee in case of 

failure of the supporting system. 

(Employee underneath the carriage of the towed vehicle, held up in a raised 

position by the tow truck, no secondary supporting system, vehicle fell on top of 

the employee, 1995 Ford Super Duty tow truck and towed vehicle) 

SERIOUS: AUTOMOTIVE SERVICE OPERATIONS, PART 72 

• RULE 7233(5): 

When towing a boom-supported vehicle, safety chains were not connected between the 

wrecker and the towed vehicle: 

(No safety chains connected between the tow truck and the towed vehicle. 

Vehicle fell off straps, 1995 Ford Super Duty tow truck and towed vehicle) 

• RULE 7211(b): 

The work area, equipment, and tools were not maintained in a manner free of recognized 

hazards which could cause an injury: 

(Winch boom arm supporting bracket showing cracking, broken welds and 

deformation, vehicle fell off the tow strap, crushing employee, winch Boom 1995 

Ford Super Duty tow truck and towed vehicle) 

• RULE 7211(A): 

An employer shall: Provide training to an employee as to the hazards, safe operations of 

the assigned job and applicable rules of this part. 

(Employee was not trained in the hazards and safeguards of the assigned job, 

employee underneath vehicle without the use of the safety chains. Vehicle fell on 

top of the employee, Ford Super Duty tow truck and towed vehicle) 

Based upon observations made at the time of the MIOSHA General Industry Safety and Health 

Division’s initial site visit for the fatality, the MIOSHA compliance officer initiated a separate 

inspection. The inspection found the following violations of MIOSHA standards. 

SERIOUS: GENERAL PROVISIONS, PART 1, RULE 33(2) 

An actuating machine control, except for an emergency device for a powered fixed or 

transportable machine was not guarded or located to prevent accidental actuation when 

unexpected motion would cause injury. 

No guard for inadvertent or accidental contact of ascending or descending control levers: 

o Winch boom 1995 Ford Super Duty tow truck 

o Flat bed truck for transporting vehicles 

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SERIOUS: HAND AND PORTABLE POWERED TOOLS, PART 38 

• Rule 3822(2) 

Defective tools were not removed from service: Rear wheels missing, portable silver 

hydraulic floor jack. 

• Rule 3838(1) 

The rated capacity was not permanently marked on the jack: no rated capacity, portable silver 

hydraulic floor jack 

SERIOUS: AUTOMOTIVE SERVICE OPERATIONS, PART 72, RULE 7234(2) 

Safety stands having a yield point 

of not less than 1 1⁄2 times its rated 

capacity were not used to support a 

vehicle when an employee placed 

his or her body under the vehicle. 

Inadequate support means, 

employees using tires and rims to 

support under carriage while tires 

are removed from the vehicle, flat 

bed truck (Figure 5) (for 

transporting vehicles). 

OTHER-THAN-SERIOUS: PERSONAL 

PROTECTIVE EQUIPMENT, PART 33, 

RULE 3308(2) 

There was no verification through a 

written certification that the 

required workplace hazard assessment had been performed. 

OTHER-THAN-SERIOUS: AUTOMOTIVE SERVICE OPERATIONS, PART 72, RULE 

(7211(d) 

A copy of Part 72, “Automotive Service Operations” was not maintained for employee 

review. 

INVESTIGATION 

The incident involved a 1995 Ford Super Duty winch boom tow truck and a wrecked 1996 

Chrysler LHS that weighed approximately 3,500 pounds. The Ford Super Duty had a 

hydraulically controlled extendable boom hook and chain (also known as a sling or belt lift). The 

tow truck had been inspected by a mechanic to comply with the annual inspection, maintenance 

and repair requirements under 49 CFR 396, Federal Motor Carrier Safety Association (FMCSA). 

The inspection included such items as tires, exhaust system, windshield wipers, brakes, etc. The 

Figure 5. Tires used as improper primary 

support 

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tow truck involved in the incident had been inspected in May, 2010 (Figure 6). The mechanic did 

not document any inspection of the hoist/winch/sling lifting mechanism. 

The evening before the incident, one of the firm’s 

tow truck drivers, using the Ford Super Duty tow 

truck, hauled a totaled 1996 Chrysler LHS to the 

firm’s staging area. The tow truck and vehicle were 

positioned on an approximate three to five degree 

downward slope on very uneven, rutted asphalt. The 

car was lowered to the ground for overnight storage. 

It is unknown how the tow truck driver who brought 

car into the staging area attached the vehicle. The 

driver removed the tow truck key. 

When the decedent arrived at work the following day, 

the shop supervisor directed him to dismantle the 

vehicle (drain fluid, remove the catalytic converter, 

exhaust system, the tires, etc). The decedent obtained 

his tools and the tow truck key and walked to the staging area. 

The event was unwitnessed. The decedent started the truck to activate the hydraulic boom lift 

using the controls at the rear of the tow 

truck. He raised the vehicle to 

approximately three to five feet above 

the ground. His method of securing the 

wrecked vehicle to the tow straps/”J” 

hook tow chains was unknown. From 

MIOSHA photographs taken at the 

scene, the decedent attached one “J” 

hook tow chain to the driver’s side 

frame near the driver’s side tire. The 

second chain is seen lying on the 

ground next to the passenger side tire – 

it is unknown if the second “J” hook 

tow chain was attached or if it fell from 

the vehicle when the vehicle fell to the 

ground. 

The decedent was positioned near the 

front driver’s side wheel of the raised 

vehicle. The resting decedent’s position indicated that he may have been sitting on his haunches 

looking under the car when the car fell and struck him on his head/neck/back and pinned him to 

the ground. The decedent did not use any secondary support, such as a safety stand prior to 

looking in under the vehicle. The owner indicated that employee training included placing safety 

stands under the vehicle if the employee planned to go under the vehicle. 

The coworker sitting in the tow truck cab at the time of the incident indicated he had been texting 

using his cell phone and had not touched any vehicle controls. The coworker sitting in the cab 

Figure 6. Vehicle sticker (identifiers 

removed by MIFACE) on tow truck 

involved in incident 

“J” hook tow 

chains 

Figure 7. Location of “J” hook tow chains on 

ground near front tires 

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and the coworkers in the yard heard a loud noise. The coworker exited the truck cab, saw the 

decedent pinned under the vehicle, and screamed for help. The coworkers in the yard found a 

defective hydraulic floor jack and placed the jack toward the front of the vehicle to lift it from 

the decedent. After the vehicle was raised, a coworker pulled the decedent from under the car. 

Emergency response was called and the decedent was transported a local hospital where he was 

declared dead. 

The shop supervisor and owner indicated that the 

decedent had been observed in the past lifting a 

vehicle without the “J” hook tow chains properly 

secured and was re-instructed to do so. His 

coworkers who lifted the car from him stated they 

remembered one chain attached to the frame of the 

car. 

During the site visit, the company owner instructed a 

tow truck driver to position the wrecker involved in 

the incident in the position it was in when the 

incident occurred. The company owner demonstrated 

how employee training regarding attaching a tow 

chain was conducted and how the truck’s safety 

features worked. The owner demonstrated that the 

wrecker’s hydraulic controls were operational only 

when the wrecker was running and the safety switch 

located inside of the truck cab was not activated. The company owner demonstrated that when 

the truck was running and the safety switch was activated, the hydraulics would not operate. He 

also demonstrated that when the truck was off, the hydraulic controls to raise and lower the 

vehicle were not operational. 

During the demonstration, the company owner 

explained the importance of using two tow chains 

with “J” hooks to attach to the car frame. He 

demonstrated that if two hooks were not used, the 

angle of the chain and hook change, which could 

cause the car to dislodge. The owner 

demonstrated that improperly hooking the tow 

chains could cause the boom components to twist 

or have a turning effect, causing the “J” hooks to 

dislodge and fall from the frame. The owner 

stated that the tow chain had to be wrapped 

around the sling strap’s grab bare and then locked 

in between the stationary hooks on the booms 

arm. The owner stated that he had verbally 

trained the decedent regarding the proper use of the tow chains and the boom apparatus 

equipment. 

The incident vehicle’s bumper was detached from the car and was lying on the ground adjacent 

to the vehicle. It was unclear if the tow truck’s boom sling straps were attached to the bumper 

Figure 8. Defective floor jack used to 

lift car from decedent. 

Figure 9. Safety switch in tow truck cab 

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and the bumper became dislodged from the vehicle or if the bumper had already had been 

removed before the vehicle was lifted up on the boom arm sling apparatus. 

CAUSE OF DEATH 

The cause of death as listed on the death certificate was craniocerebral injuries. Toxicology was 

negative for alcohol, illegal, and prescription drugs 

RECOMMENDATIONS/DISCUSSION 

• Towing company employers should prohibit using tow trucks to raise vehicles for the 

purpose of working underneath them without the use of appropriately selected and 

positioned wheel chocks and secondary supports such as safety stands. 

It is unknown if the vehicle was placed in Park and the emergency brake activated when the 

vehicle was parked in the storage area the previous night. The vehicle was not on a level surface 

and the rear wheels were not chocked/blocked when the decedent began to raise the car to look 

under it. The incident occurred on a slight downward slope, which may have been a contributing 

factor. To prevent rearward movement, wheel chocks should been placed behind the vehicle’s 

rear wheels. 

This incident demonstrated the need for appropriate secondary supports to minimize the risk of a 

raised vehicle falling and pinning someone underneath it. After the vehicle is raised (either by a 

floor jack at the lifting point recommended by the car manufacturer or the tow slings), at least 

two properly labeled vehicle support safety stands, such as safety stands, of the same size should 

be placed on opposite sides of the vehicle. Safety stands must be used in pairs. The vehicle 

should be slowly lowered to determine if the safety stands are in the correct position and will 

support the vehicle. When all of the vehicle weight is on the safety stand, the vehicle should be 

shaken to ensure that it is securely supported. 

Safety stands should be placed on a hard, 

level surface capable of sustaining the load. 

The safety stands may cause indentations in 

an asphalt pavement, so a supportive surface, 

such as a piece of wood that can dissipate the 

weight should be used. 

Secondary supports, such as an additional set 

of safety stands or wooden blocking should 

be used. The wood should be in good 

condition, free of rot, cracks, etc. The 

employees, it appears, did not routinely use 

appropriate secondary supports, although they Figure 10. Use of tow vehicle to raise vehicle were available (Figure 5 and Figure 10). and improper secondary support for a 

different vehicle on the employer’s worksite All equipment used to raise, lower and 

support the vehicle should conform to the 

American National Standard Institute /American Society of Mechanical Engineers Portable 

Automotive Lifting Devices standard, ANSI/ASME PALD-1993 (Parts 1 through 15 & 17). 

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Figure 11. Tow sling and tow chain 

attachment instruction 

Loads placed on safety stands should not exceed 50 percent of the rated capacity of the safety 

stand (i.e. if a safety stand rating is indicated by the manufacturer as 8 tons, the maximum 

permitted load is limited to 4 tons). 

• One end of each tow chain should be secured to an appropriate tow truck attachment 

point not to the lift assembly. 

The company owner correctly instructed 

employees to use two tow chains secured to 

the towed vehicle, but he was incorrect as to 

how to secure the tow chains to the tow truck 

itself. He correctly trained his employees to 

wrap the tow chain around the lower grab bar. 

He was incorrect in instructing them to loop 

the end of the chain through the “O” ring on 

the tow mast. The ends of each tow chain 

should be attached to the tow truck at a sturdy 

point, such as a D-ring or T-slot on the truck 

frame, not to the tow mast. Figure 11 shows 

the tow chain hooked tightly into the anchor 

bar grab. Next the chain is wrapped around 

behind and to the inside by the rubber tow 

strap. In the third picture, the right side of the 

chain should be attached to the towed vehicle 

and the left end of the chain should be 

attached the truck frame. 

• The employer should develop and 

implement a written safety and 

health program that includes the 

inspection of wrecker lifting 

mechanisms, tool inspection, and employee training. 

The Ford Super Duty tow truck had its required annual maintenance inspection. The maintenance 

inspection did not include the winch boom arm and the lifting components such as the slings and 

cables. The winch boom arm supporting bracket showed cracking, broken welds and 

deformation. The tow slings were very worn (Figure 12). The portable hydraulic jack used to lift 

the vehicle from the decedent was missing two steel wheels on the rear section. The portable 

hydraulic jack was defective and should have been taken out of service when it was found to be 

defective. 

Although the company indicated that the decedent had been trained, and again reminded of the 

need to use the “J” hook tow chains, there was no documentation made by the employer of either 

event. At the time of the MIOSHA site visit, at least two vehicles on the worksite had tires with 

rims being used as primary (Figure 5) and secondary (Figure 10) supports, in contradiction to 

MIOSHA standards and stated employer training. Enforcement of the correct procedures was not 

taking place, in contradiction to employer statements for correcting unsafe work practices. 

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MIFACE recommends that the employer reinstruct the workers and shop supervisor about 

the correct use of safety stands as secondary 

supports. 

The employer should develop, implement and 

enforce a written safety and health program to 

address the safety and health issues encountered 

in the differing aspects of his business – the tow 

business and the dismantling business. Each 

business has its own safety and health issues. 

Employees who work in both businesses should 

be trained in the respective hazards and how to 

protect themselves from injury. The program 

should include documentation of the employee 

training and training checklists to ensure training 

consistency and employee competency in performing a task safely. 

• The employer should obtain an AAA Towing and Service Manual to maximize safety 

and minimize costs regarding vehicle towing. 

The AAA Towing and Service manual provides detailed instructions for cars, light trucks, 

motorcycles, SUVs and vans, including hybrid vehicles. This manual includes towing, specific 

hook up, tie down, and jump-starting procedures. Additionally, curb and axle weight information 

for domestic autos, import autos, and light trucks is included to determine the correct equipment 

to dispatch. A Service Information section has been added to the front of the manual for vehicles 

with specific or unique service requirements. Manuals are available for 

purchase to the public from AW Direct (http://www.awdirect.com/2010-aaa-manualstm10/manuals-education/), AAA’s Preferred Supplier for $29.95 

REFERENCES 

MIOSHA standards cited in this report may be found at and downloaded from the MIOSHA, 

Michigan Department of Licensing and Regulatory Affairs (MDLARA) website at: 

www.michigan.gov/mioshastandards. MIOSHA standards are available for a fee by writing to: 

Michigan Department of Licensing and Regulatory Affairs, MIOSHA Standards Section, P.O. 

Box 30643, Lansing, Michigan 48909-8143 or calling (517) 322-1845. 

• MIOSHA General Industry Safety Standard, General Provisions, Part 1. 

• MIOSHA General Industry Safety Standard, Automotive Service Operations, Part 72 

• MIOSHA General Industry Safety Standard, Personal Protective Equipment, Part 33 

• MIOSHA General Industry Safety Standard, Hand and Portable Powered Tools, Part 38 

• Mine Safety and Health Administration (MSHA) Accident Prevent Program, Miner’s 

Tip: Blocking Raised Equipment. 

http://www.msha.gov/accident_prevention/tips/blocking.pdf 

• Use of Blocking and Safety stands. Thompson Rivers University. 

http://www.tru.ca/hsafety/workinglearningsafely/work/blocking.html 

Figure 12. Worn condition of tow slings 

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• AAA Service Manuals. 

http://partner.aaa.biz/portal/site/auto/menuitem.8b833a647a6226e816c82c70089fd3f8/ 

Key Words: Tow truck, struck by, safety stands, automotive service operations, tow chains, 

Transportation/Warehousing 

MIFACE (Michigan Fatality Assessment and Control Evaluation), Michigan State University 

(MSU) Occupational & Environmental Medicine, 117 West Fee Hall, East Lansing, Michigan 

48824-1315; http://www.oem.msu.edu. This information is for educational purposes only. This 

MIFACE report becomes public property upon publication and may be printed verbatim with 

credit to MSU. Reprinting cannot be used to endorse or advertise a commercial product or 

company. All rights reserved. MSU is an affirmative-action, equal opportunity institution. 

 10/6/2011 

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