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Engineering the future of intelligent trailer security and active theft prevention.
Every manual crank is a small physical cost your drivers pay, hookup after hookup. EM6000 Auto — landing gear automation built for fleets — gets rid of that expense.
Fleets that make this change show their entire team that they are willing to invest in the drivers who run the business.
EM6000 Auto
100% Push-Button Operation
Simplify every trailer hookup
Physical Anti-Theft Lockdown
Added protection where it matters
Winter-Ready Performance
Designed for demanding conditions
Injury & Strain Prevention
Reduce repetitive physical effort
Fleet managers already know driver retention is a major cost. What they often miss is how much of that expense comes from the small, everyday physical tasks built into the job.
Driver Retention
Large truckload carriers report annual turnover in the 90–95% range (ATA). And they also report, at the same time, about a third of new hires leave within their first 90 days.
When they replace a single driver, it costs around $8,000 to $20,000 once recruiting, onboarding, and lost miles are counted.
Fleets cannot recruit their way out of that rate. They have to reduce the reasons drivers leave in the first place.
The Driver Experience
A worn-out crank handle might seem trivial, but drivers notice it at every hookup.
It tells them the same thing an old truck or a broken APU does: the fleet hasn't invested in the people running it.
"The fleet hasn't invested in the people running it."
The Opportunity
Small improvements to the driver experience can send a much bigger message about how a fleet values its people.
This is not only a mechanical upgrade. It is driver-friendly fleet technology that changes what your fleet can offer in a driver market where every carrier is competing for the same limited pool.
Preventing cranking injuries is one of the easiest ways to cut repetitive strain injuries - without touching pay or schedules. Reduction in physical labor leads to reduced incidents of shoulder, back, and wrist injuries.
Each drop-and-hook is one less crank to go through in the rain, in the cold, or on tired legs after a long day at work. That is something that happens every day, and that is precisely why it makes itself known in the way that drivers speak of their fleet.
Manual crank operation requires sustained upper-body strength that can discourage otherwise qualified candidates. And this heavily affects the women entering trucking each year. When you remove that barrier, it widens the scope of who a fleet can realistically recruit and retain, not just who it can hire.
This kind of equipment works because drivers can see it and feel it. There's a real difference between a trailer with a worn-out crank handle and one with automated landing gear.
Removing manual cranking removes one concrete, repeated source of physical strain that drivers cite when they burn out on a route or a fleet.
Fewer repetitive-motion injuries tied to landing gear operation means fewer Workers' Comp claims and less time spent managing light-duty assignments.
Removing a physically demanding barrier opens the seat to more candidates, at a time when the industry needs every qualified driver it can attract and keep.
When recruiters and safety directors can point to specific driver-friendly fleet technology, it gives them something real to say in a competitive hiring conversation.
The same automation that reduces strain also cuts the time each hookup takes, which adds up across a fleet running high hookup volume.
Fleets can prioritize their highest-turnover routes or newest hires first and expand from there, without needing a full-fleet swap on day one.
Retention is a design problem as much as a pay problem. Fleets that treat equipment upgrades as part of their retention strategy, not just a maintenance line item, are the ones best positioned to hold onto drivers in a market this competitive.
It removes one of the most physically demanding tasks in daily trailer handling. Fleets that reduce physical strain and show drivers they invest in comfort and safety tend to see that reflected in how long drivers stay.
It can remove a real barrier. Manual crank operation requires sustained upper-body strength that discourages some qualified candidates from applying or staying. When fleets automate it, they open the seat to a wider pool of drivers, including more women entering the industry.
Replacing a single driver costs a fleet somewhere between $8,000 and $20,000, covering recruiting, onboarding, and lost productivity. Preventing even a handful of strain-related exits or claims a year can cover the cost of automation many times over.
Yes. In a driver market where large carriers report annual turnover near 90 to 95 percent, equipment condition and daily physical demands are part of what drivers compare between employers, alongside pay and home time.
Because it installs on standard trailer landing gear with a bracket, lock body, and crank shaft attachment, fleets can convert trailers gradually, prioritizing the highest drop-and-hook routes first, without pulling equipment out of rotation for long.
Book a live demo to see semi trailer landing gear automation in action — or request enterprise pricing to plan a fleet-wide rollout.