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18 Wheeler Accident Lawyer Reshard Alexander is licensed to drive big trucks and understands the cause when you are injured in a commercial motor vehicle wreck.

Tire 18 Wheeler Accident Lawyer

Seeking a Free Consultation with one of Texas’ 18 wheeler accident lawyers? Call the Big Rig Bull Texas Truck Accident Lawyer Reshard Alexander today at 713.766.3322.

18 wheeler accident lawyer Reshard Alexander is dedicated to holding professional truck drivers and trucking companies accountable for their negligence.

A tire (American English) or tyre (British English; see spelling differences) is a ring-shaped component that surrounds a wheel’s rim to transfer a vehicle’s load from the axle through the wheel to the ground and to provide traction on the surface over which the wheel travels. Most tires, such as those for automobiles and bicycles, are pneumatically inflated structures, which also provide a flexible cushion that absorbs shock as the tire rolls over rough features on the surface. Tires provide a footprint, called a contact patch, that is designed to match the weight of the vehicle with the bearing strength of the surface that it rolls over by providing a bearing pressure that will not deform the surface excessively.

The materials of modern pneumatic tires are synthetic rubber, natural rubber, fabric and wire, along with carbon black and other chemical compounds. They consist of a tread and a body. The tread provides traction while the body provides containment for a quantity of compressed air. Before rubber was developed, the first versions of tires were simply bands of metal fitted around wooden wheels to prevent wear and tear. Early rubber tires were solid (not pneumatic). Pneumatic tires are used on many types of vehicles, including cars, bicycles, motorcycles, buses, trucks, heavy equipment, and aircraft. Metal tires are still used on locomotives and railcars, and solid rubber (or other polymer) tires are still used in various non-automotive applications, such as some casters, carts, lawnmowers, and wheelbarrows.

History

Synthetic rubbers were invented in the laboratories of Bayer in the 1920s.^[12] In 1946, Michelin developed the radial tire method of construction. Michelin had bought the bankrupt Citroën automobile company in 1934, so it was able to fit this new technology immediately. Because of its superiority in handling and fuel economy,^[13] use of this technology quickly spread throughout Europe and Asia.^[14] In the U.S., the outdated bias-ply tire construction persisted, until the Ford Motor Company adopted radial tires in the early 1970s,^[15] following the 1968 article in an influential American magazine, Consumer Reports, highlighting the superiority of radial construction.^[16][17] The US tire industry lost its market share to Japanese and European manufacturers,^[18] which bought out US companies.^[19]

Heavy-Duty Tires

Heavy duty tires for large trucks and buses come in a variety of profiles and carry loads in the range of 4,000 to 5,500 pounds (1,800 to 2,500 kg) on the drive wheel.^[21] These are typically be mounted in tandem on the drive axle.^[29]

• Truck tires come in a variety of profiles that include “low profile” with a section height that is 70 to 45% of the tread width, “wide-base” for heavy vehicles, and a “super-single” tire that has the same total contact pressure as a dual-mounted tire combination.^[29]
• Off-road tires are used on construction vehicles, agricultural and forestry equipment and other applications that take place on soft terrain. The category also includes machinery that travels over hardened surfaces at industrial sites, ports and airports.^[31] Tires designed for soft terrain have a deep, wide tread to provide traction in loose dirt, mud, sand or gravel.^[32]

Associated Tire Components

Associated components of tires, includes the wheel on which it is mounted, the valve stem through which air is introduced, and, for some tires, an inner tube that provides the airtight means for maintaining tire pressure.

• Wheel—Pneumatic tires are mounted onto wheels that most often have integral rims on their outer edges to hold the tire. Automotive wheels are typically made from pressed and welded steel, or a composite of lightweight metal alloys, such as aluminum or magnesium. There are two aspects to how pneumatic tires support the rim of the wheel on which they are mounted.^[66] First, tension in the cords pull on the bead uniformly around the wheel, except where it is reduced above the contact patch.^[67] Second, the bead transfers that net force to the rim.^[68][67] Tires are mounted on the wheel by forcing its beads into the channel formed by the wheel’s inner and outer rims.^[69][70]
• Valve stem—Pneumatic tires receive their air through a valve stem—a tube made of metal or rubber, with a check valve, typically a Schrader valve on automobiles and most bicycle tires, or a Presta valve on high-performance bicycles. They mount directly to the rim, in the case of tubeless tires, or are an integral part of the inner tube. Most modern passenger vehicles are now required to have a tire pressure monitoring system which usually consists of a valve stem attached to an electronic module.^[29]
• Inner tube—Most bicycle tires, many motorcycle tires, and many tires for large vehicles such as buses, heavy trucks, and tractors are designed for use with inner tubes. Inner tubes are torus-shaped balloons made from an impermeable material, such as soft, elastic synthetic rubber, to prevent air leakage. The inner tubes are inserted into the tire and inflated to retain air pressure. Large inner tubes can be re-used for other purposes, such as swimming and rafting (see swim ring), tubing (recreation), sledding, and skitching. Purpose-built inflatable tori are also manufactured for these uses, offering choice of colors, fabric covering, handles, decks, and other accessories, and eliminating the protruding valve stem.

Tire Performance characteristics

Dynamics

• Balance—Wheel-tire combinations require an even distribution of mass around their circumferences to maintain tire balance, while turning at speed. Tires are checked at the point of manufacture for excessive static imbalance and dynamic imbalance using automatic tire balance machines. Tires are checked again in the auto assembly plant or tire retail shop after mounting the tire to the wheel. Assemblies that exhibit excessive imbalance are corrected by applying balance weights to the wheels to counteract the tire/wheel imbalance. An alternative method to tire balancing is the use of internal tire balancing agents. These agents take advantage of centrifugal force and inertia to counteract the tire imbalance.^{[citation needed]} To facilitate proper balancing, most high-performance tire manufacturers place red and yellow marks on the sidewalls to enable the best possible match-mounting of the tire/wheel assembly. There are two methods of match-mounting high-performance tire to wheel assemblies using these red (uniformity) or yellow (weight) marks.^[72]
• Centrifugal growth—A tire rotating at higher speeds tends to develop a larger diameter, due to centrifugal forces that force the tread rubber away from the axis of rotation. This may cause speedometer error. As the tire diameter grows, the tire width decreases. This centrifugal growth can cause rubbing of the tire against the vehicle at high speeds. Motorcycle tires are often designed with reinforcements aimed at minimizing centrifugal growth.^[22]
• Pneumatic trail—Pneumatic trail of a tire is the trail-like effect generated by compliant tires rolling on a hard surface and subject to side loads, as in a turn. More technically, it is the distance that the resultant force of side-slip occurs behind the geometric center of the contact patch.^[73]
• Slip angle—Slip angle or sideslip angle is the angle between a rolling wheel’s actual direction of travel and the direction towards which it is pointing (i.e., the angle of the vector sum of wheel translational velocity {\displaystyle v_{x}} and sideslip velocity {\displaystyle v_{y}}).^[22]
• Relaxation length—Relaxation length is the delay between when a slip angle is introduced and when the cornering force reaches its steady-state value.^[22]
• Spring rate—Vertical stiffness, or spring rate, is the ratio of vertical force to vertical deflection of the tire, and it contributes to the overall suspension performance of the vehicle. In general, spring rate increases with inflation pressure.^[74]
• Stopping distance—Performance-oriented tires have a tread pattern and rubber compounds designed to grip the road surface, and so usually have a slightly shorter stopping distance. However, specific braking tests are necessary for data beyond generalizations.^[22]

Forces

• Camber thrust—Camber thrust and camber force are the force generated perpendicular to the direction of travel of a rolling tire due to its camber angle and finite contact patch.^[22]
• Circle of forces—The circle of forces, traction circle, friction circle, or friction ellipse is a useful way to think about the dynamic interaction between a vehicle’s tire and the road surface.^[75]
• Contact patch—The contact patch, or footprint, of the tire, is the area of the tread that is in contact with the road surface. This area transmits forces between the tire and the road via friction. The length-to-width ratio of the contact patch affects steering and cornering behavior.^[22]
• Cornering force—Cornering force or side force is the lateral (i.e. parallel to the road surface) force produced by a vehicle tire during cornering.^[22]
• Dry traction—Dry traction is measure of the tire’s ability to deliver traction, or grip, under dry conditions. Dry traction is a function of the tackiness of the rubber compound.^[22]
• Force variation—The tire tread and sidewall elements undergo deformation and recovery as they enter and exit the footprint. Since the rubber is elastomeric, it is deformed during this cycle. As the rubber deforms and recovers, it imparts cyclical forces into the vehicle. These variations are collectively referred to as tire uniformity. Tire uniformity is characterized by radial force variation (RFV), lateral force variation (LFV) and tangential force variation. Radial and lateral force variation is measured on a force variation machine at the end of the manufacturing process. Tires outside the specified limits for RFV and LFV are rejected. Geometric parameters, including radial runout, lateral runout, and sidewall bulge, are measured using a tire uniformity machine at the tire factory at the end of the manufacturing process as a quality check.^[22]
• Rolling resistance—Rolling resistance is the resistance to rolling caused by deformation of the tire in contact with the road surface. As the tire rolls, tread enters the contact area and is deformed flat to conform to the roadway. The energy required to make the deformation depends on the inflation pressure, rotating speed, and numerous physical properties of the tire structure, such as spring force and stiffness. Tire makers seek lower rolling resistance tire constructions to improve fuel economy in cars and especially trucks, where rolling resistance accounts for a high proportion of fuel consumption. Pneumatic tires also have a much lower rolling resistance than solid tires. Because the internal air pressure acts in all directions, a pneumatic tire is able to “absorb” bumps in the road as it rolls over them without experiencing a reaction force opposite to the direction of travel, as is the case with a solid (or foam-filled) tire.^[22]
• Self aligning torque—Self-aligning torque, also known as the aligning torque, SAT or Mz, is the torque that a tire creates as it rolls along that tends to steer it, i.e. rotate it around its vertical axis.^[22]
• Wet traction—Wet traction is the tire’s traction, or grip, under wet conditions. Wet traction is improved by the tread design’s ability to channel water out of the tire footprint and reduce hydroplaning. However, tires with a circular cross-section, such as those found on racing bicycles, when properly inflated have a sufficiently small footprint to not be susceptible to hydroplaning. For such tires, it is observed that fully slick tires will give superior traction on both wet and dry pavement.^[76]

Load

• Load sensitivity—Load sensitivity is the behavior of tires under load. Conventional pneumatic tires do not behave as classical friction theory would suggest. Namely, the load sensitivity of most real tires in their typical operating range is such that the coefficient of friction decreases as the vertical load, Fz, increases.^[22]
• Workload—The workload of a tire is monitored so that it is not put under undue stress, which may lead to its premature failure.^[77] Workload is measured in Ton Kilometer Per Hour (TKPH). The measurement’s appellation and units are the same. The recent shortage and increasing cost of tires for heavy equipment has made TKPH an important parameter in tire selection and equipment maintenance for the mining industry. For this reason, manufacturers of tires for large earth-moving and mining vehicles assign TKPH ratings to their tires based on their size, construction, tread type, and rubber compound.^[78][79] The rating is based on the weight and speed that the tire can handle without overheating and causing it to deteriorate prematurely. The equivalent measure used in the United States is Ton Mile Per Hour (TMPH).

Wear

Tread wear

This occurs through normal contact with roads or terrain; there are several types of abnormal tread wear. Poor wheel alignment can cause excessive wear of the innermost or outermost ribs. Gravel roads, rocky terrain, and other rough terrain causes accelerated wear. Over-inflation above the sidewall maximum can cause excessive wear to the center of the tread. Modern tires have steel belts built in to prevent this. Under-inflation causes excessive wear to the outer ribs. Unbalanced wheels can cause uneven tire wear, as the rotation may not be perfectly circular. Tire manufacturers and car companies have mutually established standards for tread wear testing that include measurement parameters for tread loss profile, lug count, and heel-toe wear.^[22]

Tread wear indicators (T.W.I.)

Raised bars in the tread channels, which indicate that the tread is becoming worn and therefore unsafe. Indicators have been required on all new tires since 1968 in the US.^[80] In many countries the Highway Code forbids driving on public roads when the contact surface is flush with any of any of these bars – this is often defined when the groove depth is approximately 1.5 or 1.6 mm (2/32 inch). TWI can also be used to refer to small arrows or icons on the tire sidewall, indicating the location of the raised wear bars.

Damage by aging

Tire aging or “thermo-oxidative degradation” can be caused by time, ambient and operating temperatures, partial pressure of O2 in a tire, flex fatigue, or construction and compounding characteristics. For example, prolonged UV exposure leads to rubber’s chemicals warp, potentially causing dry rot. Various storage methods may slow the aging process, but will not eliminate tire degradation.^[81]

Regulation

Automotive tires have a variety of identifying markings molded onto the sidewall as a tire code. They denote size, rating, and other information pertinent to that individual tire.

The National Highway and Traffic Safety Administration (NHTSA) is a U.S. government body within the Department of Transportation (DOT) tasked with regulating automotive safety in the United States.^[82] NHTSA established the Uniform Tire Quality Grading System (UTQG), is a system for comparing the performance of tires according to the Code of Federal Regulations 49 CFR 575.104; it requires labeling of tires for tread wear, traction, and temperature. The DOT Code is an alphanumeric character sequence molded into the sidewall of the tire and allows the identification of the tire and its age. The code is mandated by the U.S. Department of Transportation^[82] but is used worldwide.^[83] The DOT Code is also useful in identifying tires subject to product recall^[84] or at end of life due to age. The Tire and Rim Association (T&RA) is a voluntary U.S. standards organization that promotes the interchangeability of tires, rims, and allied parts. Of particular interest, they publish key tire dimension, rim contour dimension, tire valve dimension standards, and load/inflation standards.

There are an estimated 500,000 truck accidents in the U.S. each year. Nearly 5,000 of these result in fatalities. The remainder often results in injuries of varying degrees. With four major interstates running through Houston — I-45, I-10, US-290, and I-69 — Texans see more than their fair share of trucking accidents. Unfortunately, many of these accidents are caused by the negligence of truck drivers or trucking companies.

Maintenance

To maintain tire health, several actions are appropriate, tire rotation, wheel alignment, and, sometimes, retreading the tire.

• Rotation—Tires may exhibit irregular wear patterns once installed on a vehicle and partially worn. Front-wheel drive vehicles tend to wear the front tires at a greater rate compared to the rear tires. Tire rotation is moving the tires to different car positions, such as front-to-rear, in order to even out the wear, with the objective of extending the life of the tire.^[91]
• Alignment—Wheel alignment helps prevent wear by having the tire rotate in a direction, other than the path of the vehicle. When mounted on the vehicle, the wheel and tire may not be perfectly aligned to the direction of travel, and therefore may exhibit irregular wear. If the discrepancy in alignment is large, then the irregular wear will become substantial if left uncorrected. Wheel alignment is the procedure for checking and correcting this condition through adjustment of camber, caster and toe angles. The adjustment of the angles should be done as per the OEM specifications.^{[citation needed]}

Inflation

Inflation is key to proper wear and rolling resistance of pneumatic tires. Many vehicles have monitoring systems to assure proper inflation.

• Specification—Tires are specified by the vehicle manufacturer with a recommended inflation pressure, which permits safe operation within the specified load rating and vehicle loading. Most tires are stamped with a maximum pressure rating. For passenger vehicles and light trucks, the tires should be inflated to what the vehicle manufacturer recommends, which is usually located on a decal just inside the driver’s door or in the vehicle owners handbook. Tires should not generally be inflated to the pressure on the sidewall; this is the maximum pressure, rather than the recommended pressure.^[92]
• Ground contact—The tire contact patch is readily changed by both over- and underinflation. Overinflation may increase the wear on the center contact patch, and underinflation will cause a concave tread, resulting in less center contact, though the overall contact patch will still be larger.^[93] Most modern tires will wear evenly at high tire pressures, but will degrade prematurely if underinflated. An increased tire pressure may decrease rolling resistance, and may also result in shorter stopping distances^[94] If tire pressure is too low, the tire contact patch is greatly increased. This increases rolling resistance, tire flexing, and friction between the road and tire. Under-inflation can lead to tire overheating, premature tread wear, and tread separation in severe cases.^[95]
• Monitoring—Tire pressure monitoring systems (TPMS) are electronic systems that monitor the tire pressures on individual wheels on a vehicle, and alert the driver when the pressure goes below a warning limit. There are several types of designs to monitor tire pressure. Some actually measure the air pressure, and some make indirect measurements, such as gauging when the relative size of the tire changes due to lower air pressure.

Hazards

Tire hazards may occur from failure of the tire, itself, or from loss of traction on the surface over which it is rolling.

Failure

Tires may fail for any of a variety of reasons, including:^[96]

• Belt Separation—Belt separation may be belt-to-belt, tread and belt, or separation of the edge of the belt. Belt-to-belt separation may occur having the tire deflect too much, from high pavement temperatures, from road hazard impacts and other causes having to do with maintenance and storage.
• Non-Belt Separations—Non-Belt Separations include those at the tire tread, in the bead area, in the lower sidewall, between reinforcing plies, and of the reinforcing steel or fabric materials.
• Other—Other types of failure include run-flat damage, chemical degradation, cracking, indentations and bulges

Loss of traction

• Melting rubber—As tire rubber compounds heat, owing to the friction of stopping, cornering or accelerating, they may begin to melt, lubricate the tire-road contact area, and become deposited on the pavement. This effect is stronger with increased ambient temperature.^[22]
• Hydroplaning—Motor vehicle or aircraft tires passing over a wet pavement may lose contact with sufficient speed or water depth for a given tread design. In this case, the tire contact area is riding on a film of water and loses the friction needed for braking or cornering and begin to hydroplane (or aquaplane). Hydroplaning may occur as dynamic hydroplaning where standing water is present with a depth of at least 0.12 inches (3 mm) above the texture of the pavement and speed is sustained above a threshold level. It may also occur as viscous hydroplaning whereby tire rubber melts for a brief interval and causes slippage; this may leave deposits of rubber on the landing portion of a runway.^[97] Dynamic hydroplaning causes decreased friction and contact with increased tire speed.^[98]
• Snow—The degree to which a tire can maintain traction in snow depends on its ability to compact snow, which material then develops strength against slippage along a shear plane parallel to the contact area of the tire on the ground.^[99] At the same time, the bottom of the tire treads compress the snow on which they are bearing, also creating friction. The process of compacting snow within the treads requires it to be expelled in time for the tread to compact snow anew on the next rotation. The compaction/contact process works both in the direction of travel for propulsion and braking, but also laterally for cornering.^[60]
• Ice—Ice is typically close to its melting point when a tire travels over it. This, combined with a smooth texture, promotes a low coefficient of friction and reduced traction during braking, cornering or acceleration.^[22]
• Soft ground—Soil can become lubricated with water, which reduces its ability to maintain shear strength when a tire tries to apply force in acceleration, braking or cornering. Dry sand also has low shear strength, owing to poor cohesiveness among sand particles.^[100]

End of use

Once tires are discarded, they are considered scrap tires. Scrap tires are often re-used for things from bumper car barriers to weights to hold down tarps. Tires are not desired at landfills, due to their large volumes and 75% void space, which quickly consumes valuable space. Rubber tires are likely to contain some traces of heavy metals or other serious pollutants, but these are tightly bonded within the actual rubber compound they are unlikely to be hazardous unless the tire structure is seriously damaged by fire or strong chemicals.^[101] Some facilities are permitted to recycle scrap tires through chipping, and processing into new products, or selling the material to licensed power plants for fuel. Some tires may also be retreaded for re-use.

Environmental issues

Americans generate about 285 million scrap tires per year.^[102] Many states have regulations as to the number of scrap tires that can be held on site, due to concerns with dumping, fire hazards, and mosquitoes. In the past, millions of tires have been discarded into open fields. This creates a breeding ground for mosquitoes, since the tires often hold water inside and remain warm enough for mosquito breeding. Mosquitoes create a nuisance and may increase the likelihood of spreading disease. It also creates a fire danger, since such a large tire pile is a lot of fuel. Some tire fires have burned for months, since water does not adequately penetrate or cool the burning tires. Tires have been known to liquefy, releasing hydrocarbons and other contaminants to the ground and even ground water, under extreme heat and temperatures from a fire. The black smoke from a tire fire causes air pollution and is a hazard to down wind properties.

The use of scrap tire chips for landscaping has become controversial, due to the leaching of metals and other contaminants from the tire pieces. Zinc is concentrated (up to 2% by weight) to levels high enough to be highly toxic to aquatic life and plants.^[103] Of particular concern is evidence that some of the compounds that leach from tires into water, contain hormone disruptors and cause liver lesions.^[104]

Tires are a major source of microplastic pollution.^[105]

Retreading

Tires that are fully worn can be retreaded, re-manufactured to replace the worn tread.^[106] This is known as retreading or recapping, a process of buffing away the worn tread and applying a new tread.^[107] There are two main processes used for retreading tires, called mold-cure and pre-cure methods. Both processes start with the inspection of the tire, followed by non-destructive inspection method such as shearography^[108] to locate non-visible damage and embedded debris and nails. Some casings are repaired and some are discarded. Tires can be retreaded multiple times if the casing is in usable condition. Tires used for short delivery vehicles are retreaded more than long haul tires over the life of the tire body. Casings fit for retreading have the old tread buffed away to prepare for retreading.^[109]

During the retreading process, retread technicians must ensure the casing is in the best condition possible to minimize the possibility of a casing failure. Casings with problems such as capped tread, tread separation, irreparable cuts, corroded belts or sidewall damage, or any run-flat or skidded tires, will be rejected. The mold cure method involves the application of raw rubber on the previously buffed and prepared casing, which is later cured in matrices. During the curing period, vulcanization takes place and the raw rubber bonds to the casing, taking the tread shape of the matrix. On the other hand, the pre-cure method involves the application of a ready-made tread band on the buffed and prepared casing, which later is cured in an autoclave so that vulcanization can occur.^[109]

Recycling

Tires can be recycled into, among other things, the hot melt asphalt, typically as crumb rubber modifier—recycled asphalt pavement (CRM—RAP),^[110][111] and as an aggregate in portland cement concrete.^[112] Shredded tires can create rubber mulch on playgrounds to diminish fall injuries.^[113] There are some “green” buildings that are being made both private and public buildings that are made from old tires.^[114]

The tire pyrolysis method for recycling used tires is a technique that heats whole or shredded tires in a reactor vessel containing an oxygen-free atmosphere and a heat source. In the reactor the rubber is softened after which the rubber polymers continuously break down into smaller molecules.

Seeking a Free Consultation with one of Texas’ 18 Wheeler accident lawyers? Call the Big Rig Bull Texas Truck Accident Lawyer Reshard Alexander today at 713.766.3322.

A lot of professional truck drivers work for big motor carrier companies who have law firms ready to fight the moment a driver is involved in a truck wreck. It isn’t unusual for a representative (safety director) of their company to arrive on the scene of an accident to solicit signatures from the injured parties to decrease their liability. If you’re involved in an accident with a large truck, then it is important to keep in mind that you shouldn’t sign anything placed in front of you from the professional driver, the driver’s employer or the insurer of the driver. In the event that you or a loved one was hurt in a collision between a large truck, you want an experienced truck accident attorney that will fight for you.

18 wheeler accident lawyer Reshard Alexander understands exactly what it takes to fight the legal teams of big trucking firms. I help families and their loved ones in a dire time of need. Time is of the essence in these kinds of cases, therefore it is important to call a lawyer versed in this area of law immediately.  It is best to consult an experienced Houston truck accident attorney to get help in seeking the claim. Call 18 wheeler accident lawyer Reshard Alexander to request a free case evaluation.

Tire 18 Wheeler Accident Lawyers

Seeking a Free Consultation with one of Texas’ 18 Wheeler Accident Lawyers? Call the Big Rig Bull Texas Truck Accident Lawyer Reshard Alexander today at 713.766.3322.

It is advisable to consult 18 wheeler accident attorney Reshard Alexander who will help determine liability and the right compensation amount that you should get for your injuries. The insurance company of the at-fault driver may not be willing to pay for damages and I can help you with the negotiation process. Call me today at (713) 766-3322 for a free consultation.

Houston Truck Accident & Injury Guide

Types of Truck
18 Wheeler
Ambulance
Agricultural Hauler
Auto Hauler
Box Truck
Bulk Hopper
Bus
Cattle Truck
Cement Mixer
Delivery Truck
Dry Van
Dump Truck
Flatbed Truck
Garbage Truck
Grain Hauler
Gravel Truck
Heavy Hauler
Hotshot Truck
Intermodal Truck
Logger Truck
LTL Truck
Milk Hauler
Mobile Crane
Oilfield Truck
Refrigerator Truck
Semi-Trailer Truck
Tanker Truck
Tow Truck
Tractor-Trailer

Components of an 18 Wheeler
Air Brakes
Differential
Drive Shaft
Fuel Tank
Head Lights
Kingpin
Landing Gear
Sleeper Berth
Tail Lights
Tires
Trailer Axles
Trailer Brakes
Vehicle Maintenanc

Attorney Reshard Alexander – Big Rig Bull Texas Truck Accident Lawyer represents clients in all Texas counties, including: Anderson County Truck Accident Lawyer, Andrews County Truck Accident Lawyer, Angelina County Truck Accident Lawyer, Aransas County Truck Accident Lawyer, Archer County Truck Accident Lawyer, Armstrong Truck Accident Lawyer, Atascosa County Truck Accident Lawyer, Austin County Truck Accident Lawyer, Bailey County Truck Accident Lawyer, Bandera County Truck Accident Lawyer, Bastrop County Truck Accident Lawyer, Baylor County Truck Accident Lawyer, Bee County Truck Accident Lawyer, Bell County Truck Accident Lawyer, Bexar County Truck Accident Lawyer, Blanco County Truck Accident Lawyer, Borden County Truck Accident Lawyer, Bosque County Truck Accident Lawyer, Bowie County Truck Accident Lawyer, Brazoria County Truck Accident Lawyer, Brazos County Truck Accident Lawyer, Brewster County Truck Accident Lawyer, Briscoe County Truck Accident Lawyer, Brooks County Truck 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