Truck Falls: Examining the Nature of the Problem

By Robert E. McClay, CSP • Professional Safety, May 2008

Robert E. McClay, CSP, is a safety consultant based in Indiana, Pennsylvania. His experience includes 27 years as a safety educator and OSHA consultant at Indiana University of Pennsylvania; five years as a safety consultant and educator at East Carolina University; and two years as a safety engineer at the Naval Ordnance Station in Indian Head, Maryland. McClay holds a Bachelor of Science in Chemical Engineering from Bucknell University and an MBA from American University. He is a professional member of ASSE’s Western Pennsylvania Chapter and a member of the Society’s Academics, Consultants, and International practice specialties.

The expression, “If you have it, it came by truck” is well known. A quick trip to the nearest truck stop will provide ample evidence of this adage. You will see trucks of every conceivable configuration and size, driving in and refueling, drivers grabbing food and perhaps a shower, then heading back on the road. The cargoes carried by these trucks are often more diverse than the trucks themselves: bulk materials, logs, coils of sheet metal, manufactured goods, agricultural products, equipment and machinery, autos and pickups, building materials, chemicals, pipe, glass.

This myriad of truck and cargo configurations makes it difficult to generalize about the hazards associated with loading and unloading semitrailer trucks, but the exposure to these hazards is significant. According to U.S. Department of Transportation estimates, there are 2.5 million heavy trucks in the United States. Trucks carry three-quarters of the value of freight shipped in the U.S. and two-thirds of the cargo weight. Trucks moved more than 6.2 trillion tons of manufactured goods and 7.8 billion tons of raw materials in 2002. Trucks are found on all major highways connecting logistical and industrial centers. Traffic hazards associated with truck operations on the highway are well documented and are not addressed here, as this article focuses on driver and helper falls from trucks while parked.

Truck Types

Flatbed Trailers

Several variations of flatbed trailers are found on the roadways. All are 8 to 8.5 feet wide and generally 40 to 52 feet long. A standard flatbed trailer is 48 to 54 inches off the ground and most are slippery when wet. Drop-deck trailers are lower and low-boy trailers ride even closer to the ground.

The flatbed load is secured with chains or tie-down straps held to the rub bar on the side of the trailer with tie binders or ratchet binders. These fastening points can usually be accessed from the ground. However, to secure the load, the tie-down straps must be thrown over the load, then secured on both sides of the trailer. If tarped, these straps must go over the tarp and be secured so the tarp will not blow off the load or allow weather underneath it. If tie-downs get caught on the load or must be moved, the driver may climb on the trailer bed to make adjustments.

Retightening tie binders or ratchet binders after leaving the loading dock is normal procedure and in some circumstances requires the driver to climb on the trailer bed. Getting onto a standard flatbed trailer is difficult and poses a hazard because the trailer has few handholds and many slippery surfaces.

Side kits are arc-shaped hoops attached to each side of the trailer bed to provide a frame on which tarps rest. These hoops are installed after the trailer is loaded. To place the hoops, the driver or helper must stand on and move around the trailer bed or on the load itself. If this is not done at the loading dock where fall protection can be provided, a significant fall hazard exists.

Car Carriers

Car carriers are fabricated of steel and can hold up to 10 vehicles. Personnel drive vehicles onto the trailer, secure them with chains, and often climb down through heavy steel framing. Tight quarters and slippery surfaces are common.

Tankers

Tankers are sealed, wheeled containers that carry fluids or fluidized solids. A prevalent hazard arises when the driver climbs on top of the tank to open valves, read gauges, or perform other tasks. Fixed ladders are usually provided, but fall protection once atop the tank, at least 15 feet above ground, is problematic.

Box or Van-Type Trailers

Box trailers are the most common type. They are accessed through rear doors, usually without a step, so personnel must use the ICC bar to climb from the ground into the trailer. The ICC bar was designed to prevent vehicles from underriding the trailer and was not intended as a step.

Dump Trucks

Dump trucks are open-topped and use hydraulic systems to raise the bed. Hazards include climbing on the load or being trapped and crushed by the falling gate or descending bed. Most dump trucks are tarped using mechanical systems operated from the ground, though hazards remain if drivers climb onto the bed.

Operations and Driver Exposure

DOT regulations require drivers to ensure cargo is properly distributed and secured. Drivers must check loads before traveling 50 miles and again before 150 miles. Each check may require climbing onto the trailer or load.

Truck driving is largely sedentary. Studies indicate long-haul drivers have elevated risks of heart disease. Average driver age is higher than the general workforce, and motor performance begins declining around age 50. NIOSH reports even minor declines in balance and coordination increase fall risk. Sleep apnea affects approximately 28 percent of commercial truck drivers and contributes to fatigue and impaired alertness.

Fall Hazard Exposures

Falls from the cab occur during entry or exit from heights of 6 to 8 feet and are likely the most frequent falls. Accessing the trailer often requires climbing over tires or using the ICC bar. Once on the flatbed, risks increase due to uneven loads, slippery surfaces, and lack of handholds.

Tanker trucks require no tarping but present hazards when accessing top-mounted controls. Dump trucks may require climbing when tarping systems fail. In all cases, fall protection is minimal or absent.

Loss Experience and Data

NIOSH data show 369 fall-related deaths in transportation and material moving industries from 1980 to 1994. Of these, 177 involved falls from stationary vehicles. BLS data identified 1,500 injuries in 2004 involving falls from trailers with days away from work and 11 fatalities that year from falls from stationary trucks.

Anecdotal evidence suggests fatalities may be underreported. Head injuries significantly increase injury severity, prompting some shippers to mandate head protection during tarping.

Regulatory Aspects

DOT regulates trucks on highways. OSHA has jurisdiction over loading and tarping at shipper facilities but not over truck equipment. Owner-operators without employees are excluded from OSHA enforcement. Jurisdictional overlap between DOT and OSHA complicates enforcement and compliance.

Surveys and Driver Interviews

Mail surveys and interviews with 36 drivers revealed that most tarping occurs away from loading docks without fall protection. Drivers reported frequent near-falls and actual falls from cabs, trailers, and loads. The average driver climbed onto the trailer 59 times per month, with some exceeding 100 times.

Drivers cited bad weather, slippery loads, haste, inattention, uneven loads, lack of support, and improper footwear as contributing factors. Most reported no employer work rules addressing climbing hazards and no plans to provide fall protection.

Analytical Models

The article applies the Haddon Matrix and Universal Model to analyze truck fall incidents, identifying proximal and distal causal factors. Key hazards include lack of handholds, slippery surfaces, unsecured loads, absence of fall arrest systems, and lack of head protection. Tables present 5-Why analyses and remedial considerations.

Conclusion

A substantial fall risk exists when drivers climb onto trailers and loads without protection. Injuries are often severe. Regulatory solutions are unlikely in the near term, but collaboration among OSHA, DOT, industry, and insurers could improve safety. Shippers must play a role, particularly by reducing tarping requirements and providing fall protection where necessary. More research and innovative fall protection systems are needed.

References

The article concludes with a full reference list including BLS, DOT, NIOSH, OSHA memoranda, academic research, and industry publications from 1989 to 2007.