Specialist Inspector Reports

Number 60

Safety of Industrial Lift Trucks

A Survey of Investigated
Accidents and Incidents
[April 1997 to March 2001]

G E Male
© Crown copyright 2003

First published 2003

ISBN 0 7176 2754 3

All rights reserved. No part of this publication may be

reproduced, stored in a retrieval system, or transmitted in
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or by e-mail to hmsolicensing@cabinet-office.x.gsi.gov.uk
Summary

This Specialist Inspector Report describes accidents and incidents associated with industrial
lift trucks that were investigated by HSE inspectors over the period April 1997 to March
2001. It identifies a number of common reasons for accidents and incidents and the causal
factors associated with them. It is intended to provide information to assist in the develop-
ment of safety requirements for the design and use of these machines and to assist in the train-
ing of drivers and others affected by industrial truck use.

The Health and Safety Executive employs a wide range of qualified and experienced Special-
ist Inspectors who, in the course of their work, acquire a substantial amount of information
and expertise about workplace hazards. Much of this is used in the preparation of official
HSE Guidance Notes and formal advice. However, other material that might be less devel-
oped could contain useful ideas and be helpful to people involved in health and safety. Such
material could also stimulate discussions about problems and their solutions and encourage
others to come forward with ideas and practical improvements. Specialist Inspector Reports
are designed to publish this material. Any opinions and/or conclusions expressed in this re-
port are those of the author(s) alone and do not necessarily reflect HSE policy.

Enquiries regarding this publication should be addressed to:-

Health and Safety Executive

Information Centre
Broad Lane
Sheffield S3 7HQ

Tel : 0845 345 0055

Minicom: 0845 408 9577
Fax : 0845 408 9566

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ii
CONTENTS Paragraph

INTRODUCTION 1

SURVEY SCOPE AND NATURE 3

DETAILS OF SURVEY 5

NUMBERS OF ACCIDENTS/INCIDENTS RELATED TO THE NUMBERS OF 7

TRUCKS IN USE

GENERAL ANALYSIS 10
- Comparison with workplace transport
- Breakdown by truck type

PERSON INJURED 21
- Distribution by person injured
- Pedestrian/operatives
- Drivers
- Lorry/visiting drivers
- Passengers
- Maintenance personnel

DRIVER TRAINING 36

NATURE OF ACCIDENTS 38
- Fatal accidents
o General
o Overturn
o Struck by moving truck
o Struck by falling load
o Trapped by mast/overhead guard
o Fall from height
o Low fall (waste disposal)
- Fatal, major and over 3 day accidents
- Dangerous occurrences

TRUCK OPERATION 66
- Accident/incidents
- Fatal accidents
- Fatal, major and over 3 day accidents

CAUSAL FACTORS
- Collision 81
o Counterbalance
§ Fixed object
§ Moving truck
§ Object that moved and contacted a person
§ Stationary vehicle
§ Overhead object
o Pedestrian controlled
§ Fixed object
§ Stationary vehicle
§ Moving truck
§ Object that moved and contacted a person
o Reach
§ Fixed object
§ Door lintel

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 § Moving truck
o Side loader
§ Fixed object
§ Moving truck
§ Overhead object
o Pedestrian propelled
o Articulated steer (masted)
o Side reach
o Order picker (man-up)
- Ergonomic 112
o Pedestrian propelled
o Counterbalance
- Explosion/harmful release 114
o Explosion
o Harmful release
- Fall from height 122
- Loss of control 127
o Counterbalance
o Pedestrian controlled
o Reach
o Variable reach
- Mechanical failure/fault 134
o Counterbalance
o Reach
o Order picker
o Pedestrian propelled
o Variable reach
o Container handler
o Articulated steer (masted)
- Contact with overhead electricity 144
o Counterbalance
o All-terrain
- Overturn 146
o Counterbalance
§ Forward overturn
§ Rearward overturn
§ Lateral overturn
o Variable reach
o Pedestrian controlled
o All-terrain
o Reach
o Container handler
o Side loader
o Side reach
- Slip/trip/fall 188
o Waste disposal
o Working on lorry back/ramps/dock levellers
o Passengers
- Struck-by (carriage/fork) 199
o Counterbalance
o All-terrain
- Struck-by (falling load) 203
o Counterbalance
o Pedestrian propelled
o Variable reach
o Side loader
o Reach
o Pedestrian controlled
o Container handler
- Struck-by (moving truck) 218
o Counterbalance

iv
 § Travelling or reversing
§ Loading/unloading, manoeuvring and stacking
§ Stationary (powered movement)
§ Moved from stationary (rolled away)
§ Turning (while travelling)
§ Truck on lorry back/ramp
o Variable reach
o Pedestrian controlled
§ Pedestrian operated
§ Ride-on
o Reach
o All-terrain
o Pedestrian propelled
o Side loader
o Side reach
o Order picker
- Trapping/shearing/crushing 312
o Counterbalance
§ Mast/carriage trap
§ Trapping between a truck and another object
§ Truck lift mechanism
§ Waste disposal
o Reach
o Pedestrian controlled
o Variable reach
o Side loader
o Container handler

DISCUSSION
- General 332
- Nature of accidents 334
- People injured 337
- Overturning 341
o Counterbalance
o Variable reach
o All-terrain
o Pedestrian controlled
o Reach
o Container handlers, side loaders and side reach
- Struck by moving truck 355
o Powered trucks under driver control
o Trucks moving away from stationary positions not under driver control
- Struck by falling load 366
- Trapping/shearing crushing 369
o Mast/carriage trap
o Other trapping/shearing crushing accidents
- Fall from height 372
- Slip/trip/fall 375
o Waste disposal
o Working on lorry backs/ramps/dock levellers
- Mechanical failure/fault 377
- Collision with 380
o Fixed object
o Moving vehicle
o Stationary vehicle
o Overhead object
o Object that moved and struck a person
- Loss of control 387
- Harmful release 389
o CO release
o LPG release

v
 o Battery fumes
- Explosion 392
o Battery explosion
o Tyre/wheel failures
- Steering wheel kickback 395
- Struck by fork while being removed 396
- Ergonomic 397

CONCLUSIONS 399

vi
ANNEXES
1. Search criteria for FLT accidents
2. Number of trucks in use and accidents investigated
3. Number of accidents/incidents by nature of accidents (all trucks)
4. Percentage of accidents/incidents by nature of accident
5. Number of accidents/incidents by truck type
6. Percentage of accidents/incidents by each truck type
7. Nature of accidents to different people
8. Fatal accidents for each truck type by nature of accident
9. Fatal, major & over 3 day accidents for each truck type by nature of accident
10. Fatal and major accidents for each truck type by nature of accident
11. Number of accidents/incidents by nature of operation (all trucks)
12. Percentage of accidents/incidents by nature of operation
13. Fatal accidents for each truck type by nature of operation
14. Fatal, major & over 3 day accidents for each truck type by nature of operation
15. Fatal and major accidents for each truck type by nature of operation
16. Number of overturning accident/incidents for each truck type and the consequences
17. Counterbalance trucks : Struck-by (moving truck)

vii
viii
INTRODUCTION ent industrial sectors. It is not possible to identify
1. HSE inspectors investigated 1204 accidents the number of trucks in each sector. Neverthe-
on industrial lift trucks over the 4 year period from less, it was possible to estimate the overall rela-
1 April 1997 to 31 March 2001. On average, this tive numbers of powered trucks in use from sales
equates to approximately 1 investigated accident and expected truck life data provided by industry
every working day in the UK over this period. sources (Annex 2). The data does not include
figures for articulated steer (masted) trucks or
2. This report provides data on accident causa- container handlers. It is worth noting, however,
tion obtained from accident/incident investigation that these types of truck represent a small pro-
reports made by HSE inspectors. The data is of portion of the overall number of trucks in use so
value to safety authorities and truck manufactur- the numbers involved are not likely to alter the
ers, suppliers, trainers and users to address figures to a significant degree.
safety shortcomings through design and safe
working methods. It provides data for the prioriti- 8. Included in Annex 2 is a ‘Risk index’ figure
sation of safety interventions and information that that was calculated using truck population and
can help to identify appropriate safety measures investigated accident/incident data for powered
to address particular areas of concern. trucks. Equivalent risk indices were not calcu-
lated for pedestrian propelled (i.e. non-powered
trucks) because no population data was avail-
SURVEY SCOPE AND NATURE able.
3. The survey was carried out using data taken
from HSE’s FOCUS database over the period 1 9. Annex 2 shows that, in proportion to the
April 1997 to 31 March 2001. It included investi- overall numbers of trucks in use, acci-
gated accidents/incidents involving all types of dent/incidents on side loaders were more than
powered and pedestrian propelled lift trucks in all 2.5 times more likely to be investigated than ac-
industrial sectors covered by HSE. It did not in- cident/incidents on counterbalance trucks. Simi-
clude reported accidents or dangerous occur- larly, counterbalance truck accidents were
rences that were not investigated by HSE or ac- nominally 3 times more likely to be investigated
cidents /incidents reported to or investigated by than all-terrain and reach trucks and 4 times
local authorities. more likely than variable reach and pedestrian
controlled trucks.
4. This report covers investigated acci-
dent/incidents so it does not identify all reported
accidents/incidents on industrial lift trucks. How- GENERAL ANALYSIS
ever, it does provide data on the most common Comparison with workplace transport
reasons for accident/incidents and the trucks in- 10. The estimated numbers of accident/incidents
volved. It also gives information on the relative involving industrial lift trucks as a proportion of
numbers of accidents/incidents and the causal the total number of transport accident/incidents
factors behind them reported to HSE are given below:-

Severity of Proportion of
DETAILS OF SURVEY accidents all transport
accidents (%)
5. Text searches, using the criteria given in An- 1997/98 15
nex 1, were conducted using HSE’s FOCUS da- 1998/99 14
tabase. The searches identified 4,200 accidents 1999/00 14
and dangerous occurrences in which industrial lift 2000/01 14
trucks were mentioned in the investigation sum-
maries. 11. The distribution of accidents reported to
HSE, excluding dangerous occurrences, by se-
6. The text searches were analysed and a total verity for industrial lift trucks compared with all
of 1204 accidents and dangerous occurrences transport accidents investigated is:-
were identified in which industrial lift trucks con-
tributed to the outcome. The data in this report Severity of Industrial lift Transport
was obtained from these reports. Accidents trucks (%) (%)
Fatal 0.6 0.7
Major 28.8 27.8
Over 3 day 70.6 71.5
NUMBERS OF ACCIDENTS/INCIDENTS
RELATED TO THE NUMBERS OF TRUCKS IN 12. The above 2 tables indicate that industrial
USE truck accident/incidents represent a significant
7. The numbers of trucks and where they are proportion (nominally 14.5%) of all transport re-
used influence the number of accidents in differ-

1
lated accidents. 19. With the exception of reach trucks, ride-on
(seated) warehouse trucks, i.e. order pickers,
13. Detailed data on the nature and number of side reach and articulated steer trucks, were in-
accident/incidents investigated and the severity volved in only 1% of investigated acci-
of injuries sustained are given in Annexes 3 and dents/incidents although they represent nominally
4. It can be seen that the highest number (524) 8% of all powered trucks in use. This would indi-
and proportion (44%) of accident/incidents in- cate that, in general, accidents on these types of
volved people being struck by a moving truck. truck are of a lesser severity than on other pow-
ered types.
Breakdown by truck type
14. The overall numbers of accident/incidents in- 20. A significant percentage of the overall num-
vestigated and the terminology used to describe ber of accidents/incidents investigated involved
the different types of truck covered by the survey pedestrian controlled trucks (6%), i.e. pallet and
are given in Annex 5. stacker trucks, and reach trucks (4%). It is sig-
nificant, however, that no fatal injuries were in-
15. Inspectors generally refer to counterbalance vestigated on pedestrian controlled trucks and
trucks as fork lift trucks (FLTs) and rough terrain the 1 fatal accident that occurred on a reach
versions as “All-terrain” or ”Rough terrain” trucks. truck involved a falling load.
Also, the term counterbalance truck is widely
used by inspectors to describe masted, centre-
seated counterbalance trucks. For this reason PERSON INJURED
the data for “FLT (not specified)” has been com- Distribution by person injured
bined with the data obtained for “Counterbalance” 21. Annex 7 shows the different people injured in
trucks and used to represent accident/incidents the accidents investigated and the numbers of
involving masted, centre seated, counterbalance accidents (excluding dangerous occurrences)
trucks that are not of an all-terrain type. Wher- associated with different truck operations. The
ever trucks are identified as “Counterbalance” in relative numbers of people injured are pedestri-
this report this is the type of truck being referred ans (58%), drivers/operators (32%), lorry/visiting
to. drivers (5%), passengers (2%) and maintenance
personnel (1%).
16. Annex 5 gives the number of acci-
dent/incidents investigated on each truck type. Pedestrian/operatives
The percentages by severity of injury are given in 22. The majority of accidents to pedes-
Annex 6. It can be seen that counterbalance trian/operatives (65%) occurred when they were
trucks are involved in the majority (906), i.e. 75% struck by moving trucks. Pedestrians/operatives
of all accident/incidents investigated. The break- were also injured when they were struck by falling
down of accident/incidents and dangerous occur- loads (10%), involved in falls from a height ex-
rences for this type of truck in relation to severity ceeding 2m (8%), struck by objects after trucks
is 4% fatal, 45% major, 41% over 3 day and 10% collided with or contacted them (7%), were
dangerous occurrence. This presents a similar trapped by a moving part of a truck or between a
pattern to the overall picture for all trucks (see truck and another object (4%) or were involved in
paragraph 11). slips, trips or falls of less than 2m height (2%).
Together these types of accident accounted for
17. The overall number of accidents involving 96% of the investigated accidents involving pe-
variable reach trucks was nominally 13 times destrian/operatives.
lower than counterbalance. Nevertheless, 21% of
the total number of fatal accidents investigated 23. The proportion by severity of injuries for the
involved this type of truck. Also, 15% of acci- above accident/incidents are given below:-
dents/incidents associated with variable reach
trucks involved fatal injuries (significantly higher Nature of accident/ inci- % by nature of accident
than any other truck type). This indicates that dent Fatal Major Over
3 day
when accidents occur on variable reach trucks Struck by moving truck 2 50 48
they are more likely to involve fatal injuries than Struck by falling load 10 49 41
on any other type of truck.
Fall from height 6 82 12
Struck by object that truck
18. Nominally, 53% of accidents/incidents inves- contacted
2 24 73
tigated on all-terrain, reach and side-loader Trapped by a moving part of
trucks involved fatal or major injuries, which is the truck or between the 8 72 20
higher than the 44% average for all trucks. truck and an object
Slip, trip or fall from height
10 80 10
less than 2m

2
Drivers the passengers were attempting to alight or dis-
24. Overturning of trucks accounted for 24% of mount from a truck.
accidents involving drivers. Collisions with fixed
objects or other vehicles accounted for a further 30. Being trapped by a moving part of a truck or
25% of accidents and being struck by a moving between a truck and another object accounted
truck a further 18%. These were the most com- for 14% of accidents incidents to passengers. In
mon reasons for injuries to drivers and ac- addition, 14% of injuries to passengers occurred
counted for 67% of investigated accidents in in slip/trip/fall accidents.
which the driver was injured.
31. The severity of injuries as a proportion of the
25. Drivers also suffered injuries after falling overall number of accidents investigated are:-
from a height of less than 2m (7% of accidents
involving drivers), being trapped by a moving part Nature of accident Proportion of acci-
dents by severity
of the truck or between the truck and another ob-
(%)
ject (6%) and being struck by a falling load (4%). Major Over 3
The remaining 16% of accidents that involved in- day
juries to drivers occurred for a wide variety of Struck by moving vehicle 71 29
reasons. Slip/trip/fall 67 33
Trapping/shearing/ crushing 100
26. The proportion of accidents by severity for
the above natures of accident are:- 32. There were no fatal accidents to passengers.

Nature of accident/ inci- % for each nature of Maintenance personnel

dent accident 33. A total of 14 accidents involved maintenance
Fatal Major Over personnel. None involved fatal injuries.
3 day
Overturn 16 51 33
Collision with fixed object or
34. Maintenance personnel suffered major and
50 50 over 3 day injuries when they were struck by
another vehicle
Struck by moving truck 8 38 54 moving trucks (36% of accidents investigated),
Slip, trip or fall from height
4 38 58 when they suffered trapping/shearing/crushing
less than 2m accidents (29%) and when they were struck by
Being trapped by a moving
part of a truck or between a 15 50 35
falling loads (14%). They also suffered major in-
truck and another object juries when batteries/fumes exploded or tyre or
Struck by falling load 15 54 31 wheel failures occurred during maintenance op-
erations (21% of accidents investigated).
Lorry/visiting drivers
27. A significant number of accidents (49) in- 35. The severity of injuries as a proportion of the
volved lorry/visiting drivers. The majority of these overall accident/incidents investigated under
accidents (78%) occurred when lorry/visiting each nature of accident are:-
drivers were struck by moving trucks, often dur-
ing loading/unloading operations. Lorry/visiting Nature of accident Proportion of
accidents by
drivers were also injured when they were struck
severity (%)
by falling loads (16%) during loading/unloading Major Over 3
operations. Together these 2 types of accident day
accounted for 94% of accidents investigated in Struck by moving truck 60 40
which lorry/visiting drivers were injured. Trapping/shearing/ crushing 50 50
Explosion 100*
Struck by falling load 100+
28. The severity of accidents as a proportion of
the total number of accidents sustained are:- * denotes 3 accidents in this category
+ denotes 2 accidents in this category
Nature of accident Proportion of accidents
by severity (%)
Fatal Major Over DRIVER TRAINING
3 day 36. In 125 (10%) accident/incidents investigated
Struck by moving vehi- 5 53 42 inspectors identified that the truck driver was un-
cle
Struck by falling load 13 74 13 trained or inadequately trained.

Passengers 37. In overturning accidents/incidents a higher

29. Being struck by moving trucks accounted for then average percentage (35%) involved drivers
67% of investigated accidents involving passen- who were identified as being untrained or inade-
gers. These accidents generally occurred when quately trained.

3
NATURE OF ACCIDENTS 44. Two fatal accidents occurred when trucks
Fatal accidents were lifting long and dynamic or offset loads:-
General - 1 counterbalanced truck overturned while at-
38. A total of 53 fatal accidents were investi- tempting to lift an offset long load (vehicle
gated between April 1997 and March 2001 (An- chassis) on a cross gradient
nex 8). - 1 variable reach truck overturned because
the truck suffered lateral overload while being
39. Counterbalance trucks accounted for 38 driven on uneven ground with a wide, dynamic
(72%) fatal accidents and variable reach 11 load (roof trusses) suspended from its fully ex-
(21%). Taking into account the relative numbers tended boom.
of trucks in use; i.e. 49% counterbalance and
16% variable reach; it is apparent that there is a 45. A variable reach truck was involved in a fatal
substantially higher likelihood of fatal accidents accident to the driver when it was parked with its
on these trucks than on the other types. bucket protruded into a roadway. The bucket was
struck by a passing HGV causing the truck to
40. All-terrain, order picker, reach and side overturn.
loader trucks were each involved in 1 fatal acci-
dent. 46. A counterbalance truck driver suffered fatal
injuries when the vehicle he was loading drove
41. The most common types of fatal accident away contacting the raised truck forks causing it
are:- to overturn.

Type of accident Proportion 47. Rearward overturns are rare. However, one
of counterbalance truck suffered rearward overturn
accidents when it was reversed into a vehicle pit.
(%)
Overturn 30
Struck-by moving truck 28 Struck by moving truck
Struck by falling load 17 48. Of the 15 fatal struck by moving truck acci-
Trapped by mast/overhead guard 9 dents 8 (53%) involved counterbalance trucks, 6
Fall from height 6 (40%) variable reach trucks and 1 (7%) side
Low fall (waste disposal) 4
loader. This shows a high proportion of fatal
Total 94
struck by moving truck accidents associated with
variable reach trucks compared with the propor-
Overturn
tion in use (i.e. 16%). By comparison, the propor-
42. Of the 16 fatal overturning accidents investi-
tion of fatal struck by moving counterbalance
gated 11 (69%) occurred when trucks were trav-
truck accidents was nominally equivalent to the
elling or turning while moving between locations
proportion of powered trucks in use (i.e. 49%)
in forward or reverse directions. Counterbalance
trucks were involved in 10 (91%) of these travel-
49. Trucks moving from stationary positions ac-
ling/turning accidents. This is a highly significant
counted for 8 (53%) of the above accidents:-
percentage compared with the number of coun-
- 4 (50%) accidents involved trucks being
terbalance trucks in use, i.e. nominally 49% of
driven away from stationary when people were
the overall truck population. It shows a high risk
standing close by. Turning while driving away
of overturn when trucks are travelling or turning
was identified as a contributory factor in 2 of
while moving between locations compared with
these accidents. In both accidents involving
the other truck types.
variable reach trucks the trucks were driven
away in reverse.
43. Common causal factors identified for the
- 4 (50%) accidents occurred when counter-
above accidents were trucks travelling and turn-
balance and variable reach trucks rolled away
ing with their masts and/or attachments raised
non-powered from stationary positions. The
(both loaded and unloaded), trucks turning sud-
accidents occurred because trucks were
denly when travelling on level and/or uneven
parked on gradients or level ground without
ground and turning at speed on slopes. Other
the parking brake being applied or adequately
causal factors were driving into potholes, objects
applied often with the engine running. Lack of
or kerbs while turning, driving over edges and
or ineffective maintenance of the parking
contacting overhead objects with an extended
brake was given as a contributory factor in 2
mast. It is important to note that accidents oc-
accidents.
curred when trucks were being operated
unloaded on level ground with the forks in the
50. Counterbalance trucks were involved in 3 fa-
proper travel position, i.e. close to the ground.
tal accidents when trucks were manoeuvring dur-
ing loading/unloading operations. In 2 of these

4
accidents pedestrian/operatives were injured stillages, on the forks that do not adequately pro-
when trucks were reversing. In the third a lorry tect against falls from height and that are not
driver was approaching the truck when he was adequately restrained from movement while on
struck by it. the forks.

51. One fatal accident involved a counterbal- Low fall (waste disposal)
ance truck and another a variable reach truck 58. Two fatal accidents occurred during waste
that were travelling in a forward direction. In both disposal operations. One involved a counterbal-
accidents the load carried obscured the driver’s ance truck and the other a masted all-terrain
visibility. truck. In both accidents the deceased was stand-
ing on an object on the truck forks emptying
52. A side loader was involved in 1 fatal acci- waste into a skip when they fell from a height of
dent when it reversed into a pedestrian/operative less than 2m.
in a wood yard. The truck was only lightly loaded
but vehicle visibility and workplace layout were Fatal, major and over 3 day accidents
given as contributory factors. General
59. A total of 1069 fatal, major and over 3 day
Struck by falling load accidents were investigated (Annex 9). This in-
53. Seven fatal accidents involved counterbal- cluded 585 fatal and major accidents (Annex10).
ance trucks. Six (86% of fatal struck by falling
load accidents) involved loading/unloading or 60. Counterbalance trucks accounted for 76% of
stacking operations or trucks travelling with all fatal, major and over 3 day accidents investi-
loads. Five (71%) involved long loads such as gated and, similarly, 76% of fatal and major acci-
angle iron, pipes and a truck mast. One accident dents. Even discounting for the relative number
involved overload that occurred due to a heavy of trucks in use it is clear that counterbalance
load being raised to too great a height during trucks are involved in a disproportionately high
stacking operations. number of fatal, major and over 3 day accidents.

54. One accident involved a round bale falling 61. The numbers of accidents that occurred for
from a grab attachment when the truck was sta- different reasons are shown below against the
tionary. Inappropriate handling techniques were percentage of the overall numbers of fatal, major
being used because the grab was not designed and over 3 day accidents investigated.
for handling round bales and 2 bales were being
carried at the same time. Nature of accident Proportion of
accidents (%)
55. A reach truck struck an overhead door lintel Fa- Fatal Fatal, ma-
tal & jor & over
and the falling load struck the driver. ma- 3 day
jor
Trapped by mast/overhead guard Overturn 30 11 9
56. Five people suffered fatal injuries when they Struck-by moving truck 28 46 49
were trapped after climbing up between the mast Struck by falling load 17 10 8
and overhead guard on counterbalance trucks. Trapping/shearing/
These accidents occurred when the injured per- 9 6 5
Crushing
sons contacted the mast tilt control with their feet Fall from height 6 8 5
while standing on the truck dash. A common fac- Slip/trip/fall 4 4 4
tor that led to these accidents was the desire of Collision/contact with
the driver to place material over the overhead object that struck per- 2 2 4
son
guard to protect against the weather when work- Mechanical failure/fault 2 1 2
ing outside and the driver leaving the truck run- Loss of control 2 1 1
ning while standing on the dash. Collision (fixed object) 5 5
Collision (overhead ob-
1 <1
ject/door lintel)
Collision
2 3
(moving truck)
Fall from height Collision
1 1
57. Three accidents occurred when people fell (stationary vehicle)
after being raised on stationary trucks to carry out Explosion 1 1
Harmful release 1 1
work at height. All three accidents occurred be-
Ergonomic 1
cause temporary access to height was being at- Steering wheel kick-
tained using unsafe methods. Causal factors <1 <1
back
were operatives being raised on the forks of Total 100 100 100
trucks and pallets or other objects, such as

5
62. The above table shows that when overturn- - carrying out operations while stationary, e.g.
ing accidents occur they are more likely to in- lifting people or loads (9%),
volve fatal injuries than any other type of acci- - manoeuvring to change position or direction
dent. It also shows that struck by moving truck (6%), and
accidents are the most likely accident to occur - being involved in loading/unloading operations
and 49% of all accidents are for this reason (4%).

63. The following accounted for 93% of all acci- 69. Significantly, 4% of accidents/incidents oc-
dents: curred when trucks, moved away from a station-
- overturn, ary position non-powered. Normally, the trucks
- struck by moving truck, were unmanned.
- struck by falling load,
- trapping/shearing/crushing, Fatal accidents
- fall from a height greater than 2m, 70. Annex 13 shows the number of fatal acci-
- slip/trip/fall from height less than 2m, and dents investigated when trucks were being oper-
- collisions with moving and stationary trucks ated in different ways.
or objects
71. Fatal accidents occurred when trucks were
Dangerous occurrences moving, as they were moved from stationary un-
64. A significant proportion (45%) of overturns der power or when they rolled away non-powered
investigated involved dangerous occurrences. from a stationary position. They also occurred
While this could indicate that the consequence of when trucks and were parked. The reasons for
an overturning accident is comparably low it these accidents were different.
should be remembered that overturning was the
type of accident in which fatal injuries were most 72. The majority (40%) of fatal accidents oc-
likely to be sustained. curred when trucks were travelling, reversing or
turning while travelling. Overturning accounted
65. Mechanical failures and faults included a sig- for 65% of these accidents. Being struck by a
nificant proportion (23%) of dangerous occur- moving vehicle accounted for a further 20% of
rences and only 2% of mechanical failure/fault these travelling, turning and reversing accidents
accident/incidents investigated resulted in fatal or and being struck by a falling load 10%. Together
major injuries. This indicates a relatively low risk this represents 95% of all fatal travelling, revers-
of injury in this type of accident. ing or turning while travelling accidents investi-
gated.

TRUCK OPERATION 73. The most common reason for fatal accidents
Accident/incidents when trucks were parked was people being
66. Annex 11 gives the number of acci- crushed between the mast and overhead guard.
dent/incidents investigated by the nature of op- This type of accident accounted for 38% of these
eration of the truck at the time of the accident. accidents. A further 31% of these accidents oc-
Annex 12 shows the corresponding proportions curred when people fell from the forks or objects
of accident/incidents against nature of operation on the forks from heights of greater than and less
and severity. than 2m. The remaining 31% of accidents oc-
curred due to falling loads (2 accidents) and
67. The highest proportion (25%) of acci- trucks overturning when they were struck by an-
dents/incidents investigated involved trucks trav- other vehicle (1 accident) or overbalanced by a
elling or reversing a significant distance that large unstable load (1 accident).
could not be classed as manoeuvring. Travelling
or reversing usually indicated that the truck was Fatal, major and over 3 day accidents
moving between two locations inside or outside 74. Annex 14 gives the numbers of fatal, major
buildings rather than manoeuvring as part of a and over 3 day accidents investigated when
specific work activity or to change direction. In trucks were being operated in different ways. An-
addition, trucks being turned when travelling for- nex 15 shows the same for fatal and major acci-
wards or reversing accounted for 12% of the total dents alone.
number of accidents/incidents investigated.
75. The percentages of fatal, major and over 3
68. Other reasons for accidents/incidents were: day accidents investigated against how the truck
- trucks being driven away from a stationary was being operated are shown below:-
position in forward or reverse directions under
power (12%),

6
 specified. Additionally, trucks reversing while
manoeuvring, being involved in loading/unloading
Nature of operation Proportion of and stacking operations and moving from sta-
accidents (%) tionary under power in a reverse direction ac-
Fatal Fatal & Fatal,
counted for 12% of accidents. Overall reversing
major major
& over trucks were identified as being involved in 27% of
3 day fatal, major and over 3 day accidents.
Parked 25 12 9
Travelling 23 27 28
Stationary (non-powered CAUSAL FACTORS
8 4 4 Collision
movement)
Turning 15 11 12 81. Of the 152 collisions that were investigated
87 (57%) occurred on counterbalance trucks and
Loading/unloading 11 9 9
34 (22%) on pedestrian controlled trucks. A fur-
Stationary (powered ther 13 (9%) occurred on reach trucks, 8 (5%) on
8 12 13
movement)
side loaders and 7 (5%) on pedestrian propelled
Lifting/lowering a load 8 6 5
trucks. No collisions were investigated on vari-
Reversing 1 8 9 able reach trucks.
Stacking 1 2 1
Counterbalance
Manoeuvring 8 7
Fixed objects
Truck on lorry 82. Drivers were injured in 24 accidents involving
2 2
back/ramp
collisions with fixed objects. There was little con-
Refuelling/recharging <1 1 sistency in the causal factors for these accidents.
Coasting to a halt <1 <1 However, the majority (17) occurred when the
Total 100 100 100 trucks were travelling and turning while travelling.
A smaller number (4) occurred when trucks were
76. The majority of accidents (49%) occurred turning while reversing from a stationary position.
when trucks were travelling or reversing for sig-
nificant distances, including when they were turn- 83. The presence of vertical uprights/columns in
ing while travelling in forward or reverse direc- areas where trucks travelled, whiplash in the col-
tions. lision and drivers having their limbs outside the
truck when the truck struck an upright or wall
77. Significant numbers of accidents occurred were causal factors in a significant number of ac-
when trucks were: cidents. Surprisingly, excess speed was men-
tioned as being a causal factor in only 3 acci-
- moved under power from a stationary posi- dents.
tion (13%), often when reversing, and
- when they were stationary (9%). Moving trucks
84. Drivers were injured in 14 accidents involving
[NOTE: Falls from height and trap- collisions with other moving trucks. These acci-
ping/shearing/crushing were often associated dents often occurred in loading bays, yards,
with parked trucks] warehouses and despatch/stock holding areas.
They were caused in some cases when trucks
78. Trucks involved in loading/unloading opera- emerged from aisles formed by racking or high
tions or that were manoeuvring when carrying out stacks or where trucks were operating in con-
operations or changing direction were involved in gested thoroughfares where other vehicles, e.g.
16% of the accidents investigated. other trucks or road vehicles, were operating.
Workplace layout and rules or lack of visibility
79. Trucks that were reversing during load- caused by obstructions in the workplace and
ing/unloading operations or while manoeuvring or sometimes loads on the trucks were recorded as
starting to move in forward or reverse directions causal factors in approximately 65% of these ac-
were involved in 12% of accidents. cidents.

80. Trucks travelling in reverse, reversing and Object that moved and contacted a person
turning in reverse were involved in 15% of acci- 85. A total of 32 accidents occurred when coun-
dents. This compares with 13% of accidents in- terbalance trucks hit or contacted objects that
vestigated involving trucks that were travelling in subsequently moved and contacted other pedes-
a forward direction and a further 12% of acci- trians or operatives. A further 1 accident occurred
dents in which the direction of the truck was not for the same reason to a visiting driver and 3
drivers were injured when trucks collided with

7
racking or high stacks that collapsed on them. 94. In 72% of the above accidents/incidents the
truck was travelling or manoeuvring while being
86. Workplace layout and rules were given as a controlled by a ride-on driver. Injuries often oc-
causal factor in 17 (53%) accidents involving curred because the driver’s limbs overhung the
pedestrian/operatives. truck or ride on platform or the driver had dis-
mounted as the truck was coming to a halt. The
87. Collapse of the object struck was given as a remaining 28% of accidents occurred when driv-
causal factor in 28% of accidents involving pe- ers were operating trucks in pedestrian mode
destrians/operatives and in all 3 accidents involv- and they were trapped against fixed objects as
ing drivers. the truck was reversed, usually when turning, or
manoeuvring.
88. Contact often occurred when trucks were
manoeuvring, while dropping off or picking up 95. A significant number of injuries in collisions
pallets or bins, or when objects were struck by with fixed objects occurred through trucks con-
passing trucks in production or storage areas. tacting raised objects such as barriers, racking,
Nominally, 56% of accidents to pedestri- pallet stacks and high kerbs. In these accidents
ans/operatives occurred when pallets, bins or the ride-on drivers legs were often trapped be-
stacks were contacted and moved. tween the truck and the raised barrier as the
truck ride on platform went underneath the raised
89. Travelling trucks accounted for 58% of acci- object.
dents, 17% occurred when trucks were manoeu-
vring or involved in stacking operations and 6% Stationary vehicle
occurred when trucks collided with objects while 96. One accident/incident was investigated in
reversing from a stationary position. which the driver was injured when he reversed
the truck into a stationary truck. The driver was
Stationary vehicles operating the truck as a ride-on truck when he
90. Stationary vehicles were collided with in 6 contacted the raised forks of the stationary truck
accidents. There were no consistent reasons for while manoeuvring. The causal factor of colliding
these accidents although 2 accidents occurred with a raised, fixed object was consistent with
when trucks were reversing, 2 when manoeu- accidents that occurred in collisions with fixed ob-
vring and 1 when carrying out loading/unloading jects (paragraph 95).
operations. There is evidence to suggest that
these accidents are likely to have occurred when Moving truck
trucks were manoeuvred in congested areas. 97. Of the 7 accidents/incidents investigated 6
(86%) occurred when the pedestrian controlled
Overhead objects truck was travelling forward or reversing between
91. A total of 4 accidents/incidents were investi- locations, either in ride-on or pedestrian mode.
gated. In all accident/incidents the trucks were
travelling. One accident resulted in major injuries 98. Accidents commonly occurred in stor-
to the truck driver when the truck mast struck a age/warehouse environments when trucks were
fully raised roller shutter door that was dislodged passing through doorways/plastic curtains or
and fell onto the truck. Another accident involved emerging from aisles formed by stored items or
over 3 day injuries to a pedestrian/operative racking. Workplace layout/rules were given as
when an overhead door lintel was dislodged by a causal factors in 57% of accidents/incidents.
truck mast followed by collapse of a wall.
Object that moved and contacted a person
92. Two dangerous occurrences occurred, one 99. All 4 accidents investigated involved injuries
where a door lintel was dislodged causing wall to pedestrian/operatives when trucks were being
collapse and the other where some bridge rack- used in ride-on mode. The trucks were travelling,
ing was struck and dislodged causing a partial turning or being used in loading/unloading opera-
racking collapse. tions when the accident/incidents occurred. Inju-
ries were sustained due to racking collapse, ob-
Pedestrian controlled jects moving after being struck because they
Fixed objects overhung vehicle routes and stored objects being
93. Collision with fixed objects accounted for contacted while loads were being picked up or
58% of the 31 accidents/incidents on pedestrian deposited.
controlled trucks. In all of these acci-
dents/incidents the driver was the person injured, Reach
usually because they were trapped between the Fixed object
truck and the fixed object. 100. Of the 13 accident/incidents involving reach
trucks, 69% involved collisions with fixed objects

8
and all resulted in injuries to drivers. Major inju- 43% pedestrian/operatives.
ries were sustained in all but 2 of these acci-
dents. In 56% of these accidents the drivers 107. Commonly, loss of control was a reason for
claimed to be putting their legs outside the driv- accidents. This often occurred when the persons
ers cab in an attempt to stop the truck colliding pulling/pushing the trucks lost control due to
with a wall or racking when trucks were reversing excess speed and often because 2 people were
or turning. pushing/pulling the truck when only 1 was
controlling it.
Door lintel
101. Two accidents/incidents occurred when 108. Collisions occurred with fixed objects, mov-
trucks were travelling, one forward and the other ing trucks and objects that subsequently moved
reverse, and both resulted in major injuries to the and struck others.
drivers when they fell from the cabs on impact
with the door lintels. Articulated steer (masted)
109. One collision was investigated that involved
Moving truck an articulated-steer, masted truck. An operative
102. Two accidents/incidents occurred when was order picking in a warehouse aisle using a
reach trucks were travelling forwards. In one, a pedestrian propelled truck. The pedestrian truck
large tool cabinet on the forks obscured the was struck by the articulated steer truck that was
driver’s vision. The reach truck collided with a travelling down the aisle.
ride-on, pedestrian controlled, pallet truck caus-
ing injury to the driver. In the other the reach Side reach
truck was travelling through a plastic curtain strip 110. One accident was investigated in which the
doorway when it collided with a pedes- driver of the truck dismounted when the truck
trian/operative standing on the other side. was coming to a halt and was trapped between
the truck and a wall. Excess speed was given as
Side loader a causal factor.
Fixed object
103. Three accidents/incidents occurred in wood Order picker (man-up)
yards. One of these accident/incidents involved a 111. One accident was investigated in which a
dangerous occurrence when a parked side man-up truck was stationary while the driver was
loader rolled away from a stationary position order picking in a warehouse aisle. A second or-
while parked on a slope. The parking brake had der picker reversed down the aisle and collided
not been applied or the wheels chocked. The with the stationary one. Causal factors given
other 2 involved hand injuries to drivers when were that the driver of the travelling truck did not
stacks of timber were collided with and the driver look round or use the mirror provided on the
either had their hand or part of their hand outside truck.
the cab.

Moving truck Ergonomic

104. Two accident/incidents occurred when side Pedestrian propelled
loaders collided with other trucks in wood yards. 112. Of the 7 accidents/incidents investigated 5
rd
The 3 occurred when a side loader collided with (71%) involved pedestrian propelled trucks. All
another truck as it passed through a factory but one of the accidents/incidents involved over-
doorway. Inadequate driver visibility was not stress injuries when pulling trucks on uneven or
given as a causal factor in any of the acci- slippery surfaces. The other one was attributed to
dent/incidents although it seems that workplace an overloaded truck.
layout/rules could have an influence.
Counterbalance
Overhead object 113. The 2 accidents/incidents investigated on
105. A dangerous occurrence and an accident in counterbalance trucks involved a twisted back
which the driver suffered major injuries occurred when the truck was driven over a pothole and
when an overhead crane and an overhead beam whiplash injuries when the truck skidded and hit
were struck. In the accident involving the over- a wall. In both cases the driver was injured.
head beam the driver’s injuries were sustained
when they fell from the truck.
Explosion/harmful release
Pedestrian propelled Explosion
106. All 7 collisions investigated occurred when 114. Fourteen accidents/incidents were investi-
trucks were travelling and sometimes turning. gated. Battery explosions on electric trucks or
Nominally 57% of accidents involved drivers and split rim wheels bursting apart when tyres were

9
being replaced or wheels removed from the truck
(usually by a visiting tyre fitter rather than a FLT Fall from height
service engineer) resulted in accidents. Acci- 122. Fifty four falls from a height exceeding 2m
dents also occurred when the truck was in use were investigated. Forty seven (87%) of these
and the locking ring flew off because the wheel accidents involved fatal or major injuries.
had been incorrectly assembled.
123. Forty six (87%) of the investigated accidents
115. Six (43%) of the total number of accidents involved counterbalance trucks, five (9%) vari-
investigated involved wheel failures. These acci- able reach trucks and two (4%) reach trucks.
dents occurred when split rim wheels were being
inflated prior to the wheel being fitted to the truck 124. In fifty (93%) of the accidents investigated
or when an incorrectly assembled split rim wheel the person who fell was either standing on an ob-
was being removed from a truck. Two accidents ject such as a pallet or stillage on the forks,
occurred when incorrectly fitted locking rings standing on the forks or standing in an unspeci-
were ejected from wheels while tyres were being fied platform that was not secured to the forks.
inflated or trucks were in use. All involved coun-
terbalanced trucks. 125. Three accidents were investigated on work-
ing platforms that were being improperly used. In
116. Eight (57%) of the total number of acci- two of these accidents the platform door had
dents/incidents investigated involved battery ex- been opened to allow the raised operatives to
plosions. Four (50%) of these accidents/incidents step in and out of the platform to access racking
occurred during battery charging because opera- or to empty waste into a skip. In the third the
tives or drivers placed or dropped metal objects truck was travelling with the platform raised when
on top of the batteries or a loose connection or it struck an up and over door.
exposed cable caused a spark that ignited hy-
drogen given off by the charging process. Two 126. One accident was investigated when a
(25%) occurred when vehicles were being jump proper platform was being properly used. This
started. And two (25%) when trucks were being accident occurred due to mechanical failure
driven soon after battery charging and a loose when the lift cylinder detached from the triplex
connection caused sparks that ignited hydrogen mast on the truck while the platform was raised.
given off by the batteries. This caused collapse of the mast.

117. Generally, battery explosions were investi-

gated on counterbalance trucks. However, one Loss of control
was investigated on a side loader that was being 127. Twelve accident/incidents investigated were
jump started and another on an order picker attributed to the driver loosing control of the
while it was being charged. truck. Five (42%) of the accidents/incidents in-
volved fatal and major injuries to drivers. Three
Harmful release (25%) were dangerous occurrences
118. Fifteen harmful release accidents/incidents
were investigated. All involved counterbalance Counterbalance
trucks and thirteen (87% of the total) involved 128. Seven (58%) of the accident/incidents inves-
LPG powered trucks. tigated involved counterbalance trucks. Travelling
and turning on downhill gradients and slippery
119. Seven (47%) of the harmful release acci- surfaces were given as causal factors in 3 (43%)
dent/incidents involved carbon monoxide poison- of these accident/incidents. Failures or faults in
ing of drivers or pedestrian/operatives when the truck’s braking or transmission system were
trucks were used in poorly ventilated areas such given as causal factors in 3 (43%) of the acci-
as cold stores. dents/incidents. Lack of maintenance was given
as a causal factor in 2 accident/incidents.
120. Five (33%) occurred during refuel-
ling/recharging operations. Four (80%) of these 129. Excess speed was given as a causal factor
accidents/incidents involved freeze burns to the in one accident but this was in combination with a
driver or operative when they were disconnecting slippery surface on which the truck was turning
the LPG hose from the truck cylinder. while travelling.

121. One accident/incident involved fume build Pedestrian controlled

up in the operator’s position of an electric pow- 130. Two accident/incidents were investigated in-
ered truck after the battery had been recharged volved trucks being manoeuvred by pedestrian
and another leaking transmission oil catching fire operators. The drivers in both accident/incidents
when the truck was in use. held onto the tiller after loosing control. In both

10
accident/incidents lack of driver training was driver was injured.
given as a causal factor.
138. An electrical fault in the truck transmission
131. One accident/incident occurred when a ride caused injury to a driver and a pedestrian was in-
on truck was travelling and swerved to avoid a jured when a jib attachment fell off because it
collision with a fixed object. Excess speed was had not been properly secured.
given as a causal factor.
Order picker
Reach 139. Three accidents occurred due to mast or lift-
132. In the only accident/incident investigated on ing frame failures.
a reach truck, the driver dismounted when control
was lost as the truck was turning and travelling Pedestrian propelled
forwards at speed. 140. A truck driver was injured while operating a
ride-on truck when the van floor on which the
Variable reach truck was travelling collapsed.
133. One fatal accident was investigated on a
variable reach truck. The accident occurred be- Variable reach
cause the brakes were ineffective due to a miss- 141. A boom lift pin failure resulted in a danger-
ing brake pipe that had not been replaced when ous occurrence.
the truck was last maintained. The driver lost
control on a downhill gradient. Container handler
142. A driver was injured when the truck brakes
failed and the truck ran into a stack.
Mechanical failure/fault
Counterbalance Articulated steer (masted)
134. Forty accident/incidents were investigated 143. A dangerous occurrence occurred when the
on counterbalance trucks. Drivers were injured in welds on a shift carriage failed.
6 (15%) of these accident/incidents, pedes-
trian/operatives in 5 (13%) and a lorry/visiting
driver in 1 (3%). Dangerous occurrences ac- Contact with overhead electricity
counted for 70% of these accident/incidents. Counterbalance
144. One dangerous occurrence involving contact
135. There were no consistent causal factors as- with overhead electricity was investigated in
sociated with these accident/incidents. However, which a counterbalance truck mast was raised
ineffective maintenance was given as a causal for maintenance purposes while the truck was
factor in 7 (18%) of accident/incidents. stationary.

136. Different parts and the number of times fail- All-terrain

ure/faults were investigated along with their 145. An all-terrain masted truck was travelling on
percentage of the total number of mechanical a construction site with a fully extended mast so
failure/fault accident/incidents investigated are as to carry a suspended load and contacted
given below: overhead electricity.
- chain anchorage 9 (23%)
- mast/carriage 7 (18%)
- attachment 7 (18%) Overturn
- fork 3 (8%) 146. Although overturn accounted for only 174
- lift/tilt mechanism 3 (8%) (14%) of all accident/incidents investigated it ac-
- braking system 3 (8%) counted for 16 (30 %) of all fatal accidents.
- steering system 3 (8%)
- transmission system 2 (5%) 147. Annex 16 gives a breakdown of the num-
- trailer/container floor 2 (5%) bers of overturning accidents/dangerous occur-
rences against the nature of overturn and truck
Reach type involved.
137. Six mechanical failure/faults were investi-
gated on reach trucks. Three involved mast fail- 148. Lateral overturn accounted for 85% of over-
ures, one due to mast lift hose failure, another turning accidents/incidents, forward 15% and
when a mast reach mechanism pulled out of its rearward less than 1%.
guides and the third when a mast upright frac-
tured. Another involved chain failure due to lack
of lubrication. In 2 of these accident/incidents the

11
149. The reasons for lateral overturns varied with supporting a skip.
the type of truck.
158. Two dangerous occurrences involving for-
150. Rearward overturn occurred in only 1 acci- ward overturn occurred when picking loads off
dent when a counterbalance truck was reversed racking. One when the load was being picked off
over the edge of a loading bay. the racking with the mast at full height and one
when the forks caught in the racking as the truck
151. On all trucks forward overturns usually oc- reversed. The catching of the forks caused the
curred due to overload. They also occurred when mast to oscillate in forward/reverse direction as
masted trucks hit overhead objects while travel- the forks released from the load/racking thus
ling or when a load close to the actual capacity of causing dynamic overload. Dynamic overload
the truck was being carried and it moved on the also occurred when a truck was driven away from
forks effectively overloading the truck. a stationary position in reverse with a bottom de-
livery hopper supported by the forks.
152. Variable reach trucks accounted for 15% of
all overturning accident/incidents and 16% of the 159. Two dangerous occurrences involving for-
overall trucks in use. However, 67% of overturn- ward overturn occurred when trucks were travel-
ing accidents/incidents on this type of truck were ling in reverse and their raised masts struck
dangerous occurrences. overhead objects.

153. All-terrain, container handler, pedestrian 160. One dangerous occurrence occurred due to
controlled, reach, side loader and side reach a skip being loaded while on the forks of a
trucks accounted for 14% of all overturning acci- parked truck leading to overload and forward
dents/incidents and 33% of the total number of overtun of the truck.
trucks in use.
Rearward overturn
154. Only 7 (4%) accident/incidents involved pe- 161. Rearward overturn was investigated in only
destrians, one being a visiting lorry driver. one accident/incident. This occurred when a
counterbalance truck reversed over the edge of a
Counterbalance loading bay.
155. Counterbalance trucks accounted for 70%
of all overturning accidents/incidents although Lateral overturn
they represented only 47% of the total number of 162. A total of 103 lateral overturning acci-
trucks in use. Of the 122 accidents/incidents dents/incidents occurred on counterbalance
investigated 103 (84%) involved lateral overturn, trucks. Also, this type of accident accounted 84%
18 (15%) involved forward overturn and only 1 of all overturning accidents/incidents on counter-
accident (1%) involved a rearward overturn. This balance trucks.
occurred when a truck reversed off the edge of a
loading bay. 163. The majority of lateral overturns occurred
when trucks were travelling between 2 locations.
Forward overturn Turning with a raised load and turning sharply
156. On this type of truck 83% of forward over- were given as causal factors in a significant
turns investigated involved dangerous occur- number of these overturns. Excess speed was
rences. Only 6% involved major injuries and no also given as a causal factor in 43% of these ac-
fatal accidents were investigated. It seems likely cidents/incidents when trucks were turning. How-
that the risk of injury in a forward overturn is sub- ever, it was rarely mentioned in acci-
stantially less than in a lateral overturn. Neverthe- dent/incidents when the truck was travelling but
less major injuries did occur. not turning.

157. Forward overturns in loading/unloading op- 164. Fatal injuries were sustained in 9 (9%) of
erations occurred primarily because the trucks lateral overturns. Fatal injuries often occurred
were operating with a raised load and overload when the driver tried to jump clear of the truck as
often occurred when the mast was tilted forward. it overturned and they got trapped between the
Accidents/incidents were recorded on flat and truck and the ground.
level surfaces and, sometimes, when the trucks
started to descend a downhill slope. A common 165. Seventeen (10% of the total number of over-
reason for these accidents was the load slipping turning accident/incidents) occurred when lorries
forward on the forks when the mast was tilted for- or trailers drove away and caught the truck forks
wards. One such accident occurred when a truck or load during loading/unloading operations. In
was parked on a level surface and the mast tilted 35% of these accidents the driver generally in-
forward with the forks at full height while support- curred over 3 day injuries. However, 1 fatal and 1

12
major accident were investigated. 174. Gradients and overload were given as
causal factors in 88% of the loading/unloading
166. Loss of control when travelling forwards accidents/incidents investigated and when trucks
down ramps or overload when reversing up were stationary carrying out lifting operations.
ramps accounted for 17% of accidents/incidents Level consolidated ground was not mentioned in
involving counterbalanced trucks. Overturns oc- any of the accidents/incidents. Although trucks
curred on fixed ramps/inclines, mobile lorry load- were overloaded longitudinally they often turned
ing ramps and ramps leading into ships holds at over laterally because they sunk into soft ground
docks. Causal factors were slippery ramps and or they were being operated on gradients.
the truck being braked and turning on the ramp.
175. In the 6 accidents when trucks were ma-
167. Driving over potholes or uneven ground noeuvring 5 (83%) involved trucks operating on
when trucks were turning while travelling was gradients. The other involved the truck being
given as a contributory factor in 14% of overturn- driven off a roadway into unmade ground.
ing accidents/incidents.
176. One lateral overturn occurred when a pass-
168. Overturning accidents/incidents on counter- ing vehicle struck the raised boom of a parked
balance trucks occurred on level ground as well truck.
as uneven ground and gradients.
Pedestrian controlled
Variable reach 177. Seven accident/incidents involved pedes-
169. A total of 27 overturning accidents/incidents trian controlled trucks (6 stackers and 1 pallet).
were investigated on variable reach trucks. This Accident/incidents were attributed in general to
equates to 15% of all overturning acci- lateral overturns that occurred when stacker
dent/incidents on all types of truck. Dangerous trucks were being manoeuvred or turned with the
occurrences accounted for 18 (67%) acci- load raised. Only 1 of these accidents involved
dent/incidents on variable reach trucks. injury, i.e. an over 3 day injury, to the driver.

170. Drivers were involved in 7 (78%) of the 9 178. Five (71%) of the seven accidents/incidents
overturning accidents that resulted in injury. Fatal involving overturn were dangerous occurrences
or major injuries were sustained in 67% of these and only 1 involved a major injury. This occurred
accidents. Two pedestrians suffered major inju- when a pallet truck was descending a ramp and
ries in overturns during loading/unloading opera- the driver braked and swerved to avoid running
tions into a doorway. This would indicate that the risk
of injury in a pedestrian controlled truck overturn
171. Travelling, manoeuvring or reversing with a is substantially less than on other types of pow-
raised load or turning unladen with the boom ered truck.
raised were given as causal factors in 15 (56%)
of overturning accidents/incidents involving vari- All-terrain
able reach trucks. Handling dynamic loads when 179. Lateral overturns occurred when trucks
manoeuvring or travelling was given as a causal were travelling or tuning on slopes. In 5 (83%) of
factor in 27% of these accident/incidents. the 6 accidents/incidents investigated the driver
was injured and in 2 accidents they suffered ma-
172. Soft and uneven ground or potholes/edges jor injury. There were no fatalities.
were given as causal factors in 67% of acci-
dents/incidents when trucks were travelling or 180. Downhill gradients were given as causal fac-
turning while travelling tors in 4 (67%) along with braking system failures
in 3 (50%) of the 6 accidents/incidents investi-
173. Eight, i.e. 30% of the total number of gated. Lack of maintenance was given as a
overturning accident/incidents on variable reach causal factor in 2 (33%) of the acci-
trucks, occurred when trucks were carrying out dents/incidents and 1 dangerous occurrence oc-
loading/unloading operations and when they were curred due to lack of traction when a truck was
lifting lowering loads when stationary. Soft ground descending a slope in adverse weather condi-
and gradients were given as causal factors when tions.
trucks overturned laterally as the boom was ex-
tended. Often, trucks were placing objects on or Reach
removing objects from scaffolding when overturn 181. All 4 accidents/incidents investigated on
occurred. In one accident the truck was not han- reach trucks involved forward overturn due to
dling a load, i.e. it was not loaded, when the overload. Typically the truck tipped forward when
boom was extended. the mast was overloaded in an extended position.

13
182. Drivers sustained injuries in 2 accidents as 191. A total of 69% of lifting/lowering load acci-
the truck rear wheels impacted the ground after dent/incidents involved waste disposal. Two of
the load slid off the forks as the truck overturned these accident/incidents involved fatal accidents
and when the truck suddenly tipped forward dur- to people who fell while standing on the forks or
ing loading/unloading or stacking operations and an object on the forks of the truck in order to
the driver was flung out of the truck cab. empty waste into skips. A further 9 major or over
3 day accidents occurred when people were
Container handler standing on the forks or objects on the forks for
183. Four accident/incidents were investigated. the same reason.
In 2 (50%) of accident/incidents the driver was in-
jured. The other 2 involved dangerous occur- 192. Accident/incidents occurred when the peo-
rences. ple fell from the forks or because objects on the
forks overbalanced or slid off the forks while the
184. In all 4 accident/incidents the trucks were people were standing on them.
turning with raised containers. In 1 the container
contained water making it into a dynamic load. In Working on lorry back/ramps/dock levellers
2 others the truck hit a pothole while turning and 193. Thirteen (35%) accident/incidents occurred
in the forth the mast was tilted forward while de- when counterbalance and pedestrian controlled
scending a slight incline. trucks were operating on lorry backs, dock level-
lers or mobile ramps. Accidents occurred when
Side loader the lorry and ramp or dock leveller moved apart
185. Three accidents/incidents were investigated and the truck fell into the gap created.
on side loaders. In one an unladen truck was ne-
gotiating a tight turn. Uneven ground was given 194. Causal factors associated with these acci-
as a contributory factor. In the second mechani- dents were that:
cal failure of the tilt ram mechanism caused the - the lorry drove away while being loaded,
ram to dig into the ground while the truck was - the lorry/trailer moved because the parking
turning. In the third the truck slid off a ramp while brake had not been applied when pallets
being unload from a low loader. were being pushed onto it,
- the rotating truck wheels pushed the
186. In all 3 accidents the driver was injured. lorry/trailer away from the ramp or dock lev-
Two accidents involved major injury. eller while the truck was reversing off it, and
- mobile ramps were pushed away from lor-
Side reach ries/trailers by the rotating trucks wheels as
187. One accident was investigated on a side the truck drove forwards off the ramp and
loader. The truck overturned when it was travel- onto the lorry/trailer back.
ling due to being overloaded by a truck mast that
was suspended from the forks. The nature of 195. One accident/incident occurred when a pe-
suspension made the mast into a dynamic load destrian propelled pallet truck was being
and the forks were at full height. pulled/pushed onto a lorry back and the lorry
drove away.

Slip/trip/fall Passengers
188. Of the 40 accidents/incidents involving 196. Five people were injured when they were
slips/trips/falls 33 (83%) involved counterbal- standing on objects that fell from the forks or they
anced, 4 (10%) pedestrian controlled, 2 (5%) pe- fell while standing on the forks of a travelling or
destrian propelled and 1(2%) all-terrain trucks. manoeuvring truck.
The driver was injured in 24 (60%) of these acci-
dents and pedestrian/operatives in 10 (25%). 197. Two accidents involved passengers who fell
off while standing on the load to balance it as the
189. Two accidents (5%) involved fatalities, 20 load was lifted or when the truck was moved un-
(50%) major injuries, 16 (40%) over 3 day injuries der power from a stationary position.
and 2 (5%) dangerous occurrences.
198. A lorry/visiting driver was injured when he
Waste disposal jumped onto and fell off the forks of a moving
190. Sixteen accident/incidents occurred when truck. An operative was injured when he fell of
the truck was stationary. Eleven of these acci- the counterweight of a truck while balancing the
dents involved people falling from the forks or ob- load being lifted.
jects on the forks while unloading waste from the
truck.

14
Struck by carriage or fork
Counterbalance Counterbalance
199. Two accidents were investigated. In both 207. Counterbalance trucks were involved in 71
accidents over 3 day injuries were sustained (77%) of the accident/incidents investigated. This
when the fork fell onto the persons foot who was is a disproportionately high number of acci-
changing it. The end stops were missing from the dent/incidents compared with the number of
carriage in both accidents. trucks in use. Counterbalance trucks represent
49% of the overall truck population.
200. A dangerous occurrence occurred when the
side shift fell off a truck while it was lift- 208. Of the 71 accident/incidents on counterbal-
ing/lowering a load. Lack of maintenance led to ance trucks 27 (38%) occurred when trucks were
mechanical failure of the mast/side shift. travelling. People walking close by trucks while
steadying the load were given as causal factors
All-terrain in 7 (26%) of these travelling accidents. Loads
201. A pedestrian/operative suffered major inju- falling from the forks when trucks are travelling
ries when struck by the falling mast of a truck. on gradients and uneven ground or when they
Improper use of the truck caused the lift/tilt drove over objects/debris on the ground were
mechanism to fail. given as causal factors in 6 (22%) accidents.

202. A driver dropped a fork onto his foot while 209. Twenty two (31%) of accident/incidents on
removing it from the fork carriage. The weight of counterbalance trucks occurred while they were
the fork was probably a causal factor. stationary or parked and lifting/lowering unstable
loads that fell. Causal factors in these acci-
dent/incidents were:
Struck by falling load - handling long, high or unbalanced loads,
203. A total of 92 accident/incidents were inves- such as metal fabrications, pipes and
tigated in which people were struck by loads that steel sections and machinery;
fell from trucks. - the forks of the truck not being adjusted
to an appropriate width for handling the
204. Struck by falling load accounted for 9 (17%) load;
of all fatal accidents. - the load slipping off the forks when the
mast was tilted forward because inap-
205. Pedestrian/operatives were injured in 72% propriate lifting techniques were used,
of accidents investigated, drivers 15%, e.g. a chain sling looped over a fork or
lorry/visiting drivers 9%, maintenance personnel an attachment that was not properly se-
2%. The remaining 2% of accidents involved 1 cured to the forks; and
accident to a member of the public in a scrap - overload that caused the truck to tip for-
yard when a load fell from a travelling truck and 1 ward.
involving a passenger who was standing on a
long load on the forks of a travelling truck with 210. Seventeen (24%) of accident/incidents oc-
the intention of steadying it.. The number of acci- curred when unstable loads fell from trucks in
dents to different people and overall proportions loading/unloading or manoeuvring operations.
by severity of injury are given below:- Lorry/visiting drivers were injured in 7 (41%) of
these accidents.
Nature of accident Number of accidents by
severity (%) Pedestrian propelled
Fatal Major Over 211. Six accident/incidents occurred while han-
3 day
dling unstable loads using pedestrian propelled
Pedestrian/operative 6 21 36
Truck driver 2 7 4 trucks. Causal factors were high loads and pull-
Lorry/visiting driver 1 6 1 ing or pushing trucks over uneven floors and
Maintenance personnel 2 gradients.
Passenger 1
Public 1 Variable reach
Proportion of accidents 10 43 47
by severity (%)
212. Variable reach trucks were involved in 5
(5%) of accident/incidents investigated. There
were no consistent reasons for these acci-
206. Lifting and handling unstable or unbal-
dent/incidents.
anced and, often, long loads were identified as
causal factors in 65% of accident/incidents inves-
Side loader
tigated.
213. All 4 accident/incidents investigated on side
loaders occurred while they were handling long or

15
out of balance loads in a stationary position. Type of truck Total Struck-by
no. of (moving truck)
No. of Propor-
214. Three pedestrian/operatives and one driver acci- tion of
were injured when they were close to the truck dents struck by
and the loads fell from the raised forks. In one of (%)
these accidents another side loader was being All-terrain 17 9 53
Articulated steer
lifted and in another boarding overbalanced be- 1 0 -
(masted)
cause it was too large to be handled by the length Container handler 4 0 -
of forks on the side loader. The driver was injured Counterbalance 812 417 51
after dismounting from the truck. Order picker 6 2 33
Pedestrian controlled 71 23 32
Reach Pedestrian propelled 30 9 30
Reach 48 20 42
215. Three accident/incidents were investigated. Side loader 22 7 32
One involved a high load falling from a truck dur- Side reach 6 5 83
ing loading/unloading operations because the Variable reach 52 31 60
forks were set too close together. Another in-
volved injury to an operative when press parts 221. Variable reach and all-terrain trucks had the
overbalanced on the forks while the operative highest percentage of struck-by moving truck ac-
was trying to steady the load as it was being re- cidents attributed to them (nominally 50-60% on
moved from the press. The third occurred when each). These trucks are intended for rough ter-
the mast of a truck hit an overhead door lintel rain use and are widely used in house building
while the truck was travelling. and agriculture.

Pedestrian controlled 222. Counterbalance trucks are used in a wide

216. A pedestrian/operative was injured while variety of industrial sectors inside and outside for
trying to steady a load as the truck was driven general materials handling purposes. Nominally
onto a lorry. 50% of accidents investigated on these trucks in-
volved people being struck by moving trucks.
Container handler
217. A container was dropped by a container 223. A generally lower proportion (30-40%) of
handler during stacking operations because a struck by moving truck accidents occurred on
hydraulic fault prevented full twistlock engage- reach, order picking, pedestrian controlled and
ment when the container was lifted. pedestrian propelled trucks compared with the
overall numbers for each truck type. These
trucks are widely used in warehouses and stor-
Struck by moving truck age areas involving goods in and goods out ar-
218. Struck by a moving truck was the most eas operations and, with the exception of order
likely cause of accident. It accounted for 524 ac- picking trucks, are also used in production envi-
cident/incidents, i.e. 44% of the total ronments where both pedestrian and truck move-
accident/incidents investigated, and 52% of ments are likely to be frequent.
struck by moving truck accident/incidents in-
volved fatal or major injuries. Additionally, 15 224. It is likely that the nature of site, factory or
(28%) of all fatal and 257 (48%) of all major injury warehouse controls combined with the design of
accident/incidents investigated involved people truck has a strong influence on the number of
being struck by moving trucks. Clearly, people struck by moving truck accident/incidents in the
being struck by a moving truck accounts for a different environments in which they are used.
highly significant proportion of all investigated
truck accidents. Counterbalance
225. Counterbalance trucks accounted for 8
219. Excluding dangerous occurrences, pedes- (15%) of all fatal and 207 (39%) of all major injury
trians were involved in 77% of struck by moving accidents investigated on all truck types. Also,
truck accidents, driver/operators 12%, they were involved in 80% of struck by moving
lorry/visiting drivers 7%, passengers 3% and truck accident/incidents investigated and ac-
maintenance personnel 1%. counted for 53% of fatal and 81% of major inju-
ries in this type of accident. By comparison,
220. The numbers of struck by moving truck ac- nominally 49% of trucks in use are counterbal-
cidents, excluding dangerous occurrences, com- ance.
pared with the overall number of accidents for
each truck type are given below:- Travelling or reversing
226. One hundred and sixty three (39%) of
struck by moving counterbalance truck acci-

16
dent/incidents involved trucks that were travel- ans 143 (88%), visiting/lorry drivers 8 (5%), pas-
ling, either forwards or in reverse, or they were sengers 6 (4%), truck drivers 3 (2%), mainte-
reversing a sufficient distance to be not classed nance personnel 2 (1%) and members of the
as manoeuvring. These accidents were split into, public 1 (<1%).
approximately, 52% moving forwards and 48%
moving in reverse. Loading/unloading, manoeuvring and stacking
231. Loading/unloading operations accounted for
227. Common areas where trucks were being 47 accident/incidents. In these accident/incidents
used when accidents occurred are: 28 pedestrians, 17 visiting/lorry drivers, 1 truck
- yards; driver and 1 maintenance operative were injured.
- loading/unloading areas, such as loading
bays and yards; 232. Manoeuvring accounted for 32 acci-
- vehicle routes, in warehouses and pro- dent/incidents. This equates to 8% of all struck
duction areas; by accident/incidents investigated on counterbal-
- ends of aisles, in warehouses, goods-in ance trucks. In all of these accident/incidents pe-
& goods-out areas and storage yards; destrians were injured.
- narrow route ways where pedestrians
and trucks need to pass, e.g. vehicle 233. Reversing trucks were identified as being
ramps; involved in 47% of loading/unloading, 53% of
- doorways, through which vehicles pass; manoeuvring, 100% of stacking acci-
dent/incidents. They were also identified as being
228. The most common causal factors and involved in 52% of accident/incidents when
number of times that they were given in accident trucks were moved under power from a station-
reports are: ary position and 53% of accident/incidents when
- workplace layout or rules, 72 (44%) trucks were turning.
- passing through doorway 35 (21%)
/curtain, 234. In 2 accidents pedestrians were struck by
- people moving into the 33 (20%) reversing trucks involved in stacking operations.
path of a truck, Workplace layout/rules were given as the pre-
- visibility, 28 (17%) dominant causal factor. Also, the same causal
- people walking/standing 18 (11%) factor was identified by inspectors as being rele-
alongside moving trucks, vant in 16 (50%) of manoeuvring acci-
- driving forwards with a 17 (10%) dent/incidents.
loaded truck,
- noisy or dark environment, 11 (7%) Stationary (powered movement)
- people steadying the load 9 (6%) 235. A total of 92 accidents/incidents occurred
while the truck is moving, when trucks were moved under power from sta-
- dismounting from a 6 (4%) tionary. This type of accident/incident represents
moving truck, and 22% of all struck by accident/incidents on coun-
- excess speed 5 (3%). terbalance trucks and 87% of these accidents in-
volved pedestrians.
229. In the accidents that were attributed to lack
of visibility the following were given as causal fac- 236. Pedestrians were injured by trucks reversing
tors:- from stationary in 43 (47%) of the above acci-
dent/incidents. The most common causal factors
Causal factor Proportion of associated with these accident/incidents and the
accidents in numbers of times the causal factors were given
which causal
factor referred
in the accident summaries associated with these
to (%) accidents are:
Drivers vision obscured by load carried 28 - workplace layout rules, 17 (40%)
Truck passing through doorway/curtain
25 - pedestrians being close 8 (19%)
or turning round blind corner to the truck when it
Injured person struck in narrow or con-
gested vehicle route
17 moves, and
Person moved in front of moving truck - pedestrians moving into 6 (14%)
16
or truck that was about to start the path of the truck as
Struck by reversing/turning truck 14 it moves.

237. In 21 (23%) accident/incidents when trucks

230. The number of people injured in struck by were moved under power from a stationary posi-
moving counterbalance truck accidents when tion the trucks were moved from stationary on full
trucks were travelling or reversing were pedestri- or part lock. In all of these accident/incidents pe-

17
destrians were injured. In all but one of these ac- trucks rolled away from a stationary position after
cident/incidents the pedestrian injured was close drivers had dismounted from them.
to the truck talking to the driver or was approach-
ing the truck when it moved. Pedestrians were in- 245. Major injuries were sustained in 50% of the
jured through contact with the truck and being above accident/incidents and over 3 day injuries
trapped against another object by the truck coun- in 42%. Two dangerous occurrences occurred
terweight. Serious injuries were sustained when when trucks rolled away and struck fixed objects.
pedestrians were caught between a rear steered
wheel of the truck and truck body and then run 246. Truck drivers were injured in 29 (76%) ac-
over. cident/incidents, pedestrian/operatives in 6 (16%)
and lorry/visiting drivers in 3 (8%).
238. Eleven (12%) accident/incidents were iden-
tified as occurring when drivers drove trucks for- 247. Truck drivers, pedestrian/operatives and
ward from stationary positions. A further 5 (5%) lorry/visiting drivers were injured when they were
accident/incidents occurred when trucks were trapped between the truck that had rolled away
moved under power from stationary in unspeci- and another vehicle or a fixed object. It is signifi-
fied directions. Pedestrians standing close to the cant that a substantial proportion, i.e. 16 (37%),
truck talking to the driver or approaching the of these accident/incidents occurred when other
truck as it moved were consistently given as vehicles were being loaded or unloaded.
causal factors in these accident/incidents.
248. The majority (84%) of accidents occurred
239. Truck drivers were injured in 4 accidents. In because the driver did not apply or adequately
three of these accidents drivers were reported as apply the parking brake before leaving the oper-
inadvertently contacting controls as they dis- ating position. Causal factors were given as driv-
mounted or when they were seated in the operat- ers not applying the parking brake in 20 (53%)
ing position with a limb positioned outside the accident/incidents or not adequately applying the
cab. Operation of the control would have made parking brake in 12 (32%) accident/incidents.
the truck move causing the driver or their limb to
be trapped against a fixed object 249. Gradients were given as causal factors in
16 (42%) accident/incidents. Leaving the truck
240. Lorry/visiting drivers were injured in 4 acci- ticking over after dismounting were given as a
dents. In 3 accidents the driver was struck when causal factor in 11 (29%) accident/incidents. By
the truck started to move in reverse, under comparison, ineffective or inadequate mainte-
power, with the truck driver in control. nance were mentioned as causal factors in only 5
(13%) accident/incidents.
241. One accident occurred when a truck moved
forward as a result of it being started by the per- Turning (while travelling)
son standing next to it. Another occurred when a 250. Counterbalance trucks that were turning
person standing next to the truck revved it up while travelling, were identified as being involved
causing movement from stationary. In both the in 39 (9%) of the total number of struck by acci-
parking brake was not applied. dent/incidents investigated on this type of truck.
These accident/incidents involved 1 fatal, 17 ma-
242. Two maintenance personnel were injured jor and 21 over 3 day injuries.
when they were working on trucks without isolat-
ing the transmission power source. One occurred 251. Pedestrian/operatives were involved in 32
when a direction control was inadvertently con- (82%), passengers in 3 (8%), truck drivers in 2
tacted and the other when a direction contactor in (5%) and lorry/visiting drivers in 2 (5%) of the
the transmission system was inadvertently oper- above turning while travelling accidents.
ated on an electric powered truck during mainte-
nance work. 252. Of the 32 turning accidents involving pedes-
trian/operatives 22 (69%) occurred when trucks
243. Two passengers were injured when they fell were travelling forwards and 10 (31%) when they
off trucks that were moved from stationary under were reversing.
the driver’s control. One accident occurred when
the truck moved in a forward direction and the 253. In the 22 accident/incidents when trucks
other in reverse. were moving forwards 9 (41%) involved pedes-
trian/operatives being struck or trapped by the
Moved from stationary (rolled away) rear end/counterweight or run over by the rear
244. Inspectors investigated 38 acci- wheel of the truck as it turned. In 6 of these acci-
dent/incidents (7% of all struck by moving truck dents the pedestrian/operatives were along side
accident/incidents) in which counterbalance the truck when it turned or they were approaching

18
the truck, often to make contact with the driver. In 261. The above accident/incidents involved 24
5 of these accidents it was identified that the pe- (77%) pedestrian/operatives, 6 (19%) truck driv-
destrian/operative had moved into the path of the ers and 1 (3%) lorry/visiting driver.
turning truck and in 7 accident/incidents work-
place layout/rules were given as a causal factor. 262. In 19 (61%) of accident/incidents the trucks
were moving under power in reverse, in 7 (23%)
254. In the 10 accident/incidents when trucks the trucks were moving forward under power and
were turning while travelling in reverse 4 (40%) in 5 (16%) the trucks rolled away from a station-
occurred as trucks passed through doorways or ary position.
entrances and in 2 (50%) of these acci-
dent/incidents the doorways had plastic strip cur- 263. The most consistent single reason for acci-
tains suspended in them. In 3 other acci- dent/incidents was trucks being reversed under
dent/incidents pedestrian/operatives moving into power from stationary. These 9 acci-
the path of reversing trucks were given as a dent/incidents represented 21% of all struck by
causal factor and in 2 workplace layout/rules was variable reach truck accident/incidents investi-
given as a causal factor. gated. In these accident/incidents 8 pedes-
trian/operatives were injured when they were ei-
255. In the 3 accidents involving passengers ther in close proximity to the truck as it started to
they jumped off trucks while they were turning. reverse or they moved or remained in the path of
Injuries were sustained when the passengers the truck as it reversed. In 1 accident a driver
were struck/trapped by the rear wheel of the was injured when he dismounted and caught his
truck or they were trapped between the truck rear clothes on the direction control causing the truck
end/counterweight and a fixed object. Two of to move under power.
these accidents occurred in yards and all 3 oc-
curred when the trucks were travelling forwards. 264. Seven accident/incidents (23% of all struck
by variable reach truck accident/incidents investi-
256. Both accidents to truck drivers occurred in gated) involved pedestrian/operatives who were
yards when the trucks were travelling forwards. struck by trucks that were travelling in reverse or
The drivers suffered over 3 day injuries when turning while travelling in reverse. Reversing out
they swerved and collided with other vehicles. In of site and narrow entrances or through con-
one accident excess speed and lack of visibility, gested sites were given as causal factors along
due to a high load being carried, were given as with workplace layout/controls.
causal factors. In the other workplace lay-
out/rules was given as the causal factor. 265. Six accident/incidents (19% of all struck by
variable reach truck accident/incidents investi-
257. Both accidents involving lorry/visiting drivers gated) occurred when trucks were travelling for-
occurred in yards. The lorry drivers were struck wards. A causal factor given in 2 accidents was
by trucks that turned around the ends of vehicles lack of driver visibility due to the load being car-
while the drivers were carrying out sheeting ried. In 2 of the other accident/incidents the peo-
operations. ple injured were either working or lying down on
the edge of the traffic route that the truck was
Truck on lorry back/ramp travelling on.
258. Three lorry/visiting drivers were injured
when they were standing in lorry backs while the 266. Four drivers who had dismounted from their
lorry was being loaded. trucks and a pedestrian were injured when trucks
rolled away from stationary. This type of acci-
259. One pedestrian/operative was injured while dent/incident represented 13% of all struck by
walking down a ramp as a truck reversed out of variable reach truck accident/incidents. In all of
the lorry. these accidents the parking brake was inade-
quately or not set. Lack of maintenance was
Variable reach given as a causal factor in 4 accidents. In one of
260. A total of 31 accidents (nominally 8 per the accidents the truck bucket was raised and
year) were investigated that involved people be- being loaded with rubble when the truck started
ing struck by variable reach trucks. Fatal injuries to move. In another, the truck was held stationary
were sustained in 6 (19%) of these accidents, on a slope by the lowered forks and someone
major injuries in 20 (65%) and over 3 day injuries raised the forks when standing adjacent to the
in 5 (16%). This would indicate that, compared truck.
with other types of truck, struck by variable reach
truck accidents are likely to result in a high pro- 267. Pedestrian/operatives were involved in 4
portion of fatal or major injuries. accident/incidents involving manoeuvring trucks.
This type of accident/incident represents 13% of

19
the total number of struck by variable reach truck against other objects.
accident/incidents investigated. In 3 of these ac-
cident/incidents the truck was manoeuvring in re- 277. In 5 accidents when trucks were travelling
verse and in 2 of these accident/incidents the in- pedestrian/operatives were injured. In these
jured persons bent down behind the truck as it accidents 3 occurred in production areas, 1 in a
was reversing. In the third accident of this type wide vehicle aisle and 1 in a loading bay. The
the driver watching the forks with the boom predominant causal factors identified were:
raised as the truck was reversed was given as a - pedestrian/operatives stepping into the path
causal factor. of moving trucks combined with workplace
layout/rules,
Pedestrian controlled - the driver being distracted when travelling
268. Twenty three struck by pedestrian controlled along the vehicle aisle, and
truck accident/incidents were investigated. Eight - lack of driver visibility due to a high load be-
(35%) of these accident/incidents occurred when ing carried.
the truck was being operated in pedestrian mode.
Fifteen (65%) occurred when the truck was being 278. One accident/incident occurred when the
operated in ride-on mode. truck was being turned at the end of a racking
aisle in a warehouse. Workplace layout/rules
Pedestrian operated were given as the predominant causal factor.
269. All 8 accidents investigated involved trucks
that were travelling or manoeuvring. Drivers were 279. In the 3 accident/incidents when the trucks
injured in 6 accidents and pedestrian/operatives were reversing 1 driver and 1 pedestrian were
in 2 there were no dangerous occurrences. Three trapped against other vehicles and a passing
of these accidents involved major and 5 over 3 truck struck a pedestrian. Workplace layout/rules
day injuries. and passing through a plastic curtain in a door-
way were given as causal factors.
270. Five (63%) of the above accident/incidents
occurred when trucks ran on trapping the driver 280. Four accidents were investigated in which 3
or a pedestrian/operative against another object pedestrian/operatives and a truck driver were
after the driver had released the tiller. In two of struck by trucks that were driven away from sta-
these accidents a loose or badly adjusted brake tionary under power (2 forwards and 2 reverse).
micro switch was given as a causal factor along Workplace layout/rules were given as causal fac-
with a lack of or ineffective maintenance. tors along with lack of visibility in one acci-
dent/incident due to a high load on the truck. It
271. In 2 accident/incidents the driver was in- was also evident that these accident/incidents
jured because they continued to hold onto the were partly caused by the number of vehicles
tiller after control was lost when they tripped or that were operating in the same area at the same
were walking alongside the truck. time.

272. One accident occurred because the driver Reach

lost control due to braking too late when ap- 281. Twenty struck by reach truck acci-
proaching a fixed object in a charging area. dent/incidents were investigated. 16 (80%) in-
volved pedestrian/operatives and 4 (20%) truck
273. Workplace layout/rules combined with a drivers.
noisy/dark environment were given as causal fac-
tors in one accident. 282. Of the 20 struck by reach truck accidents 6
(30%) involved major injuries and 14 (70%) over
Ride-on 3 day injuries.
274. Fifteen accident/incidents were investigated
(11 involved pedestrian/operatives and 4 drivers). 283. Fourteen i.e. 67% of the accident/incidents
Seven (64%) occurred when trucks were travel- investigated, occurred when trucks were travel-
ling. ling, turning while travelling or reversing a signifi-
cant distance. Pedestrian/operatives were injured
275. Of the 15 accidents investigated 3 (20%) iIn 11 accident/incidents and truck drivers in 3.
involved major injuries and 12 (80%) over 3 day
injuries. There were no dangerous occurrences. 284. When trucks were travelling forwards,
common causal factors were trucks passing
276. In 2 accidents when trucks were travelling through doorways/plastic curtains, people walk-
drivers were injured when they stepped off as the ing alongside trucks in vehicle routes and people
trucks were coming to a halt. The trucks contin- stepping into the path of moving trucks.
ued to move and the drivers were trapped

20
285. The 2 accident/incidents that occurred 294. One accident involved a pedes-
when trucks were reversing occurred in narrow trian/operative who was struck by a reversing
aisles. truck that was manoeuvring and a dangerous oc-
currence occurred when a manoeuvring truck
286. In the 5 accident/incidents that occurred was driven over the edge of a bank.
when trucks were turning, 2 occurred when driv-
ers dismounted from moving trucks and they Pedestrian propelled
were trapped between the truck and another ob- 295. In all 9 accident/incidents involving pedes-
ject as the truck ran on. In addition, a driver’s foot trian propelled trucks the person who was propel-
was run over as he dismounted from a forward ling the truck (the driver) was injured.
moving truck that was not turning.
296. Of the 9 accidents investigated 4 (44%) in-
287. Trucks being driven away from stationary volved major injuries and 5 (56%) over 3 day inju-
positions were involved in 5 accident/incidents. In ries.
3 accident/incidents the trucks were driven for-
ward and in the other 2 backward. Pedes- 297. In 6 (67%) accident/incidents a moving
trian/operatives close to the trucks when they powered truck struck the pedestrian truck driver
started to move were given as causal factors in 4 or truck.
(80%) of these accident/incidents. Also, drivers
being unfamiliar with the truck controls were 298. In 3 (33%) accident/incidents the pedestrian
given as contributory factors in 2 acci- truck rolled on when the driver tried to stop it and
dent/incidents. they were trapped against another object or were
run over.
288. One accident/incident occurred to a driver
when a truck rolled away non-powered from a Side loader
stationary position on a slope because the park- 299. Seven accident/incidents were investigated
ing brake had not been applied. of which 4 were identified as occurring in wood
yards. Five (71%) occurred when trucks were
All-terrain travelling. Three of these accident/incidents oc-
289. Ten accident/incidents were investigated in curred when pedestrian/operatives walked into
which 4 passengers, 4 pedestrian/operatives and the path of moving trucks and in only 1 of these
1 driver was injured. accident/incidents was the truck identified as
travelling in reverse. Workplace layout/rules were
290. Of the 10 accident/incidents investigated 7 given as causal factors in 3 of these acci-
(70%) involved major injuries, 2 (20%) over 3 day dent/incidents.
injuries and 1 (10%) a dangerous occurrence.
300. A pedestrian/operative was injured in a
291. All 4 passengers were injured when they fell congested storage bay when they were trapped
from the trucks on which they were riding. In 2 of between the truck and a fixed object as the truck
these accident/incidents the passengers were try- manoeuvred in reverse.
ing to climb onto the driver’s access steps to talk
to the driver while the truck was travelling. In the 301. A driver was injured when a truck rolled
other 2 they fell from the driver’s access steps away from stationary because the parking brake
while riding on the truck. had not been adequately maintained.

292. One pedestrian/operative was injured when 302. Of the 7 accidents investigated 1 (14% in-
they were struck by the truck rear end as it turned volved fatal injuries, 5 (71%) major and 1 (14%)
while travelling at speed. Another pedes- over 3 day.
trian/operative was struck by the rear end of the
truck when they moved away as the truck started Side reach
up from stationary and was turned on full or part 303. Five accidents were investigated. In all 5
lock. A third pedestrian/operative was struck by a accidents pedestrian/operatives were injured.
reversing truck in a dark environment.
304. Of the 5 accident/incidents investigated 1
293. The remaining accident/incident involved a involved major injury. The other 5 involved over 3
driver who was run over by a truck that rolled day injuries.
away from stationary after the driver had left the
operators position. The parking brake had been 305. In 3 accident/incidents trucks were turning
damaged previously due to it being left applied while travelling forwards. In the other 2 they were
when the truck was being driven.

21
reversing. trap, 9 (75%) involved fatal or major injuries. The
other 2 accidents involved 1 fatal accident and 1
306. In 3 accident/incidents when trucks were over 3 day accident when people reached
turning workplace layout/controls were given as a through the mast and operated the lift/lower con-
causal factor combined with the truck conducting trol causing the fork carriage to descend.
a tight turn when the pedestrian/operative was
close by the truck. 317. The causal factors associated with all mast
trapping accidents were that the mast tilt controls
307. In the 2 accidents when the trucks were re- were contacted when the truck engine was run-
versing one occurred when the truck drove ning. The injured person stood between the mast
through a plastic curtain in a doorway and other and overhead guard and contacted the control
when the truck reversed with a pedes- with their foot usually while standing on the truck
trian/operative close by. dashboard. In these accidents drivers often
climbed into the space between the mast and
Order picker overhead guard to put objects or materials, like
308. Two accident/incidents were investigated. cardboard or cling film, over the top of the over-
Both involved reversing man-up order pickers head guard to protect against rain when operat-
one in an aisle, the other at an aisle end. ing out of doors.

309. In both of the above accident/incidents pe- 318. The two accidents involving people reaching
destrian/operatives were injured and workplace through the mast occurred when the lift/lower
layout/rules were given as causal factors. control was contacted causing gravity descent of
the carriage. In one accident a maintenance
operative received fatal injuries and in the other a
Trapping/shearing/crushing driver over 3 day injuries.
310. Fifty-two trapping/shearing/crushing acci-
dents were investigated. No dangerous occur- Trapping between truck & another object
rences were investigated. 319. Seven accidents occurred when drivers (6)
or a passenger (1) trapped their hand or foot be-
311. The total number of accidents comprised 5 tween the truck and another object when the
(10%) fatal, 30 (58%) major and 17 (32%) over 3 truck was travelling. A common causal factor was
day injuries. that the driver was travelling with a limb outside
the truck operating position/cab.
Counterbalance
312. Counterbalance trucks were involved in 41 Truck lift mechanism
(79%) of accidents investigated, reach 4 (8%), 320. Four accidents were investigated when
pedestrian controlled 4(8%). The remaining 3 operatives trapped their hands in the truck lift
(5%) accidents involved 1 accident each on vari- mechanism while being raised or lowered on the
able reach, side loader and container handler forks or on an object on the forks. Not using a
trucks. properly designed working platform and standing
on the load to steady it were causal factors.
313. All 5 fatal accidents and 77% of major inju-
ries were sustained in accidents involving coun- Waste disposal
terbalance trucks. 321. Two accidents occurred when operatives
were tipping waste skip attachments mounted on
314. Twenty two (54%) of the accidents occurred the forks. Both occurred when the skip was being
when trucks were parked, 7 (17%) when travel- returned from its tipping position to its travel posi-
ling and 6 (15%) when lifting/lowering loads. tion.

Mast/carriage trap Reach

315. Fourteen accidents were investigated in 322. Four accident/incidents were investigated
which the driver, operative or maintenance on reach trucks. Two involved operatives trap-
operative were crushed between the mast and ping their hands in the lifting mechanism when
overhead guard or they were trapped by a de- they were either lifted on the forks or were stand-
scending fork carriage when reaching through ing on the load to steady it while it was being
the mast. lifted.

316. People being trapped between the mast 323. One accident involved a maintenance op-
and truck body/overhead guard accounted for 4 erative trapping their arm in the reach mecha-
fatal accidents and, in total, 12 of the above 14 nism during maintenance operations.
accidents. Of the 12 accidents involving mast

22
324. One accident involved a person being HSE inspectors have been taken into account.
trapped between a makeshift work platform that Local authority inspectors investigate industrial
was elevated to allow work to be carried out at truck accidents in the premises that they cover
height and a fixed object when the truck reversed but no detailed data was available for the pur-
from stationary. poses of root cause analysis. Nevertheless, the
data in this report gives a good indication of the
Pedestrian controlled relative numbers of the most serious accidents
325. Three accidents were investigated in which that are occurring and provides useful data to al-
2 operatives and 1 passenger were trapped be- low the most frequent and serious accidents to
tween the truck and another object. In one of be addressed.
these accidents the operative trapped their hand
against some racking while being lifted in a work- Nature of accidents
ing platform. In another an operative’s foot was 332. Fatal accidents occurred for the following
trapped between a descending load and the floor reasons:
and in the third an operative was steadying a load
being carried when the load moved and trapped Type of accident Propor-
them against another object while the truck was tion of
accidents
manoeuvring. (%)
Overturn 30
326. A driver of a ride-on truck was injured when Struck-by moving truck 28
he was trapped between a HGV and dock leveller Struck by falling load 17
because there was a gap between the dock level- Trapped by mast/overhead guard 9
Fall from height 6
ler and the truck fell into it while reversing out of
Low fall (waste disposal) 4
the truck back. Loss of control 2
Mechanical failure/fault 2
Variable reach Truck contacted object that struck person 2
327. A person was picked up by the grab at- Total number of fatal accidents 53
tachment on a variable reach truck when cutting
baler twine. Causal factors for the accident were 333. Fatal and major accidents occurred for the
lack of communication and lack of workplace following reasons:
rules.
Type of accident Propor-
tion of
Side loader accidents
328. A driver’ trapped his hand between the (%)
lengths of timber being loaded onto the truck and Struck-by moving truck 46
the window frame because he had his hand out- Overturn 11
side the cab. Struck by falling load 10
Fall from height 8
Trapping/shearing/crushing [incl. mast trap] 6
Container handler Collision with fixed object 5
329. An operative was injured while manually re- Slip/trip/fall [incl. waste disposal] 4
leasing a jammed sensor on a container handling Truck contacted object that struck person 2
spreader beam. Mechanical failure/fault 2
Collision with moving truck 2
Collision with stationary vehicle 1
Loss of control 1
DISCUSSION CO release 1
General Battery/wheel/tyre explosion 1
330. The survey identified that between 1 April Collision (overhead object) [incl. door lintel] 1
1997 and 31 March 2001 HSE inspectors investi- Steering wheel kickback <1
gated 1204 accident/incidents involving industrial Struck by fork while being removed <1
Total number of fatal & major accidents 585
lift trucks. These accident/incidents included 53
fatal, 532 major and 484 over 3 day injuries to
people. It also identified 135 dangerous occur-
334. It is worthy of note that 2 common reasons
rences. This equates to nominally 1 acci-
for accidents in the past have been reduced to
dent/incident for every working day over this pe-
less than 1% by the introduction of design safe-
riod.
guards that were brought about through technical
requirements in design standards (i.e. steering
331. The number of accident/incidents investi-
wheel kickback and forks falling from the car-
gated is substantially lower than the actual num-
riage during maintenance/setting operations).
ber in practice because, in general, only the most
severe and most frequent causes of accident are
investigated. Also, only accidents investigated by

23
People injured 338. It is apparent that pedestrian/operatives,
335. The most common reasons for accidents to drivers and lorry visiting drivers are the people
different classes of people were: most at risk from serious injury.

Pedestrian/operatives: Overturning
- Struck by moving truck 339. Although overturning accounted for only
- Struck by falling load 14% of all accidents/incidents investigated it ac-
- Fall from height greater than 2m counted for 30% of fatal accidents, i.e. the most
- Struck by object that truck contacted frequent cause of fatal accidents. Together,
- Trapped by a moving part of the truck or be- counterbalance and variable reach trucks ac-
tween the truck and another object counted for all fatal overturning accidents on
- Slip, trip or fall from height less than 2m trucks over the period of the survey. It can be
concluded that overturning of counterbalance
Drivers: and variable reach trucks are a major cause of
- Overturn fatal accidents.
- Collision with fixed object or other vehicle
- Struck by moving truck 340. In 35% of overturning accident/incidents in-
- Slip, trip or fall from height less than 2m vestigated inspectors reported that trucks were
- Being trapped by a moving part of a truck or being operated by untrained drivers. This is a
between a truck and another object substantially higher percentage than was given
- Struck by falling load for any other nature of accident/incident. This
emphasises the importance of drivers being
Lorry/visiting drivers: trained in the proper control and operation of
- Struck by moving vehicle trucks and understanding the stability limits as-
- Struck by falling load sociated with them.

Passengers Counterbalance
- Struck by moving vehicle 341. Overturning of counterbalance trucks ac-
- Slip/trip/fall from height less than 2m counted for 87% of all investigated fatal overturn-
- Trapping/shearing/ crushing ing accidents covered by the survey. A significant
percentage (53%) of these overturning accidents
Maintenance personnel involved lateral overturn when trucks were travel-
- Struck by moving truck ling or turning.
- Trapping/shearing/ crushing
- Explosion 342. A consistent causal factor contributing to
- Struck by falling load lateral overturning accidents was counterbalance
trucks being turned while travelling at speed with
336. Members of the public were injured in 2 ac- the forks/carriage raised. Accidents also oc-
cidents; 1 when a truck was delivering to a duty curred when trucks were turned sharply on flat
free area on a dock and the other in a scrap yard. and level ground unloaded with the forks in the
In both accidents the public mixed with trucks in recommended travel position. Other contributory
areas where there was little to no control of public factors that encouraged overturn were turning or
and vehicle movements. One trainer was injured loss of control on gradients or ramps, turning at
when demonstrating the use of emergency rope speed on uneven surfaces and trucks driving into
egress equipment for use on a man-up order potholes or over raised objects and trucks carry-
picker. It can be seen that the reasons for acci- ing dynamic or long unbalanced loads. Accidents
dents to different groups of people vary. commonly occurred when trucks were travelling
between 2 locations or when they were manoeu-
337. The number of accidents to the different vring, for example, in loading/unloading areas or
classes of people given above are: in open areas, such as yards. Fatal accidents of-
ten occurred in lateral overturns when the driver
Person Fatal Major Over Total tried to jump clear of the truck as it overturned
3 day and they got trapped between the truck mast or
Pedestrian/operative 22 322 277 621 overhead guard and the ground.
Driver 28 156 177 361
Lorry/visiting driver 3 28 18 49
Passenger 13 8 21
343. Over the period of the survey 17 lateral
Maintenance personnel 10 4 14 overturns involving counterbalance trucks oc-
Public 2 2 curred during vehicle loading/unloading opera-
Trainer 1 1 tions. Overturn occurred when the truck forks or
Totals 53 532 484 1069 load carried were contacted by the lorry being

24
loaded as it drove away. These acci- dynamic loads.
dent/incidents often involved curtain sided lorries.
Although, a high proportion of these acci- 348. Two lateral overturns occurred when trucks
dent/incidents (53%) involved dangerous occur- were parked. In one the boom of a parked truck
rences a truck driver was fatally injured in 1 acci- was struck by another passing vehicle causing
dent and in another a truck driver suffered major the truck to overturn and in the other a truck that
injuries. The likelihood of serious injuries in these was parked on an uphill gradient ran away be-
accidents appears to be lower than in lateral cause the parking brake had not been set or was
overturns when trucks are travelling or manoeu- inadequately set.
vring indicating that drivers are less likely to be
trapped between the truck and the ground in the All-terrain
event of overturn. Nevertheless there were 8 ac- 349. Drivers suffered major and over 3 day inju-
cidents (2 per year) in which people suffered in- ries when all-terrain trucks overturned on slopes.
jury. Downhill slopes were commonly involved in acci-
dents combined with braking system failures due
344. A lorry/visiting driver was injured when a to lack of maintenance and loss of control in ad-
counterbalance truck tipped forward during load- verse weather conditions.
ing operations trapping the driver between the
truck and a lorry. In 3 accidents pedes- Pedestrian controlled
trian/operatives were struck by travelling trucks 350. Accident/incidents generally involved
as they overturned. This indicates that people stacker trucks being turned with a raised load. In-
other than the truck driver can be injured in truck juries to people occurred in only 1 accident. It
overturns. seems likely that the risks are low on these
trucks because drivers can step off the truck in
Variable reach the event of overturn. Nevertheless, risks exist
345. A high proportion (67%) of variable reach for pedestrian/operatives and proper site controls
truck overturns involved dangerous occurrences. are likely to be needed to control risks where
A further 22% of overturning accidents on vari- these trucks have to negotiate blind and tight
able reach trucks involved fatal or major injuries. corners.
This compares with equivalent figures of 40%
dangerous occurrences and 43% fatal and major Reach
accidents for counterbalance trucks. It can be 351. Reach trucks are unusual in that overturn-
concluded that the likelihood of serious injury in a ing risks usually relate to forward overturn. Par-
variable reach truck overturn is less than that as- ticular care has to be exercised in ensuring that
sociated with a counterbalance truck. However the truck is not overloaded and the load is stable
the risks are significant because 2 drivers suf- when the forks/mast are extended, i.e. reached
fered fatal, 2 major and 3 over 3 day injuries and out and raised.
2 pedestrian/operatives received major injuries
when variable reach trucks tipped forward or Container handlers, side loaders and side
overturned laterally. reach
352. These are covered in paragraphs 183 to
346. Forward and lateral overturns occurred 187 of this report.
when trucks were stationary, often when they
were transferring loads from ground level to posi- Struck by moving truck
tions at height. Causal factors associated with 353. People being struck by moving trucks was
these accidents were overload as the boom was the most frequent cause of accident investigated
extended while handling a load and wheels sink- and the second most frequent cause of fatal ac-
ing into soft ground when raising and extending cidents. There were 523 accidents for this reason
the boom in both loaded and unloaded condi- and this equates to approximately 1 investigated
tions. A common factor that contributed to acci- accident every 2 working days over the period 1
dents was operating on cross gradients. April 1997 to 31 March 2001. A total of 49% of all
fatal, major and over 3 day accidents occurred
347. Lateral overturns occurred when trucks for this reason. It was highly significant that coun-
were travelling, manoeuvring, reversing and turn- terbalance trucks were involved in a dispropor-
ing. Causal factors associated with these acci- tionately high percentage of these accidents
dents were truck wheels being driven into exca- (76%) although it is estimated that they comprise
vations, ruts and soft ground. Other causal fac- only 49% of all powered trucks in use.
tors were trucks being operated, laden and
unladen, on cross gradients and uneven ground 354. Struck by moving truck accidents occurred
with their booms raised and sometimes handling on all types of truck. However, it was shown that
the proportion of struck by moving truck acci-

25
dents investigated on each truck type varied, as ing close to the sides of trucks, particularly when
follows: the truck turned and when they were walking with
- 50-60% variable reach and all-terrain, the truck to steady the load as the truck was
- 50% counterbalance, and driven forwards.
- 30-40% warehouse trucks (excluding coun-
terbalance) 358. Common areas where trucks were being
This indicates that the nature of site, factory, or used when accidents occurred are:
warehouse controls combined with truck design - loading/unloading areas;
and the nature of use of trucks would appear to - open areas, such as yards;
have a significant influence over the likelihood of - vehicle routes, in warehouses and pro-
a struck by accident occurring. duction areas;
- congested areas where vehicles and pe-
355. People were struck when trucks were: destrian/operatives mix (e.g. workshops);
- travelling between different locations, - ends of aisles in warehouses, goods-in &
- reversing, goods-out and stock holding areas;
- turning, - narrow route ways where pedestrians
- starting to move under power from station- and trucks need to pass, e.g. vehicle
ary positions ramps and aisles in storage areas;
- involved in loading/unloading operations, - doorways, through which vehicles pass;
- manoeuvring, and
- stacking. 359. In general, pedestrians were involved in
They also occurred when trucks rolled away from 77% of struck by accidents, drivers 12%,
stationary positions, while parked on gradients lorry/visiting drivers 7%, passengers 3% and
and when they were left stationary on the level maintenance personnel 1%. These percentages
with the engine running. change, however, depending on the truck opera-
tion at the time of the accident, for example,
Powered trucks under driver control struck by accidents to lorry/visiting drivers oc-
356. The direction of travel was not given in curred mainly during loading/unloading opera-
22% of the investigated accidents that involved tions.
powered trucks being moved under the driver‘s
control. Nevertheless, it was possible to identify 360. The reasons for and nature of struck by
that trucks being reversed while carrying out accidents vary with the type of truck involved, the
loading/unloading and stacking operations, ma- operations being carried out and where it is used.
noeuvring to change direction and starting to Further details of struck by accidents investigated
move under power from a stationary position on different types of truck are given in para-
were involved in 24% of investigated struck by graphs 219 to 310.
accidents in which the truck was moved under
power by the driver. Also, it was significant that in Trucks moving away from stationary posi-
64% of these accidents trucks starting to move in tions not under driver control
reverse from a stationary position were given as 361. Struck by moving truck accidents occurred
a causal factor. In addition, trucks reversing, turn- on counterbalance, all-terrain, variable reach,
ing and travelling significant distances in reverse reach and side loader trucks when they rolled
were identified as being involved in 20% of all away from stationary positions after the driver
struck by accidents when trucks were moved un- had alighted from the driving position. The major-
der power by the driver. It is apparent that trucks ity of these accidents occurred on counterbal-
manoeuvring in both restricted and open areas ance trucks (83%) and also variable reach trucks
and reversing significant distances are involved (11%). The other types of truck were involved in
in a substantial number of accidents. Also, that 1 accident each.
trucks reversing and turning in reverse from sta-
tionary positions under power are involved in a 362. A total of 46 accidents that occurred for the
significant proportion of accidents. above reasons were investigated over the 4 year
period of the survey and this equates to nearly 1
357. Trucks travelling forwards while manoeu- accident per month. These accidents involved 4
vring to change direction and in load- fatal, 20 major and 22 over 3 day injuries so they
ing/unloading and stacking operations and trucks are of particular concern.
travelling and turning while travelling in a forward
direction were identified as being involved in 33% 363. Struck by accidents occurred when trucks
of all struck by accidents when trucks were being moved because the parking brakes had not been
driven under driver control. Accidents occurred in applied or adequately applied before the driver
particular when people moved into the path of alighted. Trucks ran away when they were
moving trucks, when they were walking or stand- parked on gradients or when IC engine trucks

26
with torque converter drives were left running on accident every month between 1 April 1997 and
tick over on the level. 31 March 2001. This makes falls from height a
major reason for serious injuries.

Struck by falling load 371. Falls from height occurred almost exclu-
364. Struck by falling load was the third most sively on counterbalance, variable reach or reach
frequent reason for fatal accidents. It accounted trucks and, generally, for the same reasons. A
for 9 fatal accidents (nominally 2 per year). In- high percentage (93%) of accidents occurred
spectors also investigated 48 major injury acci- when people were lifted on the trucks forks or an
dents (1 per month) over the period of the sur- object on the forks such as a pallet or stillage.
vey. Only 1 accident occurred when a proper working
platform was being used in accordance with the
365. Pedestrian/operatives were injured in 72% guidance given in HSE Guidance Note PM28 and
of the accidents investigated often when they this occurred due to mechanical failure of the
were steadying high, unbalanced or long loads truck mast.
when trucks were lifting or travelling with them.
Common reasons for loads falling from forks 372. The one accident that did not occur for the
were metal to metal contact that allowed the load above reasons was when operatives were receiv-
supported or slung from the trucks to slip forward ing training in rope egress techniques by an in-
relatively easily when the mast was tilted and lat- house trainer. The trainer fell to the floor while
erally because the forks were too close together demonstrating the rope egress equipment and
for the length of load being carried. received major injuries. There was no failure of
the rope egress equipment so this raises poten-
366. All of the accidents to lorry/visiting drivers tial concerns over the specification of rope
occurred during lorry loading operations. Unsta- egress equipment on these machines and the
ble loads falling from the truck forks or lorry as competence requirements for trainers.
they were being placed on or picked up from lorry
backs were common reasons for these acci- Slip/trip/fall
dents. Waste disposal
373. Fatal, major and over 3 day accidents oc-
Trapping/shearing/crushing curred when trucks were used for waste disposal
Mast/carriage trap purposes. Accidents generally occurred when
367. Four fatal accidents (1 per year) occurred drivers or operatives fell from less than 2 m
when drivers and operatives climbed between the height from the forks of trucks or objects on the
mast and overhead guard of counterbalance forks while emptying waste into skips or other re-
trucks, often to place materials on the overhead ceptacles. A total of 14 accidents occurred of
guard to protect the driver from rain when using which 2 involved fatal and 9 major injuries. This
the truck out of doors. This is a major cause of is a significant reason for serious injuries with
fatal accidents. A fatal accident also occurred one fatal or major accident nominally every 4
when a maintenance operative reached through months over the period of the survey.
the mast of a counterbalance truck and con-
tacted the mast lower control causing the car- Working on lorry backs/ramps/dock levellers
riage to descend under gravity. 374. Counterbalance and pedestrian controlled
trucks were involved in 13 accident/incidents that
Other trapping/shearing/crushing accidents were investigated by inspectors between 1 April
368. Trapping shearing crushing accidents oc- 1997 and 31 March 2001. Accidents occurred
curred when operatives trapped their hands in when lorries drove away while being loaded, lor-
the lifting mechanism while being lifted on the ries moved because their parking brakes had not
forks or objects on the forks of trucks. Operatives been applied when pallets were being pushed on
and drivers also trapped their hands when return- by a truck, the rotating truck wheels pushed the
ing waste disposal skips mounted on trucks to lorry/trailer and ramp or dock leveller apart while
their carrying position after tipping waste. the truck was reversing off and mobile ramps
were pushed away from lorries/trailers when
369. Additional information on trap- trucks were driven off the ramp and onto the
ping/shearing/crushing accidents is given in lorry/trailer.
paragraphs 313 to 332.
Mechanical failure/fault
Fall from height 375. There were no consistent reasons for this
370. Inspectors investigated 3 fatal and 44 major type of accident/incident. However, ineffective
injury accidents involving falls from height over maintenance was mentioned as a causal factor in
the period of the survey, i.e. 1 fatal or major injury

27
18% of accident/incidents investigated. and reverse directions through doorways.

376. Of the 53 mechanical failure/fault acci-

dent/incidents investigated 64% involved danger- Object that moved and struck a person
ous occurrences and 17% fatal or major injuries. 384. Accidents often occurred in production and
It can be concluded that the likelihood of serious storage areas when objects were being picked
injuries in this type of accident/incident is rela- up or deposited or when objects were positioned
tively low. in or overhung traffic routes and they were struck
by travelling trucks.
377. The majority of failure/faults investigated in-
volved the lifting parts of trucks, e.g. chain an- 385. Pallets, bins and stacks that moved and
chorages, masts, attachments and forks. Fail- contacted people or that collapsed or moved and
ure/faults also occurred in braking and transmis- contacted other objects as they were being
sion systems and vehicle backs when trucks picked up or deposited were involved in a num-
were running on them during loading/unloading ber of accidents. Bins and other objects that were
operations. struck by passing trucks were also often involved
in accidents.
Collision with
Fixed object Loss of control
378. Drivers were often injured on seated trucks 386. Accidents due to loss of control often oc-
when they had their limbs outside the operator’s curred when trucks were travelling on downhill
position and on pedestrian controlled ride on gradients. Slippery surfaces were often men-
trucks when their legs were trapped against tioned in these accidents and accidents often oc-
raised objects as the truck was being manoeu- curred when the driver attempted to turn the truck
vred or when the truck ran on after they dis- while travelling downhill after control was lost.
mounted. In addition, being trapped between the
truck and another object either because the 387. Lack of maintenance leading to braking or
driver’s limbs were outside the operator’s position transmission system failures were given as
or because they were dismounting as the truck causal factors in a few accidents.
came to a halt was a common reason for acci-
dents on reach trucks Harmful release
CO release
379. A common reason for accidents was trucks 388. The majority of these accidents involved
striking vertical objects, such as columns and CO exhaust releases from LPG powered trucks
walls, when they were travelling or reversing and when they were being used in poorly ventilated
often when turning. confined areas such as cold stores.

Moving vehicle LPG release

380. Collisions with other trucks often occurred 389. Accidents usually occurred during refuelling
in loading bays, yards, warehouses and stock operations as the LPG hose was disconnected
holding areas. Trucks travelling through door- from the truck cylinder.
ways around aisle ends, through and in con-
gested thoroughfares and across vehicle cross- Battery fumes
ings were often mentioned as contributing to the 390. One driver suffered exposure to harmful
accident along with lack of workplace rules and fumes when he was operating a counterbalance
poor driver visibility due to workplace layout. Driv- truck immediately after it had been charged.
ing forward with a large load obscuring the
driver’s vision was given as causal factor in some Explosion
accidents. Battery explosion
391. Accidents occurred in battery charging ar-
Stationary vehicle eas when operatives placed or dropped metal
381. Accidents usually occurred when trucks objects on top of batteries and when loose con-
were being manoeuvred while carrying out work nections sparked. They also occurred on moving
activities in congested areas where other trucks trucks due to loose connections that sparked
or vehicles were parked. when trucks were in use soon after their batteries
had been charged.
Overhead object
382. The most common reason for accidents 392. A few battery explosions occurred when
was truck masts striking raised roller shutter trucks were being jump started.
doors or door lintels while travelling in forward

28
 trian/operatives, truck drivers and lorry visiting
Tyre/wheel failures drivers.
393. Maintenance personnel and others were in-
jured when split rim wheels separated violently 399. The distribution of investigated accidents by
while tyres were being replaced or the wheels severity shows that 5% involved fatal injuries,
were being removed from trucks. They also oc- 50% major injuries and 45% over 3 day injuries.
curred when locking rings were ejected from in- This shows a high proportion (55%) of serious in-
correctly assembled split rim wheels that had juries in the accidents investigated.
been fitted to trucks in use. Visiting tyre fitters
rather than authorised FLT service engineers 400. Comparing the numbers of accidents re-
were involved in a significant number of these ported to HSE involving industrial lift trucks with
accidents. the overall numbers of reported accidents for
transport in general it can be seen that nominally
Steering wheel kickback 14.5% of transport accidents involve industrial lift
394. Only 2 accidents involved steering wheel trucks.
kick back. This is a substantial reduction com-
pared with the number that occurred in the past. 401. The ratio of fatal, major and over 3 day ac-
Standard requirements that have encouraged the cidents was similar for both lift trucks and trans-
fitting of power steering on trucks have elimi- port in general. This would indicate that the na-
nated many of these accidents. One accident oc- ture of accidents is a major influence on the na-
curred as a result of a fault on the power steering ture of injuries sustained. Consequently, it is rea-
unit and the other when the truck ran over a pot- sonable to suggest that common lessons can be
hole while travelling on a roadway. learnt from similar types of accident on different
types of works transport.
Struck by fork while being removed
395. Over 3 day injuries were sustained when 402. The most common reasons for accidents
forks were pulled off the end of the carriage while were:
being adjusted for spacing or being removed. - being struck by a moving truck (49%);
This is a small number of accidents and is likely - collision with a fixed object, moving vehicle
to be so small because of standard requirements or an object that moved and struck a person
introduced previously for end stops on carriages (13%);
to prevent forks from being inadvertently pulled - overturn (9%);
off. - struck by falling load (8%);
- fall from height (5%);
Ergonomic - being trapped by a moving part of the truck
396. Over stress injuries occurred when pedes- or between the truck and another object
trian propelled trucks were being moved on un- (5%); and
even or slippery surfaces, often with heavy loads - slip/trip/fall from a height of less than 2m
on the trucks. (4%).

397. Drivers of counterbalance trucks received 403. Most accidents investigated involved causal
back injuries when they ran into potholes while factors that can be addressed by different combi-
reversing, i.e. with their backs twisted. nations of measures relating to truck design,
management control, work organisation and the
training of individuals. The common risk scenar-
CONCLUSIONS ios and corresponding causal factors identified in
398. Over the period 1 April 1997 to 31 March this report can assist in the identification of safety
2001 HSE inspectors investigated 1204 acci- measures to protect against the different types of
dent/incidents involving industrial lift trucks. This accident that commonly occur. However, the
represents nominally one investigated acci- suite of appropriate measures to protect against
dent/incident for every working day over this pe- different types of accident will vary with the acci-
riod. The accidents investigated involved 53 fatal, dent scenario and the causal factors involved.
532 major and 484 over 3 day injuries to people. Consequently it is important to take into account
Pedestrians or operatives affected by industrial the nature of accident and the nature of truck op-
truck operations, truck drivers, lorry/visiting driv- erations along with likely causal factors that can
ers, passengers on trucks and maintenance per- lead to risk in order to identify suitable control
sonnel were all involved as well as 1 member of measures.
the public. There were also 135 dangerous oc-
currences investigated. The majority (96%) of 404. The common risk scenarios and causal fac-
accidents investigated involved pedes- tors identified in this report were formulated using
data obtained from HSE inspector’s accident re-

29
ports. It was supplemented with intelligence
gained from external stakeholders and knowl-
edge obtained from HSE and industry working
groups. Many issues are currently being taken
forward by industry groups in order to bring about
improvements in health and safety. Any strategic
planning or initiatives within HSE will need to take
account of these developments and, as neces-
sary, developments in safeguarding techniques,
the state-of-the-art in available safety measures
and the likelihood of introducing workplace con-
trols. It is likely that developments in workplace
control measures will need to include training of
truck drivers and others in the nature of hazards,
causal factors associated with accidents and the
level of risk involved.

30
Annex 1 Search Criteria for FLT Accidents
Databases: Focus

Period covered by search:

- 01/04/97 to 31/03/01

Key words for text searches (see following whole words):

- lift truck
- LT
- fork lift
- FL
- flt
- FLT truck
- counterbalance truck
- rough terrain truck
- variable reach truck
- telehandler
- telescopic handler
- RT
- reach truck
- side lift truck
- side loader
- side loading truck
- container handler
- container truck
- pedestrian truck
- pallet truck
- stacker truck
- order picker
- order picking truck

31
Annex 2 Number of trucks in use and accidents/incidents investigated

Type of truck % of total truck Accidents Risk index

population & DOs
Truck Type investi-
of gated
truck
All-terrain (masted) 3.2 3.2 19 5.9
Articulated steer (masted) - - 2 -
Container handler Masted - - 7 -
Telescopic - - -
Counterbalanced Electric 3 wheel 9.1 48.7 212 4.4 18.6
(masted) Electric 7.5
4 wheel
LPG 13.4
Diesel 18.7
FLT (not specified) - - 694 -
Order picker Not 5.4 7.5 5 0.7
Specified
Man-up 2.1 3 0.4
Pedestrian Pallet 11.8 15.0 60 4.0
Controlled Stacker 3.2 17 1.1
Pedestrian pro- Pallet - - 28 -
pelled Stacker - - 2 -
Reach 8.6 8.6 53 6.2
Side loader 0.5 0.5 24 48.0
Side reach 0.5 0.5 7 14.0
Variable reach 16.0 16.0 71 4.4
(rough terrain)
Totals 100 100 1204

NOTE : Risk index (powered trucks only) = Number of accidents

% of truck population

32
Annex 3 Number of accidents/incidents by nature of accident (all trucks)
Key 1 = Fatal injury 2 = Major injury
3 = Over 3 day injury 4 = Dangerous occurrence (DO)

Fatal

Major

Over 3 day

DO

Totals
600
Collision Door lintel 2 1 1 4
D
524 Fixed object 28 26 4 58
3
2 Moving truck 9 19 28
500
1 Overhead object 3 2 5
Object hit person 1 11 32 1 45
Stationary vehicle 5 7 12
400 Contact (o/h electricity) 2 2
Ergonomic 7 7
No. of accidents

Explosion 6 7 1 14
300 Fall from height 3 44 7 54
Harmful release 4 9 1 14
Loss of control 1 4 4 3 12
Mechanical failure 1 5 8 31 45
200
Mechanical fault 3 2 3 8
Other 5 1 6
110 Overturn Not specified 3 5 9 21 38
92 Forward
100
5 2 18 25
58 54 52 Lateral 13 28 20 39 110
45 45 38 40
28 25 Rearward 1 1
12 7 14 15 12 8
4 5 2 6 1 2 5
0 Slip/trip/fall 2 20 16 2 40
Steering wheel kickback 2 2
Collision (door lintel)
Collision (fixed object)
Collision (moving vehicle)

Collision (o/h object)

Collision (object hit person)

Collision (stationary vehicle)

Contact (overhead electricity)
Ergonomic

Explosion
Fall from height
Harmful release

Loss of control
Mechanical failure

Mechanical fault
Other
Overturn

Overturn (forward)
Overturn (lateral)

Overturn (rearward)
Slip/trip/fall
Steering wheel kickback

Struck-by (carriage/fork)
Struck-by (falling load)
Struck-by (moving vehicle)

Trapping/shearing/crushing

Struck-by Carriage/fork 1 3 1 5
Moving truck 15 257 251 1 524
Falling load 9 48 32 3 92
Trapping/shearing/crushing 5 30 17 52
Totals 53 532 484 135 1204
-

33
Annex 4 Percentage of accidents/incidents by nature of accident
a) Percentage of total number b) Percentage of accidents/ c) Percentage of accidents/
of accidents/incidents incidents by each nature incidents by each severity
of accident of injury

Over 3

Over 3
Totals
Major
Over 3

Major
Totals

Fatal

Fatal
Major
Fatal

Totals
DO

DO
day

day
day

DO
Collision Door lintel 0.2 2.2 0.3 0.4 12.6 50 25 25 100 0.4 0.2 0.8 0.3
Fixed object 2.3 2.2 0.3 4.8 48 45 7 100 5.3 5.4 3.0 4.8
Moving truck 0.7 1.6 2.3 32 68 100 1.7 3.9 2.3
Overhead object 0.2 0.2 4.2 60 40 100 0.6 1.5 0.4
Object hit person 0.1 0.9 2.7 0.1 3.7 2 25 71 2 100 1.9 2.1 6.6 0.8 3.7
Stationary vehicle 0.4 0.6 1.0 42 58 100 0.9 1.4 1.0
Contact (o/h electricity) 0.2 100 100 1.5 0.2
Ergonomic 0.6 0.6 100 100 1.4 0.6
Explosion 0.5 0.6 1.1 43 50 7 100 1.1 1.4 0.8 1.2
Fall from height 0.2 3.7 0.6 4.6 6 81 13 100 5.7 8.3 1.4 4.5
Harmful release 0.3 0.7 0.1 1.2 29 64 7 100 0.8 1.9 0.8 1.2
Loss of control 0.1 0.3 0.3 0.2 1.0 8 33 33 26 100 1.9 0.8 0.8 2.2 1.0
Mechanical failure 0.1 0.4 0.7 2.6 3.7 2 11 18 69 100 1.9 0.9 1.7 23.0 3.7
Mechanical fault 0.2 0.2 0.2 0.7 38 26 38 100 0.6 0.4 2.2 0.7
Other 0.4 0.1 0.5 83 17 100 1.0 0.8 0.5
Overturn Not specified 0.2 0.4 0.7 1.7 3.2 14.5 8 13 24 55 100 5.7 0.9 1.9 15.6 3.2
Forward 0.4 0.2 1.5 2.1 20 8 72 100 0.9 0.4 13.3 2.1
Lateral 1.1 2.3 1.7 3.2 9.1 12 25 18 35 100 24.5 5.3 4.1 28.9 9.1
Rearward 0.1 0.1 0.1 100 100 0.2 0.8 0.1
Slip/trip/fall 0.2 1.7 1.3 0.2 3.3 5 50 40 5 100 3.8 3.8 3.3 1.5 3.3
Steering wheel kickback 0.2 0.2 100 100 0.4 0.2
Struck-by Carriage/fork 0.1 0.2 0.1 0.4 51.6 20 60 20 100 0.2 0.6 0.8 0.4
Moving truck 1.2 21.3 20.8 0.1 43.5 3 49 48 <1 100 28.3 48.3 51.9 0.8 43.5
Falling load 0.7 4.0 0.2 0.2 7.6 10 52 35 3 100 17.0 9.0 6.6 2.2 7.6
Trapping/shearing/crushing 0.4 2.5 1.4 4.3 10 58 32 100 9.4 5.6 3.5 4.3
Totals 4.4 44.2 40.2 11.2 100 100 100 100 100 100

34
 1204
Total

532
484
135
53
D = Dangerous occurrence (DO)
Variable reach

31
10
11

19

71
Variable reach Side reach

1
5
1

7
71

Side loader

13

24
8
1

2
Side reach
7

Reach

28
19

53
1

5
Side loader
24
Annex 5 Number of accident/incidents by truck type

Pedestrian propelled

2
Reach (stacker)
D
3
2
1

53
Pedestrian propelled

10
18

28
Pedestrian propelled (stacker)

2
(pallet)
Pedestrian propelled (pallet) Pedestrian con-

3 = Over 3 day injury

17
28

7
5
5
trolled (stacker)
Pedestrian controlled (stacker)
Pedestrian con-

17

25
34

60
1
trolled (pallet)
Pedestrian controlled (pallet)

60
Order picker (man-

1
1
1

3
up)

34
Order picker (man-up)

3
Order picker (not

1
2
1

5
Order picker specified)

2 = Major injury

322
296

694
FLT (not specified)

17

59
FLT (not specified)
694

Counterbalance

212
Counterbalance

83
73
21

35
212
Container handler

7
Container handler

4
3

7
Articulated steer (masted)

1 = Fatal injury
2
Articulated steer

1
1

2
All-terrain (masted)

19
All-terrain

10

19
6
1

2
0
800

700

600

500

400

300

200

100

Dangerous oc-
currence (DO)
Over 3 day
Key
Number of accidents

Totals
Major
Fatal
 100

Total

100
Total
100
100
100

100

15
44
14
27
Variable reach
5.9

Variable reach
20.8

14.1
5.8
2.1

Variable reach

14*
71*
14*
100
Side reach
Annex 6 Percentage of accidents/incidents by each truck type

0.6

Side reach
0.2
1.0

0.7
Side reach

100
54
33
Side loader

8
a) As percentage of total number of accidents/incidents investigated

2.0

Side loader
1.9

1.5
2.4
1.7
Side loader

100
53
36
Reach

9
4.4

Reach
1.9
5.3
3.9

3.7
Reach

* denotes number of accidents/incidents too small to provide reliable data

Pedestrian propelled

100

100
Pedestrian propelled
0.2

Pedestrian propelled (stacker)

(stacker)

0.
4
(stacker)
Pedestrian propelled

100
36
64
Pedestrian propelled Pedestrian propelled
2.3

(pallet)

3.7
1.9

c) Percentage by severity of injury for each truck type

(pallet) (pallet)
Pedestrian controlled

100
42
29
29
Pedestrian controlled Pedestrian controlled
1.4

(stacker)

1.0

3.7
1.3
(stacker) (stacker)
Pedestrian controlled

100
42
57
Pedestrian controlled

1
Pedestrian controlled
5.0

(pallet)

0.7
4.7
7.0
(pallet) (pallet)
Order picker (man-

33*
33*
33*
100
Order picker (man- Order picker (man-
0.3

35
up)

0.7
0.2
0.2
up) up)
Order picker (not

20*
20*
40*
20*
100
Order picker (not
0.5
Order picker (not specified)

b) Percentage by severity of injury

0.4

0.7
1.9
0.2
specified)
specified)

+ DO denotes dangerous occurrence

75.2

100
45
41
10
Counterbalance Counterbalance

4
76.3

69.6
71.6
76.1
Counterbalance

100
0.6

57
43
Container handler Container handler

0.8

2.2
Container handler
Articulated steer Articulated steer

50*
50*
100
0.2
Articulated steer

0.2

0.7
(masted) (masted)
(masted)

100
1.6

1.9
1.9
1.2

1.5

53
32
10
All-terrain All-terrain All-terrain

5
Over 3 day

Over 3 day
Totals

Totals
Major

Major
Fatal

Fatal
+

+
DO

DO
Annex 7 Nature of accidents to different people
Nature of accident Person injured
Pedestrian/ Driver/operator Lorry/visiting Passenger Maintenance
operative driver personnel
Number % total Number % total Number % total Number % total Number % total
Collision Door lintel 1 0.2 2 0.6
Fixed object 54 15.0
Moving truck 1 0.2 27 7.5
Overhead object 3 0.8
Object hit person 41 6.6 3 0.8
Stationary vehicle 1 0.2 11 3.1
Contact (o/h electricity)
Ergonomic 7 1.9
Explosion 6 1.0 4 1.1 3 21.4
Fall from height 50 8.1 1 0.3
Harmful release 5 0.8 9 2.5
Loss of control 9 2.5
Mechanical failure 4 0.6 9 2.5 1 2.0
Mechanical fault 2 0.3 3 0.8
Other 5 1.4
Overturn Not specified 16 4.5
Forward 2 0.3 4 1.1 1 2.0
Lateral 4 0.6 66 18.4
Rearward 1 0.3
Slip/trip/fall 10 1.6 24 6.7 1 2.0 3 14.3
Steering wheel kickback 2 0.6
Struck-by Carriage/fork 3 0.5 1 0.3
Moving truck 400 64.7 65 18.1 38 77.6 14 66.7 5 35.7
Falling load 63 10.2 13 3.6 8 16.3 1 5.0 2 14.3
Trapping/shearing/crushing 25 4.0 20 5.6 3 14.3 4 28.6
Totals 618 100 359 100 49 100 21 100 14 100

36
Annex 8 Fatal accidents for each truck type by nature of accident
Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Variable Total
terrain lated ainer -balance controlled propelled loader reach reach
steer handler Not Man Pallet Stacker Pallet Stacker
(masted) speci -up
fied
Collision Door lintel
Fixed object
Moving truck
Overhead object
Object hit person 1 1
Stationary vehicle
Overhead electric
Ergonomic
Explosion
Fall from height 2 1 3
Harmful release
Loss of control 1 1
Mechanical Failure 1 1
Fault
Other
Overturn Not specified 3 3
Forward
Lateral 11 2 13
Rearward
Slip/trip/fall 1 1 2
Steering wheel kickback
Struck Carriage/fork
by Falling load 7 1 1 9
Moving truck 8 1 6 15
Trapping/shearing/crushing 5 5
Total 1 38 1 1 1 11 53

37
Annex 9 Fatal, major & over 3 day accidents for each truck type by nature of accident

Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Variable Total
terrain lated ainer -balance controlled propelled loader reach reach
steer handler Not Man Pallet Stacker Pallet Stacker
(masted) speci -up
fied
Collision Door lintel 1 2 3
Fixed object 21 18 1 2 9 2 1 54
Moving truck 14 7 2 2 3 28
Overhead object 1 1 1 3
Object hit person 1 37 3 3 44
Stationary vehicle 8 1 1 2 12
Overhead electric
Ergonomic 2 4 1 7
Explosion 11 1 1 13
Fall from height 46 1 2 5 54
Harmful release 14 14
Loss of control 4 3 1 1 9
Mechanical Failure 1 8 1 1 3 14
Fault 4 1 5
Other 5 5
Overturn Not specified 2 2 10 1 2 17
Forward 3 2 2 7
Lateral 3 59 1 2 5 71
Rearward 1 1
Slip/trip/fall 1 31 2 38
Steering wheel kickback 2 3 2
Struck Carriage/fork 2 2 4
by Falling load 70 1 1 6 2 4 5 89
Moving truck 9 417 2 20 3 9 20 7 5 31 523
Trapping/shearing/crushing 1 41 1 3 4 1 1 52
Total 17 1 4 812 4 2 59 12 28 2 48 22 6 52 1069

38
Annex 10 Fatal and major accidents for each truck type by nature of accident

Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Variable Total
terrain lated ainer -balance controlled propelled loader reach reach
steer handler Not Man Pallet Stacker Pallet Stacker
(masted) speci -up
fied
Collision Door lintel 2 2
Fixed object 7 10 1 2 7 1 28
Moving truck 4 2 1 1 1 9
Overhead object 1 1 1 3
Object hit person 12 12
Stationary vehicle 3 1 1 5
Overhead electric
Ergonomic
Explosion 5 1 6
Fall from height 39 1 2 5 47
Harmful release 5 5
Loss of control 1 2 1 1 5
Mechanical Failure 3 1 2 6
Fault 2 1 3
Other
Overturn Not specified 1 7 8
Forward 1 2 2 5
Lateral 1 43 1 2 4 51
Rearward 1 1
Slip/trip/fall 1 19 1 1 22
Steering wheel kickback 2 2
Struck Carriage/fork 1 1
by Falling load 45 1 1 3 2 2 3 57
Moving truck 7 215 1 5 1 4 6 6 1 26 272
Trapping/shearing/crushing 28 1 2 3 1 35
Total 11 443 2 1 25 7 10 29 14 1 42 585

39
 Annex 11 Number of accidents/incidents by nature of operation (all trucks)
Key 1 = Fatal injury 2 = Major injury 3 = Over 3 day injury 4 = Dangerous occurrence (DO)

Fatal

Major

Over 3 day

DO

Totals
200
Coasting to a halt 3 3
Lifting/lowering load 4 31 17 19 71
D
Loading/ Not specified 5 22 24 14 65
3
unloading Forwards 6 9 2 17
2
Reversing 1 16 9 2 28
1 147 Manoeu- Not specified 23 16 8 47
150
143
vring Forwards 5 2 7
Reverse 19 9 4 32
No. of accidents

Not known 2 1 3 6
Other 2 1 1 4
105
100
Parked 13 57 30 5 105
93 Refuelling/recharging 2 5 7
89
Reversing 1 46 44 2 93
77
71 Stacking Not specified 1 1 3 7 12
65 Forwards 1 1 2 4
Reversing 6 1 2 9
50 47 44 Stationary Not specified 6 2 1 9
40
32 (powered) Forward 1 10 15 26
28 27 26 26 25 Reverse 2 40 31 4 77
17 19 Moved on full/part 1 12 14 27
12 9 9 12
7 6 4 7 8 lock
3 4 2
0 Stationary Rolled away 9 8 2 19
(non- Rolled forwards 3 11 11 1 26
Coasting to a halt
Lifting/lowering load
Loading/unloading
Loading/unloading (forwards)
Loading/unloading (reversing)
Manoeuvring
Manoeuvring (forwards)
Manoeuvring (reverse)
Not known
Other
Parked
Refuelling/recharging
Reversing
Stacking
Stacking (forwards)
Stacking (reversing)
Stationary (moved on full/part lock)
Stationary (powered forward)
Stationary (powered movement)
Stationary (powered reverse)
Stationary (rolled away)
Stationary (rolled backwards)
Stationary (rolled forwards)
Tandem lift
Travelling
Travelling (forwards)
Travelling (reverse)
Truck on lorry back/ramp
Turning
Turning (reversing)
Turning (travelling forwards)
powered) Rolled backwards 1 2 3 2 8
Tandem lift 2 2
Travelling Not specified 3 51 70 19 143
Forwards 7 65 68 7 147
Reverse 2 19 14 5 40
Truck on lorry back/ramp 11 12 2 25
Turning Not specified 1 7 3 1 12
Travelling forwards 3 33 43 10 89
Reversing 4 14 16 10 44
otals 53 532 484 135 1204

40
Annex 12 Percentage of accidents/incidents by nature of operation
a) Percentage of total number of accidents/incidents investigated b) Percentage of accidents/incidents for each nature of operation

Over 3

Over 3
Totals
Major

Major

Total
Fatal

Fatal
day

DO

day

DO
Coasting to a halt 0.2 0.2 Coasting to a halt 100 100
Lifting/lowering load 0.3 2.6 1.4 1.6 5.6 Lifting/lowering load 6 44 24 26 100
Loading/ Not specified 0.3 1.8 2.0 1.2 0.5 4.2 Loading/ Not specified 8 34 37 22 100
Unloading Forwards 0.5 0.7 0.2 1.4 unloading Forwards 35 53 12 100
Reversing 0.1 1.3 0.7 0.2 2.3 Reversing 4 57 32 7 100
Manoeu- Not specified 1.9 1.3 0.3 2.2 5.5 Manoeu- Not specified 49 34 17 100
vring Forwards 0.4 0.2 0.6 vring Forwards 71 29 100
Reverse 1.6 0.7 0.3 2.7 Reverse 59 28 13 100
Not known 0.2 0.1 0.2 0.4 Not known 33 17 50 100
Other 0.2 0.1 0.1 0.3 Other 50 25 25 100
Parked 1.1 4.7 2.5 0.4 8.7 Parked 12 54 29 5 100
Refuelling/recharging 0.2 0.4 0.6 Refuelling/recharging 29 71 100
Reversing 0.1 3.8 3.7 0.2 7.7 Reversing 1 49 48 2 100
Stacking Not specified 0.1 0.1 0.2 0.6 1.0 2.1 Stacking Not specified 8 8 26 58 100
Forwards 0.1 0.1 0.2 0.3 Forwards 25 25 50 100
Reversing 0.5 0.1 0.2 0.8 Reversing 67 22 11 100
Stationary Not specified 0.5 0.2 0.1 0.7 11.5 Stationary Not specified 67 11 22 100
(powered) Forward 0.1 0.8 1.2 2.2 (powered) Forward 4 38 58 100
Reverse 0.2 3.3 2.6 0.3 6.4 Reverse 3 52 40 5 100
Moved on full/part 0.1 1.0 1.2 2.2 Moved on full/part 4 44 52 100
lock lock
Stationary Rolled away 0.7 0.7 0.2 1.6 4.5 Stationary Rolled away 47 42 11 100
(non- Rolled forwards 0.2 0.9 0.9 0.1 2.2 (non- Rolled forwards 12 42 42 4 100
powered) Rolled backwards 0.1 0.2 0.2 0.2 0.7 powered) Rolled backwards 12 25 38 25 100
Tandem lift 0.2 0.2 Tandem lift 100 100
Travelling Not specified 0.2 4.2 5.8 1.6 11.9 17.4 Travelling Not specified 2 36 49 13 100
Forwards 0.6 5.4 5.6 0.6 12.2 Forwards 5 44 46 5 100
Reverse 0.2 1.5 1.2 0.4 3.3 Reverse 5 48 35 12 100
Truck on lorry back/ramp 0.9 1.0 0.2 2.1 Truck on lorry back/ramp 44 48 8 100
Turning Not specified 0.1 0.6 0.2 0.1 1.0 12.1 Turning Not specified 8 58 26 8 100
Travelling forwards 0.2 2.7 3.6 0.8 7.4 Travelling forwards 4 37 48 11 100
Reversing 0.3 1.2 1.3 0.8 3.7 Reversing 9 32 36 23 100
Totals 4.4 44.2 40.2 11.2 100.0

41
Annex 13 Fatal accidents for each truck type by nature of operation

Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Vari- Total
terrain lated ainer -balance controlled propelled loader reach able
steer handler Not Man Pallet Stacker Pallet Stacker reach
(masted) specified -up
Coasting to a halt
Lifting/lowering load 3 1 4
Loading/ Not specified 5 5
unloading Forwards
Reversing 1 1
Manoeuvring Not specified
Forwards
Reversing
Not known
Other
Parked 1 9 3 13
Refuelling/recharging
Reversing 1 1
Stacking Not specified 1 1
Forwards
Reversing
Stationary Full/part lock 1 1
(powered Forward 1 1
movement) Not specified
Reverse 2 2
Stationary (non- Rolled away
powered move- Rolled backwards 1 1
ment) Rolled forwards 2 1 3
Tandem lift
Travelling Not specified 1 1 1 3
Forwards 5 2 7
Reverse 1 1 2
Truck on lorry back/ramp
Turning Not specified 1 1
Reversing 3 1 4
Forwards 3 3
Total 1 38 1 1 1 11 53

42
Annex 14 Fatal, major & over 3 day accidents for each truck type by nature of operation
Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Vari- Total
terrain lated ainer -balance controlled propelled loader reach able
steer handler Not Man Pallet Stacker Pallet Stacker reach
(masted) specified -up
Coasting to a halt 2 1 3
Lifting/lowering load 1 1 37 1 2 1 8 1 52
Loading/ Not specified 41 1 2 1 3 3 51
unloading Forwards 13 1 1 15
Reversing 26 26
Manoeuvring Not specified 1 22 6 2 4 1 1 2 39
Forwards 7 7
Reversing 2 17 2 2 1 1 3 28
Not known 2 1 3
Other 2 1 3
Parked 2 85 1 1 2 2 7 100
Refuelling/recharging 6 1 7
Reversing 1 69 1 9 2 2 3 2 2 91
Stacking Not specified 1 4 5
Forwards 2 2
Reversing 7 7
Stationary Full/part lock 1 26 27
(powered Forward 20 2 3 1 26
movement) Not specified 6 2 8
Reverse 53 2 2 5 9 73
Stationary (non- Rolled away 1 13 1 2 17
powered move- Rolled backwards 5 1 6
ment) Rolled forwards 22 1 2 25
Tandem lift 2 2
Travelling Not specified 2 79 22 1 8 3 5 1 3 124
Forwards 2 1 115 3 1 7 3 8 140
Reverse 1 21 1 1 2 2 2 2 3 35
Truck on lorry back/ramp 18 2 1 1 1 23
Turning Not specified 1 10 11
Reversing 25 1 4 1 3 34
Forwards 4 57 3 1 2 8 1 3 79
Total 17 1 4 812 4 2 59 12 28 2 48 22 6 52 1069

43
Annex 15 Fatal and major accidents for each truck type by nature of operation
Nature of accident All- Articu- Cont- Counter Order picker Pedestrian Pedestrian Reach Side - Side Variable Total
terrain lated ainer -balance controlled propelled loader reach reach
steer handler Not Man Pallet Stacker Pallet Stacker
(masted) specified -up
Coasting to a halt 2 1 3
Lifting/lowering load 1 25 1 2 6 35
Loading/ Not specified 20 1 1 2 3 27
unloading Forwards 5 1 6
Reversing 17 17
Manoeuvring Not specified 15 4 1 1 2 23
Forwards 5 5
Reversing 1 11 1 1 1 1 3 19
Not known 2 2
Other 1 2
Parked 1 58 1 1 2 7 70
Refuelling/recharging 2 2
Reversing 34 6 1 1 2 1 2 47
Stacking Not specified 2 2
Forwards 1 1
Reversing 6 6
Stationary Full/part lock 1 12 13
(powered Forward 8 1 1 1 11
movement) Not specified 5 1 6
Reverse 31 2 2 7 42
Stationary (non- Rolled away 8 1 9
powered move- Rolled backwards 2 1 3
ment) Rolled forwards 11 1 2 14
Tandem lift 0
Travelling Not specified 2 36 6 1 3 4 2 54
Forwards 1 56 2 1 4 2 6 72
Reverse 1 13 1 1 1 1 1 2 21
Truck on lorry back/ramp 10 1 11
Turning Not specified 8 8
Reversing 11 1 3 1 2 18
Forwards 3 28 2 3 36
Total 11 443 2 1 25 7 10 29 14 1 42 585

44
Annex 16 Numbers of Overturning Accident/incidents For Each
Truck Type and the Consequences

a) Numbers of accidents/incidents
Truck type Nature of Severity of accident/incident Totals
overturn Fatal Major Over 3 Dangerous
day occur-
rence
All terrain Lateral 2 3 1 6
Container handler Lateral 2 2 4
Counterbalance Lateral 14 36 19 34 103
Forward 1 2 15 18
Rearward 1 1
Pedestrian controlled (pal- Lateral 1 1 4 6
let or stacker) Forward 1 1
Reach Forward 2 2 4
Side loader Lateral 2 1 3
Side reach 1 1
Variable reach Lateral 2 2 3 18 25
Forward 2 2
Totals 16 49 31 78 174

b) Percentage of overall numbers of accidents/incidents

Truck type Nature of Severity of accident/incident Totals
overturn Fatal Major Over 3 Dangerous
day occur-
rence
All terrain Lateral 1 2 1 4
Container handler Lateral 1 1 2
Counterbalance Lateral 8 21 11 20 59
Forward 1 1 9 11
Rearward
Pedestrian controlled (pallet Lateral 1 1 2 4
or stacker) Forward 1 1
Reach Forward 1 1 2
Side loader Lateral 1 1 2
Side reach
Variable reach Lateral 1 1 2 10 14
Forward 1 1
Totals 9 28 18 45 100

c) Percentage of accidents/incidents by severity for each truck and each type of overturn
Truck type Nature of Severity of accident/incident Totals
overturn Fatal Major Over 3 Dangerous
day occur-
rence
All terrain Lateral 33 50 17 100
Container handler Lateral 50 50 100
Counterbalance Lateral 14 35 18 33 100
Forward 9 9 82 100
Rearward 100 100
Pedestrian controlled (pallet Lateral 25 25 50 100
or stacker) Forward 100 100
Reach Forward 50 50 100
Side loader Lateral 67 33 100
Side reach 100 100
Variable reach Lateral 8 8 12 72 100
Forward 100 100
Totals 9 28 18 45 100

45
Annex 17 Counterbalance trucks : Struck-by (moving truck)

a) Numbers of accidents/incidents
Nature of operation Fatal Major Over 3 day Totals
No Total No Total No Total No Total
Loading/ Not specified 1 2 5 22 8 23 14 47
unloading Forwards 4 6 10
Reversing 1 13 9 23
Manoeuvring Not specified 8 21 3 11 11 32
Forwards 2 2 4
Reverse 11 6 17
Reversing 27 27 25 25 52 52
Stacking Reversing 2 2 2 2
Stationary Not specified 2 5 47 43 5 92
(powered Forward 1 5 9 15
movement) Reverse 27 21 48
Full/part lock 1 10 13 24
Stationary Not specified 2 8 17 5 19 13 38
(non-powered Rolled forwards 2 3 3
movement) Rolled backwards 9 11 22
Travelling Not specified 1 14 51 15 59 29 111
Forwards 1 31 38 70
Reverse 6 6 12
Truck on lorry back/ramp 3 3 1 1 4 4
Turning Not specified 1 2 17 21 2 49
Forwards 4 6 11
Reversing 1 11 15 26
Totals 8 207 202 417

b) Percentage by nature of operation

Nature of operation Fatal Major Over 3 day Totals
No Total No Total No Total No Total
Loading/ Not specified 13 25 2 11 4 11 3 11
unloading Forwards 2 3 2
Reversing 13 6 4 6
Manoeuvring Not specified 4 10 1 5 3 8
Forwards 1 1 1
Reverse 5 3 4
Reversing 13 13 12 12 12 12
Stacking Reversing 1 1 1 1
Stationary Not specified 25 2 23 21 1 22
(powered Forward 13 2 4 4
movement) Reverse 13 10 12
Full/part lock 13 5 6 6
Stationary Not specified 25 4 8 2 9 3 9
(non-powered Rolled forwards 25 1 1
movement) Rolled backwards 4 5 5
Travelling Not specified 13 7 25 7 29 7 27
Forwards 13 15 19 17
Reverse 3 3 3
Truck on lorry back/ramp 1 1 1 1 1 1
Turning Not specified 13 1 8 10 <1 9
Forwards 2 3 3
Reversing 13 5 7 6
Totals 100 100 100 100

46
Printed and published by the Health and Safety Executive
C30 1/98
Printed and published by the Health and Safety Executive
C2 09/03
 ISBN 0-7176-2754-3

SIR 60

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