2017 Visions Conference Presentation Presented by Peter Meredith

1. In Austratlia
Working at Height in Australia, Loading and
Unloading of Timber Roof Truss and Wall Frames
Peter Meredith
E: Peter.j.Meredith@hotmail.com
Paper Presented at the
25th
SIA Visions Conference
Toowoomba, Queensland, 22-23 May 2017

2. page 1 of 12
Working at Height in Australia, Loading and Unloading of Timber Roof Truss and Wall Frames
Peter Meredith
Abstract
The transport industry in Australia has significant problems with working from heights. In the nine years
from 1 July 2003 to 30 June 2014, 65% of all worker fatalities in the transport industry involve a vehicle
with 24 workers dying following falls from vehicles and 11 % of all work-related deaths from falls.
The loading and unloading of materials across the country by semi-trailer and body trucks are a necessity
in almost every industry. The timber industry relies on road transport to carry many varied items from
small boxes, packs of timber to large roof trusses and wall frames. The drivers of these semi-trucks and
body trucks are expected to perform loading and unload activities of these materials in varied and
difficult situations.
Many drivers believe working from on top of the trailer or the top of a load as a necessary part of their
job and one that cannot be changed. A detailed analysis of the risks associated with work at heights
while loading and unloading manufactured timber roof trusses and wall-frames is required to develop
methods of effectively controlling these risks proactively, in consultation with engineering software
designers, manufacturers and the transport drivers they contract.
Keywords: timber and hardware, roof trusses, wall frames, transport, working at height, trailers, falls
from height
Introduction
A typical process for the drivers involved with loading and unloading timber roof trusses and wall frames
can be generally described as follows. When loading is completed the driver needs to restrain or tie
down the load for transport. During the tie down process the driver will require access to the load to
straighten the tie downs, untwist or move tie downs to avoid damaging the product when tensioned.
They usually access the load a number of ways via the front of the trailer or via ladders attached to the
sides or rear of the trailer. With timber trusses and wall frames it may not always be easy to access the
trailer via ladders due to the irregular shapes and dimensions of the load.
When the trailer is loaded with timber trusses and frames the tie down process may expose the driver
to the edge of the load, significant openings in the load and unstable surfaces. The risk of falling off or
through the load is high given the research on falls from trucks. Kines (2003) found that four out of the
five falls from trucks had been during routine tasks. This correlates with the research by McCay (2008)
where he found 36% of falls are from the driver accessing the trailer to check loads, 25% to secure the
loads and 11% while loading or unloading which are considered routine tasks by most drivers. The risk
associated with the task is not only within the injury statistics but also within the study by Shibuya et al
(2010) where 33.3% of injuries resulted from stepping off an edge and 27% from a wrong footing.
Timber roof trusses and wall frames are not flat, level and solid surfaces to walk on. Many timber roof
trusses and wall frames have many large and small openings with limited surface area available for foot
placement.
The drivers when surveyed in the study completed by McCay (2008) had been asked “what could be
done to reduce the need to access the load”, generally replied it would not be possible to stop
completely and some jobs could not be done completely from the ground. In the study performed by
Spielholz et al. (2008) falling from heights barely rated in the perceived injury risks for both employers
and employees with manual handling rating the highest and falls had been included in slips and trips
which rated as a lower risk with mainly looking towards walkways and docks as the cause. In the same
study the injuries associated with falling from height was considered high by the drivers in comparison

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to the company (Spielholz et al. 2008). Transport operators accept that working on the trailer as part of
the job and they all expressed a dislike in doing it (Spielholz et al. 2008). They would generally prefer
not to work at height but do not see how it can be stopped while they are required to maintain their
time schedule (McCay 2008).
To date the only document which discusses the prevention of falls in the timber truss and wall-frame
industry was developed in 2005 by Worksafe Victoria. The guide provides generic advice on accessing
the trailer and unloading on the delivery site. The guide has a number of good suggestions such as pre-
slinging loads and work platforms. Pre-slinging loads when done correctly can reduce the requirement
to access the trailer while on the delivery site and is currently a primary method of risk reduction by a
number of companies.
The transport industry in Australia has significant problems with working from heights (Safe Work
Australia 2013). Until more recently falls from trucks has received less attention that falls in other
industries such as construction. Shibuya et al (2010) in a study of accidents in the transport industry in
Denmark noted that 63 incidents of the 136 in the study related to a fall from heights.
The final report from Workplace Health and safety Queensland campaign 2015, “Preventing falls from
trucks”, highlighted:
• 3100 serious injuries resulted from falls from trucks between 2009 and 2011
• 71% of the risks of falling were around working on or around the trailer
• The risk of falls from trailers was associated with:
• poorly designed ladders or steps,
• climbing at height onto the trailer to secure the load,
• climbing on the top of the trailer where there are unprotected openings.
(WHSQ, 2015)
The results from this WHSQ campaign are similar to those found in a study from Jones & Switzer-
McIntyre (2003). The study of worker’s compensation data from Washington State in the USA by Jones
& Switzer-McIntyre (2003) had shown that 49% of falls had been from the trailer with 60% of those falls
3 metres or less from the ground. The study also determined an 85% chance of significant injury from
falls of 3 metres or less.
Drivers are aware there is the possibility of injury when working at height on the trailers. However, the
driver may not perceive the risks associated with working at height while loading or unloading timber
roof trusses and wall frames are as high as the injury and mortality rates suggest they should. A detailed
analysis of the risks associated with work at heights while loading and unloading manufactured timber
roof trusses and wall-frames is required to develop methods of effectively controlling these risks
proactively, in consultation with engineering software designers, manufacturers and the transport
drivers they contract.
What is a fall – how does it
The potential energy from the height of the person is converted into kinetic energy under the influence
of gravity (Darçın & Darçın 2016). The deceleration at the moment of impact transfers the kinetic energy
to the ground where the equal amount of energy is transferred back to the body, where it reabsorbs
thus generating the injuries (Darçın & Darçın 2016).
The World Health Organisation provides this definition of a fall:
A fall is defined as an event which results in a person coming to rest inadvertently on the ground or
floor or other lower level. Fall-related injuries may be fatal or non-fatal though most are non-fatal.
(World Health Organisation 2016)

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Dictionary.com defines fall as:
to drop or descend under the force of gravity, as to a lower place through loss or lack of support.
http://www.dictionary.com/browse/fall
Research done by Zecevic et al. (2006) found very different meanings and understanding for a fall from
different groups of people. The study by Zecevic et al. (2006) focused on the meaning of fall for research
into falls of the elderly. They found that the elderly had a different meaning of a fall than that of many
of the researches in the field. This may question the definition, meaning or perceived meaning of what
a fall may be to any person or group of people.
In 2015, Safe work Australia released a model code of practice on managing falls, this model code
included the definition of fall.
Fall means a fall by a person from one level to another (SWA 2015, p. 4)
The model code further explains the risk of a fall,
Risk of a fall means a circumstance that exposes a worker while at work, or other person while
at or in the vicinity of a workplace, to a risk of a fall that is reasonably likely to cause injury to
the worker or other person. This includes circumstances in which the worker or other person
is: … (SWA 2015, p. 4)
Drivers can fall due to many conditions such as environmental conditions, slippery load or footings,
haste, inattention, tripping on the load or other items, uneven loads and improper footwear (McClay
2008). When you consider the number of times a driver may climb onto a load, which may vary from a
few times a day to as many time as 20 or more times, each time exposing themselves to the
aforementioned risks, it is reasonable to consider more minor falls that are not recorded.
A number of studies and statistics point out that a fall from almost any height has the potential to cause
injury or death. Between 2003 and 2011 in Australia, 11 workers died from a fall of 1 meter or less and
113 (55.6%) from between 1 metre and 4 metres (SWA 2013). The risk of falling 3 meters or more while
tarping or restraining loads is possible and it can be very difficult to prevent. The geometry of the
trailers, structure of the load, varied unloading locations and the drivers need for mobility to complete
the task makes it difficult to apply fall restraints to prevent accidents. (Lan, Daigle & Lafrance 2000; Ellis
2008)
Many industries have worked on way to minimise the risks of falling from a trailer during normal
operations. Some of the solutions include:
• Guardrails
• Catwalks either beside the trailer or on the trailer
• Overhead horizontal life lines
• Overhead cranes and hoist
• Movement limiting devices or restraints. (Ellis 2008; Kulkarni et al. 2010)
All of these options have their benefits in the given situation and generally rely on workplace systems
and accessibility to the fixed structures or mobile plant. These are effective solutions at depots, loading
bays and controlled environments. The difficulty for the transport timber truss and wall fame would be
difficulty to provide on the delivery site. The unloading is generally done from the delivery site or from
the side of the road to the delivery site.
The study by Lan, Daigle & Lafrance (2000) on wood chip trucks in Canada found the tarping process for
the wood chip trucks was changed to allow the operator to move the tarps from ground level. However,
this was not always successful as the designs did not always work as intended. The systems would stick

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when moving the tarps and some had been difficult to operate or use. It was also found that due to the
nature of the load, the environmental condition and the tarping systems itself, the drivers still needed
to work at height to un-jamb the trap mechanisms, check the load, level the load and for general
cleaning (Lan, Daigle & Lafrance 2000).
Falls from height
Falls from height is a leading cause of death and serious injury in many industries (Chi, Chang & Ting
2005; Kines 2002, 2003; Lan, Daigle & Lafrance 2000; Jones & Switzer-McIntyre 2003). In the nine years
from 1 July 2003 to 30 June 2012 65% of all worker fatalities in the transport industry involve a vehicle
with 15% of fatalities involving loading and unloading operations (Safe Work Australia 2014a). 28
transport workers died involving falls from height, loading or unloading items from a truck accounted
for 12 of the fatalities, 5 workers involved with repairs and maintenance, 3 driving and the remainder in
other activities. (Safe Work Australia 2013)
Road and rail transport drivers recorded the highest falls-related incidence rate with 3.9 serious claims
per 1000 employees over the three years 2008–2011(Safe Work Australia 2013).
120 people died from work related injuries in 2010 to 2011,
• 18 from falls
• 34 related to transport occupations
• 10 were in the transport industry (Safe Work Australia 2012)
From 2003 to 2014, 11 % of all work related deaths had been from falls with 38% of theses deaths from
vehicle incidents. (Safe Work Australia 2014a)
Over the past 10 years Workplace Health and safety regulators and industry bodies in Australia have
targeted the transport industry in a number of campaigns and generated some guidance material based
on the results.
Australian Steel Institute 2011, Preventing falls off trucks
Preventing falls off trucks was developed by Australian Steel Institute and Worksafe NSW in 2011. An 8-
page document with a number of sections which provides steps that can be taken to reduce the chance
of falling off a truck. The document includes a number of case studies to help the reader understand
the context of the messages. The document provides guidance on the use of ladders, platforms and fall
restraint systems and is set out in sections recommending approved work practices for each. The
sections are as listed below:
1. Avoid getting up at all
2. Use fall protection systems
3. Wear head protection and chin straps
4. Never step backwards
5. Never tensions chains close to the edge
6. Always keep your head above your shoulders
7. Never climb over tarps
8. Never jump
9. Take 2
Worksafe NSW 2015 Potentially fatal falls from flatbed trucks.
Worksafe New South Wales has produced a safety video targeting falls from flatbed trucks. The footage
discusses a number of steps that can be taken to reduce the risk of falls with the main step being to
work from the ground wherever possible.

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Worksafe NSW 2005, National falls from heights in the heavy vehicle sector report
National falls from heights in the heavy vehicle sector report, was a joint review involving regularity
body’s in Australia at the time. The review concentrated on the car carriers, tankers and livestock sector
of the transport industry. The review was to find best practices across the country and locate target
areas for improvement. A number of improvements in the targeted sector have been shown in the
years following this review.
Some of the key findings included:
Car carriers sector:
The report found access and egress during the loading and unloading of cars to need attention.
Drivers had been often required to stand on areas that were unprotected from the risk of falls.
Deficiencies in traffic management policies and producers. The report did find that some companies
have already introduced guard rails around many of the trailers improving fall protection
Tankers sector:
The report found most of tankers had hand rails fitted to top of tank, fall restraint systems and/or
stairways added to the trailers however some issues with maintenance and functionality of
protection systems had been discovered.
Livestock sector:
The report found that many employers rely on employee’s skill and experience to minimise the risk
of falls. Some of the newer trailers had fall restraint systems installed by manufacturer which mainly
consisted of lanyard anchor points for fall restraint harnesses. The top canter catwalks used during
many operations, such as inspections, loading and unloading, had no guard rails attached. The
report also found a need for improvement in the unloading/loading and transfer of cattle.
The report also provides a number of solutions for accessing the trailer and load through fixed and
mobile solutions ranging from overhead lanyard points, walkways to portable fences and catch nets.
Worksafe NSW 2014, Safety in the road freight transport industry
This guide covers a number of areas and was produced partly from the guides in Queensland and
Victoria. The section on falls from heights does not add any information not already available in the
other publications. Within this guide and all the others is the emphasised need to work from the ground.
If that is not possible the use of a fall protections system or a fall restrain system is required. It does
add the reminder that a rescue procedure must be in place if using a fall arrest system
Other publications include:
Worksafe Queensland
• Onsite Traffic Management and pedestrian safety 2016
• Preventing falling from trucks, 2013 and 2014
• Safe handling when securing loads on trucks safety campaign, 2012
Workcover New South Wales
• Road freight transport action plan 2013-2014
• Safety in the road freight transport industry
Worksafe Victoria

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• Prevention of Falls in The Transport of Roof Trusses and Wall Frames 2005
• Prevention of falls in the transport of livestock 2005
• Prevention of falls – trucks 2005
• Preventing fatalities in the transport and storage industries – No-one should die at work
2002
Safe Work Australia
• Work health and safety in the road transport industry 2013
The serious claims rate for the Australian transport industry for 2007-08 was 28 claims per 1,000
employees compared to the lower Queensland state average of 18 claims per 1,000 employees (WHSQ
2013). Recommendations in the Workplace Health and safety Queensland Safe handling when securing
loads on trucks 2012 safety campaign final report included:
Target supply chain industries to eliminate or minimise risks associated with the loading and
unloading of trucks. This should include highlighting the requirement that persons conducting a
business or undertaking (PCBUs) consult, cooperate and coordinate activities with others in the
supply chain.
Incorporate reference to the activities associated with securing loads into future campaigns
including those which focus on falls, muscular stress and being hit by objects. (WHSQ 2012)
Fall injuries
An interesting case study completed by Zasa (2015) of a 16-year-old male falling 15 metres onto a hard
surface and walking away raises the question of how people are injured or killed from a fall. The fact
that this 16-year-old survived was found to be a rare exception as the mortality rate from a height of 15
metres was reported to be 72% and those that survived had serious lifelong injuries (Zasa 2015).
A number of other studies found a different conclusion to lesser heights. A study by Osifo, Iribhogbe,
Idiodi-Thomas (2010) concluded that heights above 6 metres to be unlikely survivable. The study done
by Liu et al. (2009) is at odds with the Osifo, Iribhogbe, Idiodi-Thomas study with a 23% rate of fatality
at above 6 metres. The study by Liu et al. (2009) had determined that the data may be at the lower side
of the fatality rate as it was using hospital admissions only within the study. In the study conducted by
Lapostolle et al. (2004) the rate of mortality was higher at 34% from a fall height of 3 to 4 metres. The
mortality rate at the scene of the fall was 22% with the remainder dying in hospital.
All of the studies found a number of similarities with those who fell to their deaths. These included that
the majority of those that fell were male, with a median age of 40 and suffered head injuries and or
cervical injuries due to the fall. The study by Risser et al. (1996) also concluded a greater risk of mortality
for males over 50 and a significant risk of mortality at heights below 3 metres when a head injury is
involved. This evidence of head and cervical injuries was also noted in the study done by Risser et al.
(1996) and included in the results from a study by Hino (2012). Hino (2012) found the same conclusion
for head and cervical injuries with this study being the only one where a suggestion of further research
into protective equipment should be done to prevent or minimise head and cervical injuries.
McClay (2008) places the average age of drivers in the USA at 45 and an article in the Age newspaper
on the 5th
May 2016 by Adam Carey places the average age of Australian drivers at 47(Carey 2016).
McClay (2008) also noted that motor performance for people begins to decline at around 50 and the
National Institute for Occupational Safety and Health reported:
Even minor declines in balance, coordination, and reaction times associated with the normal
aging process may result in increased risk of falls from ladders among older workers. (NIOSH
2000, p. 19)

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The study on slips trips and falls completed by Kemmlert & Lundholm (2001) also concluded that older
workers were proportionally higher in the accidents rates than younger workers. Climbing ladders or
climbing up loads is the normal way many drivers access their trailers. The average drivers age in
Australia is 47 years this would possibly increase the risk of a fall while accessing the load or trailer for
a large proportion of the Australian drivers.
Kemmlert & Lundholm (2001) also concluded that an orderly and clean workplace would reduce the
incidents of slips, trips and falls for all workers. While a trailer may have packs or boxes of items in what
could be considered an orderly fashion it would not be considered an orderly workplace when walking
or climbing on the load.
Risk Perception
Many drivers are exposed to the risk of falls during their daily work. This repeated exposure, the
absence of consequences and the end result of financial gain by completing the work on time may
attribute to the possible low perception of the risk posed by working at height. Drivers often perform
tasks that are time based and a quick turn-around is encouraged. This may give rise to workers cutting
corners to achieve the goal – faster it gets done – the more that is done – the more money they may
make (Claussen 2001). The drivers are generally aware of the possibility of injury but may see the reward
outweighs the risks. Past behaviour and exposure to risks play an important role in risk perceptions
(Nicholson et al. 2005). If the driver works at height on the trailer often without consequence they will
be less likely to perceive the risks of falling.
A study by Kines (2002) found majority of severe injuries of construction workers who fell through roofs
occurred in the mornings and believes this may be the result of over confidence in the common use of
personal fall protective equipment which decreased the perception of the fall risk. Morgan and Stevens
(2008) study of SCUBA divers had shown that repeated exposure to high risks with no or minimal
consequences increases the person’s perception of competence and decreases their perception of the
risk. Contrary to this the study by Holgate and Clancy (2009) found exposure to high risk with probable
serious consequences or close proximity to loss of life during exposure to the high risk work increases
the person’s perception of risk. This increased perception of risk resulted in a heightened situation
awareness and an increased ability to identity risk more readily (Holgate & Clancy 2009).
Most of the driver’s work is completed as routine tasks. Kines (2003) determined non-routine tasks had
more attention paid to the possibility of risk than routine tasks. When actions are often repeated
without harm or believed to have some tangible reward for doing them such as saving time or social
acceptance they tend to be not seen as a problem or risky (Kines 2003). The study concluded risk is
generally underestimated, especially with routine tasks and where risk assessments were performed on
routine tasks they tended to be based on group discussions, 2nd
hand information and hearsay rather
than facts and objective review (Kines 2003).
Hu et al. (2015) found that time pressures and emotions are two important factors on risk decision
making. Positive emotions such as achievement or the expedience of gain may increase the likelihood
of at risk decisions and time pressure has a similar effect. In general, unsafe behaviour is rarely punished
when it produces a result which is favourable to either the person or their employer (Kines 2003).
In the study by Spielholz et al. (2008) it was found that the perception of injury risks, safety solutions,
safety culture and accident causes differed widely between the drivers and their employer. In general,
the drivers attributed falls and other injuries to the physical conditions such as slippery ladders and
decks or working areas, where as the employer attributed the same accidents to driver behaviour
(Spielholz et al. 2008).
Two interesting results from the survey conducted by Spielholz et al. (2008) had been to two of
questions.

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1. Taking risks is considered part of the job,
2. Workers expect they will be involved in an accident or be injured in the next 12
months.
Employers replied to the question 11% and 2% respectively in the affirmative but drivers replied 31%
and 42%. There is a significant disparity in the answers from the two groups which agrees with study
by Zhao et al (2016) that separation from the risk reduces the perception of the risk. The drivers
consider that performing normal or daily tasks has risks and to get the job done they may be expected
to ignore or not consider the risks.
In the study by Yun, Lee, & Kang (2016) they found that generally important decisions about risk are not
always made by the people who have to deal with them. The decisions are made by specialists or others
separated from the risk such as managers, safety professionals or consultants. People with higher
education background or specialists in their field tend to have lower risk perception of the perceived
risk than others when considering the same risks (Yun, Lee, & Kang 2016). The same differences in risk
perception was found by Zhao et al. (2016) where different groups of people doing the same tasks or
faced with the same risks perceive the risks differently.
Throughout the study by Kines (2003) it was found most drivers would recognise the hazard and explain
the risks but very few would recognise the need for risk controls. To increase the recognition for risk
controls by providing information, instruction or training about the risk would change their perception
of the risk (Yun, Lee, & Kang 2016). While information and training may educate people about a risk
many personal traits may seem to have greater influences.
Nicholson et al. (2005) suggests the propensity of risk taking is strongly attached to your personality,
with psychological factors and personality seeming to be the strongest factors. Rohrmann & Chen
(1999) determined that a person’s culture also plays a part in risk perceptions, in the study the culture
was of two nationalities and by a number of professions but could have been almost any cultural base.
It was found that some risks had a common response and others that are perceived by one culture as
being “risky” had a higher perceived risk than the other culture who culturally perceived the risk as
acceptable or low (Rohrmann & Chen 1999).
Risk taking in a given situation can be due to the individual differences in the perception of what is an
opportunity or a threat (Nicholson et al. 2005). People tend to not to be significantly risk takers or risk
avoiders, except for the rare few who take risks for the “rush” or sensation of the risk (Nicholson et al.
2005). The Complex nature of risk perception means that different people perceive the same risk
differently. This can be due to how they have been raised, the people they meet and work with, their
education, culture, beliefs and many more internal and external factors.
Drift into failure is the subtle shift standards or risk perception, the drift of the process or system away
from the considered safe margins closer to the unsafe margins (Dekker 2011). The shift is so slow and
gradual that it tends to go unnoticed. The shift becomes the new standard; the new standard is then
shifted again. The study by Morgan and Stevens (2008) of SCUBA divers highlight this shift with repeated
exposure to high risks with no or minimal consequences increases the person’s perception of
competence and decreases their perception of the risk. When boundary of accepted or perceived risk
is moved, we enable people to be injured (Dekker 2011).
Working Alone
Transport drivers operate most of their day alone, Musick (2015) notes that a key component of safety
is workers looking out for each other, and with lone workers this is not possible and may often be the
case of out of sight then out of mind for many employers. Working alone should not only be considered
as drivers that are off site, but drivers without direct access to other workers on the same site.

10. page 9 of 12
Providing higher levels of support for lone workers has been shown to provide better outcome for safety
(Claussen 2001). In a study by Zohar & Luria (2003) it was shown that frequent interaction by supervisors
with feedback and discussion on safety matters improved the safety culture and safety behaviours of
workers. This supervisor interaction is limited for transport drivers therefore training is seen as critical
to assist the lone worker in understanding risks and have the ability and confidence to deal with the
risks in an appropriate manner (Munday 2010; Claussen 2001). Lone Workers need to value safety for
themselves more than other types of workers but they tend not to follow safe working practices as often
due to the reduction in peer interaction and supervision (Claussen 2001).
Another serious problem with lone workers is the absence of reporting injuries or allowing injuries left
unattended which may increase the severity of the injury (Safety directors report 2004).
Aims and Objectives of the Study
The research provides an interesting and complex view of a fall. The height is a factor, but only so much
as to be a significant determinant in the probability of significant injury or when high enough of death.
The probability of serious injury or death from a lower height, such as in the case of transporting timber
roof trusses and wall frames, of less than 4 metres appears to quite high.
Workplace Health and Safety regulators across Australia for the past 11 years have called for the
prevention of falls from trucks. A number of publications have provided basic guidance with engineering
solutions tried and tested in a number of industries. The car transport industry has introduced guard
rails on their trailers and other trailers are constructed to lower the top deck to less than 1 metre from
the ground to allow access. The cattle industry has developed a number of transfer stations for
accessing the trailers and enabling the safe transfer of the cattle from one trailer to another. Tankers
have guard rails or travel restraint system installed on many of them. Same manufactures have installed
fixed and mobile catwalks, fall arrests systems and a number of others systems to reduce the need for
drivers to access the trailers or being able to access them safely.
As a complex system it would be prudent to consider this problem using systems thinking with an up
and out approach rather than the traditional in and down approach common with risk engineering
(Dekker 2011). Event outcomes of a complex system cannot be predicted with any accuracy as we can
only approximate probability. Using the inherent reliability of a complex system it should be possible to
build methods to minimise the risks of working at height or remove the need to work at height
completely (Dekker 2011).
The aims and objectives of the study are:
• To investigate the complex system that creates the falls from height risk to drivers and
develop a better understanding and ways of mitigating the risks.
• To determine if driver perception of the risk of falls while working at height is high enough and
develop methods through education and training to increase them if they are not.
• To provide an industry standard to ensure drivers are safeguarded from the risk of falls while
loading and unloading timber roof trusses and wall frames.

11. page 10 of 12
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