NEBOSH International Diploma in Occupational Health and Safety Please be advised that the course material is regularly reviewed and updated on the eLearning platform. SHEilds would like to inform students downloading these printable notes and using these from which to study that we cannot ensure the accuracy subsequent to the date of printing. It is therefore important to access the eLearning environment regularly to ensure we can track your progress and to ensure you have the most up to date materials. Version 1.3 (21/03/2013)
Transcript
NEBOSH International Diploma in Occupational Health and Safety
Please be advised that the course material is regularly reviewed and updated on the eLearning platform. SHEilds would like to inform students downloading these printable notes and using these from which to study that we cannot ensure the accuracy subsequent to the date of printing. It is therefore important to access
the eLearning environment regularly to ensure we can track your progress and to ensure you have the most up to date materials.
Version 1.3 (21/03/2013)
Element IC10: Workplace Transport & Driving at Work.
Learning outcomes
On completion of this element, candidates should be able to demonstrate understanding of the content through the application
of knowledge to familiar and unfamiliar situations and the critical analysis and evaluation of information presented in both
quantitative and qualitative forms.
In particular, they should be able to:
Explain the hazards, risks and control measures for safe workplace transport operations.
Outline the factors associated with driving at work that increase the risk of an incident and the control measures to reduce work-related driving risks.
Relevant Standards Workplace transport safety - An employers' guide (HSG136) HSE Books
Driving at work, Managing work-related road safety, HSE INDG382
Minimum Recommended study time: Not less than 4 hours
1.0 Hazards, Risks & Control Measures for Workplace Transport Operations.
Introduction
The meaning of workplace transport 'Workplace transport' means any vehicle or piece of mobile equipment that is used by employers, employees, self-employed
people or visitors in any work setting (apart from travelling on public roads). 'Workplace transport' covers a very wide range
of vehicles, from cars, vans, lorries and lift trucks, to less common vehicles and plant such as straddle carriers, rubber-tyred
gantries and self-propelled machinery.
General duties that apply to all road users are found under traffic legislation (see
http://www.direct.gov.uk/en/TravelAndTransport/Highwaycode/DG_069869) this is outside the scope of this element.)
The Highway Code applies to England, Scotland and Wales and is essential reading for everyone. It can be found at
This element looks specifically at the health and safety legislation relevant to workplace transport:
Health and Safety at Work etc Act 1974
Workplace (Health, Safety and Welfare) Regulations 1992
Management of Health and Safety at Work Regulations 1999
Lifting Operations and Lifting Equipment Regulations 1998
Work at Height Regulations 2005.
There are also more general legal responsibilities which apply to all situations.
Employers must:
Take all 'reasonably practicable' precautions to ensure the health, safety and welfare of all workers in the workplace
and members of the public who might be affected by their activities
Assess the risks to the health and safety of anyone affected by what they do (including employees and members of
the public). If the company consists of five or more people, the significant findings must be recorded
Use certain 'principles of prevention' where they take 'preventive measures' to control risks
Effectively plan, organise, control, monitor and review the preventive and protective measures they use. If the com-
pany consists of five or more people, these arrangements must be recorded
So far as is 'reasonably practicable', provide and maintain safe systems of work, provide information, instruction,
training and supervision to protect, so far as is 'reasonably practicable', employees' health and safety at work
Maintain in a 'safe condition' (without risks to health) any workplace under their control, and the means of 'access' to and 'egress' from it (the way employees get into and out of the workplace).
the power source (battery indoors, diesel outdoors)
type of tyres (solid or pneumatic)
protection for operator (overturning or falling objects)
warning systems.
Question 3.
The .......... type of forklift truck operates up to a height of 12 metres.
Multiple Choice (HP)
Answer 1: Telescopic materials handler
Response 1: correct
Jump 1: Next page
Answer 2: Reach
Response 2: Incorrect try again
Jump 2: This page
Answer 3: Counterbalance
Response 3: incorrect try again
Jump 3: This page
Answer 4: Rough terrain
Response 4: incorrect try again
Jump 4: This page
Answer 5: Pedestrian controlled
Response 5: incorrect try again
Jump 5: This page
1.4 Hazards associated with the use of lift trucks.
Lift trucks account for approximately a quarter of all major workplace transport injuries each year. The main transport injuries
are collision with work vehicles hitting or running over people, people falling off workplace vehicles, the overturning of
workplace vehicles and objects falling off workplace vehicles.
Collision
With buildings, other vehicles and pedestrians can cause property and machinery damage, and serious injury.
Falls
Falls from height resulting from using the forks of a lift truck to lift passengers.
Falling out of the cab
Overturning
Driving too fast
Manoeuvring at too high a speed.
Sudden braking
Driving on slopes
Driving with load elevated
Loss of load
Insecure load
Poor floor surface
Other hazards associated with the use lift trucks include:
Overloading
Exceeding the maximum rated capacity of the lift truck.
Failure
Load bearing part (e.g. chain or hydraulic system), inadequate maintenance.
Dangerous stacking or de-stacking technique
This can destabilise a complete racking column which could cause the column to collapse onto the lift truck.
Fire/explosion
Fire is often caused by poor maintenance resulting in fuel leakages or engine/motor burn out, or through using a
fork lift truck in areas where flammable liquids or gases are used and stored.
Hydrogen is evolved from the cells during the charging of lead-acid batteries. An accumulation of hydrogen with air creating a flammable mixture could present a risk of fire and explosion
Hazardous substances
Contact of the skin or eyes with battery acid can cause serious injury.
Petrol and liquefied petroleum gas (LPG) powered lift trucks are particularly hazardous and should not be used in confined spaces.
Exhaust fumes.
Noise
Noise can be caused by poor silencing of the power unit. Manufacturers are required to give information on the
noise emission of their lift trucks. Exposure to noise can lead to noise induced hearing loss.
Vibration
Caused by road surface, badly inflated tyres and unsuitable seat adjustment can contribute to whole body vibration
(WBV)
Manual handling
Lifting batteries or gas cylinders can cause musculoskeletal injuries.
Mechanical hazards
Lifting chains and telescopic mast sections can cause traps. To ensure that a person does not come into contact with
any dangerous moving parts that are within the operators' normal reach in the normal operating position, guards
should be provided to prevent access.
1.5 Precautions in the use of lift trucks.
The precautions to be taken to prevent and reduce the hazards previously identified with the use of lift trucks, shall be
Regulation 25 - Employees carried on mobile work equipment
25. Every employer shall ensure that no employee is carried by mobile work equipment unless:
(a) it is suitable for carrying persons; and
(b) it incorporates features for reducing to as low as is reasonably practicable risks to their safety , including risks from wheels
or tracks.
ACOP and Guidance This covers the risk to people who may be carried by work equipment and includes drivers, operators and passengers. It
includes risks from people falling from the equipment or from unexpected movement. It specifically covers the risks from
wheels and tracks when the equipment is travelling. It does not cover the risks associated with mounting or dismounting.
Operator stations. Whenever necessary seats should be provided for security for drivers who need to be seated when operating mobile work
equipment e.g. dumper truck. People who need to be seated while being transported by the mobile work equipment e.g. bench
seats in mine locomotive manriding carriages. People who are involved in on-board work activities best carried out in a seated
position.
Cabs, operators stations, and work platforms should have suitable side, front and rear barriers or guard reails to prevent people
falling from travelling work equipment.These should be properly designed and constructed.
Trailers used to carry farmers during harvest time should have trailers with sides of appropriate height or by providing a
secure hand-hold.
Falling object protective structures (FOPS) FOPS should be provided where there is a significant risk of injury from falling objects. This includes strong safety cab or
protective cage. For example, if a tractor is used for tree felling or in situations which create a risk to the operator of falling
objects, then the tractor should be designed and fitted with a falling object protective structure (FOPS). The FOPS used here is
a mesh sheeting structure attached to the tractor to protect the operator from branches, rocks, bales and other falling objects.
Restraining systems include:
Full-body seat belts
Lap belts
Purpose designed restraining systems
The risks for rolling and overturning should also be taken into account when deciding upon fitting a restraining system.
When carrying people safe speed limits should be adhered to, when cornering and on gradients to ensure stability.
(Regulation 2 paragraph 13 - Motor vehicles that are not privately owned fall within the scope of PUWER, more specific road
traffic legislation takes precedence when these vehicles are used on a public road.)
Where there is a foreseeable risk of contact with wheels or tracks when mobile equipment is travelling , adequate separation
needs to be provided between people and tracks e.g. barriers, rails or fenders.
26. Rolling over of mobile work equipment
(1) Every employer shall ensure that where there is a risk to an employee riding on mobile work equipment from its
rolling over, it is minimised by: (a) stabilising the work equipment
(b) a structure which ensures that the work equipment does no more than fall on its side;
(c) a structure giving sufficient clearance to anyone being carried if it overturns further than that; or
(d) a device giving comparable protection
(2) Where there is a risk of anyone being carried by mobile work equipment being crushed by its rolling over, the
employer shall ensure that it has a suitable restraining system for him.
(3) This regulation shall not apply to a fork-lift truck having a structure described in sub-paragraph (b) or (c) of
(4) Compliance with this regulation is not required where: (a) it would increase the overall risk to safety;
(b) it would not be reasonably practicable to operate the mobile work equipment in consequence; or
(c) in relation to an item of work equipment provided for use in the undertaking or establishment before 5th December 1998 it
would not be reasonably practicable.
ACOP and Guidance Roll over E.g. dumper truck on construction site or agricultural tractor manoeuvring on a slope. (this does not apply to an
excavator or vehicle with a winch).
Conditions that encourage roll-over:
Uneven surfaces
Variable or slippery ground conditions
Excessive gradients
Inappropriate speeds
Incorrect tyre pressure
Sudden change in direction
Inertia transmitted to the mobile work equipment by attachments used.
Hardware measures - counterbalance weights
Protective structures - ROPs
Stabilisation work equipment can be stabilised to reduce the risk of roll-over using counterbalance weights or wider wheels, increase in
track width.
Moveable parts could also create instability by moving around when the work equipment is travelling . These should be
locked or lashed into a stable position.
If parts of the mobile work equipment prevent it rolling over by more than 90 degrees, the requirements of regulation 26(1)
will be met.
ROPS are normally fitted on mobile work equipment which is at risk from 180 degrees or more roll-over. ROPS should be
capable of withstanding the forces that they would sustain if the mobile work equipment were to roll over through 180
degrees or more.
If the operator or people carried are likely to be injured through contact with the inside of the structure during roll-over, a
restraining system may be necessary.
Any restraining system needs to be fitted to appropriate anchorage points on the mobile work equipment to ensure its integrity
and reliability in use.
If a tractor is fitted with a ROP rather than a cab, a restraining system will be needed:
27. Overturning of fork-lift trucks Every employer shall ensure that a fork-lift truck to which regulation 26(3) refers and which carries an employee is adapted or
equipped to reduce to as low as it reasonably practicable the risk to safety from its overturning.
ACOP and Guidance
This applies to fork lift trucks with vertical masts, and other FLTS fitted with ROPS e.g. rough terrain variable reach
truck when used with FL attachments.
The mast of a vertical-masted FLT will generally prevent an FLT overturning by more than 90 degrees.
A variable reach truck is capable of rolling over 180 degrees or more would need a ROPS to protect the operator.
There is a history of accidents on counterbalanced, centre control, high lift trucks that have a sit-down operator. Restraining
systems will normally be required on these trucks to protect operators from risk of roll-over.
28. Self-propelled work equipment Every employer shall ensure that, where self-propelled work equipment may, while in motion, involve risk to safety of
persons:
(a) it has facilities for preventing its being started by an unauthorised person;
(b) it has appropriate facilities for minimising the consequences of a collision where there is more than one item of rail-
mounted work equipment in motion at the same time;
(c) it has a device for braking and stopping;
(d) where safety constraints so require, emergency facilities operated by a readily accessible controls or automatic systems are
available for braking and stopping the work equipment in the event of failure of the main facility;
(e) where the driver's direct field of vision is inadequate to ensure safety, there are adequate devices for improving his vision
so far as is reasonably practicable;
(f) if provided for use at night or in dark places-
(i) it is equipped with lighting appropriate to the work to be carried out; And
(ii) is otherwise sufficiently safe for such use;
(g) If it, or anything carried or towed by it, constitutes a fire hazard and is liable to endanger employees, it carries appropriate
fire-fighting equipment, unless such equipment is kept sufficiently close to it.
ACOP and Guidance Access to starter keys and starting devices such as removable dumper starting handles should be controlled.
If more than one item of rail-mounted work equipment can travel on the same rails at the same time and collision may be
foreseen safety precautions are required. E.g. buffers or automatic means of preventing contact.
All self-propelled mobile work equipment should have brakes to enable it to slow down, stop in a safe distance and park
safely.
Where there are significant risks associated with failure of the main braking system device, a secondary braking system is
required.
Mobile work equipment should have, as far as reasonably practicable, adequate devices to improve the driver's field of vision,
Figure left: Fresnel Lens fixed to the window of a lorry cab. Figure right: Front and cross-section of a Fresnel Lens
Augustin Jean Fresnel developed the first Fresnel lens in the early nineteenth century. Fresnel lenses we first used in the
1800s as the lens that focuses the beam in lighthouse lamps. Plastic Fresnel lenses are used as magnifiers when a thin, light
lens is needed, although he quality of the image is not nearly as good as that from a continuous glass lens. Though a Fresnel
lens might appear like a single piece of glass, closer examination reveals that it is many small pieces. Unlike traditional
lenses, Fresnel lenses do not employ smooth-surface contours to focus rays of light. Instead, the surface of a Fresnel lens is
molded into many circular, concentric ridges.The symmetry of these concentric ridges is similar to that of a dart board, or the rings of a tree.
Wider application of 'single-piece' Fresnel lenses means that they are being used for automobile headlamps, brake, parking and turn signalling and so on.
Regulations 28(f) Dark means any situation where the light levels are not good enough for the driver to operate the
self-propelled work equipment safety.
This covers lighting on mobile work equipment. Lighting provided at the workplace for use of all work equipment if
covered by Regulation 21.
Regulation 28 (g) if the operator cannot readily escape from the equipment (e.g. tower crane) appropriate equipment
for extinguishing the fire should be provided.
Regulation 29 Remote-controlled self-propelled work equipment
Every employer shall ensure that where remote-controlled self-propelled work equipment involves a risk to safety while in
motion:
(a) it stops automatically once it leaves its control range; and
(b) where the risk of crushing or impact it incorporates features to guard against such risk unless other appropriate devices are
able to do so.
ACOP and Guidance Remote-controlled self-propelled work equipment is self-propelled work equipment that is operated by controls which have
no physical link with it e.g. radio control.
Regulation 30 Drive Shafts
(1) where the seizure of the drive shaft between mobile work equipment and its accessories or anything towed is likely
to involve a risk to safety every employer shall: (a) ensure that the work equipment has a means of preventing such seizure; or
(b) where such seizure cannot be avoided, take every possible measure to avoid an adverse effect on the safety of an
employee.
(2) Every employer shall ensure that: (a) where mobile work equipment has a shaft for the transmission of energy between it and other mobile work equipment; and
(b) the shaft could become soiled or damaged by contact with the ground while uncoupled, the work equipment has a system
for safeguarding the shaft.
ACOP and Guidance A drive shaft is a device which conveys the power from the mobile work equipment to any work equipment connected to it.
If seizure could lead to risk , e.g. the ejection of parts, measures should be taken to protect against such risks:
Slip clutches on the power input connection of the connected work equipment
Guards to protect people from ejection risks in the event of equipment break-up.
To prevent damage to the drive shaft and its guard when the equipment is not in use, the drive shaft should be sup-ported on a cradle whenever one is provided.
In addition to the pre-operational checks to be conducted by the operator before the commencement of a shift, a system of
regular maintenance by competent persons must be in existence and records kept and logged. They should be operated within
defined safe operating limits, e.g. the maximum lift height and capacity. Trucks should be properly maintained according to
manufacturers' instructions on inspection, maintenance and servicing. In addition to these checks, which should be carried out
by a competent person on a routine basis, the operator should carry out a daily safety check.
Weekly or 50 running hour's maintenance checks should include items on the daily check list plus operational checks on
steering or lifting gear and on the condition of the mast, forks, attachments, chains etc.
Six monthly or 1000 running hours' maintenance checks should also be carried out. The manufacturer may recommend
differing maintenance periods. A record of all checks and repairs carried out should be retained.
Lift trucks are subjected to a 12 monthly statutory examination, but this is dependent on the application, the intensity of use
and the nature of any attachments. The interval would be reduced to six months when using working platforms to carry
people. The Thorough examination is usually by an engineer employed by an insurance company, and this is preferable to
those by the usual maintenance engineer as it provides an additional level of independence. The competent person will be able
to determine the correct interval for examination. The thorough examination report must comply with the requirements of
Schedule 1 contained in the LOLER Regulations. Or
Fire and Explosion
There are risks associated with both means of powering lift trucks, electric batteries or internal combustion engines, each of
which demand specific precautions.
Battery-Powered Lift Trucks. The charging of batteries should be conducted in a separate room designated for this purpose. Where batteries are recharged,
care must be taken to avoid the risk of explosion from an accumulation of hydrogen that is produced in the charging process.
Adequate high level ventilation situated immediately above the batteries (as hydrogen is lighter than air) and the prohibition
of smoking and other sources of ignition (e.g. electrical apparatus) are necessary. If possible, recharging should be located in
an area away from work, storage and pedestrian areas. Before the charger is disconnected from the battery or truck on charge,
the current should be switched off to reduce the risk of a spark, which could be sufficient to cause ignition. It is important to
ensure that the charger and the connections used comply with the requirements of installation, connection and use of the
Electricity at Work Regulations 1989, which shall be covered in the next Element C8: Electrical Safety.
Those who are responsible for changing batteries should receive clear instructions and training on the hazards and precautions
involved in such activities. This could include first aid and spillage procedures in case of acid spills and splashes, and the
importance of wearing suitable PPE, eye and hand protection. Eye wash stations should be provided. Assessments required
under Regulation 6 of the Control of Substances Hazardous to Health Regulations 2002 (as amended) should be conducted.
To avoid hazards involved with the manual handling of lift truck batteries, lifting gear should be provided.
Internal Combustion engine powered lift trucks
Refuelling areas for petrol or diesel should be located outside buildings and smoking should be prohibited. Notices to this
effect should be clearly displayed. The cylinders of LPG trucks should preferably be changed outside buildings.
Where this is not possible and space is restricted, ventilation should be adequate to remove exhaust fumes. If forced
ventilation is in operation motors should be designed to be explosion proof. Engines should be switched off during refuelling,
and refuelling should be conducted away from heat or other sources of ignition. Where Due to the risk of causing fires or
explosions, lift trucks should not be used in areas where flammable gases, dusts or vapours are liable to be present unless they
are suitably protected for such use, e.g. electric lift trucks must be fitted with suitable flame-proof equipment.
Workplace traffic creates a significant and potential loss, both personal injury and damage to assets. Of the many fatal acci-
dents which occur each year involving the use of transport within factory sites, the most common type involves victims being
struck or run over by vehicles. Movement of vehicles now constitutes on of the largest single causes of deaths in factories.
You will remember from your studies that the condition of floors and traffic routes are dealt with in Regulation 12 of the
Workplace (Health, Safety and Welfare) Regulations 1992. Regulation 17 and its accompanying ACOP and guidance, ad-
dresses the requirements for the Organisation etc of these traffic routes.
Regulation 17 states that:
(1) Every workplace shall be organised in such a way that pedestrians and vehicles can circulate in a safe manner.
(2) Traffic routes in a workplace shall be suitable for the persons or vehicles using them, sufficient in number, in suitable
positions and of sufficient size.
(3) Without prejudice to the generality of paragraph (2), traffic routes shall not satisfy the requirements of that paragraph
unless suitable measures are taken to ensure that:
(a) Pedestrians or, as the case may be, vehicles may use a traffic route without causing danger to the health or safety of
persons at work near it;
(b) There is sufficient separation of any traffic route for vehicles from doors or gates or from traffic routes for pedestrians
which lead onto it; and
(c) Where vehicles and pedestrians use the same traffic route, there is sufficient separation between them.
(4) All traffic routes shall be suitably indicated where necessary for reasons of health and safety.
(5) Paragraph (2) shall apply so far as is reasonably practicable, to a workplace which is not a new workplace, a modification,
an extension or a conversion.
Layout and Design To prevent accidents occurring, the movement of vehicles should be governed by stringent rules which are enforced by
management supervision and control. However, as direct supervision of site traffic is not always practicable and as many
visiting drivers may be unfamiliar with the site, the layout and design of traffic routes within sites is a particularly important
consideration. Routes should not be used by vehicles which are inadequate or unsuitable. Restrictions on such usage should be
clearly indicated.
Traffic routes should be wide enough to allow vehicles to pass oncoming or parked vehicles without leaving the route. One-
way systems or restrictions should be introduced where necessary. On traffic routes in existence before 1 Jan 1993, where it is
not practical to make the route wide enough, passing places or traffic management systems should be provided as necessary.
Traffic routes used by vehicles should not pass close to any edge, or to anything likely to collapse, unless fenced and
adequately protected.
The need for vehicles with poor rear visibility to reverse should be eliminated as far as possible, for example by the use of
one-way systems.
Parking Areas The provision of lift truck parking areas must be suitable and sufficient and sited away from the main work area. This will
serve to reduce unauthorised use by other employees on the site and ensure that trucks are not obstructing doorways, fire
fighting equipment or preventing other vehicles from manoeuvring.
Space is required to store returns, empties, pallets and other materials which tend to accumulate in loading areas unless
specific provision is made for them.
Road junctions and road/rail crossings should be kept to a minimum. Site entrances and gateways should be of sufficient
width to accommodate vehicles stopped for checking without causing obstructions on the public highway or on the site.
Physical protection of vulnerable plant and equipment such as storage tanks, pipework and storage racking may be necessary.
Such plant should be located away from roads but where that is not possible suitably constructed barriers should be provided
for protection.
Road Construction and Maintenance All roads should be even, constructed of suitable materials with concrete or bituminous surfaces and well drained. Excessive
gradients, i.e. in excess of 1 in 10, should be avoided where possible although this is difficult in the vicinity of ramps with
connect parts of the site which are at different levels. The provision of lay-bys and sufficient forward visibility, particularly on
constricted sites, can contribute to safe vehicle movements. Ground conditions should be improved, sharp or blind bends
avoided where possible, or measures such as one-way systems and mirrors considered. Maintenance of roads is particularly
important, e.g. potholes should not be allowed to develop, snow clearing and gritting may be necessary, and goods which fall
from vehicles should be retrieved as soon as possible.
Protection of Personnel The ACOP to regulation 17 of the Workplace (Health, Safety and Welfare) Regulations 1992 states that consideration should
be given to people with impaired or no sight, and those in wheelchairs. Traffic routes for those in wheelchairs should be wide
enough to allow unimpeded access, and ramps should be provided.
Any traffic route which is used by both pedestrians and vehicles should be wide enough to enable any vehicle likely to use the
route to pass pedestrians safely. On traffic routes in existence before 1 January 1993, where it is not practical to make the
route wide enough, passing places or traffic management systems should be provided as necessary. Pedestrians should be
segregated where possible, from vehicle routes by a physical barrier or routes clearly marked. In buildings, lines should be drawn on the floor to indicate routes followed by vehicles such as fork lift trucks.
Where an enclosed pedestrian route, or a doorway or staircase, joins a vehicle route there should be an open space of at least
one metre from which pedestrians can see along the vehicle route in both directions (or in the case of a one-way route, in the
direction of oncoming traffic.)Similar measures should be taken where the speed or volume of vehicles would put pedestrians
at risk. In areas where traffic is particularly heavy, bridges or subways may be appropriate.
Audible warning devices and flashing beacons can provide warnings to pedestrians; however the effectiveness of audible
devices is dependent on the overall noise level in the operating area and flashing beacons could trigger epilepsy in some
people. The use of such warning devices should be based on risk assessments.
High visibility clothing such as arm bands, tabards and jackets should be worn where other methods cannot control the risk.
Where there is a risk of falling objects, head protection should be worn.
Loading Bays Loading bays should be provided with at least one exit point from the lower level. Wide loading bays should be provided with
at least two exit points, one being at each end. Alternatively, a refuge should be provided which can be used to avoid being
struck or crushed by a vehicle.
Road markings and Signage Surface markings on roads play an important part in regulating vehicle movements. White lines should be used to divide
access roads into lanes, to indicate priorities at junctions and to delineate boundaries of parking stalls and loading bays.
Signs should also be used to alert drivers to any restrictions which apply to the safe use of a traffic route. Adequate directions
should also be provided to relevant parts of a workplace. Buildings, departments, entrances, etc should be clearly marked,
where necessary, so that unplanned manoeuvres are avoided.
The Health and Safety (Safety Signs and Signals) Regulations 1996 Regulation 4 (6) (as covered in Unit C), requires the use
of road traffic signs within workplaces when regulating traffic as they are more likely to be understood. Any signs used in
connection with traffic should comply with the Traffic Signs Regulations and General Directions 1981 (SI 1981 No 859) and
the Highway Code for use on the public highway.
Where traffic route hazards, such as sharp bends, blind corners, junctions, crossings, steep gradients, limited headroom or
road works are unavoidable, suitable warning signs and mirrors can reduce the risk. Obstacles such as loading bay edges, low
bridges and pipe-bridges should also be clearly signed and marked.
Speed limits These should be set and clearly displayed on vehicle routes. Suitable speed retarders (road humps) should be provided
preceded by a warning sign.
Lighting Adequate lighting is necessary particularly at road junctions, rail crossings, near buildings and plant, in pedestrian areas and
where there is regular movement of vehicles and other mobile plant. Lighting columns close to the edge of roads can cause
difficulties, particularly on narrow two-way roads. If columns cannot be set back, wall-mounted lights should be considered.
Reversing
Where large vehicles have to reverse, measures for reducing risks to pedestrians and any people in wheelchairs should
be considered, such as: (a) restricting reversing to places where it can be carried out safely;
(b) Keeping people on foot or in wheelchairs away;
(c) Providing suitable high visibility clothing for people who are permitted in the area;
(d) Fitting reversing alarms to alert, or with a detection device to warn the driver of an obstruction or apply the brakes
automatically; and
(e) Employing banksmen to supervise the safe movement of vehicles.
Whatever measures are adopted, a safe system of work should operate at all times. Account should be taken of people with
impaired sight or hearing.
Case study 1.
A site employee suffered severe injuries when he was trapped against a doorframe by a lift truck, driven by an untrained
operator.
When a delivery arrived earlier than expected, there wasn't a trained lift truck operator available on site. The delivery driver
decided to operate the site lift truck himself to unload. He reversed into pallets, over-corrected and reversed into the site
employee.
The site operator should have made sure that only authorised people could use the lift truck. The site operator and the driver's
employer should have liaised and agreed procedures for unloading deliveries. These procedures should have included fixing a
time for vehicles to arrive with deliveries. The driver should not have tried to operate a site vehicle without authorisation.
1.10 Non-movement related hazards.
There are four main kinds of accidents that most often occur during loading and unloading or maintenance of vehicles:
being struck by a moving vehicle;
falling loads;
falls from vehicles;
collapsing or overturning vehicles
1.11 Loading, unloading and securing loads.
Statistics from HSE show that - 15% of all reported workplace transport injuries happen during loading/unloading, Drivers are
involved in 37% of these and workers unloading/loading account for 20%.
1. Loading and unloading areas should be:
Level. Trailers should be parked on firm level ground to maintain stability.
Clear of overhead electric cables to avoid electricity jumping to earth through people, loads or machinery.
Clear of pedestrians and people who are not involved in the activity.
Provide drivers a place to wait away from the truck
Clear of other traffic not involved in loading and unloading.
2. Loads should be:
Spread as evenly as possible, during both loading and unloading to avoid vehicle or trailer instability.
Firmly secured and arranged in such a way that they do not slide around.
Loading should allow for safe unloading.
3. Loading and unloading should consider:
The use of safety equipment such as mechanical lifting aids.
If more than one company is involved, they should agree in advance how loading and unloading will happen.
if visiting drivers unload their vehicles themselves, they must receive the necessary instructions, equipment and co-
operation for safe unloading. Arrangements will need to be agreed between both parties.
If goods are difficult to secure during transport. Hauliers and recipients will need to exchange information about
loads in advance so that they can agree safe unloading procedures.
the possibility of installing a harness system to protect people working at height. Provide a safe place where drivers
can wait if they are not involved.
the floor or deck of the loading area before loading to make sure it is safe. Look out for debris, broken boarding, etc.
the vehicle or trailer has its brakes applied and all stabilisers are used.
Guards or skirting plates which may be required if there is a risk of anything being caught in machinery (for exam-
ple dock levellers or vehicle tail lifts). There may be other mechanical dangers and safety procedures to be consid-
ered.
Vehicles must never be overloaded. Overloaded vehicles can become unstable, difficult to steer or be less able to brake.
Loads must be suitably packaged. When pallets are used, the driver needs to check that:
They are in good condition.
Loads are properly secured to them.
Loads are safe on the vehicle. They may need to be securely attached to make sure they cannot fall off.
safeguards against drivers accidentally driving away too early e.g. use of vehicle or trailer restraints (wheel chocks),
traffic light system, supervisor retaining vehicle keys until it is safe for the vehicle to be moved.
All personnel working around moving vehicles and mechanized equipment during loading and unloading operations
should wear a high visibility vest.
safer sheeting and tarping equipment or procedures
Working at height
Loading and unloading of vehicles may involve working at height - if this is the case then Work at Height Regulations
2005 will come into force, which will require that the employer / duty holder:
Avoids work at height where possible
Use work equipment or other measures to prevent falls where working at height cannot be avoided
Use work equipment or other measures to minimise the distance when it is not reasonably practicable to eliminate the risk of a fall.
1.12 Sheeting.
Sheeting, covering and securing of loads can be high risk tasks, which have the potential to kill and seriously injure people,
especially
drivers. "Every year, about 70 people are killed and 2,500 seriously injured as a result of accidents involving vehicles in and
around workplaces. 44% of falls from tipper lorries occur during sheeting and unsheeting" (HSE).
Falls can be caused by:
the poor condition of equipment such as the straps or ropes
Unfolding and spreading of the sheet over the load
Access problems to the tipper so that the worker is poorly positioned
The condition of the deck of the vehicle itself
Slipping or tripping on the strappings or ropes when climbing on the load
High wind speeds which can create a sail-effect.
Trimming the load (removing any material that is hanging over the edge of the container to prevent it being lost in transit)
There are many reasons why sheeting is used on vehicles, the main ones being to keep the materials to be transported dry
and/or hot, to prevent the loss of load during transit (a requirement of the Road Traffic Act 1991), and to comply with the
Environmental Act 1990 with regards to authorisations.The Environmental Protection Act 1990 requires carriers to ensure that
all waste is securely
loaded and contained during transit. Health and safety legislative requirements include: The Health and Safety at Work Etc. Act 1974 - which requires employers to ensure the health and safety of employees and of
others which may be affected by their undertaking,
and requires employees to take reasonable care for their own safety and that of others;
The Management of Health and Safety at Work Regulations 1999 - which require employers to carry out an assessment of all
significant risks, to co-operate and co-ordinate preventative measures with other employers, to provide information and
training to employees and to provide information to the employees of others who are working on their premises, and requires
employees to use equipment as they were trained to;
The Workplace (Health, Safety and Welfare) Regulations 1992 - which require employers to take measures to prevent falls or
falling objects which are likely to cause personal injury;
The Provision and Use of Work Equipment Regulations 1998 - which require employers to ensure that equipment is suitable
and that risks are adequately controlled, and to provide training and information to employees.
The Work at Height Regulations 2005 - sheeting may involve working at height and then the work at height regulations will
come into force.
There is also extensive legislation that covers the transport of goods by road, and road safety in general.
A suitable and sufficient risk assessment should be conducted to identify all hazards associated with sheeting and unsheeting
of loads.
The tasks, the material and the environment should all be considered.
The task
Does the driver need to access the top of the vehicle?
Does the driver need to use a ladder or steps to access the top of the vehicle?
Does the driver need to get onto the load?
Material
Has the material been loaded unevenly requiring trimming?
Has too much material been loaded that will have to be removed manually?
Environment
What is the condition of the ground when sheeting is carried out?
Where are the operations carried out in relation to other traffic and pedestrians?
Control measures
When selecting suitable control measures the following options should be considered:
Avoidance would be the first option in the hierarchy of controls by leaving the load un-sheeted if this is permissible
under road traffic and environmental law.
Where sheeting is required, mechanical or automated sheeting systems should be considered so that it becomes un-
necessary to climb onto the top of the vehicle. This also reduces the risk of manual handling.
Sheeting platforms are also another solution to allow sheeting to be carried out but without having to climb up onto
the vehicle (Figure 4).
Safety harness/fall arrest systems can also be used.
Figure 1: Unrolling sheeting from front to back
Figure 2: Unrolling sheeting from side to side
Figure 3: Sliding sheet along runners
Figure 4: Sheeting platforms
Manual sheeting
Steps in a manual sheeting operation:
Roll out sheet;
Attach rope to sheet and throw rope over front end of container and secure (this step may not be required for skips
and other smaller containers);
Pull sheet across the length of container;
Pull sheet over from opposite side of container;
Pull sheet over front end of container; and
Even up the sheet and secure ropes to container.
Manual sheeting from the vehicle should not be undertaken unless it is not reasonably practicable to use alternative sheeting
systems such as automated sheeting systems or sheet from the ground. In order to minimise the risk of manual handling
injuries, the task of sheeting and unsheeting is best performed by two operatives. It is advisable for manual handling training
to be undertaken by all operatives involved in manual sheeting operations.
Spray sheeting is another method that can be used which does not require the driver to access the vehicle load. Although as
effective as conventional sheeting, it can not be used for certain loads, e.g. coated stone or quick lime.
1.13 Coupling.
Unsafe coupling and parking procedures leading to vehicle runaway or trailer rollaway situations can cause accidents and
dangerous situations. Drivers/others may suffer serious crush injuries if trapped by moving trailer or tractor unit, and need to
follow safe systems of work for coupling/uncoupling, e.g. always ensuring that both trailer and tractive unit are on particulary
when they must be 'split coupled' or 'close coupled' because of lack of room between them. Lighting in areas where vehicles
are coupled and uncoupled should be well lit.
Procedures for coupling and uncoupling trailers are contained in the HSE's publication 'Workplace Transport Safety' an over-view. http://www.hse.gov.uk/pubns/indg199.pdf
1.14 Vehicle maintenance work.
In conducting a risk assessment of workplace transport it is important to identify work activities that invovle vehicles. We
have already considered loading, unloading and securing loads, sheeting and coupling. We shall now consider the hazards and
controls associated with vehicle maintenance.It is a legal requirement for employers to ensure that work equipment is in good
working order. This includes workplace vehicles. Vehicles should be maintained so that they remain mechanically sound.
Equipment, such as fork-lift trucks, tail lifts and lifting slings must be thoroughly examined by a competent person and the
inspections records retained. Daily safety checks by drivers before using vehicles, planned inspections, regular and preventive
maintenance are all required to help avoid failures occurring which could lead to disastrous and even fatal consequences.
In assessing the safety and suitablity of the vehicle, consider whether the vehicle has:
suitable and effective service and parking brakes?
is provided with horns, lights, reflectors, reversing lights and other safety features as necessary?
seats and, where necessary, seat belts that are safe and allow for driver comfort?
guards on dangerous parts of the vehicles, e.g. power take-offs, chain drives, exposed exhaust pipes?
Case study 2.
A joiner suffered severe head injuries when he fell from the top of a stack of timber on the back of a flatbed lorry.
The joiner was helping to unload the delivery when he climbed on top of a timber stack. While edging along the stack, he lost
his footing and fell. An unloading bay with a concrete platform was available to provide safe access for unloading vehicles,
but was not used.
The joiner should have received training and instruction on how to unload safely, using the unloading bay. Supervision should
have ensured that he followed those instructions. Because instruction was not provided, the joiner should have waited in a safe area until unloading had finished. Climbing on top of loads should be avoided whenever 'reasonably practicable'.
1.15 Conditions and environments in which each hazard may arise.
Environmental factors that need to be considered include:
Drivers being dazzled by strong sunlight at times of the year when the sun is low in the sky
Drivers skidding on ice
Limiting drivers visibility in a loading area when deliveries are made at night
Strong gusts of wind on people working high up on the outside of vehicles.
It is important that the above conditions and environmental factors are considered when composing a risk assessment.
A self-employed lorry driver suffered a broken leg when scrap steel fell from the trailer of his vehicle.
Some scrap steel had stuck in the vehicle trailer after tipping. The driver re-tipped the trailer and then, without lowering the
trailer, walked round behind it to check that the scrap was discharged. Some scrap dislodged and fell on to him.
When he realised that some scrap had stuck in the trailer, the driver should have lowered the trailer body and freed the re-maining load before re-tipping.
1.16 Control Measures.
A risk assessment must be completed that will address:
Hazards leading to loss of control
Non-movement related hazards
Conditions and environments.
This can be accomplished using HSE FIVE steps to risk assessment as: Step 1 Identify the significant hazards
Step 2 Decide who might be harmed and how
Step 3 Evaluate risks and decide on precautions
Step 4 Record your findings and implement them
Step 5 Review the assessment and update if necessary
Step 1 Consider types of vehicles used:
Delivery vans, HGV, LGV, cars, etc.
Consider activities that are being undertaken with regards to
work place transport and identify the significant hazards involved:
transporting raw materials
transporting other manufacturing materials
transporting machined or finished products
deliveries of business supplies
moving products or stock between buildings
waste removal
entering or leaving the premises.
Consider environmental factors e.g. weather, ice, poor visi-bility, high winds, etc.
Step 2 Identify those who are exposed to hazards created by work
place transport i.e. pedestrians / drivers / banks men, etc.
paying particular note when:
entering or leaving the premises
moving from building to building, or from one
work area within a building to another
moving within storage areas
moving across vehicle traffic routes
moving through vehicle manoeuvring areas
moving from vehicles to buildings, or back
directing traffic
loading and unloading
driving.
Step 3 Evaluation of risks arising from identified hazards and
implementing a suitable 'Principles of prevention' approach
Step 4 Recording "significant findings" i.e. ignoring the trivial ones.
The information must be made available to all those involved
with the task or activity.
Step 5 Review and revise the assessment at regular intervals or more
frequently if there are:
Changes in the processes, work methods or materi-
als used
Introduction of new, or the modification of, exist-
ing plant
Availability of new information on hazards and
risks
Availability of new or improved control measures
or techniques
A change in legislation
Changes in personnel, for example, the employ-
ment of young or disabled persons
After the passage of time, for example, one year
The above may indicate that the original assess-ment is no longer valid.
The management of floors and traffic routes includes:
Allow people and vehicles to move safely: the best approach is to keep vehicles and pedestrians apart by ensuring
that they use entirely separate routes
Criteria for defects such as subsidence, unevenness, pot-holes, collection of surface water, cracks and ruts should be
determined and set, and maintenance systems developed to undertake repair when these limits are exceeded
Floors and traffic routes should be sound and strong enough for the loads placed on them and the traffic expected to
use them
Floors and traffic routes should not have holes or be uneven or slippery, and should be kept free of obstructions and
from any article or substance which may cause a person to slip, trip or fall
Horizontal swinging barriers used as gates at car park or similar entrances should be locked open or locked shut
(preferably by padlock) so that they do not swing open and constitute a risk to oncoming vehicles
If people and vehicles have to share a traffic route, use kerbs, barriers or clear markings to designate a safe walkway
and, where pedestrians need to cross a vehicle route, provide clearly marked crossing points with good visibility,
bridges or subways
Loading bays should have at least one exit point from the lower level, or a refuge should be provided to avoid peo-
ple being struck or crushed by vehicles
Make sure the shared route is well lit
Plan traffic routes so that drivers do not need to reverse, for example using one-way systems and drive-through
loading areas
Provide route markings and signs so that drivers and pedestrians know where to go and what rules apply to their
route, so they are warned of any potential hazards
Set appropriate speed limits, and make sure they, and any other traffic rules, are obeyed
There should be sufficient traffic routes, of sufficient width and headroom, to allow people and vehicles to circulate
safely with ease. ('Traffic route' means a route for pedestrian traffic, vehicles, or both, and includes any stairs, fixed
ladder, doorway, gateway, loading bay or ramp.)
Where a load is tipped into a pit or similar place, and the vehicle is liable to fall into it, barriers or portable wheel stops should be provided at the end of the traffic route.
'Principles of prevention' is the hierarchy of control that is used when putting in place measures to control risks. They
need to be 'reasonably practicable' to reduce the risks:
Avoiding risks (e.g. elimination / substitution)
Assessing the risks that cannot be avoided
Tackling the source of the risks
Adapting the work to the individual
Adapting to technical progress
Replacing anything dangerous with things that are less dangerous or not dangerous
Developing a coherent overall prevention policy
Giving joint protective measures priority over individual protective measures
Giving appropriate instructions to employees.
The above list can be grouped together, under the following four control headings.
Avoiding the risk by elimination / substitution may not always be practical i.e. not having to use a vehicle in the first place or
using public transport, for example by taking a train.
Technical controls / engineering include:
Ensure vehicle is suitable for the task
Vehicle is fitted with reversing alarms, correct lighting, etc.
Work area is suitable for the vehicles (enough space, traffic routes clearly identified)
Segregation of pedestrians and vehicles
Limited change of surface, for example, not having steep gradients
Safety signs are displayed in the workplace / area.
Procedural controls include:
Regular maintenance of vehicles by competent persons
Driver is suitably trained to operate the vehicle
Restriction on use
Ensure the vehicle is maintained regularly
Site rules developed, taught and enforced, for drivers and pedestrians.
Behavioural controls include:
Appropriate clothing, for example, overalls
Safety signs are followed, for example, no speeding
Operators not to be under the influence of drugs or alcohol
Safety belt to be worn / protection and restraint systems used
Pedestrians in area should wear hi-visibility clothing.
To help companies to develop control measures the Health and Safety Executive has developed the following factsheets,
