Ic 10

NEBOSH International Diploma in Occupational Health and Safety
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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
http://ukhighwaycode.com/Documents/The%20Highway%20Code%20Aug%202010.pdf
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 company 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).
1.1 Typical hazards leading to loss of control.

Vehicles at work continue to be a major cause of fatal and major injuries. Since 1998/99 there has been an average of 61 fatalities each year as well as over 2150 major injuries and over 4270 injuries requiring the injured person to be off work for
more than 3 days. Work related road deaths are estimated to be around 1000 each year.
(http://www.hse.gov.uk/workplacetransport/about.htm)
Hazards associated with the use of vehicles in the workplace can be categorised into four areas (some examples are
included):
Vehicle:
Not maintained
Unsuitable for the task
Failure of breaks, lights, etc.
Overturning - due to unstable load, ground conditions, poor tyre pressure
Collisions (with pedestrians, other vehicles or people).
Work area unsuitable, for example, poor road conditions

Poor drainage
Poor lighting
Poor signage.
Site:
Driver:
Pedestrians in area with vehicles

Untrained operators
Operators under the influence of drugs and alcohol.
Procedures:
Operators not keeping to speed limits / direction of traffic

Operators not following pre-use checklists
Pre-use checklists not produced.
Most transport accidents, therefore, include:
Moving vehicles (including people being hit or run over)

People falling from vehicles
People being hit by falling objects (usually part of the load)
Vehicles overturning.
Question 1.
Which of the following hazards in the use of vehicles in the workplace is not related to the site ?
Multiple Choice (HP)
Answer 1: Failure of brakes, lights etc.
Response 1: Correct
Jump 1: Next page
Answer 2: Work area unsuitable, for example, poor road conditions.
Response 2: Incorrect try again
Jump 2: This page
Answer 3: Poor drainage

Jump 3: This page
Answer 4: Poor lighting
Jump 4: This page
Answer 5: Poor signage
Jump 5: This page
1.2 Vehicle Stability.

One of the major problems in the safe use of vehicles is instability. Three main ways in which a vehicle may become
unstable are:
Lateral instability:
Is where a vehicle will tip over onto its side. An example is when a lorry is blown over in a high wind or a loaded
forklift tips while driving across a slope.
Lateral (sideways) instability FLT
Turning at speed
Operating with a soft tyre
Uneven ground
Turning on a slope
Carrying load too high
Load not centrally placed
Articulation under load
Longitudinal instability:
Where a vehicle tips over the front or the back. An example is when a tractor's front wheels lift due to the weight
applied by an attached trailer.
Longitudinal (fore and aft) stability FLT
Exceeding safe maximum working load
Forks not fully inserted
Violent braking
Travelling forward down a slope when loaded
Incorrect use of tilt at high level loading
Boom not fully retracted
"live" loads
Loss of control
Occurs when the wheels lose grip on a road surface, but does not require the vehicle to overturn. Examples include skidding
on an icy road.
Lift trucks are designed to manoeuvre loads from point 'A' to point 'B', the mass of the counter weight is designed to prevent
the truck from tipping. In certain circumstances the truck can be tipped forward due to being overloaded or the load being
incorrectly positioned.
Question 2.
Lateral instability is where a vehicle will tip over onto its side.
True/False (HP)
Answer 1: True
Response 1: correct
Jump 1: Next page

Answer 2: False
Jump 2: This page
1.3 Principles of Forklift Truck Safety.

Types of Lift Truck
The lift truck provides industry with a versatile material-handling vehicle, and is an essential feature of many workplace operations. You will remember from your studies of Unit 6: Work Equipment that employers have duties under Regulation 4 of
the Provision and Use of Work Equipment Regulations 1998 for the selection of work equipment that is suitable for the purpose for which it is used or provided and the working conditions. In order to choose the correct lift truck, an assessment
should be made of the environment, load, and task and the characteristics of the truck itself.
There are many different types of lift truck which can be identified as follows:
Type of Lift Truck
Counterbalance Lift Truck
Reach Lift Truck
Rough Terrain Lift Truck
Characteristics
The mass of a counterbalanced lift truck
acts as a counterweight so that the load
can be lifted and moved without the truck
tipping. However, the truck can become
unstable if overloaded, or the load is
incorrectly placed on the forks.
Instability is increased if the truck travels
with the forks raised rather than lowered,
or if the truck is travelling across an
incline or uneven surface.
When the forks are extended, the reach

truck behaves in a similar manner to the
counter-balanced truck. It is less likely to
tip over when the forks are in, as the load
is within the wheelbase of the truck (This
minimises the overall working length and
allows the isle width to be reduced),
which increases stability. When the load
is elevated and the mast tilted back there
is significant risk of overturning. This
risk increases if the load is high and the
truck is operating on an uneven surface
Rough terrain lift trucks are designed to

operate on uneven surfaces such as those
encountered on construction sites. They
operate similarly to the counterbalance
lift truck, however care is needed on
rough ground as bouncing can cause loss
of control. The trucks should not be used
for lifting to high levels unless the
ground is reasonably level and
consolidated and the truck is clear of
excavations and walls. Unless specially
designed, they should not be used for
stacking on inclines. Typical features of a
rough terrain lift truck include increased
load/lifting capacity, higher chassis

position for uneven terrain, enclosed
operator cab to provide protection against
the elements and large diameter wheels
with deep tread.
The telescopic materials handlers are also
referred to as multi-tool carriers,
commonly used in construction and
agriculture where loads need to be
positioned at different heights.(different
lifts of scaffold, and hay stacking). When
fitted with the correct jib they can be
used for crane duties.
Telescopic Materials Handlers
Side Loading Truck
Pedestrian Controlled Truck (ride-on)
The telescopic materials handlers are also

referred to as multi-tool carriers,
commonly used in construction and
agriculture where loads need to be
positioned at different heights.(different
lifts of scaffold, and hay stacking). When
fitted with the correct jib they can be
used for crane duties.
This is a form of lift truck commonly

found in timber yards. It is a type of
reach truck used to carry long lengths of
timber. During travelling the load
A pedestrian via a control handle

operates these. Sometimes referred to as
pallet trucks. Usually powered by a
hydraulic hand pump or battery the
operator can either 'ride on' or walk
steering it. Operators should always face
the direction of travel and not walk
backwards nor directly in front of the
control handle, which should act as a
"dead man's handle" upon release by the
pedestrian in the event of an emergency.
The following factors need to be taken into account when selecting forklift trucks:
Training of operators (see below)

Nature of the loads to be transported.
Operational area, which will determine:
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.
Answer 1: Telescopic materials handler
Response 1: correct
Jump 1: Next page
Answer 2: Reach
Jump 2: This page
Answer 3: Counterbalance
Response 3: incorrect try again
Jump 3: This page
Answer 4: Rough terrain
Jump 4: This page
Answer 5: Pedestrian controlled
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
described under the following headings:
Operator (Safe Driver)

Equipment (Safe Vehicle)
Environment (Safe Site)
1.6 Operator (Safe Driver).

Operators should drive lift trucks in accordance with their training. There are however, a number of basic rules which operators should follow.
Basic Rules for Operators:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Particular care should be taken in the vicinity of pedestrians and as a general rule drivers should keep to the left.
However, in restricted areas where visibility is poor, a central rather than a left-hand side position may improve
visibility. Prescribed lanes or routes should always be used.
All parts of driver's body must be kept within the limits of the truck and no part of the body placed between the uprights of the mast.
Under no circumstances should passengers be carried on loads or on forks. Passengers should not be carried on any
part of the truck unless a properly constructed position is provided, such as a working platform or attachment. Alternatively more suitable equipment should be selected such as Mobile Elevated Working Platforms (MEWP's).
When approaching potential danger points such as road junctions, before entering doorways and at blind corners,
speed should be reduced and the horn sounded. Sounding the horn warns other vehicles and pedestrians but does not
automatically give the driver the right of way.
When driving on inclines ensure that:
(i) When carrying the load, it faces uphill;
(ii) When no load is carried, the fork arms face downhill;
(iii) Where fitted, the tilt is adjusted to suit the gradient and the fork arms are raised to provide ground clearance;
When driving, the forks should be lowered to within 150 mm of the ground and the mast tilted back, wherever possible. Driving with the load elevated increases the risk of overturning. Operators should always ensure that they are
facing the direction of travel.
The truck must be stationary with the handbrake applied when the forks are raised or lowered, whether loaded or
not.
Trucks should not run over cables or pipes unless they are suitably protected to prevent mechanical damage.
Violent braking of a loaded truck should be avoided as sharp movements could cause the load to fall off or the truck
to tip.
When a high load restricts vision, the truck should be driven in reverse except when driving up an incline. The horn
should be used when necessary .e.g. at blind corners or doorways.
Trucks must be driven at an appropriate speed for the conditions and visibility. Where speed restrictions have been
set, they must be obeyed. Particular care must be taken when reversing and when driving on greasy, icy or wet
roads. All defects such as holes in the road surface and obstacles should be avoided and reported to management.
A truck should not be left unattended on a gradient. If it has to be parked in an emergency, the wheels should be
chocked to prevent unexpected movement. If a truck has to be left, even for a short period of time, it should be left
in neutral, the parking brake applied and the forks lowered.
When a truck is not in use, the keys should be kept in a secure place. At the end of the work period, the engine
should be switched off, the forks lowered to the ground and the brakes applied. On battery trucks, the battery should
be disconnected
Lifting loads:
1.
2.
3.
4.
5.
6.
7.
Before lifting, the weight of a load must be assessed as well as its centre of gravity to ensure that the truck is capable of lifting the load.
The forks must be suitably adjusted for the load and placed in the correct position, i.e. fully inserted so that the forks
are evenly loaded during lifting.
The mast should not be tilted forwards when a load is being raised or lowered.
When lifting and lowering loads during stacking operations, the handbrake should be on and care should be taken
not to dislodge other stacks.
A load should not be picked up if someone is standing close to it and people should not walk or stand beneath a load
when it is elevated.
Loads that are unsuitable or pallets which are damaged should not be picked up and further advice should be sought.
Tandem lifting, where two lift trucks are used to manoeuvre heavy or awkward loads, is a difficult and potentially
dangerous operation. It must be supervised by a competent person using recognised signals to guide both of the
drivers. The load must be evenly distributed between the trucks and properly secured.
1.7 Driver Training.

Operator training should include:
Basic skills and knowledge required for safe operation of the

type of lifttruck and attachments that the driver will use. This
should be training off-the-job.
Basic Training
Specific Job Training
Should cover knowledge of the workplace, any special

requirements of the work to be undertaken and the use of
specific attachments.
Familiarisation Training
This is training on-the-job where the driver operates the truck

using the skills learned, under close supervision and under
normal working conditions. It can also include training on
new machines for existing trained and competent operators.
Refresher Training
This type of training may be necessary for drivers who have

not operated lift trucks for some time, will operate unfamiliar
trucks or if there is a change in the area of work. Refresher
training on a regular basis is also beneficial for all operators
A course should include:
Controls of the lift truck to be used

Problems of working in poor weather
Routine inspections of the truck, which should be carried out by the operator
Site rules such as one-way systems
Speed limits
Use of the truck in various locations such as gangways, loading bays, slopes, rough terrain
Using working platforms on forks
Work near overhead lines and excavations
Work to be undertaken, such as loading particular vehicles.
Question 4.
This type of fork lift truck training should cover knowledge of the workplace, any special requirements of the work to be undertaken and the use of specific attachments.
Answer 1: Specific job training
Response 1: Correct
Jump 1: Next page
Answer 2: Familiarisation training
Jump 2: This page
Answer 3: Basic training
Jump 3: This page
Answer 4: Refresher training
Jump 4: This page
1.8 Equipment (Safe Vehicle).

Equipment (Safe Vehicle)
As lift trucks are both lifting equipment and work equipment the Lifting Operations and Lifting Equipment Regulations 1998
and the Provision and Use of Work Equipment Regulations 1998 apply.
Reference should be made to Part 3 Regulations 25-30 which applies to mobile work equipment. Regulation 25 - Employees
carried on mobile work equipment, Regulation 26 - rolling over of mobile work equipment, Regulation 27 -Overturning of
Lift Trucks, Regulation 28 - Self-propelled work equipment and Regulation 29 - Remote control self-propelled work equipment.
Part 111 of the Provision and Use of Work Equipment Regulations 1998 is available on the following link:
http://www.legislation.gov.uk/uksi/1998/2306/part/III/made
Part 111 of PUWER
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
paragraph (1).
(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 railmounted 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,
where this is otherwise inadequate:
Mirrors
CCTV
Plane, angled and curved mirrors
Fresnel lenses
As a matter for risk assessment.

What are Fresnel Lenses ?
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 supported 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.
Question 5.
The acronym'FOPS' stands for...
Answer 1: Falling object protective structure
Response 1: Correct
Jump 1: Next page
Answer 2: Fall out protection shield
Jump 2: This page
Answer 3: Fear of public speaking
Jump 3: This page

Answer 4: Faculty of pharmaceutical science
Jump 4: This page
Answer 5: Flight operations
Jump 5: This page
1.9 Environment (Safe Site).

Workplace traffic creates a significant and potential loss, both personal injury and damage to assets. Of the many fatal accidents 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, addresses 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. Oneway 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 cooperation 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 example dock levellers or vehicle tail lifts). There may be other mechanical dangers and safety procedures to be considered.
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 unnecessary 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 overview. 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.
Case study 3.
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 remaining 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 visibility, 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:
Step 3
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.
Evaluation of risks arising from identified hazards and

implementing a suitable 'Principles of prevention' approach
(see below).
Step 4
Step 5
Recording "significant findings" i.e. ignoring the trivial ones.

The information must be made available to all those involved
with the task or activity.
Review and revise the assessment at regular intervals or more
frequently if there are:
Changes in the processes, work methods or materials used

Introduction of new, or the modification of, existing 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 employment of young or disabled persons
After the passage of time, for example, one year
The above may indicate that the original assessment 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 people 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,
in relation to workplace transport:
Accredited training bodies

Contractors and subcontractors
Design and layout of road systems
Drainage
General principles - site traffic control
Height restrictions
High visibility clothing
HSE recognition of accrediting bodies
Improving waste management
Lighting
Parking areas
Pedestrians
Pedestrian walkways and cycleways
Procedures and working practices
Roadsigns and markings
Safe driving: loading and unloading
Safe driving: reversing
Safety signs, signals and markings
Site maintenance
Speed limits
Training drivers
Vehicle maintenance
Visiting drivers.
http://www.hse.gov.uk/pubns/tranindx.htm
2 Driving at work.
Introduction
Employers and dutyholders must make sure that vehicles used in the workplace are:
safe
right for the job
driven safely
accessed safely
regularly maintained, repaired and inspected.
2.1 Road injuries and fatalities.

The key findings from Reported Road Casualties in Great Britain (RRCGB) Annual Report: 2010 include:
In 2010, there were a total of 208,648 casualties of all severities in road accidents reported to the police, 6 per cent
lower than in 2009
There were 1,850 people killed, 17 per cent lower than in 2009 and 22,660 were seriously injured, down 8 per cent
Motor vehicle traffic fell by 2 per cent over the same period
The number of fatalities fell for almost all types of road user, with a fall of 21 per cent for car occupants, 19 per cent
for pedestrians, 15 per cent for motorcyclists. Pedal cycle fatalities rose by 7 per cent
In 2010, it is estimated that 9,700 reported casualties (5 per cent of all road casualties) occurred when someone was
driving whilst over the legal alcohol limit
The provisional number of people estimated to have been killed in drink drive accidents was 250 (14 per cent of all
road fatalities)
Failed to look properly was again the most frequently reported contributory factor and was reported in 40 per cent
of all accidents reported to the police in 2010
Not all non-fatal accidents are reported to the police
Best current estimate is that the total number of road casualties in Great Britain, including those not reported to police, is within the range 660 thousand to 800 thousand with a central estimate of 730 thousand
In 2010, the economic welfare cost of reported road accidents was estimated to be around 15 billion.
The benefits for managing work-related road safety and reducing crashes include:
Fewer days lost due to injury

Reduced risk of work-related ill health
Reduced stress and improved morale
Less need for investigation and paperwork
Less lost time due to work rescheduling
Fewer vehicles off the road for repair
Reduced running costs through better driving standards
Fewer missed orders and business opportunities so reduced risk of losing the goodwill of customers
Less chance of key employees being banned from driving, e.g. as a result of points on their licenses.
Fact: The UK's first traffic fatality occurred on 17th August

1896 in South East London. Bridget Driscoll (44), labourers wife, hesitated in front of, and seemed to be bewildered
by the car before being hit. The car was travelling at 4mph
and the driver had attempted to warn Mrs Driscoll by ringing his bell and shouting 'stand back'. A witness to the
incident, gave evidence stating that the car went at a 'tremendous pace', 'like a fire engine', and 'as fast as a good
horse could gallop'.
Figure: Mrs Driscoll in photograph, second from right:
2.2 Factors associated with driving.

The top ten most frequently reported contributory factors have remained unchanged in the past five years:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Failed to look properly

Failed to judge other person's path or speed
Careless, reckless or in a hurry
Loss of control
Poor turn or manoeuvre
Slippery road (due to weather)
Pedestrian failed to look properly
Travelling too fast for conditions
Sudden braking
Following too close.
Types of factors that contributed to road injuries and fatalities include:

1.
2.
3.
4.
5.
6.
7.
8.
9.
Driver error or reaction

Injudicious action
Behaviour or inexperience
Impairment or distraction
Pedestrian contributory factors
Road environment
Vision affected by external factors
Vehicle defects
Special codes (travelling too fast for conditions, following too close and exceeding speed limit).
Common risks associated with driving include:

Reversing
Nearly a quarter of all deaths involving vehicles at work

happen during reversing. Many other reversing accidents
cause injury or expensive damage
Parking
Carelessly parked vehicles can injure and kill people. A

vehicle parked on a slope can move if all of the brakes are
not used properly. It can take very little slope to make a
vehicle move, and it can sometimes happen even if the
vehicle has been still for some time.
Coupling and uncoupling
Most accidents during coupling involve drivers or other

people being run over, hit or crushed by moving vehicles or
trailers - often while trying to get back into a cab to apply the
brakes.
Loading and unloading
Loading and unloading can be very dangerous. Machinery

can seriously hurt people. Heavy loads, moving or
overturning vehicles and working at height can all lead to
fatal or serious injuries.
Trimming, sheeting and netting
Some loads will need trimming to make sure they are well
balanced and ready to be transported, or before they can be
sheeted or netted. Trimming is often needed where bucket or
hopper loading has left a load unevenly spread in the vehicle
container.
Tipping
Each year, a significant number of tipping vehicles

(including rigid-body lorries, tipping trailers and tankers)
overturn.
Overturning
Vehicle overturns cause nearly a fifth of all deaths in

workplace transport accidents. Fork lift trucks, compact
dumpers, tipper lorries and tractors are all especially prone to
overturning.
Falls
Falling from vehicles is a significant cause of workplace

transport injuries.
2.3 Risk Assessment.

Risk assessments for any work-related driving activity should follow the same principles as risk assessments for any
other work activity. This can be accomplished using HSE FIVE steps to risk assessment:
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
Identify the significant hazards that may result in harm when

driving on public roads. Remember to ask your employees,
or their representatives, what they think as they will have
first hand experience of what happens in practice. You need
the views of those who drive extensively, but also get the
views of those who only use the roads occasionally. The
range of hazards will be wide and the main areas to think
about are the driver, the vehicle and the journey.
Step 2
Decide who might be harmed and how. In almost all cases

this will be the driver, but it might also include passengers,
other road users and / or pedestrians. You should also
consider whether there are any groups who may be
particularly at risk, such as young or newly qualified drivers
and those driving long distances
Step 3
Evaluate risks and decide on precautions

Specific areas that require evaluation are: Driver, Vehicle and
Journey (see below for more details).
Consider whether a policy on the allocation of company cars
actively encourages employees to drive rather than consider
alternative means of transport
Consider an alternative to driving, e.g. going at

least part of the way by train
Try to avoid situations where employees feel under
pressure, e.g. avoid making unrealistic claims
about delivery schedules and attendance, which
may encourage drivers to drive too fast for the
conditions, or exceed speed limits
Organise maintenance work to reduce the risk of
vehicle failure, e.g. ensure that maintenance schedules are in place and that vehicles are regularly
checked by a competent person to ensure they are
safe
Ensure that drivers and passengers are adequately
protected in the event of an incident, e.g. ensure
that seatbelts, and where installed, airbags, are correctly fitted, work properly and are used
Ensure that company policy covers the important
aspects of the Highway Code such as not exceed-
ing speed limits.

Step 4
Record your findings and implement them
Step 5
Review the assessment and update if necessary
2.4 Evaluating risks.

The following factors should be considered when evaluating the risks:
Driver
Vehicle
Journey
by asking the following questions:

Driver
1. Competency
2. Training
Are you satisfied that your drivers are competent

and capable of doing their work in a way that is
safe for them and other people?
Are your at-work drivers aware of company policy
on work-related road safety, and do they understand what is expected of them?
Do you check the validity of their driving license
on recruitment and periodically thereafter?
Do you specifically check the validity of any LGV
/ PSV driving entitlements as part of your recruitment procedures and periodically thereafter? Such
entitlements may not have been restored after a period of disqualification
Do your recruitment procedures include appropriate pre-appointment checks, e.g. do you always
take up references?
Does the employee have relevant previous experience?
Does the job require anything more than a current
driving license, valid for the type of vehicle to be
driven?
Have you specified what standards of skill and expertise are required for the circumstances of the
particular job?
How do you ensure that these standards are met?
Should your policy document be supplemented
with written instructions and guidance and / or
training sessions or group meetings?
Are drivers aware of the dangers of fatigue?
Are drivers fully aware of the height of their vehicle, both laden and empty?
Are you satisfied that your drivers are properly
trained?
Do drivers know how to check washer fluid levels
before starting a journey?
Do drivers know how to correctly adjust safety
equipment, e.g. seat belts and head restraints?
Do drivers know how to ensure safe load distribution, e.g. when undertaking multi-drop operations?
Do drivers know how to use anti-lock brakes
(ABS) properly?
Do drivers know what actions to take to ensure
3. Fitness and health
their own safety following the breakdown of their

vehicle?
Do drivers need to know how to carry out routine
safety checks such as those on lights, tyres and
wheel fixings?
Do they know what they should do if they start to
feel sleepy?
Do you arrange for drivers to be trained giving priority to those at highest risk, e.g. those with high
annual mileage, poor accident records, or young
drivers?
Do you evaluate whether those that drive at work
require additional training to carry out their duties
safely?
Do you need to provide a handbook for drivers giving advice and information on road safety?
Do you provide induction training for drivers?
Has money been budgeted for training? To be effective, training needs should be periodically assessed, including the requirement for refresher
training.
Are you satisfied that your drivers are sufficiently

fit and healthy to drive safely and not put themselves or others at risk?
Do drivers of heavy lorries, for which there are legal requirements for medical examination, have the
appropriate medical certificate? Although there is
no legal requirement, should those at-work drivers
who are most at risk, also undergo regular medicals?
Have you told staff that they should not drive, or
undertake other duties, while taking a course of
medicine that might impair their judgement? In
cases of doubt they should seek the view of their
GP
Should staff that drive at work be reminded that
they must be able to satisfy the eyesight requirements set out in the Highway Code?
Vehicle
4. Suitability
5. Condition
Are you satisfied that vehicles are fit for the purpose for which they are used?
Do you ensure that privately owned vehicles are
not used for work purposes unless they are insured
for business use and, where the vehicle is over
three years old, they have a valid MOT certificate?
Do you investigate which vehicles are best for
driving and public health and safety when purchasing new or replacement vehicles?
Is your fleet suitable for the job in hand? Have you
thought about supplementing or replacing it, with
leased or hire vehicles?
Are windscreen wipers inspected regularly and replaced as necessary?

Are you satisfied that vehicles are maintained in a
safe and fit condition?
Can goods and equipment, which are to be carried
in a vehicle, properly secured, e.g. loose tools and
sample products can distract the driver's attention if
allowed to move around freely?
6. Safety equipment
7. Safety critical information
8. Ergonomic considerations
Do you have adequate maintenance arrangements

in place?
Do your drivers know how to carry out basic safety
checks?
How do you ensure maintenance and repairs are
carried out to an acceptable standard?
How do you ensure that vehicles do not exceed
maximum load weight?
Is planned / preventative maintenance carried out
in accordance with manufacturers' recommendations? Remember an MOT certificate only checks
for basic defects and does not guarantee the safety
of a vehicle.
Are seatbelts and head restraints fitted correctly

and do they function properly?
Are you satisfied that safety equipment is properly
fitted and maintained?
Is safety equipment appropriate and in good working order?
Are you satisfied that drivers have access to information that will help them reduce risks? Have you
thought of ways that information can be made
readily available to drivers?
The action drivers should take when they consider
their vehicle is unsafe and who they should contact.
Are you satisfied that drivers' health, and possibly

safety, is not being put at risk, e.g. from inappropriate seating position or driving posture?
Do you provide drivers with guidance on good posture and, where appropriate, on how to set their
seat correctly?
Do you take account of ergonomic considerations
before purchasing or leasing new vehicles?
Journey
9. Routes
10. Scheduling
Could you use safer routes that are more appropriate for the type of vehicle undertaking the journey?
Motorways are the safest roads and although minor
roads may be fine for cars, they are less safe and
could present difficulties for larger vehicles
Do you plan routes thoroughly?
Does your route planning take sufficient account of
overhead restrictions e.g. bridges and tunnels and
other hazards, such as level crossings, which may
present dangers for long vehicles?
Are work schedules realistic?

Do you take sufficient account of periods when
drivers are most likely to feel sleepy when planning work schedules?
Do you try to avoid periods of peak traffic flow?
Do you make sufficient allowances for new trainee
drivers?
Have you taken steps to stop employees from driving if they feel sleepy even if this might upset delivery schedules?
11. Time
Where appropriate, do you regularly check tachographs to ensure drivers are not cutting corners and
putting themselves and others at risk?
Are you satisfied that sufficient time is allowed to

complete journeys safely?
Are your schedules realistic? Do journey times take
account of road types and condition, and allow for
rest breaks? Would you expect a non-vocational
driver to drive and work for longer than a professional driver?
Can drivers make an overnight stay, rather than
having to complete a long road journey at the end
of the working day?
Does company policy put drivers under pressure
and encourage them to take unnecessary risks, e.g.
to exceed safe speeds because of agreed arrival
times?
Have you considered advising staff that work irregular hours of the dangers of driving home from
work when they are excessively tired? In such circumstances they may wish to consider an alternative, such as a taxi?
12. Distance
13. Weather conditions
Are you satisfied that drivers will not be put at risk

from fatigue caused by driving excessive distances
without appropriate breaks?
Can you eliminate long road journeys or reduce
them by combining with other methods of transport? For example, it may be possible to move
goods in bulk by train and then arrange for local
distribution by van or lorry
Do you plan journeys so that they are not so long
as to contribute to fatigue?
Are you content that drivers understand the action

they should take to reduce risk, e.g. do drivers of
high-sided vehicles know that they should take extra care if driving in strong winds with a light load?
Are you satisfied that drivers do not feel pressurised to complete journeys where weather conditions are exceptionally difficult?
Are you satisfied that sufficient consideration is
given to adverse weather conditions, such as snow
or high winds, when planning journeys?
Are you satisfied that vehicles are properly
equipped to operate in poor weather conditions,
e.g. are anti-lock brakes fitted?
Can your journey times and routes be rescheduled
to take account of adverse weather conditions?
Where this is possible is it done?
2.5 Control measures.

Control measures are used to reduce work related driving tasks. These include:
Driver
Vehicle
Journey
Driver
Ensure driver:
Can satisfy eyesight requirements set out in the Highway Code

Has been provided with a handbook for drivers giving advice and information on road safety
Has current medical examination / certificate if required
Has provided suitable references
Has relevant experience - or can be supervised
Has undertaken induction training
Holds a current driving license and any other valid license for the type of vehicle to be driven
Informs manager of any medication / health condition that may affect their driving
Is aware of the dangers of fatigue
Is aware of how to carry out routine safety checks on their vehicles
Is aware of company policy on work-related road safety, and understand what is required
Is aware of the height and weight of their vehicle, both laden and empty
Knows how to correctly adjust safety equipment
Knows how to reverse, park, couple, load / unload trim, tip, prevent overturning and falls from height
Knows what actions to take to ensure their own safety following the breakdown of their vehicle
Knows what they should do if they start to feel sleepy
Received advanced training (for those at highest risk, e.g. those with high annual mileage, poor accident records,
or young drivers).
Vehicle
Ensure vehicles:
Are purchased taking into consideration driver (ergonomic) and public health and safety
Are suitable for the requirements needed (including enough vehicles in the fleet)
If over three years old, they have a valid MOT certificate
Are maintained, adequate, in a safe and fit condition
Undergo planned / preventative maintenance, carried out in accordance with manufacturers' recommendations
Can be properly secured, to carry goods and equipment which are to be carried in a vehicle
Has appropriate safety equipment and is properly fitted and maintained
Have information / guidance for drivers on:
Recommended tyre pressures
How to adjust headlamp beam to compensate for load weight
How to adjust head restraints to compensate for the effects of whiplash
Good posture and, where appropriate, how to set the seat correctly?
Journey
Ensure journey is planned to:
Eliminate long road journeys or reduce them by combining with other methods of transport
Ensure adequate time is allowed to complete journeys safely
Ensure drivers will not be put at risk from fatigue caused by driving excessive distances without appropriate
breaks
Ensure that safer routes which are more appropriate for the type of vehicle undertaking the journey are used
Ensure that sufficient account of periods when drivers are most likely to feel sleepy are accounted for when developing work schedule (Sleep-related accidents are most likely to occur between 2 am and 6 am and between 2
pm and 4 pm)
Ensure that work schedules are realistic (The Highway Code recommends that drivers should take a 15 minute
break every two hours)
Plan journeys so that they are not so long as to contribute to fatigue
Plan so drivers make an overnight stay, rather than having to complete a long road journey at the end of the working day
Regularly check tachographs to ensure drivers are not cutting corners and putting themselves and others at risk
Sufficient consideration should be given to adverse weather conditions, such as snow or high winds, when planning journeys
Try to avoid periods of peak traffic flow.

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NEBOSH International Diploma in Occupational Health and Safety

Element IC10: Workplace Transport & Driving at Work.

Health and Safety at Work etc Act 1974

1.1 Typical hazards leading to loss of control.

Work area unsuitable, for example, poor road conditions

Pedestrians in area with vehicles

Operators not keeping to speed limits / direction of traffic

Most transport accidents, therefore, include:

Moving vehicles (including people being hit or run over)

Answer 3: Poor drainage

1.2 Vehicle Stability.

Jump 1: Next page

1.3 Principles of Forklift Truck Safety.

Reach Lift Truck

Rough Terrain Lift Truck

When the forks are extended, the reach

Rough terrain lift trucks are designed to

load/lifting capacity, higher chassis

Telescopic Materials Handlers

Side Loading Truck

Pedestrian Controlled Truck (ride-on)

The telescopic materials handlers are also

This is a form of lift truck commonly

A pedestrian via a control handle

Training of operators (see below)

Operational area, which will determine:

the power source (battery indoors, diesel outdoors)

1.4 Hazards associated with the use of lift trucks.

Other hazards associated with the use lift trucks include:

Exceeding the maximum rated capacity of the lift truck.

Load bearing part (e.g. chain or hydraulic system), inadequate maintenance.

Lifting batteries or gas cylinders can cause musculoskeletal injuries.

1.5 Precautions in the use of lift trucks.

Operator (Safe Driver)

1.6 Operator (Safe Driver).

1.7 Driver Training.

Basic skills and knowledge required for safe operation of the

Specific Job Training

Should cover knowledge of the workplace, any special

This is training on-the-job where the driver operates the truck

This type of training may be necessary for drivers who have

A course should include:

Controls of the lift truck to be used

1.8 Equipment (Safe Vehicle).

Full-body seat belts

(4) Compliance with this regulation is not required where:

Hardware measures - counterbalance weights

As a matter for risk assessment.

Jump 3: This page

1.9 Environment (Safe Site).

Road markings and Signage

1.10 Non-movement related hazards.

being struck by a moving vehicle;

1.11 Loading, unloading and securing loads.

Level. Trailers should be parked on firm level ground to maintain stability.

2. Loads should be:

3. Loading and unloading should consider:

The use of safety equipment such as mechanical lifting aids.

They are in good condition.

Avoids work at height where possible

the poor condition of equipment such as the straps or ropes

Does the driver need to access the top of the vehicle?

Has the material been loaded unevenly requiring trimming?