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UK SteelBest Practice Document for the

Guidance notes for companies and individuals involved in thedelivery and unloading of steelIssue 2: February 2014

Safe Delivery andUnloading of SteelProducts

1. Foreword p3

2. Planning for Safe Delivery p3

3. Fundamentals of Delivery Planning p4

4. Loading and Load Security p6

4.1 Projecting Loads p8

5. Loading/Unloading Site Specific Considerations p9

6. General Precautions to be taken when Loading and Unloading p10

7. Operation and Control of Lifting Equipment During the Unloading Operation p13

7.1 Overhead/Mobile Cranes p13

7.2 Vehicle-Mounted Cranes p13

7.3 Fork-lift Trucks and Side-loaders p14

7.4 Manual Unloading p14

7.5 Barring Off p15

7.6 Feedback and Review on the Delivery Plan/Process p15

8. Legal Requirements p16

Appendix 1.Delivery Plan Check List p18

Appendix 2.Load Configuration Guideline p21

Load Restraint Guideline p24

Appendix 3.Load Choker p27

Appendix 4.Precautions that must be used when transporting projecting loads p28

Appendix 5.Methods of gaining safe access to the load carrying platform p29

Appendix 6.Fall prevention and or restraint systems that can be employed to prevent or mitigate falls from height p30

Notes. p31

Contents

Best Practice Document for the Safe Delivery and Unloading of Steel Products

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Contents

This document is based on joint work by NASS (theNational Association of Steel Service Centres) andUK Steel (representing the steel producers andsteel converters in UK). The Health and SafetyExecutive (HSE) and Wolverhampton City Council(representing Local Authorities in the LocalAuthority Partnership Scheme with NASS) wereconsulted during the preparation of this guidance.The information and guidance within thedocument represents best practice which may gofurther than the minimum you need to do tocomply with the law. The document updates andsupersedes the information in HSE guidance 'SafeUnloading of Steel Products' (INDG 313).

Produced February 2014

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This document offers practicalsafety advice to everyone involvedin the delivery and unloading ofsteel, and will be particularlyuseful for steel mills, stockholdersand steel users who receive steel attheir premises, as well as thosedelivering it. It highlights theplanning that should take place toensure that steel can be safelyunloaded on site, as well as thepractical precautions necessaryduring the unloading procedure.

Every year people are seriouslyinjured or even killed while loadingor unloading steel. The main typesof accidents that occur include:

• Falls from height• Crush injuries

• Slips and trips• Trapped fingers

Everyone involved in the loading ofsteel, its delivery and unloadingvehicles must take precautions toreduce the risk of accidentshappening. This document givesdetails of some of the morecommon precautions that need tobe taken. In particular, unloadingshould never be carried out unlessall the risks have been assessed,even if this results in a delay. Suchdelays can be avoided throughproper planning, communicationand cooperation between supplierand customer.

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1. Foreword

2. Planning for Safe Delivery''Safe delivery” means propercontrol of the risks to the healthand safety of persons who mightbe put at risk by the deliveryprocess. It is the joint responsibilityof the supplier, contract haulier(where the supplier is not thehaulier) and customer. Deliveriesmust be properly planned, withthe supplier and customeragreeing in advance themanagement arrangements, plant,equipment and systems of work toensure safe delivery. In many casesthis agreement can bedocumented as a written DeliveryPlan, which, where necessary, caninclude specific plans for loading.Many of the accidents that occur

during delivery of materials atcustomer premises could beavoided if plans for the unloadingoperation were made at an earlystage, ideally at the time an orderis placed. In the non-ideal casewhere it is not possible to producea delivery plan the driver should beissued with a delivery planchecklist that will enable him tocarry out an in situ assessment ofthe risks involved and theappropriate action to be taken (seeexample Appendix 1). This in situassessment needs to retained bythe driver and signed off by thereceiving party.


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3. Fundamentals of Delivery PlanningDelivery planning begins with aproper assessment of theassociated hazards/risks by thecustomer. The customer or receiverof the goods should carry out ananalysis of reported accidents andsignificant risks associated withsteel deliveries, in terms of themain causes of injury which aredescribed in the body of thisdocument.

When a customer places an orderwith a supplier, a supplyagreement is entered into. Ideallythis agreement should make itabsolutely clear to both partieswhere their safety responsibilitiesbegin and end. In all cases, thecontrol of risk and avoidance ofaccidents will necessarily involvefull co-operation between allparties involved in the supplyprocess i.e. supplier, customer andhaulier. The supplier should ensurethat a competent person (such asa suitably trained transportmanager, transport supervisor ordriver) prepares a Delivery Plan,which ensures that all hazardsidentified by the customer areknown to the driver. The formatfor a written Delivery Plan shouldbe left to individual suppliers.

For the purposes of planning forsafe delivery, the ‘Supply' process istaken to comprise four stages:

• Order placement by the customer

• Loading

• Transportation

• Delivery

The Delivery Plan should not onlybe based on the types of steel, (i.e.plate, rod, bar, tube, coil, sheetetc.), dimensions, weight andproperties of material ordered, butalso take account of the followinginformation obtained from/agreedwith the customer:

• delivery address;

• any limitations on delivery times;

• any specific requirements for off-loading need to be specified in the delivery plan e.g. SWL of lifting equipment at the customer site, load arrangementto enable access for the lifting equipment

• site access;

- transport restrictions (maximum size of vehicles, if articulated vehicles are acceptable etc.);

- route to unloading facilities

- site-specific hazards and risks to be aware of such as speed limits, reversing constraints, danger areas;

- instructions to be followed by the driver upon arrival at the delivery point;

- roles and responsibilities of vehicle driver in respect of the delivery process, e.g. unsheeting, load checking, unloading, assistance with securing lifting equipment to the load;

- the need to wear high visibility clothing and personal protective equipment (PPE) see below for minimum mandatoryPPE requirements;

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5Produced February 2014

Hard hat with chin strap

Ear and Eye protection

Safety gloves

Safety footwear

High visibility vest

Plus any other PPE specifically stated in the delivery plan

- details of person(s) responsible for supervising and for unloading the vehicle, and the supervision arrangements for the driver when at the customers site;

• load configuration on the vehicleand unloading sequence; this is especially important when undertaking multi-drop loads (see Appendix 2);

• if the delivery driver is required to participate in the unloading operation;

• if assisting unloading is part of the driver's responsibilities, the arrangements for safe delivery will include:

1.setting up of an exclusion zone round the vehicle prior to and during unloading;

2.arrangements for safe access to the vehicle/load;

3.lifting/handling plant and equipment (including attachments) to be used;

4.the capacity of the lifting equipment on site to be used foroff-loading the specific order;

5.arrangements for safe lifting/unloading of material;

6.specific requirements for safe slinging or handling of the load;

7.any manual handling requirements;

• if unloading is not part of the driver's responsibilities, the details of a refuge or safe location from which to view the unloading operations

• if there are any other special requirements.

This information, along withdetails of the material to bedelivered, can be recorded by thesales team of the supplier. Oftenthis information will need to beprovided only once, i.e. the firsttime steel is supplied to aparticular customer. In particularthe customer and the suppliershould agree the point at whichthe goods will become thecustomer's responsibility in termsof safety. If no point of transfer ofresponsibility for safety is agreedat the time of order placement, itwill be assumed that the delivery iscompleted when the deliveryvehicle has arrived at the deliveryaddress, has been parked and ispresented for unloading. Thesupplier needs to advise thehaulier of the point of transfer ofsafety responsibility.

When the supplier and thecustomer have agreed on theequipment and systems that willbe used to ensure the load isdelivered safely, it can bedocumented as a Written

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Delivery Plan. An adequateWritten Delivery Plan is a practicalway of demonstrating that asuitable and sufficient assessmentof all the risks has been carriedout, involving the close co-operation of all those with legalresponsibilities e.g. suppliers,customers and, where appropriate,contract hauliers.

Consideration at an early stage ofthe precautions outlined in thisdocument should

avoid problems on site later. Bothparties must keep each otherinformed of any significantchanges that may introduce newrisks. For example, customers mustinform suppliers of the breakdownor lack of availability of unloadingequipment, whilst suppliers needto inform the customers if analternative size or type of vehicle isbeing used for the delivery, so thatthe Delivery Plan can be revised ifnecessary.

Loads must be built and securedsufficiently to allow the lorry driverto safely perform emergencybraking or emergency evasivemanoeuvres, if the need arises,without the risk of the steelcoming off the vehicle or comingthrough the headboard. The forcesinvolved and the method ofcalculating the restraint is set outin the European Standard EN12195. Practical guidance on thesecuring of steel products for safetransport by road is set out insection 8 of the Department forTransport’s Code of Practice“Safety of Loads on Vehicles”; theHealth & Safety Laboratory’s“Transport Safety – An Operator’sGuide to Safe Loading andTransport”; and the European“Best Practice Guidelines on CargoSecuring for Road Transport”1.More detailed Load RestraintGuidelines2 for steel products havebeen produced by Tata Steel inEurope, an example of which can

be seen in Appendix 2.

It is essential that the vehicleplanned to transport a load shouldbe suitable for the job anddesigned to ensure that the loadcan be transported safely given thenature of normal road conditions.The vehicle dimensions andstructural integrity (including thatof the headboard) should be ofadequate design. In the case ofheadboards these should be ratedin line with EN 12642.Furthermore, safety equipmentsuch as straps, chains, lashingpoints, load “retention posts”(when transporting coil), or “sideposts” (when transportingsections, tubes and other longproducts) must be capable ofrestraining the load. If webbingstraps are used to secure steelproducts, the use of proper edgeprotection is essential to preventthe straps from being cut by thesteel.

3. Fundamentals of Delivery Planning ...continued

4. Loading and Load Security4

A picture of materialsafely loaded up to theheadboard and securedwith webbing straps andsuitable edge protection.

Note: if this product wasoiled, it would also needstraps to prevent it slidingbackwards.

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It is the responsibility of theloaders to check that the trailer isloaded correctly and the driver toensure it is adequately secured andsafe for transportation as per thedelivery plan. It is also the driver’sresponsibility to decide if the loadis safe to be taken on the publichighway, and to check the securityof the load en-route if necessary.

It is strongly recommended thatsteps are taken to ascertain thecompetency of the partytransporting the load, to ensurethat appropriate training of thedriver has been undertaken in thesafe securing of the load and thatthe relevant insurances are inplace. The compulsory driver CPCcan be used to train driversspecifically for the safe loadingand securing of steel products. It isrecommended that drivers workingwith these products attend suchcourses. Vehicles must be loadedin such a way that they can besafely unloaded at a customer'spremises, as well as meeting anyrequirements for safe transport onthe public highway.

The information provided by thecustomer at the time of orderacceptance will assist planning ofthe loading arrangements.Determination of the sequence ofloading and the load configurationis likely to require close co-operation between the supplier,haulier and customer to ensurestock can be safely unloaded atthe delivery address. Packagingand banding needs to be ofsufficient quality and specificationso that the packaged product iscapable of safe transportation. Theconsideration of safety should takeaccount of the possibility ofmovement sideways, forwards andbackwards. Certain types ofmaterial (for example oilyproducts) may need specialconsideration i.e. secondaryheadboards, bespoke dunnage,load restraint systems e.g. loadchoker (Appendix 3).

Photo courtesy ofTATA Steels Europe


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4.1 PROJECTING LOADS Where loads are carried whichextend forward over the cab orrearwards from the load bed of avehicle, extra care should be takento ensure that it is adequatelysecured and correctly marked inaccordance with "Constructionsand Use of Vehicles Regulations".The use of Marker boards is aspecific legal requirement,dependant on the length of theprojection, and you should ensurethat any projection is clearly visibleto other road users andpedestrians. If you are uncertainabout these requirements youshould check the guidanceprovided by the Department ofTransport or transport relatedassociations such as the FreightTransport Association (FTA) or theRoad Haulage Association (RHA).

When long lengths are carried overthe cab particular attention shouldbe paid to the weight of thematerial overhead. Overhead loadsaffect the handling of the vehicleby raising the centre of gravity

which in turn can affect thecornering and brakingcharacteristics of the truck. Also,some forward projecting loads canbe obscured from the drivers visionand drivers can and do forget thatthey are carrying a forward facingprojection. Therefore, when driversare carrying such loads, theyshould be extra vigilant andcautious when approachingcorners, roundabouts, junctionsetc. so that the vehicle does notbecome unstable and out ofcontrol. Also, that a forwardprojecting load is not sticking outinto the road when stopped at ajunction which may be struck by apassing vehicle.

For these reasons, if carryingoverhead or projecting loads aspart of a multi drop load,wherever it is possible to do so,they should be delivered and offloaded at the very earliestopportunity. Precautions that mustbe taken when transportingprojecting loads are illustrated inAppendix 4.

4 4. Loading and Load Security ...continued


55. Loading/Unloading Site SpecificConsiderations

The area where material is to beunloaded must be suitable for thisto be done safely. It should bechecked before unloading beginsto make sure it is safe to proceed.The following should beconsidered:

• pedestrians in the unloading area (people should be kept clear unless they are immediatelyinvolved in the unloading operation and are in a safe place).

• the suitability of the ground for the vehicle and load stability (forexample whether the ground is flat and firm). Where vehicles can only be parked on a slope, the parking brakes should be applied and the vehicle left in gear and if appropriate wheel chocks should be used.

• any obstructions in the unloading area (including parked cars, overhead cables and pipes).

• the vehicle itself should be checked to make sure that it canaccess the unloading area safely,taking into account any material which is overhanging the rear of the vehicle or stacked above the cab height.

If the driver is to be involved withthe unloading operation theultimate decision as to proceed istheirs.

The use of barriers to delineate theunloading exclusion zone isrecommended

Clearly identify GO areas forpedestrians

Clearly identify NO GO areas forpedestrians

Photo’s courtesy of TATA Steels Europe


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The driver is required to inspectthe load before unloading begins,in order to ensure that it has notmoved in transit. The load shouldbe inspected from the ground ifpossible. In addition, a checkshould be made that anysupporting dunnage has notmoved or been damaged, as thismay make the material unstable orlikely to fall when the restrainingstraps are removed. In additionwhere trucks or trailers have dropdown sides the load must bechecked to ensure it is securedbefore lowering them.

If, on inspection, it is found thatthe load has moved or becomeunstable in some way duringtransportation, unloading shouldnot take place until a safe methodof removing the load has beendetermined by staff who arecompetent to make such adecision. Access to the vehicle maybe dangerous in thesecircumstances as the load couldmove unexpectedly. It may benecessary to take the vehicleslowly and under constantsupervision to another location onthe site where there is sufficientload-handling equipment toremove it safely. Do not allowunstable loads to ‘tip’ or fall ontothe ground unless it has beendecided by a competent personthat this is the only safe option forremoving the load. In this case anextended appropriate exclusionzone has to be established. Thevehicle must not be taken back

onto a public road until the loadhas been made safe. If a load isfound to be unstable when thevehicle is on a public highway, anexclusion zone should beestablished around the vehicle. It isrecommended that the policeshould be informed and a suitablecourse of action agreed with them.

It is preferable to eliminate theneed for reversing vehicles forloading and unloading (e.g. by theuse of one-way systems) andparticular attention should be paidto this aspect when sites are beingredeveloped or new sites created.Where reversing is unavoidable,the risks should be reduced by acombination of controlsappropriate to the circumstancesof the site. It is good practice forvehicles to be fitted with suitablereversing aids such as CCTV andreversing alarms emitting audiblewarnings. It is accepted that suchdevices are not currently fitted onall vehicles used for the delivery ofsteel products, although it is thelonger term aim to encourage useof on-board CCTV or otherrearward hazard alerting devices.

People should stay clear ofreversing areas. You should onlyconsider the use of a banksmanwhere there is no other way tocontrol reversing risks. Thebanksman should be used to guidethe driver and to prevent access ofpedestrians into the zone wherereversing is taking place. Thebanksman should be properly

6. General Precautions to be takenwhen Loading and Unloading6


trained in, and use of, the handsignals detailed in the Health andSafety (Safety Signs and Signals)Regulations 1996 or similardefined signals. Banksmen anddrivers should clearly agree thesystem of signalling before thedriver starts to manoeuvre thevehicle. The banksman needs to bevisible to the driver at all times,and should wear high visibilityclothing such as a reflective vest.The driver should be instructed tostop immediately if the banksmandisappears from view. It isimportant that the banksmanshould stand in a safe positionwhere he can guide the reversingvehicle without coming intocontact with it.2 3

When the vehicle is in the correctposition for loading/unloading thevehicle handbrake must beapplied. Numerous fatalities haveoccurred from run-away vehicleswhen loading and unloading steelproducts and it is recommendedthat all vehicles should be fittedwith hand-brake alarms as theycan be a useful addition to safety.However, if they fail they usuallydo so to danger and should not berelied on as the primary means ofsafety for handbrake use. Wherefitted, they should be checked forfaults at regular intervals.

During unloading:

• ensure the vehicle brakes have been applied before unloading begins;

• keep secondary load restraints (such as side posts) in position during unloading;

• keep the material under control at all times and do not allow it to roll off the vehicle;

• don’t tie the load to an object todrag it off by moving the vehicle;

• don’t ‘bar off’ the loads (see later comments on Manual unloading – section 7.4)

If the load becomes unstable insome way during unloading,unloading should stopimmediately and the relevantcompetent person should beinformed. Access to the vehiclemay be dangerous in thesecircumstances as the load couldmove unexpectedly and a largerexclusion zone should be imposedaround the vehicle. A decision torecommence unloading shouldonly be made by staff who arecompetent to make such adecision. In all cases whereunloading cannot be done safely,it may be necessary to leave theload on the vehicle until safeunloading conditions can beprovided.

Where drivers and (un)loadershave to gain access to the loadcarrying platform of the vehicle, asuitable means of access whichfacilitates three points of contactshould be provided, preferablyfixed to the vehicle (see examples

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6. General Precautions to be taken when Loading and Unloading ...continued

in Appendix 5). It should be ofsound construction, properlymaintained and securely fixed,(and ideally slope inwards towardsthe top), with horizontal rungsthat provide plenty of foothold bemandatory. Suitable fall preventionand or restraint systems should beemployed to prevent or mitigatefalls from height (see examples inAppendix 6).

The following need carefulconsideration:

• The need for people to go up onto the load carrying platform of vehicles should be minimised. It is recognised that the elimination of the need for access onto the vehicle or trailer may only be possible in limited cases, for example when offloading coils of strip or when steel has been loaded on pallets;

• Only those people who need access to the vehicle for unloading should be allowed onto it. No one should be present on the bed of the vehicleor trailer when loading or unloading is taking place, or if the load is being redistributed. Ifthis cannot be avoided (due to physical constraints at the loading/unloading point) then a thorough risk assessment must be carried out, appropriate control measures identified and a safe system of work developedand followed.

• The Delivery Plan should aim to minimise the amount of time

that anyone is on the vehicle;

• Where people have to climb onto a vehicle or trailer, access should be via a well constructed ladder fixed to the vehicle, or by steps, or a loading gantry provided by the site operator;

• No one should ever jump onto or off a vehicle;

• The load carrying platform of the vehicle should always be inspected to ensure that it is safeto walk on, that there are no holes in it that may lead to tripping, and that it is not slippery (e.g. due to water, oil, grease or ice);

• Fall restraint devices designed to reduce the risk of falls from vehicles, built in edge protectionon trailers i.e. handrails of sufficient height or mobile access platforms, should be usedwhere reasonably practicable.

If the driver is not required to takepart in the unloading operation, orif he has partly assisted withunloading by attaching slings tothe steel products and hasreturned to ground level, then heshould move to a safe locationwhilst the unloading operation iscompleted. This location may be aposition where he can observe theunloading operation from a safedistance. He should not remain inthe vehicle cab nor return to itwhilst unloading operations aretaking place.

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Loading and unloading willnormally involve lifting and/ormanual handling operations. Thesemust be planned and adequatelysupervised by the employer of theperson carrying out the work, inaccordance with the requirementsof the Lifting Operations & LiftingEquipment Regulations ("LOLER")5 6

and/or the Manual HandlingOperations Regulations.

7.1 OVERHEAD/MOBILECRANESCranes are commonly used tounload material. The followingpoints must be considered as partof the risk assessment when usingthem:

• The person who is responsible for the lifting operation and control of the lifting Equipment (as identified in the delivery plan) must ensure that the liftingoperation can be carried out safely before work starts.

• Select and use lifting equipment and lifting accessories (tackle) which are suitable for the task. In particular, do not exceed their safe working load;

• A safe exclusion zone should be established around the vehicle and lifting equipment, prior to commencing the operation;

• Drivers or anyone else attaching lifting accessories to material (‘slinging’) must under no

circumstances be present on the bed of the vehicle or trailer when loading or unloading is taking place, or if the load is being redistributed.

• Do not use the banding wire or straps to lift the material;

• Where single-use slings are used to offload material, these must be disposed of, to prevent them being reused;

• The load will often need to be loaded onto suitable dunnage i.e. even sized hardwood timbersso that there is sufficient clearance to get a sling or chainsaround and under it (or the forksof a fork-lift truck under it) whenunloading;

• Workers operating the crane should have been trained in its safe use and safe slinging techniques (see Further Reading,for details of relevant guidance and British Standard BS7121 – Code of practice for the safe use of cranes).

7.2 VEHICLE-MOUNTEDCRANESThese cranes can be of particularuse for unloading at a site whereno other lifting equipment isavailable. They should only beoperated by a trained andcompetent person. People whohave been trained to use overheadcranes should not assume that

7. Operation and Control of LiftingEquipment During the Unloading

Operation


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this makes them competent to usevehicle-mounted cranes as well.The precautions listed above foroverhead cranes also apply tovehicle-mounted types.

7.3 FORK-LIFT TRUCKSAND SIDE-LOADERSWhen using fork-lift trucks forunloading, it is essential toconsider not only the liftingcapacity of the truck but also thesize and spread of the forks andthe ground on which the truck isbeing used. Long items, such aslengths of bar or tube, may fall offif they are not balanced properlyon the forks and, in particular, ifthe forks are too close together.Also, they may fall off the forks ifthe truck is driven too quicklyround corners and over roughground. Material such as smallbars and sections may need to bebundled to prevent the load fromshifting or falling off the forks.Attachments such as sideshift forksand load clamps can allow longitems to be handled safely. Fork-lifttruck and side-loader drivers mustbe trained and competent. As wellas being trained in the operationof trucks/loaders and theirattachments, drivers should alsobe competent to handle routinelysupplied long items. For non-routine items, a lifting plan,formulated and supervised by acompetent person, will benecessary.

It may be impossible to get theforks sufficiently under thematerial in the centre of the

delivery vehicle to allow the loadto be manipulated safely into aposition where it can be lifted.Under these circumstances theload should not be lifted. To avoidthis problem, the Delivery Planshould consider how to positionthe load on the vehicle, so that itcan be unloaded safely. When aside-loader is being used, the loadon it must be at rest on theplatform of the sideloader beforethe vehicle is moved. When fork-lift trucks or side-loaders are beingused, the driver of the deliveryvehicle must stand away from theload while it is being lifted ormanipulated. No one should everstand on a load to balance it onthe forks.

It may be necessary for ancillarylifting equipment to be used whenunloading with fork lift trucks –see further guidance in HSG 2463 4.

7.4 MANUALUNLOADING

Manual unloading operationswhich involve a risk of workersbeing injured must be avoidedwhere it is reasonably practicableto do so. The unloading taskshould be mechanised and in mostcases, manual handling of loadscan be avoided. If it is notreasonably practicable to avoidmanual handling, an assessmentof the manual handling operationmust be carried out and stepsmust be taken to reduce the risk ofinjury to the lowest levelreasonably practicable.

7 7. Operation and Control of Lifting Equipment Duringthe Unloading Operation ...continued


Loads that may be suitable formanual unloading (for examplesmall amounts of lightweightmaterial) should be identified assuch in the Delivery Plan. Goodsshould then only be unloadedmanually if this can be done safely.Manual handling should not beseen as an option merely becauseno other means of unloading isavailable. The Plan should specifythe precautions to be taken toreduce the risk of injury, andshould include sufficientinstructions for those people doingthe work. If the risk assessmentshows that a load cannot beunloaded safely by manual means,and there are no alternative waysof unloading, the operation willhave to be abandoned and theload returned to the supplier.

A decision to unload manuallyshould not be taken by workers atthe delivery point - it shouldalways be specified in the DeliveryPlan, and then only following asuitable and sufficient assessmentidentifying the precautions neededto reduce the risk of injury to thelowest level reasonably practicable.

Employers should refer to thedetailed HSE guidance on manualhandling4 5.

7.5 BARRING OFF

This activity must not beundertaken under anycircumstances as there is a highrisk of serious injury to persons ondelivery vehicles and to otherpersons in the vicinity of thevehicle. Historically, barring-off(using levers such as metal bars, tophysically lever stock off a delivery

vehicle when small quantities aredelivered, or when suitableequipment for off-loading largeritems was unavailable) has beencarried out but this is not a safemethod of offloading. Barring-offhas led to numerous serious andfatal accidents. Operators cannotfully control the procedure and areat risk of crushing particularlywhen unexpected stock movementoccurs on the vehicle. Fatalincidents have also occurred whenthe operator falls from the vehicledue to loss of balance in thebarring-off process. Other personsare at fatal injury risk when thestock falls from the vehicle andcrushes or strikes them. Otherinjury risks come from manualhandlings issues.

7.6 FEEDBACK ANDREVIEW ON THEDELIVERY PLAN/PROCESS

It is important to obtain goodfeedback from drivers who visit aspecific customer site on a regularbasis. If these feedback reportsraise concerns about unsafeaspects of the delivery orunloading operations, then adiscussion should be held with themanagement of the customer’sworks which may lead to a low-keyvisit to the customer site to reviewthe concerns. The outcome ofthese discussions should bereported to the drivers involvedand should be reflected in changesto the Delivery Plan.

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Employers have duties under theHealth and Safety at Work. Act1974 to ensure, so far as isreasonably practicable, the healthand safety at work of theiremployees and others who are nottheir employees (such as drivers).

Under the Management of Healthand Safety at Work Regulations1999, where two or moreemployers share a workplace, evenon a temporary basis, they mustco-operate with each other tomake sure that they both complywith their legal duties. TheseRegulations also require employersto carry out a risk assessment ofthe hazards involved and toidentify the measures needed tocomply with other health andsafety legislation.

The Work at Height Regulations2005 apply to all work at heightwhere there is a risk of a fall liableto cause personal injury. TheRegulations place duties onemployers, the self-employed, andany person that controls the workof others. The Regulations includerequirements to avoid work atheight where possible. Wherework at height is carried out, fallsshould be prevented if possible, orif not, the effect of falls should beminimised.

The Regulations require that: therisks from work at height areassessed; all work at height isproperly planned and organised;those involved in work at heightare competent; appropriate workequipment is selected and used

and that equipment for work atheight is properly inspected andmaintained. The Regulations alsoprovide a simple hierarchy formanaging and selectingequipment for work at height.

The Manual Handling OperationsRegulations require employers toavoid hazardous manual handlingoperations if this is reasonablypracticable and in all other casesto reduce the risk of injury to thelowest level reasonably practicable.

The Lifting Operations and LiftingEquipment Regulations requireemployers to ensure that all liftingoperations, such as unloading ofsteel, are properly planned by acompetent person, appropriatelysupervised, and carried out in asafe manner. Lifting equipmentneeds to be suitable for the use towhich it is being put, properlymaintained, marked with its safeworking load, and periodicallythoroughly examined andinspected.

The Road Traffic Act 1991 statesthat a person is guilty of anoffence if he uses, or causes, orpermits another to use a motorvehicle or trailer on a road whenthe weight, position or distributionof the load, or the manner inwhich it is secured involves adanger of injury to any person. Thelaw makes it clear that everyone inthe supply chain has a role to playin the safe loading and restraint ofall cargo.

8. LEGAL REQUIREMENTS8


8List of References1. http://ec.europa.eu/transport/road_safety/vehicles/doc/cargo_securing_guidelines_en.pdf

2. http://www.poferrymasters.com/tatasteel/health-and-safety/load-restraint-guidelines/

3. http://www.hse.gov.uk/pubns/priced/hsg136.pdf

4. http://www.hse.gov.uk/pubns/priced/hsg246.pdf

5. http://www.hse.gov.uk/pubns/priced/l23.pdf

6. Safe use of lifting equipment, Lifting Operations and Lifting Equipment Regulations 1998Approved Code of Practice and guidance (http://www.hse.gov.uk/pubns/priced/l113.pdf)

Further Reading1. Safe use of work equipment. Provision and Use of Work Equipment Regulations 1998.

Approved Code of Practice and guidance, L22 HSE Books (http://www.hse.gov.uk/work-equipment-machinery/puwer.htm)

2. Health and safety made simple - The basics for your business (http://www.hse.gov.uk/simple-health-safety/index.htm)

3. Work at Height Regulations 2005 (http://www.hse.gov.uk/falls/regulations.htm)

4. Code of practice for the safe use of cranes (http://shop.bsigroup.com/ProductDetail/?pid=000000000030258065)

5. Rider-operated lift trucks-Operator training and safe use (http://www.hse.gov.uk/pubns/priced/l117.pdf)

6. Code of Practice: Safety of loads on vehicles (http://www.tsoshop.co.uk/bookstore.asp?FO=1159997&ProductID=9780115525476&Action=Book&CLICKID=002259)

7. BS 7121-4:2010 Code of practice for safe use of cranes - Lorry loaders(http://shop.bsigroup.com/ProductDetail/?pid=000000000030082940)

8. BS 7121-2:1991 Code of practice for safe use of cranes Inspection, testing and examination(http://shop.bsigroup.com/ProductDetail/?pid=000000000000253331)

9. BS 7121-3:2000 Code of practice for safe use of cranes - Mobile crane(http://shop.bsigroup.com/ProductDetail/?pid=000000000030015892)

10. http://www.hsl.gov.uk/hsl-shop/transport-publications/transport-safety---an-operator%27s-guide-to-safe-loading-and-transport.aspx

11. http://www.wahsa.org.uk/technical-guidance/


18

Appendix 1 Appendix 1

DELIVERY PLAN CHECK LIST:

Where no delivery plan is available the driver is to use the followingchecklist to help ascertain if the load can be delivered and unloadedsafely with minimum risk to those involved.

PPE Requirements needed by the Driver:

Hard Hat YES NO

Chin strap YES NO

Hi Vis garments YES NO

Safety Footwear YES NO

Hearing Protection YES NO

Eye Protection YES NO

Gloves YES NO

Arms/legs covered? YES NO

Other, please specify

Arrival Information: This information should be available on thedelivery documents if not the driver needs to ascertain the followingat the site office/weighbridge before proceeding to the unloadingarea.

Who/where should the delivery driver report to on arrival?

Is a site safety briefing required? YES NO

Are there any facilities for parking of vehicles on site? YES NO

If Yes to above, for how long can vehicles be parked?

What is the site speed limit?Inside buildings MPH

Outside areas MPH


Appendix 1Do any one way systems operate on site? YES NO

If Yes, please provide details:

Is the delivery point INDOORS or OUTDOORS - please circle as applicable.

Is reversing required? YES NO

If Yes, who provides the banksman?

How can they be contacted (if applicable)?

Are there multiple discharge points? YES NO

If Yes the driver to ensure he is provided with details for all of them.

What is the method of off loading e.g. overhead gantry, FLT etc

What is the SWL of the off loading equipment? Tonnes

Is the driver required to assist with the off loading operation? YES NO

Where should the driver be positioned during off loading?

What is the method of access/egress to trailer beds e.g. mobile steps,platform etc.

SITE LIMITATIONS:

Max Vehicle Height: Mtrs

Max Vehicle Length: Mtrs

Max Vehicle Width: Mtrs

Additional Information:

Is there any additional information that a driver would need to safetydeliver a load to your premises?

Appendix 1


20

LOAD CONFIGURATION GUIDELINE (Courtesy of TATA Steels Europe)

Multi-product loads

1. IntroductionThis guideline presents the basic principles which are to be adhered towhen configuring multi‑product loads.

2. Essential trailer/rigid requirements• Headboard must be 1.5 metres high or greater than material.• Trailer deck must be in good condition and free from holes.• Minimum of 6 pairs of side pins at least 1 metre in height.• Base dunnage must be 150 mm square timbers minimum.• All gantries must have fixed timbers 100 mm square minimum.• Well boards of coil carrier trailers must be fitted and in good condition.


Appendix 2

Appendix 2

3. Loading overhead� Overhead material is NOT permitted when trailer is extended.

Appendix 2


22

4. Loading standards

Light sheet and plate to be loaded first, onto base timbers.

Pallets may only be placed directly on the trailer deck, or on top of plates if appropriate.Consider use of anti-slip matting beneath plastic wrapped pallets.

Loading narrow on top of wide sections ispreferable. If customer cannot off-load inthis configuration, narrow sections need tobe timbered up.

Stacking sections withdifferent flange sizescan lead to unstablestacks.

Rectangular material must be stacked flat. Do not load on top ofround material.

Overhead crane offload. Forklift and sideloaderoffload.

No access for slingsor tines.

Appendix 2


5. Dunnage requirements5.1 Creating levels with timbers

5.2 Chain gaps

• No uncontrolled gaps between product. Gaps between product can close up during transport, resulting in a loss in tension in the restraints.

• Where loading or unloading requirements stipulate a gap between product, then these must be controlled by implementing vertical dunnage. See TIS-0007 for possible solutions.

• Vertical dunnage must be secure within the load to prevent it coming loose in transit.

When creating levels usingtimbers for the next layerof product, always createa grillage.

Double stacking of timbers andbalancing the corners of a timber onthe flanges of a beam is a dangerouspractice. In an emergency brakingsituation, the product on top will notbe adequately supported.

Stagger and launch can aidunloading requirements withoutthe need to leave gaps.

Small bundles of material can beloaded to the side pins andrestrained using opposing loops.

Appendix 2


24

LOAD RESTRAINT GUIDELINE

Multi-product loads

1. IntroductionThis guideline presents the restraint requirements which are to beadhered to when securing multi‑product loads.

2. Essential restraint requirements2.1 Primary restraints• A minimum of 6 chains is required for a full load.

• All material must be secured at 2 points minimum.

• Chains must be minimum Grade 8 and be compliant with EN 12195‑3:2001. See TIS‑0004.

• Where belly-wraps are applied, 2 tensioners are required. See TIS-0001.

2.3 Severe Winter Weather advisory periods

• Additional restraint is required during Severe Winter Weather advisory periods.

2.2 Additional restraints• Webbing straps may only be used when the load configuration requires a greater number of lashings than the 6 chains.

• Webbing straps may be used to secure small packs of material that are not restrained by the 6 chains.

• Webbing straps are preferably used on parts of the load which are blocked.

• Do not mix and match chains and webbing straps on the same part of the load, unless that part of the load is blocked.

• Webbing straps must be minimum LC 2000 daN and be compliant with EN 12195-2:2001. See TIS-0003.

• Webbing straps must be protected from abrasive surfaces and sharp edges. See TIS-0005.

One tensioner each side of a belly-wrap

Minimum 6-off

Appendix 2


3. Sample loads and restraining solutionsPyramid load with good lashing angles on all parts of the load

Load requiring additional restraints

Using looped lashings to control chain gaps

Appendix 2


26

4. Sample overhead loads and restraining solutions• Items that are loaded overhead are to be belly‑wrapped at each end, as close to the gantries as possible.

• 2 tensioners are required for all belly-wraps.

5. Guidance for transport planning of sheeted product• Sheeted material must be first drop, or delivered on its own.

• Painted material should not be sheeted.

• Challenge every sheeted request from customer.

• Where possible, deliver sheeted product on a Slidaflex trailer.

Where sheeting of product is required:

• Restraints are to be applied prior to sheeting the load.

• Sheeting to be carried out from the ground. Where possible, driver should seek assistance when handling sheets.

• For added security, direct lashings may be applied around the rear of the overhanging items.

• Consider use of a purpose-made head pocket around the rear end of the product.


LOAD CHOKER

Restraining awkward and heavy loads such as loose bars or loose packs ofsteel on a lorry bed is a perennial problem, with the health and safety of thedriver and other road users the main concern. By using simple yet efficientdevices such as Load Choker, these risks are significantly reduced.

Load Choker works by wrapping individual bars or packs independently tomaintain tension and ‘choke’ the load to prevent movement in all directions.The amount of tension placed on the load restraining chain or strap isdoubled due to the 2 to 1 mechanical advantage achieved by the ‘pulley’effect of the load choker.

Even greater tension is then applied to the load restraining chain or strap asthe load tries to move, increasing the choking effect as the chain or strapbecomes shorter. Additionally, the load is pulled down into the lorry bed bythe increased tension in the load restraining chain or strap, therebyincreasing the coefficient of friction between the load and the lorry bed anddecreasing the likelihood of the load moving.

The load choker alsoenables even tension tobe applied throughoutthe length of the loadrestraining chain or strapfrom the anchor point tothe ratchet assembly.This overcomes the ageold problem associatedwith ‘belly wrapping’when chain links bind onthe corners of the loador vehicle chassis andcause the chain to betight on one side of theload and loose on theother. Load chokerenables odd or difficultshaped loads to besecurely restrained asshown in the diagrams.

Appendix 3Appendix 3

Load Chokers are available from: www.loadchokeruk.co.uk

Appendix 4


28

Appendix 4PRECAUTIONSTHAT MUST BEUSED WHENTRANSPORTINGPROJECTINGLOADS

Projecting loads -Forwards

Projecting loads -Backwards

Courtesy ofBarrett Steels


METHODS OF GAINING SAFE ACCESS TO THE LOAD CARRYING PLATFORM

Portable access platforms

Appendix 5Appendix 5

Fixed access platform

Half height portable access platform – enablesdriver/loader to work aroundthe trailer without having toget on it

Rear access steps andplatform built into the trailerbody

Photo courtesy of Building Products

Photo courtesy of TATA Steels Europe

Photo courtesy of TATA Steels Europe


30

Appendix 6FALL PREVENTION AND OR RESTRAINT SYSTEMSTHAT CAN BE EMPLOYED TO PREVENT OR MITIGATEFALLS FROM HEIGHT

Inflatable fall protection Fall Arrest Harness

Lorry with side rail protection allowingdriver safe access to trailer bed

Appendix 6

Photo courtesy of Acenta

Photo courtesy of Bi-Line Ltd.Photo courtesy of Bull Products Ltd.


NotesNotes

Broadway House,Tothill Street,London,SW1H 9NQ.

1st Floor, The Citadel,190 Corporation Street,Birmingham,B4 6QD.

Best Practice Document for theSafe Delivery andUnloading of SteelProducts

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