STORAGE AND LOGISTICS
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Introduction
Efficiently managing the logistics of a project will have a significant positive impact on productivity, wastage
and quality as well as health and safety. Poorly set out and managed storage areas and access routes inevitably
lead to accidents, high wastage, poor image and inefficiency.
Contracts should have a well thought through logistics plan for horizontal and vertical distribution of materials
and planned storage areas. This Plan will be influenced by project constraints and choice of construction
methods and maximise efficiency of storage and reduce the encroachment of storage onto free space.
Modularisation, off site manufacture/prefabrication and just in time (JIT) deliveries can transform a difficult or
apparently complex construction project into an efficient assembly site with a reduced workforce and greatly
simplified storage and access requirements. Successful implementation of this approach requires very early
and detailed planning but will deliver huge benefits in the longer term.
1.1 Logistics planning
The materials requirements dictated by the structure, site layout and access restrictions should be assessed as
early as possible in the logistics planning process to ensure the strategy for storage compounds, horizontal and
vertical distribution of material is workable and fully developed.
The logistics and layout plans should incorporate the following requirements;
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Security
Access routes [external] - Vehicles & Pedestrians
Access routes [internal] - Vehicles & Pedestrians
Vehicle movement control / traffic marshalling
Deliveries & pre-unloading checks
Materials handling plant & operation
Operations on or close to the highway
Materials storage - off site / on site
Housekeeping control
Waste collection and disposal
Out of hours activities
Local / highway authority liaison
The logistics and layout plans should take into account other constraints detailed in the lifting plan, fire plan,
traffic management plan, accommodation, unloading, pedestrian access and lighting and other contract
restrictions such as local authority restrictions for deliveries and access to site.
The logistics plan should set clear standards for the material storage compounds and ensure:
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Location of storage compounds take account of material hazards such as COSHH
Separate access for vehicles and pedestrians including access around stored materials.
Sub-base / floor must be adequate for the load imposed by materials and compacted to provide clear
level ground for access to loads for preparation for horizontal distribution or slinging.
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Materials should be stored in accordance with the manufactures requirements for stacking
arrangements – e.g. potential double stacking of bricks and blocks.
Materials should be stored to suit the intended lifting requirements within the lifting plan e.g. timber
bites or temporary pallets may be required with clear access for slinger / signallers.
Demarcation / fencing arrangements must restrict access and provide sufficient security.
1.2 The impact of design detailing & construction methodology
Consideration should be given to the following hierarchy:
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Off Site Manufacture of Key Elements / Modularisation or Unitisation
Prefabrication on site or away from workface
Just in time deliveries and distribution to reduce storage space, damage and wastage
Production of Logistics Plan summarising decisions reached on the above
Ensuring Physical Standards of Logistics areas to Delivery Partner standards, Inspection and
Maintenance
In city centre sites where the building covers the majority of the footprint of the construction site, restricting
and limiting offloading and storage areas, project teams should consider the use and control of temporary
remote unloading & storage areas.
1.3 Off-site manufacture of key elements / modularisation or unitisation
Detail design development can significantly reduce the quantity of different materials or components required
on a project through the adoption of techniques such as modularisation, prefabrication and off site
construction
These techniques will reduce the need to store bulk materials on site and will allow higher quality
workmanship in safer and more controlled conditions.
However, larger modules will need appropriate lifting and handling equipment and the capacity of the access
routes to handle these larger elements must be carefully checked.
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2.1
Pedestrian access routes
Introduction
Slips, trips and falls account for a large proportion of the accidents that occur in our industry. We must
therefore ensure that safe access is provided to all places of work and is maintained to a high standard to
reduce the number of unsafe conditions.
This guide gives best practice practical guidance on temporary or permanent footpaths and walkways and
should be considered as part of a risk assessment approach.
2.1.1
Planning
All main access routes should be pre planned to ensure all pedestrian access routes are segregated and
protected from vehicular traffic or plant if possible.
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Crossing points over traffic routes must be planned and established to allow control with provision of choke
points, barriers at the roadside, warning notices for pedestrians and vehicles, painted crossing points on the
road and traffic calming measures considered when planning and designing crossing points and pedestrian
routes through sites
All pedestrian access routes must be clearly identified and delineated.
Stair tower access must always be used in preference to ladders.
Early consideration must be given to temporary power or supply routes and the potential use of battery
operated tools to reduce cable trip hazards in walkways.
2.1.2
Signage
Signage comprising white pictograms on a green background should be securely fixed and clearly visible to
define formal access routes.
The main entrance for the public must be clearly marked with consideration given to provision of direction
arrows on long lengths of hoarding where the entry point is not obvious.
Additional directional signage should be provided to direct visitors to reception, the offices and stores as
applicable.
All signage must be cleaned, maintained and remain visible at all times.
2.1.3
Entry control
Where you are in control of a premises or worksite, you have a responsibility to control access and deny entry
to unauthorised persons. The extent of this control will be determined by the nature of the projects.
For non-linear construction sites, a standard entry control is a turnstile system (swipe card or linked to
biometric recognition system) or via security. This provides a very secure system.
Gates to access roads or delivery areas should be monitored and policed to ensure unauthorised persons
cannot access site by avoiding turnstile or security control.
The use of CCTV can be very useful, particularly on sites not manned on a 24 hour basis.
2.1.4
Walkway surfacing, steps & widths
Walkway surfaces should always be evenly formed with no trip hazards. Concrete or tarmac paths are the
preferred options and they should have formed edges.
Walkways made from fill, must be adequately compacted to give a plane surface with falls designed to shed
water and avoid puddles or deterioration.
The minimum clear width of a footpath should be 1.2m to allow two persons to walk side by side or to pass
safely.
Boards used on scaffold platforms or bridges should be free from warp, large knots or damage and secured in
position. Where there is any overlap, a fillet piece should be installed to prevent tripping.
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Scaffold ramps with a gradient of 1 in 4 or greater must be fitted with stepping lathes or non-slip surfaces with
handrails.
Formed steps within a walkway should be constructed with a rise of 190mm and 300mm treads with adequate
handrails.
Nosings to temporary steps in less well lit areas should be highlighted in a contrasting colour.
2.1.5
Walkway barriers
Walkways should be delineated where possible with solid rails or surfaces such as scaffold tubes, proprietary
fencing panels, VCBs or hoarding.
Where scaffolding is used, midrails should be provided to discourage persons from leaving the route at
unauthorised points.
Where scaffolding is used, putlog couplers should be used in preference to right angle couplers. Right angle
couplers should have protective coverings.
Use of road pins and netting is discouraged except when forming very transient access routes, due to high
maintenance demands and untidy appearance.
In large floor areas, preferred access routes could be designated by painted lines or hatching and clearly
identified as walkways. These may not require additional physical barriers.
Sufficient numbers of formal access points will be required within these barriers, to allow entry and exit.
2.1.6
Secondary access
Access down batters or into excavations must also be carefully planned. Where stair towers cannot be used,
steps could be formed in the bank in concrete, scaffold or proprietary components.
Access walkways across re bar mats should be provided, to gain access to as near the work location as is
possible. The walkway should be constructed by providing a 1.2m wide platform from scaffold boards or
staging. Trip hazards from lapping of the boards should be prevented by installing a fillet pieces.
2.1.7
Restricted areas
Where access ways enter areas with potentially hazardous or overhead work, these areas must be designated
as restricted to authorised workforce.
Restricted areas must be clearly signed with scaffold or similar physical barrier.
Where existing access and escape routes are likely to be affected by restricted areas, these accesses must be
re assessed and re planned to provide alternative safe access prior to work commencing.
2.1.8
Lighting
All walkways accessed in hours of darkness must have adequate lighting.
Emergency routes will require emergency lighting.
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Public walkways must have lighting levels agreed with the Local Authority.
All lighting leads should be ducted, wall or ceiling mounted to avoid trip hazard.
2.1.9
Disabled access
The requirement for disabled access, including wheelchairs, should be considered, particularly to offices and
establishments.
Disabled access may require special consideration and the provision of specialist equipment for escape.
This may require the elimination of steps and provision of wider access routes of 1500mm, short shallow
ramps of 1 in 15 with guardrails when rising above 300mm.
2.1.10
Maintenance & inspection
You should have arrangements for ensuring the upkeep of walkways and agreed inspection frequency
Any reported defects should be remedied immediately or communicated to other contractors as necessary.
There should be no objects projecting into the walkway or trip hazards placed on the walkway. This will include
feet to fencing panels, air lines, electric cables, hoses etc, which should be re-routed wherever possible.
Walkways should never be used for the storage of materials, even temporarily.
All walkways and footpaths must be kept free of ice and snow in the winter. This may require the ordering and
storage of salt and grit bins.
If a slip, trip or fall occurs, the supervisor must immediately investigate the incident and make any identified
improvements as soon as is possible.
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2.2 Construction Site Layout and Good Housekeeping
You should plan the construction site layout to ensure that a ‘good housekeeping’ policy is applied at all times.
When planning the site layout you should set up site to ensure that as far as reasonably practicable, the issues
below are covered:
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2.2.1
Identify potentially sensitive receptors and ensure your site is set up to mitigate potential impacts.
Welfare units should be sited to minimise visual intrusion in terms of size, colour and associated
services e.g. lighting to surrounding neighbours.
Identify nearby watercourses and ensure they are protected and inspected regularly
Develop a comprehensive site drainage plan to identify foul and surface water drains. It is good
practice to mark surface water drains blue and foul drainage red
Allocate designated storage areas for fuels. Where permissible static fuel tanks will either be sited in
tertiary bunds, or jersey barriers will be placed in front of the tank, to protect the tank from collision.
All fuel tanks should be sited in a sensible location away from regular traffic routes, sensitive
receptors and have clear access for emergency services
Allocate designated storage areas for non-hazardous and hazardous waste materials. The storage
areas should be easily accessible with appropriate signage.
Allocate designated storage area for materials. Correct storage of materials can lead to financial
savings because materials are not damaged by collision or the weather. Ensure hazardous materials
are stored in a separate contained area and that they are labelled with contents and volume.
Loading & offloading
Serious injury is commonly caused by falls and lifting accidents while loading and unloading vehicles. This is
frequently due to poor stacking and securing of loads, unsafe or inappropriate working methods, poor access
arrangements, the difficulty of identifying and reaching slinging points, uneven or slippery surfaces while
working at a height on load platforms and a general lack of edge protection.
Planning for delivery and safe access onto delivery vehicles
Planning of safe loading and storage areas must be considered as early as possible in the planning process to
ensure these areas suit the nature of the deliveries, the types of delivery vehicles, the layout of the access
routes and the location of cranage or other means of distribution.
Accidents frequently occur when suitable handling equipment is not available on site and ad hoc methods are
devised. It is important that the sizes and weights are known prior to delivery and the loading / unloading
methods used by the supplier and the contractor are understood and agreed to allow the use of a consistent,
safe handling system.
Agreement should be reached with suppliers on the way loads are called forward and delivered. Correct
loading / offloading sequences can be agreed to reduce double handling, lifting eyes and other specialist
equipment can be procured and sufficient resource made available for offloading.
For some activities such as moving cabins, containers, storage units, suspended loads etc, agreed methods
should be referenced in the lifting plan where this is required to comply with LOLER.
2.2.2
Loading of vehicles
Vehicles must never be overloaded. Loads must be evenly distributed, secured and not project beyond the
sides or back of the vehicle. Overloading or uneven loading can cause loss of control when cornering or braking
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and high or insecure loads may fall causing injury to pedestrians or motorists. Drivers or operators are
responsible for checking the security of their load before starting off.
Projecting loads are a hazard to the driver/operator and a menace to others, particularly public road users. If
some degree of overhang is unavoidable, it must be visibly marked in an approved manner such as red flags or
marker boards and additional lighting, dependant on the degree of projection. Where necessary, abnormal
loads must be formally notified and a warning vehicle should be in attendance.
When the vehicle is loaded, fast cornering and fierce braking must be avoided as securing devices can break
under severe strain resulting in the load moving or being tipped off.
When vehicles are being loaded the driver can only remain in the cab if the cab can protect the driver from the
risks of falling materials/objects and any other relevant hazards. The CDM 2007 Regulation 37(5) specifically
states the driver must not remain in the vehicle whilst it is being loaded with loose materials if he is
endangered by doing so.
2.2.3
Risk Assessment and controls
The risk assessment should include consideration of the following:
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2.2.4
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Personnel falling from the vehicle bed
The vehicle being struck by loading equipment (Forklift truck) or by other vehicles
Loads or parts of the load falling off during loading, transit, unloading and striking people
Straps under tension, springing back and hitting personnel
Slips and trips on the vehicle bed
The risk control hierarchy should consider the following:
The production of load/unloading schematic layout plans
Issue of proper instruction to loading/unloading staff on the safe loading/unloading plan and
procedures to be followed
Proper and competent supervision of loading and unloading operations
Proper instruction and training of drivers in correct methods of load restraint and correct use of load
securing and restraint equipment; also the limitations of such equipment and the need for regular
checking
Regular checking for the integrity of load restraint equipment, vehicle beds etc
The need for restricted but safe access to vehicles for loading/offloading and restricting
loading/unloading areas to authorised persons only;
The need for good cooperation between all parties involved in the loading/unloading and deliveries.
2.3 Specific legislative requirements
Attention is drawn to the Road Vehicles (Construction and Use) Regulations 1986. The law requires that the
“weight, distribution, packing and adjustment of the load of a vehicle or a trailer shall at all times be such that
no danger is caused or likely to be caused to any person in or on the vehicle, or on the road”.
Attention is also directed to the Department of Environment Code of Practice, Safety of Loads on Vehicles,
which provides guidance on the measures necessary for the safe carriage of tracked and wheeled engineering
plant. It is important that:
Loads carried on vehicles are adequately secured so they cannot move or fall off;
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2.3.1
Transport of construction vehicles
The construction vehicle operator will usually be responsible for the safe loading of the construction vehicle
(under the direction of the transporter driver who will take final responsibility) and for the necessary
attachment, stowage, locking of brakes and construction vehicle safety devices. Before driving the
construction vehicle on or off a transporter, the construction vehicle operator should ensure that the
loading/unloading area, is sufficiently large to accommodate the movement of the construction vehicle
without striking obstructions or causing hazards to others.
2.3.2
Hierarchy for safeguarding persons working at height while loading / unloading
Collective protective measures must always be given priority over personal protective measures, and
measures that prevent a fall are given priority over those that minimize the height and consequences of a fall.
(Also refer to Section 14, Work at Height)
A summary of the recommended hierarchy from the Work at Height Regulations is:
Hierarchy
1.
Possible Safe Systems Of Work
Avoid Work at Height where Possible
Methods not requiring access to the vehicle
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Pre slung loads accessible from ground
level;
Grab system on machine boom
Forks, forklifts and telehandlers
Sidelifters
Electromagnetic lifting points
Use of Work Equipment to
Prevent Fall
Static access platforms
(including guardrails or safe working
platforms)
Advanced guardrail systems on Delivery Vehicle
Work equipment to minimise height
and consequence of fall
Collective Fall Arrest including:
Mobile Access Platforms and MEWPS
Loading Pits and Loading Docks
High level safety nets rigged close to the work
Air bags tight and close to working level
Work Restraint System preventing access to edge
4.
Personal Fall Protection Equipment
Personal Fall Protection Equipment (PFPE)
(The use of PFPE is a last resort as it is heavily
dependent on management, supervision, training
and attitude of users to work effectively)
5.
Safe Access To Delivery Vehicles
Mobile Stair units
Retractable steps
Ladders
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