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IVR VISITS REME IN GERMANY 2004 IVR AGM 16th & 17th March 2006 (
Royal Court Hotel Coventry)
Annual IVR "Best Recovery" Awards ( for 2005 ) The Use Of Cones At Breakdown Scenes ..(Last
updated 6/9/02) PAS 43 Document (Publicly Available Specification)...(Last
updated 29/5/02)
Training The Key To Keeping Staff
Life on the Edge 6 ( It's Your Call )..(Last updated 24/11/03)
Life on the Edge 6 ( It's Your Call ) Donations From. ..(Last updated 22/08/03)
Hard Shoulder Use - M42 ..(15/12/03)
Recovery Operator Magazine. .(29/3/06)
AVROEX 2005 10th to 12th June 05 ..(Last updated 28/12/04)
LOLER & PUWER ..( 01/09/2003 )
Kent Police - v - Driver Nane witheld.
Professional Recovery Magazine
ITSSAR Course 20/2/06..( 16/03/2006 )
Are The Pressures Becoming Too Much?
IVR VISITS REME IN GERMANY 2004
On the 26th September 2004, Terry Cramptm the IVR Chairman flew out to Paderborn in Germany to join exercise Samsons Pride, a training and assessment camp for young REME recovery mechanics. The trip was at the invitation of the REME but especially Staff Sergeant Craig Ballantyne, a member of the Institute. I was made extremely welcome from the onset, with everybody willing to spend some time to explain the process of training and assessment, and in addition, spending time to escort me around the training area. The training area is a mix of open and wooded areas situated near Sennelager, ideal for setting up the many different tasks for the young recovery mechanics to be assessed on. Soon after arrival on Sunday, I was taken on a tour of the camp (yes, I lived under canvas!) followed by a trip around the part of the training area used for the wheeled recovery vehicles (Foden). In the afternoon, I got to drive a Challenger armoured rescue vehicle, 70 tons of awesome power, but perhaps not too practical on the M1! (or in our budget perhaps). The winch alone is around £500,000. We visited a couple of tank recovery sites where the instructors spend time explaining the task and exactly what is expected of the crew commander. (Incident manager). Because these are assessments, every job has to be done by the book. Monday 27th saw a grey, misty and rainy start to the day, however, training and assessment does not stop for the weather, so at 08.00 hours they were off to find their first jobs, Sgt. Mick Musgrave walked me round the Foden training area where we observed trailer recoveries on wheeled and tracked vehicles. We then moved on to the recovery of a CVRT reconnaissance vehicle out of a ditch using a 2:1 pull. The main assessment on this camp is to upgrade class 3 recovery mechanics to class 2, but in addition, there are some class 2's being assessed as competent to go on a class 1 course. After lunch, Craig walked me to the tank training area to observe the Challenger recovery vehicle. The first job involving winching a tank back onto its tracks, after tipping over onto it's side, a reasonably straightforward job, the second job however, was more complex and involved the use of an auxiliary winch through a snatch block on the casualty to winch the main winch rope and previously attached equipment up to the casualty saving a lot of heavy lifting and carrying. All of these students get just two hours to complete their tasks, including 15 minutes to compile the plan, showing the safety measures, loads, stress points and sequences, whilst being observed by trainers/assessors. This knowledge and upgrade to class 2 is taken back to their units where they are then qualified to work unsupervised/command a crew. We worry, in the UK, when we are under pressure from the police to get a casualty moved, the reality for many of these guys is that they will have to carry out recoveries for their units under fire in Iraq - now that's pressure! In recent times there have been seven gallantry awards in that conflict and five were to recovery mechanics, including a George Cross! One of the most repeated questions I was asked was about opportunities in the UK recovery industry for REME of all ranks leaving the service. My own experience of this some 20 years ago was that it did not work, my belief is that they were too methodical for civilian work then but now with the increased health and Safety measures and work the IVR has carried out, producing such safety aids as Life on the Edge 1, 2 and 6 and the introduction of such initiatives as PAS 43 the gap between civilian and REME recovery operators is much smaller. In addition, 20 years ago, a lot of army personnel would not have had the management and communication skills to succeed in Civvy Street, again this is now completely different, the army has modernised and civilian management qualifications are being gained, put together with an extreme sense of loyalty the UK recovery industry could tap into a good source of HR. There are a couple of websites, which may be useful if any company are looking for staff and they are: - The Regular Forces Employment Agency at WWW.rfea.org.uk have C.V's posted with individuals details, date of leaving and type of work required. Or The Career Transition Partnership at WWW.ctp.org.uk As ex REME myself, I understand how difficult it is to integrate and settle into civilian life but it can be done and there is a lot of expertise in REME with a potential to benefit recovery companies with their passion for recovery and commitment. In conclusion, my thanks go to everyone on Samsons Pride 2004, too many to
mention, but particularly to Craig Ballentyne for the hospitality, generosity
and insight into REME training and assessment during what is a very busy time. There has recently been some conjecture about action to be taken in the case of removal / recovery that includes the transportation of children from the scene of an incident. Under this heading we have included some guidelines courtesy of the RAC. The law on carrying infants and children in ALL vehicles requires the following: - Under 1 year old: carrycot or suitable child restraint - Under 3 years old: suitable child restraint or child harness - Under 14 years old: suitable child restraint or vehicle seat belt Any child seat, restraint, booster cushion or carrycot must be compatible with the vehicle seat and seat belt. If a passenger air bag is fitted to the vehicle, only forward facing designed child seat restraints can be used. Any equipment fitted to restrain children must not interfere with the driving controls of the vehicle. Unless the recovery technician has received specific training by a competent person or a copy of the fitting instructions are with the child restraint system, it is strongly recommended the customer be allowed to fit their child restraint system into the transporting vehicle. The Department of Transport has
recently published a consultation document on the revision of the Child
Restraint Legislation. The document suggests the transposition of the requirements
of the directive into domestic legislation so that they come into force
in May 2006. The requirement to use only BS 44.03 or later, standard for
child restraints, will apply from May 2008, and the prohibtion on more passengers
than there are seatbelts/restraints will apply from May 2009. This guidance
is in addition to normal Healty & Safety/COSHH requirements and is NOT
in anyway a substitute.
The Use Of Cones At Breakdown Scenes
The object of the exercise carried out on the 22nd August 2002 was to determine by risk assessment whether the use of road cones at
breakdown scenes was a beneficial aid to the safety of breakdown technicians and customers.
The exercise was undertaken at the training premises of The Institute of Vehicle Recovery (IVR) and on the hard shoulder of the M1
just north of Newport Pagnell service area with representatives from the Royal Automobile Club (RAC), The Automobile Association (AA)
Thames Valley Police and Institute of Vehicle Recovery (IVR).
Breakdown situations were set up on the hard shoulder of the M1 north of Newport Pagnall services adjacent to a lay-by area where observations could be made from a relatively safe position.
Police backup at the scene was supplied by one traffic car situated approximately 200 metres down the hard shoulder.
A saloon car owned by Steve Kirton (IVR) and fitted with amber beacons was used as the casualty car. Two scenarios were enacted.
Four cones approximately 0.5 mtrs high and weighing 1,.8 kg were used in the exercise as well as one collapsible divert arrow sign weighing 3.46 kg. However the object of the exercise was only to assess the use of cones.
Observations and times were taken for the deployment and collection of cones but no times were recorded for the completion of repairs or the loading of the casualty to the Powerlift as
it was decided by the group that this would minimise the time at the location for all involved and that these figures could be collected from information already available.
On completion of the exercise it was decided that John King (AA Safety Adviser) and Michael Elliott (RAC Safety Manager assisted by Richard Lee (RAC Risk Assessor) would attempt to quantify the
risks involved at a breakdown scene and whether or not those risks would be reduced with the use of cones taking into account any additional risks associated with their deployment and collection.
Scenario 1
The first was a breakdown situation using a RAC patrol service vehicle which parked in the fend position as if carrying out a diagnosis or repair to the casualty vehicle.
It was assumed that contact had been made with the driver of the casualty prior to the deployment of the cones in order to reduce the amount of time the group were at the scene.
Steve Kirton acting as the breakdown technician, deployed four cones behind the service vehicle at approximately equal distances.
Starting with the first cone furthest to lane one 20 metres behind the van and forming a wedge effect with the other three.
The fourth cone was placed approximately 3 metres from the rear of the service van and nearest to the edge of lane one on the hard shoulder.
Assumptions were made that the breakdown was completed before the cones were collected again starting with the cone nearest from the vehicle.
Observations and timings to deploy and collect the cones were noted by those observing including the method of carrying and handling the cones and the way the technician
conducted himself on the hard shoulder during the exercise in order to always be alert to approaching traffic.
Scenario 2
The second scenario used an AA Powerlift vehicle which was initally positioned in front of the casualty vehicle as if attending to carry out a direct recovery.
As before it was assumed contact was made with the customer in order to reduce the time the group spent at the location.
Again Steve Kirton, acting as the breakdown technician, deployed four cones this time behind the casualty vehicle at approximately equal distances.
Observations and timings to deploy and collect the cones were noted by those observing including the method of carrying and handling the cones and the way the technician
conducted himself on the hard shoulder during the exercise in order to always be alert to approaching traffic.
Results and Observations
The table show the results of the exercise undertaken on the hard shoulder of the M1.
The time for deployment of the arrow sign is shown in addition to the cones.
DESCRIPTION ..... DISTANCES ..... TIME OF DEPLOY .....TIME to COLLECT
Scenario 1
Scenario 2
It was observed that the technician would be walking backwards in order to stay facing the oncoming traffic on his return to the service vehicle.
At the distances the cones were placed on this exercise this entailed a total of 40 steps.
When collecting cones he would be carrying 4 cones weighing approximately 7.5 kilograms for the last 25 metres and this would inevitably increase the chances of slips, trips and fall.
There was a noticeable delay in collecting the furthest cone on the second exercise. This was due to the amount of heavy traffic in lane 1
at the time, particularly HGV's when the breakdown technician waited at the side of the road until he felt safe to retrieve the first cone from the edge of lane 1.
It was noted that due to the police presence vehicles were being cautious on their approach to the scene and giving the police vehicle 'more room'. However,
the same vehicles appeared to be moving back closer to the hard shoulder before reaching the breakdown scene.
Discussions are still on going a further meeting took place at RAC Bescot on the 2nd of September
Britannia Rescue COBRA Weekend
13 - 15 September 2002 Crowne Plaza Hotel Liverpool
Aitchison Recovery. £100.00
Also, a fantastic amount of £1,500 was raised from the auction of a Honda Motor Scooter and £320.00 from a gallon of whisky. both items were
kindly donated to our cause.
Total raised By Britannia and its Agents so far is £14820.00 that's fantastic
The IVR/ITSSAR Course 20/2/2006 to 04/03/2006
Congratulations to the following
Andrew White of Burrows Recovery Ltd (pass IVR level 1)
ITSSAR Reg No. 1:15947
Gary Tooby of 3 City Recovery (passed IVR level 1 )
ITSSAR Reg No. 1:15946
Keith Lowey of Davis Motor (passed IVR level 1)
ITSSAR Reg No 1:15950
James Sparrow of S & H Recovery (passed IVR level 1)
ITSSAR Reg No. 15948
Nathan Blythe of Intercity Recovery (passed IVR level 1)
ITSSAR Reg No. 1:15951
Kieran Rice of A1 Marsden Recovery Specialists (passed IVR level 2)
ITSSAR Reg No. 1:15949
The New Updated PAS 43 will be on sale soon (April 2006)
There will be a press launch on the 9th May 2002 at the Civil Engineers' Institution in London of PAS 43 Document
Safe working of vehicle breakdown and recovery operators - Management system specification
Some companies may wish to incorporate this document within their ISO9002.
Within this document, Annex C (normative) Guidelines for induction training.
We are in the early stages of producing a new video called Life on the Edge 6 - Survive, which will be used as a training aid, as were the previous videos in the Life on the Edge series.
If you feel there is an important point that needs to be covered within this video, please contact me within the next fourteen days to discuss it.
Training The Key To Keeping Staff
EMPLOYERS RUN the risk of losing their staff - and possibly their businesses - if they fail to keep promises on training,
according to the latest research from the Learning and Skills Council.
Findings from the second phase of the people and profits report involving staff in more than 800 small and medium
sized companies, indicate that a third of all employees received no training last year.
This is in sharp contrast to the views of employers, who admit that training is vital to
business survival. Nine out of ten link their success to the amount of training they provide for their staff.
The research also shows that training plays a key role in increased job satisfaction with 90 per cent of employees
and 92 per cent of employers agreeing it makes a difference. Two-thirds of employees say they worked harder as a result of learning new skills.
www.lsc.gov.uk
UPDATE 24/11/2003
Proposal and script synopsis
INTRODUCTION
If the extended programme option is taken, then the current linear programme is significantly enhanced,
giving many more examples of practical risk assessments and how they change from moment to moment.
Also with this option, subsequent versions of the programme can be made interactive, further enhancing the
effectiveness of the training.
TARGET AUDIENCE
Information given in the five previous programmes in the Life on the Edge series.
AIMS AND OBJECTIVES
Providing examples of everyday risk scenarios which are thought-provoking without being scare-mongering.
Showing how the application of simple risk assessment techniques is achievable in their everyday job.
Explaining how risk assessment techniques can improve personal safety and that of customers and other road users.
In the context of each risk assessment, describing the appropriate safety procedures to follow.
SCRIPT SYNOPSIS
Scene 1: A country lane with a blind ‘S’ bend. A car has broken down in the middle of the bend.
A recovery technician draws up to recover the casualty. Intercut with this, we see an oncoming car taking the
bend just a little too wide – and we hear the crash as the oncoming car hits the casualty. The technician has done the
job by the book – but has failed to include the oncoming traffic in his risk assessment.
Scene 2: Using an everyday example – pedestrians crossing the road is differing circumstances – we make the
principles of risk assessment explicit, and introduce the risk assessment process that recovery technicians should use:
noting the hazards, assessing the consequences if something goes wrong, taking steps to avoid those consequences,
and then going back to re-assessing the hazards as the situation changes. We also introduce the ‘risk thermometer’,
a graphic which rises as the risk rises, and which also logs the amount of time for which the risk is present.
Scene 3: Changed to Pictures of the Industry. Vehicles & Technicians
Scene 4: We introduce the risk assessment process from the point of view of call centres and the accuracy
of the information they provide. We use the example of a simple flat tyre, where the risk assessment varies
substantially depending on which tyre is flat.
We see a recovery technician attending the casualty on a motorway with a service van, and we hear that
technician’s assessment of the risk as they approach the scene. Next we see the alternative procedure when a
different tyre is flat, and see a transporter approaching the scene, and hear that technician’s risk assessment,
giving another example of risk assessment in practice. We hear these practical risk assessments for
every roadside scene.
At the end of this roadside scene, we see a series of single shots which highlight some of the elements which
technicians can fail to take into account, and which increase the risks; we include similar sequences of shots
at the end of every roadside scene
In the graphics used in the extended programme option,
the live action roadside scene becomes a graphical model of the real-life situation.
The graphics allow us to alter the scene in any way we like – for example to change the visibility,
the direction of the sunlight, the width of the road, or the speed of oncoming traffic.
These graphics provide a series of ‘what ifs’, illustrating how relatively small changes in the circumstances
at the roadside will affect the technician’s risk assessment considerably, giving further practical examples of
how risk assessments change moment-by-moment. In the extended programme option, these graphics are used at the
end of every roadside scene. The graphical model of each scene also forms the basis for subsequent interactive
versions of the programme, in which the trainee themselves would be able to alter the circumstances – for example
to find out the precise effect of a shower of rain, or oncoming traffic travelling faster.
Scene 5: A heavy recovery, in which a 38-tonner is broken down on an elevated section of motorway
with restricted width to the hard shoulder. An underlift attends, and calls for police assistance, and we see under
what circumstances this is appropriate.
Scene 6: A high-top white van broken down on an urban dual carriageway.
The van has a fading battery and weak hazard lights. It is attended by a spec lift which uses cones.
We show the correct way to deploy cones, if they are supplied on the vehicle, and see under what circumstances
they are appropriate.
Scene 7: A car which has broken down on the inner lane of a large and fast roundabout with a bridge over it.
We show how the recovery technician circles the roundabout while working out his risk assessment and the safest way to
approach the recovery.
Scene 8: A casualty parked in town centre traffic attended by a spec lift which has to park alongside.
A car parks on the opposite side of the road, meaning the road is now blocked by the spec lift,
and other motorists become frustrated with the recovery technician.
Scene 9: We reprise all of the roadside scenes as we summarise the principles
of risk assessment and reiterate that risk assessment at the scene is the recovery technician’s responsibility.
Life on the Edge 6 Donations.. Updated 10/02/2003
COSTINGS
Standard Programme: ...... Nett Total ..... £55,000.00 ex VAT
Extended Programme: ...... Nett Total ..... £75,000.00 ex VAT
Please can you help by sending some MONEY to IVR and help fund this video for the Industry
BIG THANK YOU TO:
Michael Cowan MIVR. who has started the ball rolling by donating... £5,000.00
Donation received from the following organization
A.A.(Centrica)... £5000.00
Allianz Cornhill Insurance... £1,000.00
AVRO... £500.00
AVRO Region 11 Southern... £500.00
AVRO Region 12 Western... £500.00
Britannia Rescue... £5,000.00
Charlton Commercial Insurance Brokers... £1,000.00
European Tow Show 2003... £2000.00
F M Green... £1,000.00
Green Flag... £7,500.00
Institute of Vehicle Recovery... £3,000.00
Mondial Assistance... £5,000.00
RAC Motoring Services... £10,000.00
Singer & Friedlander... £126.00
SMMT... £1,000.00
Donation received from the following Individual & Company
Allan Currie MIVR. AA Patrolman... £50.00
Amarjit Sanghera MIVR. R S Recovery... £150.00
Andrew Lee MIVR. Lee Hire Ltd... £250.00
Andrew Warde MIVR. Recovery Services of Newry... £100.00
Andrew Barton AMIVR. Andrew Barton LTD... £100.00
Andy Lambert MIVR. Motor Trade Software... £500.00
Arthur Jones Arthur Jones Motors)... £100.00
Bob Percy Simple Systems... £100.00
Brian Hooper Kingsgate Park Autos... £200.00
Colin Searle MIVR. Cuise Motors Ltd... £250.00
Crighton Group Ltd. Creightons of Finaghy... £250.00
David Brinklow MIVR. Ontime Res/Rec... £3,500.00
David Ebsworth. Eriksons (Motoring Services Ltd)... £1,000.00
Dennis Harding. MIVR D & G Cars... £300.00
Derek Wilson. A30 Rescue & Recovery... £350.00
Frank McAllister MIVR. McAllisters Recovery... £500.00
Geoff Gatward FIVR. Personal Cheque... £100.00
Geoff Gatward FIVR. Gatward (Maidstone)Ltd... £150.00
Geoff Lambert MIVR. National Rescue... £150.00
Gordon Boyt. Boyt Autos... £50.00
G M Recovery. G M Recovery Ltd... £250.00
Guy Morgan MIVR. Midhurst Engineering Co... £250.00
James Riley MIVR. A1 Rescue... £100.00
Jason Brown MIVR. F Browns & Son (Jersey)... £200.00
John Coupland Castle Recovery... £100.00
Jeff Bungey MIVR. Ashley Wood Recovery... £100.00
John Flynn Intercity Recovery... £250.00
Ken Wills MIVR Cornwall Commercials... £100.00
Lynda Unsworth MIVR Motor Move UK Ltd... £100.00
Mac Hobbs MIVR. Hobbs Recovery... £250.00
Mark Brooks MIVR. Brookes Auto Services... £100.00
Mark Egertons MIVR. Egertons... £250.00
Michael Catling MIVR. Auto Mechanical... £100.00
Michael Wakefield MIVR. Wakefield Autos... £100.00
Mike Summerville MIVR. Marcham Ser/Stn... £150.00
Paul Titcombe Greenmeadow... £100.00
Philip Morris MIVR.... £150.00
Peter Martin FIVR Peter Martin Support Ser... £100.00
Peter Sparkes G E Sparkes... £250.00
Ray Coleman Lantern Gruop... £1000.00
Richard Goddard Automania Breakdown... £250.00
Rob Doney MIVR. Boarhunt Garage... £250.00
Robert Jackson MIVR. Leytonstone Motors... £100.00
Robert Tear MIVR. Tears Recovery... £100.00
Roger Dawson Rogers Rescue... £500.00
Roy Jones MIVR. Motorsafe... £100.00
Ruth Aitchison Brothers... £100.00
Sean Manchett. MIVR. Manchetts Res / Rec... £500.00
Simon Hardy. MIVR. Hardys Recovery... £50.00
Susan Gwillym D & C Fry & Co... £100.00
Shaun Curtis MIVR. Curtis Mechanical... £500.00
Terry Crampton MIVR. C.M.G Rescue Group... £500.00
Terry Palfrey MIVR. Queens Motor... £500.00
Terry Tomkins MIVR. Kartec... £500.00
Tim Ferris MIVR Ferris Garage Ltd... £200.00
Tim Warne. MIVR Hammond Recovery Services)... £50.00
Mrs C Sherwood. Irish Towing Services... £100.00
Steve Holland MIVR. collected by Raffling a bottle of whiskey... £49.10
Standish Service Stn Motor Cycle at COBRA weekend 2002 ... £1500.00
The Industry has raised £67,155.10 By Donations
Big Thank you to all those people who have made a Donations
towards Thanks to all who offered help with vehicles and equipment
During September 03. Steve Kirton, attended a presentation
given by Mouchels and The Highway's Agency on a pilot project on active traffic
management for the M42 J3a to 7. The programme timetable
Construction of ERA's started in the summer of 2003.
NRITG ( National Recovery
Industry Training Group) It was formed to focus on the future requirement of the Highways Agency in
regard to training, armed with the knowledge of what the HA wanted to achieve,
they were given the task of designing a feasible and cost effective accredited
traing scheme to suit the needs.
The group is made up of representation from the AVRO, IVR, LARO, RHA/RRG, RRRA.
The most important task confronting the group is to incorporate the requirements
of the HA whilst minimising any additional financial burden to recovery operators
who intend to tender for inclusion on the HA scheme's in the future.
The new training scheme currently consists of 18 separate modules,
VR1 Health & Safety
VR2 Customer Care
VR3 Assess the Roadside Situation
VR4 to VR7 Light Vehicle Recovery
VR8 to VR11 Motor Cycle Recovery
VR12 to VR16 Heavy Vehicle Recovery
VR17 Lorry Loader (in vehicle recovery)
VR18 Air Cushions
This system allows companies to 'pick and mix' according to the operators job
roles. The major change to current training is the skills test thus ensuring
competence.
The HA require an administrator for the training scheme and the NRITG are recommending
and supporting the Institute of Vehicle Recovery (IVR) as the administrator
of the scheme.
£ 100 Reward For information leading to the return of a Winch belonging to the IVR Stolen
from Gamston Nottinghamshire
Ramsey Winch Model H 930 Serial No. 599141
Next issue April 2006 sent out 29/3/06
AVROEx 2006 September 15th-17th
The venue for AVRO-Ex 2006 is the Citywest Hotel Conference, Leisure &
Golf Resort Located in picturesque Saggart, just a few miles from the centre
of the Republic of Ireland's capital city Dublin.
Contact AVRO
Kent - v - Driver name witheld.
In October 2000 AVRO were approached by Solicitors acting for the Defendant.
the case concerned the driver of a recovery vehicle who had been charged with
Road Traffic offences after a fatal accident in Kent during February 2000. Brian
Drury passed the paperwork to Dennis Herbert who then prepared his report and
findings and listed with the Solicitors to help prepare the defence to the proceedings.
The circumstances of the case involved the recovery of a broken down motor
car from the grass verge alongside a dual carriageway. The RAC issued the job
to the Contractor who attended the scene to recover the car which had a collapsed
rear wheel bearing. Within a few minutes of arriving on the scene another car
collided with the rear of the recovery vehicle whilst it was stationary. Regrettably
the driver of the car was fatally injured.
Following the incident the recovery driver was charge with:-
1. Being a person in charge of a recovery vehicle caused the vehicle to remain
at rest on a road in such a position as to involve danger of injury to other
persons using the road. 2. Being a person in charge of a vehicle caused it to stand on a road so as
to cause an unnecessary obstruction of thr road.
Contrary to Reg. 103 of the Road Vehicle (Construction and Use) Regulations
1986, Sec. 42 of the Road Traffic Act 1988 and Sec. 2 to the Road Offenders
Act 1988.
At the two day trial, the defence solicitors called on Mr David Bizley of
the RAC and Dennis Herert of AVRO to give expert evidence on behalf of the defence.
In conclusion, the defendant was found not guilty of all charges.
This was one of many instances where the AVRO Helpline were able to provide
positive assistance in securing a correct verdict. Had the Defendent been found
guilty, then the consequences of this may have had serious repercussions for
the Recovery Industry, as well as other emergency service vehicle drivers
July 2001 issue of Recovery Operator
There are so many pieces of legislation that are relevant to our industry;
I unfortunately only have enough space to look at two. The first is the Provision & Use of Work Equipment Regulations 1998 otherwise
known as P.U.W.E.R. So first let's ask, "What is PUWER?" PUWER is a regulation that requires a company to assess all risk to people
as health and safety from the use of equipment that they use for their work. The regulations state that equipment used by people in respect of their work
must be suitable for the job and conditions in which it is used for. It must
be maintained in a safe condition for use so that people's health & safety
is not at risk, and inspected in certain circumstances to ensure that it is
safe for use. Any inspection should be carried out by a competent person and records kept
for at least three years. Operators should be trained in the use of the equipment and receive adequate
information, instruction and supervision. The equipment must also be accompanied
by safety measures which include taking appropriate measures to ensure that
risks created by the use of equipment are eliminated where possible, or controlled
by hardware & software measures. Hardware Measures Software Measures Suitable guarding Safe Systems of work Starting Must have an on/off button or switch Modifying Equipment has C.E. kite mark and if modified this may become void Maintaining A maintenance procedure must be in place Servicing A service procedure must be in place Cleaning All equipment must be transported correctly and records kept It's basically any equipment that is used by an employee at work. Motor Vehicles Photocopiers What else is covered? If you allow employees to provide their own equipment - it too will be covered
by PUWER. As an employer it is up to you to make sure that it complies. So do the regulations apply to me? They will apply to: An Employer. The Self Employed and any person who provides work equipment or
has control over work equipment. So what about the employee? Employees do not have duties under PUWER, but they do have duties under the: Health & Safety at Work Act 1974 and the Management of Health & Safety
at Work Regulations 1999. So what do they have to do? The employee has a duty of care to: Take reasonable care of their own Health & Safety and that of others who
may be affected by something they may not do and they must cooperate with the
employer to enable legal obligations to be met. Ensure that employees are trained in the use of the equipment. Ensure that
employees carry out visual inspections of the equipment before use. In some circumstances - for example a fork lift truck - carry out weekly checks
and record. Other Controls Available Ventilation - Provide effective means to remove dust & fumes i.e. Local
exhaust ventilation systems, Lock Off Controls, Safe Working Practices, Warning
Signs and personal protective equipment. An inventory of all equipment should also be kept. The second is LOLER: Lifting Operations and Lifting Equipment Regulations 1998
(L.O.L.E.R.) LOLER is in addition to PUWER However it does not relate to the same people and looks at the lifting equipment
in operation. So what does LOLER do? On a general basis it requires the lifting provided for work is: Strong & Stable, it must be suitable for the use, and the load or anything
attached e.g. Lifting points must be suitable. It must be installed and positioned
in a safe way to prevent risk of injury. What else? The safe working load must be indicated where necessary, it must be used safely
and must have a thorough ongoing examination by a competent person. So what equipment is covered? Any equipment used for lifting or lowering of loads and any attachments used
for anchoring, fixing or supporting of those loads. Okay, but what about our industry? It will cover: Cranes Fork Lift Trucks What about employees' equipment? Again if you allow employees to use their equipment then you are responsible
for this. Let's look at the hazards involved: Cranes may overturn, fail or collapse,
there may be unsuitable support or inadequate base for the appliance. There
could be failure of equipment due to lack of maintenance or overloading of the
lifting appliance. So, for PUWER & LOLER on a Recovery Vehicle You must carry out a risk assessment which could identify more than those listed
below: Correct equipment to be used, which has been maintained on a regular basis,
visually inspected before use and recorded where necessary. Trained personnel
only and the correct licence for the vehicle. Checks on all lifting Accessories:
e.g. Chain/Fibre Sling, Ropes. These must be certifies before use to confirm test - Fibre sling must specify
safe working load, be thoroughly examined every six months and visually inspected
before use. It must not be altered or adapted in any way. Lifting Equipment A test and thorough examination must be carried out before use and certificates
kept. The safe working load specified and clearly marked. It must be visually
inspected before use and thoroughly examined every 12 months. It is only to
be used by trained personnel. Records must be kept for all servicing & maintenance to show compliance
to Inspectors and kept for a minimum of three years. This article was compiled by Lorraine Fairey AMIVR who is a partner of Alternative
Solutions, Unit 7 Haslemere Industrial Estate, Pig Lane, Bishops Stortford,
Herts. CM23 3HG. Tel: 01279 656510 If you wish to receive a copy please let us know and we will add your name to the list.
PAS 43 was launched 9th May 2002 at a meeting at the Institute of Mechanical Engineers by Sir Peter Baldwin, Chairman of Survive Group and David Bizley of RAC Motoring Services. (SURVIVE stands for "Safe Use of Roadside Verges in Vehicular Emergencies) Every year, 250 people are killed or injured on our motorway hard shoulders. An average of two Roadside or Recovery technicians are killed on the hard shoulders each year and many others are injured "Near miss" report During a three - month period in 1999, the AA and RAC reported 31 "near misses" of operatives working on the hard shoulder. Of these, 15 involved a vehicle driving or swerving onto the hard shoulder, narrowly missing an operative; nine were due to some other aspect of poor driving; four were due to shedding of loads or vehicle parts and three were the result of an accident in adjacent lanes. We need your help. 1. Have you been involved in an accident or near miss on any road while attending a rescue or recovery job 2. Do you know of any Rescue or Recovery technician that has been killed or injured on any road whilst working. Please take the time and call, fax or e-mail the Institute with information (SEE PAS 43 above)
Are the pressures becoming too much? Is the thirty minute ETA putting the industry under too much pressure? The standard ETA used to be within the hour, now some motoring organisations have made it a contractual requirement that a large percentage of their work must be attended within thirty minutes. This has caused a tremendous increase of pressure for the industry. To meet these thirty minute ETA's some operators have had to purchase more trucks and increase their manpower. This of course also causes tremendous financial pressure. On a busy day a controller has to deal with pressure from management and motoring organisations, trying to meet these ETA's. A controller's job is very specialised and due to the pressures that are being put upon them to perform many are unhappy and morale is low. Some have even left the industry and we all know how difficult it is to replace them. A technician is under pressure from the controller whilst having to battle with increasing traffic on our congested roads. I believe that some technicians, because of the pressure, are taking chances which could endanger their lives or the lives of others. I am very concerned with safety and with stress levels increasing, if we are not careful we will see stress related illnesses taking their toll within the industry. The IVR AGM will beheld on the 17th March 2006 at the Royal
Court Hotel Coventry
Please Note!
The Dinner Dance (Ticket sales from IVR tel: 01895-436426) NOTICE IS HEREBY GIVEN THAT THE TWENTY-FORTH ANNUAL GENERAL MEETING OF THE MEMBERS OF THE INSTITUTE OF VEHICLE RECOVERY WILL BE HELD ON SATURDAY 17th MARCH 2007 AT 13:30 HOURS, AT THE Royal Court Hotel Coventry. FOR THE FOLLOWING PURPOSES:- 1. To approve the Minutes of the Twenty Third Annual General Meeting,
held on Saturday 18th March 2006. 3. To receive and consider the Chairman’s Report for the year to 31st December 2006. 4. To receive and consider the Balance Sheet and Audited Accounts for the year to 31st December 2006. 5. To re-appoint Messrs O’SULLIVAN & COMPANY as Auditors and to authorise the Council of Management to fix their remuneration. 6. To consider the following resolution:-
7. To consider the following resolution:-
8. To note the results of the Election of Council Officers for the ensuing year. 9. To transact any other business which may lawfully be transacted having been previously notified to The Secretary.
By Order of the COUNCIL OF MANAGEMENT – THE INSTITUTE OF VEHICLE RECOVERY GEOFF.W.GATWARD,FIVR THE INSTITUTE OF VEHICLE RECOVERY NOMINATION FOR COUNCIL MEMBER – 2007 I,…………………………………….. IVR Membership No:…………………………... Hereby nominate …………………………………... as a member of the Council of Management of the Institute of Vehicle Recovery. Signed:………………………………. Dated:…………………… I, …………………………………… IVR Membership No:…………………………... Hereby consent to being nominated to the Council and if elected shall be willing and available to attend Council Meetings as and when such meetings are called and to carry out such duties that may be required as a member of that Council. Signed:……………………………… Dated:……………………… NB!.This Form nust be completed in full by both parties and returned to The Secretary, The Institute of Vehicle Recovery, Bignell House, Horton Road, West Drayton, UB7 8EJ no later than 1st March 2007. Annual IVR "Best Recovery" AwardsGreen Flag Award
Steve Kirton FIVR wins this years Green Flag Award (2004/05) Tim Warne from Hammond Recovery was this years winner of the Heavy Recovery Award you can read all about it in the Professional Recovery Magazine issue no 45 March 2004 (Star Rescue) if you reqire a copy please contact the IVR office (free to IVR Members or you can purchase the magazine form Partnership Publishing Ltd tel: 01952 415334) Why not put your entry in for next year. We need your submissions for the IVR Light & Heavy Recovery Awards by the end of Jan 2007 which are presented at the IVR AGM 17th March 2007 Remember, your submission does not have to be a spectacular or unusual recovery - what the judges are looking for is a job which exemplifies the standards set by the institute. In other words a job carried out in a safe and controlled manner making correct use of the equipment available. Particular emphasis is made of PPE,
Please send in your pictures and calculations - you have nothing to
lose
. Disclaimer While every care has been taken to ensure the contents of this publication are correct, The Institute accept that there may be errors, omissions or legal inaccuracies.
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