O10.2PLANNING
O10.2.1 Those responsible for planning the works should ensure that appropriate risk assessments are undertaken. Where the MLC technique is found to be suitable, the system of work should be carefully planned. The various operations for which the technique is to be used should be planned to follow in sequence as far as practicable to eliminate unnecessary lane closures.
O10.2.2 Due account should be taken of any other works taking place in the vicinity of MLC operations. Road space should be booked in advance with the Highway Authority to ensure that no conflict is likely to arise.
O10.2.3 Slow-moving MLCs are at greater risk and should be used with more caution. Some operations which involve repeated movement along the road with periodic stops may also be carried out using this technique. The decision whether to use the technique should be based on the result of a risk assessment.
O10.2.4 At the planning stage, when deciding on the maximum time it is acceptable for the MLC to remain stationary or moving very slowly, a risk assessment should be carried out to confirm that the proposed method of working minimises the risk compared with alternative ways of carrying out the same work. It is anticipated that the maximum time that a MLC vehicle should be planned to remain stationary is 15 minutes.
O10.2.5 The assessment should include, but may not be limited to, an evaluation of the degree of risk, time of exposure to risk, and ways of minimising risk such as the use of the higher visibility light arrow (see paragraph O10.7.5), matrix signals, and VMS. In Northern Ireland the assessment should include an analysis of the operation to determine the measures needed to eliminate or control the sources of harm.
O10.2.6 If the MLC vehicle is still in place when the planned stop time has elapsed, a dynamic risk assessment should be carried out immediately in order to determine the next course of action. If this risk assessment results in a decision to continue with the MLC operation, an absolute maximum additional 15 minutes should be allowed.
O10.2.7 When MLC operations are used to deploy static signs on the central reservation, consideration should be given to avoiding any possible conflict between the static and mobile signs. Such conflict may sometimes be avoided by locating the mobile lane closure operation on the other carriageway.
O10.3TRAINING AND PERSONNEL ISSUES
O10.3.1 The general training and competency requirements of those involved in both mobile and static works are dealt with in Section O6.2. This section deals specifically with MLC related issues.
O10.3.2 All MLC personnel shall be competent and have received relevant training in MLC techniques.
O10.3.3 On the Highways Agency network, the organisations engaged in MLC operations are required to comply with the requirements of National Highways Sector Scheme (NHSS) 12C documents. Scheme 12C is listed in Appendix A of the Specification for Highway Works (SHW). The employer shall ensure that all operatives including any sub-contract personnel meet the requirements of NHSS 12C, in particular, he shall check at the start of each contract and at regular intervals thereafter that MLC operatives are appropriately qualified and hold valid relevant registration cards (see paragraph O10.3.4 below). The results of these checks shall be recorded.
O10.3.4 Operatives who have lost or damaged their registration cards should apply immediately to the relevant registration body for a replacement card. Where a card is damaged or unavailable for any reason, the operative should provide, when requested, a means of identification and appropriate evidence to demonstrate that he is a competent MLC operative, enabling employers to check with the relevant registration body. The employer shall carry out this check and record the result.
111
