OPERATIONS
To see the FORS Standard (V 4.1), please click here.
O1 Routing and scheduling
Requirement
Fleet operators shall ensure that the most safe, efficient and appropriate vehicles are used, and that any vehicle routes to sites or premises are carefully selected and adhered to unless directed otherwise by a relevant authority.
Demonstration
Fleet operators shall include evidence of effective vehicle routing. This shall include a written policy or procedure which demonstrates that routes have been selected to minimise the potential for interaction with vulnerable road users.
The routing and scheduling shall also take into account drivers’ hours’ regulations, permits, prior approval, fees / tolls and weight / height limits. Any written policy or procedure should describe the type of operation and the level / type of risk identified, with the aim of ensuring that the chosen route is subject to careful planning.
Evidence should also demonstrate that drivers have been provided with information relating to parking restrictions and charges, a method of paying tolls and any special routing and access requirements issued by clients. Fleet operators shall communicate any routing and access requirements provided by clients to all drivers accessing sites.
Fleet operators should ensure that all staff, especially drivers and planning / scheduling personnel have the necessary instructions and information to hand.
Fleet operators should provide driver training, briefings or pre-programmed navigation systems to ensure the driver is aware of the specified route. Drivers should also be made aware of the possible consequences of route deviation, and there should be evidence that any deviation from the route (as notified by the client or public authority) is addressed accordingly with the driver. The driver may be required to sign in acknowledgment of the unauthorised deviation. Fleet operators may also ask drivers to sign in acknowledgment that they have received and understood any traffic routing or site access requirements.
Fleet operators should employ a no convoy policy unless the escorting of hazardous loads, wide loads etc. make a convoy necessary.
Consider the size and type of vehicle being used on specific routes, and focus on the vehicle dimensions and route restrictions before deciding on the most appropriate route. Foreign drivers should be trained to recognise the differences in UK and European height and width measurements.
Scheduled bus operators should raise any concerns over route suitability with the awarding authority.
O2 Specialist goods and abnormal loads
Requirement
Fleet operators who transport hazardous waste, dangerous goods and / or abnormal loads shall have a written policy to ensure they are handled and transported in compliance with the appropriate regulations, and will appoint a qualified DGSA where necessary.
Demonstration
Fleet operators shall provide evidence of appropriate permissions and licensing for hazardous waste, dangerous goods and abnormal loads. A list of these processes and documents shall be created and managed, with dates for renewal and review.
A Dangerous Goods Safety Advisor shall be appointed if the goods in scope exceed the threshold for the carriage of dangerous goods. For more information on the threshold please refer to; www.osha.europa.eu/en/legislation/directives/ directive-2008-68-ec.
Drivers shall be properly qualified to carry dangerous goods and be provided with the correct documentation and emergency contact details.
Operators of abnormal loads shall:
• notify the appropriate authorities as required by legislation (such as Highways England, Police, Road / Structure owners)
• comply with the Highways England codes of practice: Code of Practice: Lighting and marking for Special Order, STGO VR1, STGO and C&U loads
Code of Practice: Lighting and marking for abnormal load self-escorting vehicles incorporating operating guidance.
Where possible, coach operators should require passengers to complete a luggage manifest to identify any hazardous / dangerous goods.
O3 Incidents and insurance
Requirement
Fleet operators shall ensure that incidents, collisions and reported near-misses are documented, investigated and analysed, and that insurance claims are monitored, reviewed and acted upon.
Demonstration
Fleet Operators shall maintain a log of all incidents, collisions, near-misses and insurance claims. This log shall include all evidence required to investigate and conclude the cause and effect of incidents. The contents of this record shall be reviewed and reacted to as part of company procedure and annual review.
Review frequencies should be increased if incident numbers (or their effect) is high.
Periodic review of the fleet management policy should be undertaken and should consider:
• Driver behaviour training
• Risk assessments
• Selected routes
• Management of drivers
• Post-incident procedures
Fleet operators shall manage incidents to ensure that drivers and vehicles can get back on the road in a safe and timely manner, and that services can be restored while dealing with passenger and vehicle safety.
Supporting documentation shall be in place which should outline the authority and competencies required by any person required to investigate incidents and collisions. Each incident should be thoroughly investigated by a competent person.
A record of investigation outcomes shall be reported at management meetings and maintained accordingly. This record shall include recommendations and remedial actions for both drivers and the fleet operator.
Drivers and vehicles should be properly assessed before returning to the road.
Any training provided to drivers shall also be recorded as part of their professional development (see D4, click here).
O4 Engine idling
Requirement
Fleet operators shall have a written policy and procedure to reduce instances of engine-idling.
Demonstration
Fleet operators shall develop and maintain an anti-idling policy and procedure which will be issued to drivers.
The policy and procedure shall identify examples of situations where idling can occur.
Measures to reduce the effects of engine idling shall be identified and implemented, and may include:
• Toolbox talks
• Driver training
• Vehicle procurement planning
• Retrofitting anti-idling devices
• Route planning
• Scheduling
Idling should be considered during the route planning process, and the person responsible for routing shall minimise the vehicle waiting times through customer and driver communication and information.
Use of telematics may be used to determine instances of engine-idling. Coach operators should instruct their drivers to turn off the engine when loading luggage or waiting for passengers to board, while truck operators need to instruct their drivers to turn off the engine while waiting for access to site and during loading / unloading activity.
Activity that requires the engine to be running while stationary ie – use of truckmounted cranes) should be completed without any undue delay.
O5 Vehicle / equipment theft and unauthorised access
Requirement
Fleet operators shall reduce the risk of vehicle and equipment theft and limit the possibility of unauthorised or illegal access to vehicles.
Demonstration
Fleet operators shall create and issue a written policy and procedure for the security and safety of vehicles and equipment.
Evidence of planned safety and security measures for drivers, employees, contractors and visitors shall also be demonstrated.
Vehicles that require the engine to be running while stationary (eg during the operation of Hiab cranes) should be positioned to minimise the risk of unlawful access.
Vehicle keys shall be stored away safely when not in use, and access to these keys shall be effectively managed.
The policy needs to include the process for sealing or securing any vehicle access points. Sufficient training should be provided to the driver for the use of any devices, cords or bolts that are used to secure a vehicle. Evidence of lone worker training should also be considered to ensure the safety of the driver.