Safety NewsSafety NewsIssue No. 1 • ISSN 1793-1665 • May 2005

Launching of Pre-cast Concrete Elements at KCDLaunching of Pre-cast Concrete Elements at KCD

Other Highlights

• Delivery of Tunnel Ventilation Fans for KPE Project

• Earth Control Measures in Construction Industry

• Case Study of Earthworks Accidents

• Managing Safety in Road Diversions

• End-Detrainment Door for Emergency Use

Other Highlights

• Delivery of Tunnel Ventilation Fans for KPE Project

• Earth Control Measures in Construction Industry

• Case Study of Earthworks Accidents

• Managing Safety in Road Diversions

• End-Detrainment Door for Emergency Use

Other Highlights

• Delivery of Tunnel Ventilation Fans for KPE Project

• Earth Control Measures in Construction Industry

• Case Study of Earthworks Accidents

• Managing Safety in Road Diversions

• End-Detrainment Door for Emergency Use

2

Del

iver

y of

Tun

nel V

entil

atio

n Fa

ns f

or K

PE

Pro

ject

Introduction

The Kallang-Paya Lebar Expressway (KPE) is 11.8 km longof which 8.4 km runs underground. One of the key aspectsof tunnel environment is to provide effective ventilation forthe entire tunnel.

Challenges Faced

From the initial design, the LTA’s KPE Electrical & Mechanical(E&M) team was aware that the axial fans are huge, eachweighing about 9 tonnes and measuring approximately 3.2m high by 3.7 m diameter.

Thorough planning as early as the design stage includes:

1. Providing a clear path leading to the wall opening fortrailer access.

2. Ensuring a hoist system is built into the ventilation buildingthat will allow the fans to be manoeuvred through thewall opening of 5 m high by 4 m wide for installation andmaintenance purposes.

3. Determining the appropriate length of lifting belt as thefan is of a large diameter.

The use of lifting belt to lift up the fan was not possible asit would increase the overall lifting height of the fan, renderingit impossible to bring the fans into the corridor of the ventilationbuilding.

Safely in Place

When the first lot of fans was delivered on 6 January 2005,the following were checked and adhered to:

1. Ensure all personnel involved in the delivery werequalified and briefed on safe work procedures.

2. Equipment and lifting gears used were all certified fit foruse.

3. Ensure there was no obstruction along the delivery routeand the roads/path were levelled.

4. Once all the documentation had been cleared, the fanwas lifted from a trailer onto a lorry truck and broughttowards the lifting area below the hoisting system.

5. Lift up the top cover piece of the fan first.

6. Attach spreader beam onto the hoist system.

7. With fan in position, the spreader beam was hoisteddown and placed on top of the fan. Rubber pads were

Emphasis on Systematic Safe Approach

A systematic approach was adopted to ensure the planswere followed:

1. Method statement for the delivery and the method ofinstallation was submitted by C411. This was discussedin detail prior to approval by LTA.

2. To overcome the height problem, a spreader beam wasdesigned for lifting purpose. This spreader beam was tobe hooked onto the hoist system and then lifted up.

3. The hoist beam in the ventilation building was testedwith a load of up to 15 tonnes. The hoisting system wasinstalled onto the hoist beam and tested to lift a load of10 tonnes.

4. The concept of lifting and the hoisting system wasaccepted by LTA’s E&M team after the spreader beamwas satisfactorily tested by an Approved Person (AP).

5. Meetings with the civil contractor were held to confirmthe delivery route, highlighting any obstruction or unevenroads.

Picture shows how the spreader beam is mounted onto the fanand hooked onto the hoist system

Picture shows the lifting belt being used to lift the top cover pieceof the fan into the building. A similar method cannot be employedfor the fan because the combined total height of the lifting belt andfan at about 6 m will not be able to pass through the wall openingwhich is only 5 m high.

Hoist beam

Lifting belt

Spreader beam

Chain blockHoist system

Spreader beam

33

placed in between the beam and the fan to preventany damage.

8. Constant communication was maintained between thelifting team (the rigger, signalman and lifting supervisor)on the ground and the crew on the second floor of theventilation building. The fan was hoisted very slowlywith vigilant checks made to ensure that the fan’s centreof gravity was maintained constant.

9. Once on the second floor, the fan was loaded on aroller track system and moved along the corridor andinto the fan room.

10. With the fan in position on top of the fan opening, itwas lifted up using hydraulic jacks. Spring isolatorswere inserted as part of the overall fan installation.

Although three days were set aside for the entire installationfor the first ventilation building, C411 completed theinstallation of all six fans in two days.

Fan at the final position

by Mohd SulaimanProject Engineer C411

Photographs from Kelvin NgTechnical Officer C411

Lifting of the fan

Fan at the wall opening

Fan being placed outside fan room

Fan is placed on roller tracks

Summary

Early preparation coupled with a well-planned methodstatement ensured a smooth and safe delivery and installationof the fans.

Springisolator

4

Ear

th C

ontr

ol M

easu

res

in C

onst

ruct

ion

Indu

stry

Water Pollution Control – Every drop counts ...

Importance of Earth Control Measures

Singapore is internationally recognised for her green andclean environment. However, this does not come abouteasily. The effort began in 1987, with the massive cleaningup of the Singapore River, which was thought to be animpossible task as the river was heavily polluted withmassive industrial activities in and around the river. Yet,the miracle did happen and Singapore River is now oneof our major tourist attractions and a recreational andcommercial centre.

Much hard work and investment have since then beenpumped into our waterways because of their importanteconomic values. Other values include the aestheticbeauty of our waterways, the elimination of water-bornediseases and recognition of the fact that water resourcesare scarce in Singapore. In fact, over the years, the PUBspared no effort to increase our water supply to meet thedemands of the public and industries. The recent MarinaBarrage project is a very important project undertaken byPUB. It is the construction of the reservoir that will augmentour water supply and increase our water catchment areasgreatly.

Therefore, it is critical for all of us to make thatconscientious effort to maintain our waterways clean sothat there will be sufficient clean water to meet our presentand future needs.

Enforcement of Earth Control Measuresin Singapore

One of the major sources of pollution is the silt fromthe construction industry. The discharge of silt andother forms of debris has been regulated by the Sewerageand Drainage Act. No discharge of total suspended solidof more than 50 milligrams per litre is permitted.Earthworks must be carried out in compliance with theCode of Practice on Surface Water Drainage. This includesthe following:

• All earth slopes adjacent to any drain shall be closelyturfed.

• Run-off within, upstream of and adjacent to the worksite must be effectively drained away to avoid floodingin or within the vicinity of the work site.

• There must be adequate measures to prevent debrisand earth from being washed into the storm waterdrainage system from the stockpile.

Bad Practices at Sites

The industry can sometimes fail to meet the legislationrequirements due to poor site management and practices.This can result in excessive silt being discharged into ourwaterways. Such practices may include the following:

✗ Incorrect installation of silt fence

✗ Inadequate sedimentation tank and silt trap

✗ Bare Slopes/ Surfaces

Effective Earth Control Measures

There are two aspects for effective earth control measures:

A. Erosion Control.

B. Sediment Control.

A. Erosion Control

With proper on-site practices, contractors can prevent soilerosion, thus avoiding mitigating cost of trapping sedimentsafter the occurrence of erosion. Proper planning includes:

✔ Sequencing and scheduling the demolition work instages and then proceeding with the subsequentactivities and building works.

✔ Paving bare surfaces and construction access withconcrete, milled waste or other appropriate materials.

✔ Protecting earth stockpiles with erosion control blanketor canvas sheet.

55

✔ Turfing bare surfaces immediately in demolition workwhen there are no subsequent construction activities.

✔ Protecting bare slopes with close-turfing, grouting,canvas sheet or erosion control blanket.

✔ Retaining as much of the existing vegetation as possibleto minimise site disturbance.

B. Sediment Control

Sediment control facilities need to be implemented to capturewashed down sediments. Some of the measures that needto be provided are:

✔ A chemical treating system before the discharge pointsinto the public drain.

✔ Concrete-lined cut-off drains using C7 pre-cast channelsas a minimum along the perimeter of the site.

✔ Sedimentation tanks of adequate sizes and numbersbefore the discharge points into the public drain.

✔ Silt fence properly installed and embedded into groundalong the perimeter cut-off drain.

Conclusion

Inadequate on-site measures and slack enforcement couldresult in greater economic costs in terms of delay in theconstruction programme, fines and mitigating measures toaddress the erosion problems. At a higher level, there isthe increase in cost due to treating and improving the qualityof the water to an acceptable level. This increase in costmight not be so apparent in the short term, but will ultimatelyaffect everyone in the long term if the problem is allowedto persist.

Proper training of the contractors, continual education andregular inspections are necessary for the implementation ofan effective earth control system.

Only then we can truly make each drop count.

Article source: “Partners on the Bay- 3P Approach for the MarinaBarrage” by Public Utilities Board, Singapore

To learn more on earth control measures, please visit the web siteat http://www.pub.gov.sg/ECM

6

Laun

chin

g of

Pre

-cas

t C

oncr

ete

Ele

men

ts a

t K

CD

Sequence of Pre-cast LaunchingWorks

Kim Chuan Depot consists of two basement levels, a 4-storey power in-take sub-station, with the main buildinglocated at the western end of the depot. The pre-castworks are concentrated within the basement and rooflevels.

4. Casting of the next level of in-situ columns to the rooflevel.

5. Launching of the pre-cast roof main beams and T-beams prior to the casting of the roof slab.

The sequence of pre-cast launching is as follows:

1. Casting of the in-situ Basement 2 slab.

2. Casting of the in-situ columns with corbels to supportthe pre-cast beams.

3. Launching of the Basement 1 pre-cast main beams tobe seated onto the column corbels, followed by thelaunching of the pre-cast hollow core Basement 1slabs, spanning from beam to beam.

Introduction

The construction industry needs to be more efficient in atight labour market situation and yet meet the increasedexpectation of better quality and shorter constructionperiods. The pre-cast concrete industry can meet thesedemands by producing pre-fabricated components in afactory-controlled environment to exacting standards. Thenet result is that projects achieve a higher level of qualitythan is possible with conventional cast in-situ construction.Using prefabricated components on site reduces the needfor site storage and preparation spaces. It also requiresfewer skilled workers to carry out the work.

Planning

In the construction of most conventional high rise buildings,the cranes lifting pre-cast concrete elements are erectedin a fixed position. However, in Kim Chuan Depot, morestrategic planning is required as the site covers anextensive area spanning approximately 800 metres inlength.

It is very important that crane access and lifting positionsare synchronised with the sequence of construction of thecast in-situ structural members such as the basementcolumns and slabs. This will allow the pre-cast launchingcranes to be parked on the basement slabs without creatingbottle-necks within the erected columns.

An effective crane access plan would minimise constructionhazards during the lifting operation and provide a saferworking environment.

6. The process is repeated in sequence from definedgridline to gridline, until the entire roof is fully covered.

Congested crane access

B1 main beam

Corbels

Roof beams

T-beams

77

♦ Proper Lifting Operation

Improper rigging methods or taking short cuts are notacceptable in a lifting operation. It is the responsibility ofthe appointed lifting engineer and lifting supervisor tooversee the lifting operation and ensure the affected areasare properly barricaded. Tag lines must be used to preventexcessive swaying of the elements.

Uneven loading is minimised as the lifting hooks areembedded symmetrically on both sides of the pre-castconcrete element. In the event where hoisting of longspan elements requires the use of two cranes, the operationis rehearsed to ensure proper co-ordination between thecrane operators and signalman prior to the actual operation.In tandem hoisting, the position of the two cranes is crucialto ensure that, as far as possible, the load is hoisteddirectly from the ground and onto the corbels without theneed to move any of the cranes.

As the launching sequence is highly repetit ive,familiarisation with the work results in a smaller team ofskilled workers being required. It is also easier to implementsafety controls on site.

Safety Considerations

Some of the identified risks and their safety considerationsare listed below:

♦ Toppling of Cranes

Regular site inspections are conducted on the cranesemployed on the Kim Chuan Depot site to minimise thepossibility of crane failure. Checks are also made on thecompetency of the crane operators. Scheduled load testsare carried out on the cranes and associated equipmentto ensure that they are capable of lifting the maximumrated load safely.

♦ Entanglement of Hoisted Load with Starter Bars

This is an important safety consideration due to the limitedworking space between the columns. Pre-lifting checksare conducted to ensure that the coverage of crane boomdoes not encroach into the space where the columns andthe protruding starter bars are located.

This is first done by drawing on paper the lifting radius toensure adequate clearance can be achieved, failing whichan alternative crane location has to be considered. Uponachieving satisfactory results on paper, trial runs are thenconducted without loads to provide further assurance.

♦ Effective Communication

When working with people of various nationalities, speakingdifferent languages, it is important to ensure thatinstructions are transmitted concisely to them. One of theroles of the lifting engineer and the lifting supervisor is toconduct regular toolbox meetings with the workers toexplain to them the proper and safe work sequence. Thereis also a proper communication system between the craneoperator and the signalman.

by Alex OngProject Engineer C821

♦ Proper Personal Protective Equipment

Personal protective equipment (PPE) including a safetyharness is mandatory for all workers involved in pre-castlaunching works. Regular site checks are carried out toensure every worker has put on the PPE. When he isworking at a height, the safety harness is attached to asafety line to prevent him falling from height.

Conclusion

To date, more than 90% of the pre-cast launching workhas been completed. More than 100,000 man-hours ofwork have been clocked without any accidents. The safecompletion of pre-cast launching works at Kim ChuanDepot is a testament to proper planning, worker educationand effective supervision.

8

Synopsis

• 3 subcontractor workers were involved in a liftingoperation at the bottom of a 26-m deep shaft.

• A gantry crane was used to lower a concrete remixerinto the bottom of the shaft by means of a sling (withfour shackles) attached to the four securing points of theconcrete remixer.

• When one of the workers was making his way to theother end of the concrete remixer to remove the shackleson the sling, the concrete remixer was suddenly lifted.

• Unfortunately, the concrete remixer tilted, hitting andkilling him on the spot.

Case Study 1

Findings

• The gantry operator was familiar with the victim, havingworked with him before in many lifting operations.

• The gantry operator claimed that he saw the victim raisedhis hand while walking towards the other end of theconcrete remixer.

• The gantry crane operator interpreted the ‘raised hand’as the signal to lift up the crane hook.

• The victim had not received any mandatory training asa signalman or rigger.

• The victim was acknowledged by his fellow workers asthe assistant to the appointed signalman and rigger. Hewould usually act as the coordinator in lifting operationsand had acted as a signalman/rigger on severaloccasions when the appointed signalman and rigger wasbusy or not around.

Lessons Learnt

✔ Adequate and appropriate training and briefing shall beprovided for workers before they can be deployed tocarry out any lifting operation.

✔ Effective means of communication such as the use ofwalkie-talkies shall be established and provided forpersonnel when carrying out lifting operations.

✔ Qualified personnel must be present to supervise andensure that lifting operations are carried out safely.

Case Study 2

Synopsis• The contractor was laying PVC pipes across an existing

road to facilitate the connection of electrical cables to anew sub-station.

• A supervisor, who was supervising the excavation of thetrench, instructed his workers to get pieces of timber forshoring while he went into the trench.

• The bank of the trench suddenly collapsed, causing rocksand soil to fall on the supervisor.

• He suffered severe head injuries and was pronounceddead by paramedics when they arrived on site.

Lessons Learnt✔ No person shall be permitted to enter an excavated

area unless sheet piling, shoring or other necessarysafeguards are provided.

✔ Where the depth of excavation is 1.5 m or more,adequate protection must be provided.

✔ Safe means of ingress and egress must also be providedat all times.

Cas

e S

tudy

of

Ear

thw

orks

Acc

iden

ts

Concreteremixer

Deceasedwasfoundlying hereafter theaccident

Locomotiveat track 4

Locomotiveat track 3

Sling not removedat the time of accident

Article source: MOMby Tan Jway Kwee

Assistant Manager, Construction Safety

Findings• Prior to the accident, the project manager had checked

and found that the excavation had yet to reach therequired depth but was already more than 1.5 m.

• He then instructed the supervisor to install shoring beforecontinuing with the excavation.

• Nobody saw what the supervisor was doing inside thetrench. It was believed that he was probably checkingthe underground services before the installation of theshoring.

• A crowbar and a hoe were found protruding from thecollapsed materials in the 1.8-m deep trench.

99

Curve radius with proper super-elevation should be providedto meet the posted speed of the road. Advisory speed limitsigns are installed if smaller curve radii are used. Driversshould be able to see clearly around these bends to avoidcrashes into traffic queues or possibly into the rear of a brokendown vehicle.

Diverted footpaths for pedestrians should be clearly markedwith signages, have a smooth surface, well-lit, segregated andprotected from traffic/work activity and connected to the existingfootpaths.

Entrances and exits to work sites need to be positionedcarefully for visibility and controlled to minimise conflicts withpedestrians and motorists.

Forgive

Safety devices such as temporary safety barriers and impactattenuators are also installed at work zone to protect:

• Motorists from crashing into hard objects such asmachinery and hazardous locations

• Pedestrians and workers from crashes by motorists whofail to control their vehicles.

by Alvin SoongAssistant Manager, Road System Safety

Introduction

Road diversions are carried out to facilitate essentialmaintenance works, road improvements and the constructionof new facilities. This article explains how safety for all roadusers are maintained as LTA carries out its major roaddiversion schemes in Singapore.

Planning and Design

Feasibility studies of the various road diversion schemes areundertaken before the start of all projects. Detailed designsare developed in advance of the commencement of the actualdiversion works. Schemes are again re-examined before thestart of every major phase to ensure that optimal and safedesign are achieved to suit the prevailing conditions at thework zone.

All designed schemes have to comply with LTA’s Road DesignCriteria and the Code of Practice –Traffic Control at WorkZone (2001). Independent road safety consultants are to beengaged to undertake separate safety reviews of the designof the road diversion if the period of works spans over ninemonths and longer.

To ensure safety, road designers are required to considerthe following principles:

• Warn - in advance of changing road environment

• Inform - about conditions ahead

• Guide - through unusual sections of road

• Control - at conflict points

• Forgive - errant users’ inappropriate behaviour

Warn and Inform

Traffic signs give timely information to road users of the roadconditions ahead and changes in directions expected whentravelling through the work zone. These signs are designedwith highly reflective sheeting in diamond shapes and with adistinctive orange colour to catch the drivers’ eyes as theyenter a work zone. The diagram shows how the differenttypes of signs, line and arrow markings function together todelineate the roadway and guide drivers through the workzone.

Guide and Control

In a built-up city like Singapore, “shifting tapers” or “mergingtapers” with lane constrictions are commonly used at workzones.

Motorcycles and bicycles being two-wheeled machines requirean even surface, free from loose debris (e.g. sands, dirt) toavoid skidding. Anti-skid surface on steel decking is subjectedto regular maintenance to ensure good tyre adhesion evenduring wet weather.

Conclusion

Whilst LTA strives to improve safety at work zones, road usersare encouraged to adhere and obey all the traffic signs andregulations. The next time you approach a work zone,remember: Slow down and drive carefully.

Managing S

afety in Road D

iversions

A typical temporary safety barrier

10

Introduction

In the event of an emergency such as a train fire, theoperator’s main priority is to ensure that the passengersare able to escape to a place of safety, preferably bydisembarking at the station. But what if the train is to stallin between stations and the smoke builds up to anunbearable and dangerous level? How does one escapefrom a fully automatic, driver-less train? The means ofescape are provided via the end-detrainment doors and thetrain side doors. In this article, we will describe the functionand safety features of the end-detrainment doors of theNorth East Line trains. The trains operated by SMRT Ltdare different as there is an operator on board and there willbe assisted evacuation unless he or she becomesincapacitated.

Purpose of End-Detrainment Door

The end-detrainment doors are provided for the passengersto evacuate themselves (i.e. self-evacuation, without theavailability of assistance from the operation staff) from theincident train onto the track/guideway during an emergency.There is an end-detrainment door at each end of the train.Passengers should however bear in mind that in anemergency, the first step he/she should do is tocommunicate with the operators at the control centre viathe onboard passenger emergency communication deviceslocated at alternate saloon door pillars.

Self-Evacuation by Passengers

If it is necessary for the passengers to leave the train beforethe arrival of the rescue team due to a life-threateningsituation, they need to carry out the following steps:

Step 1 – Remove the transparent cover on the emergencyrelease button on the detrainment door.

Step 2 – Hit the red pushbutton and wait for the door tounfold and ramp to deploy.

Step 3 – Evacuate only after the ramp has been fullyextended.

Removal of the transparent cover will send an initial alarmto the Operation Control Centre and activate theaffected closed circuit television camera onboard the traininto a high-speed recording mode.

End-detrainmentdoor

Transparentcover

Redbutton

Activation of End-Detrainment Door

But what happens when one activates the end-detrainmentdoor whilst the train is in motion? When the train is inmotion and activation of the end-detrainment door isdetected, the emergency brakes will be applied by theautomatic train control. The “zero speed” interlock will beenergised to prevent the door from deploying until the trainhas come to a stop. The ramp can only be deployed threeseconds after the train comes to a standstill to ensurepassengers safety.

The ramp has a non-slip surface and handrails oneither side to guide passengers safely down the ramp. Afloodlight located at the top corner of the cab will light upto provide illumination on the exit path.

by Sunam MijanSenior Safety Engineer

Photographs from Paramjit SinghAssistant Manager, Rolling Stock (Standards & Development)

End

-Det

rain

men

t D

oor

for

Em

erge

ncy

Use

1111

Reportable A

ccidents* at LTA P

roject Sites

Accident Statistics from January 2004 to March 2005

by Yee Kit FanSenior Principal Technical Officer

* Based on Factories Act Requirements

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

LTA 2004 AFR 3.0 - 2004 Industry Figure▲LTA 2005 AFR

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0.0

AF

R

▲▲▲▲▲▲▲▲▲▲

■

■■

Cumulative Accident Frequency Rate (AFR)

▲

■

▲3.3 2.9

2.32.4

2.8

1.92.1 2.0 2.1 2.1 2.1 1.9

3.5

2.72.4

Month

Cumulative Severity Rate (SR)

LTA 2004 SR 536 - 2004 Industry Figure▲LTA 2005 SR■

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Month

3,000

2,500

2,000

1,500

1,000

500

0

SR ■

■

▲▲▲▲▲▲▲▲▲▲▲▲

■67

2,616

1,711

99 67 64

1,815

1,440

1,488 1,4511,263 1,406 1,262 1,148 1,049

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov DecMonth

LTA 2004 FSI 1.3 - 2004 Industry Figure▲LTA 2005 FSI■

3.0

2.5

2.0

1.5

1.0

0.5

0.0

FS

I

Cumulative Frequency - Severity Rate (FSI)

▲▲▲▲▲▲▲▲▲▲▲▲

■

■

■

0.60.4 0.4

2.0

2.7

0.5

2.11.8 1.8 1.7

1.51.7 1.6 1.6

1.4

12

Editorial CommitteeEditorial CommitteeEditorial CommitteeEditorial CommitteeEditorial CommitteeAdvisorCorporate Safety Committee

EditorNg Siow Chuan

Co-EditorYee Kit Fan

WritersAlex OngAlvin SoongMohd SulaimanSunam MijanTai Jo FenTan Jway Kwee

Circulation OfficerTan Chee Lang

Contributions or feedback to:

Land Transport AuthoritySafety DepartmentNo.1 Hampshire Road, Singapore 219428Tel: (65) 6396 1321 • Fax: (65) 6396 1071Email address: siow_chuan_ng@lta.gov.sg

Wonder why I am replacingAndrew Tan …..? Aha! …I know…safety is of paramount importance!Safety cannot wait!Get the message?

(Hint: Say it in dialect)

One million accident-freemanhours in 2004

Construction (Designand Management)

Regulations Seminars

You Can Never Overdo Safety

Contributions or feedback to:

Land Transport AuthoritySafety DepartmentNo.1 Hampshire Road, Singapore 219428Tel: (65) 6396 1321 • Fax: (65) 6396 1071Email address: siow_chuan_ng@lta.gov.sg

Safety Ong says,

Remember, it is a hazard working inconfined spaces. CP 84 : 2000 -Code of Practice for Entry into andSafe Working in Confined Spacesrequires:

✔ Established procedures for entry✔ Testing the atmosphere✔ Provision of adequate ventilation

at all time✔ Workers and supervisors to be

trained and briefed

For your safety, it is your right toask for the above.

You Can Never Overdo SafetyE

dito

rial

Pag

e

Message from theEditorial Committee

Message from theEditorial Committee

Welcome to the first issue of the Safety News thatprovides wider coverage of safety in general. Whilewe introduce safety features of our roads and MRT/LRT systems for general public education, the focuson construction safety for our contractors’ benefitremains. Articles on environmental protection will alsobe added to illustrate LTA’s continual commitment toprovide a conducive environment for Singaporeansto live in.

One million accident-freemanhours in 2004

Congratulations to the following contractors forachieving one million accident-free manhours in 2004:

• Contract 422 SembCorp-Daewoo Joint Venture,Kallang-Paya Lebar Expressway (Nicoll Highwayto PIE)

• Contract 423 Samsung Corporation, Kallang-PayaLebar Expressway (PIE to Ubi Road 2)

• Contract 825 Woh Hup-Shanghai Tunnelling-NCCJoint Venture, Circle Line Stage 1 (Millenia,Convention Centre, Museum and Dhoby Ghautstations including tunnels)

Construction (Designand Management)

Regulations Seminars

Two U.K. consultants, engaged by LTA, were inSingapore recently to conduct two seminars on theU.K. Construction (Design and Management)Regulations 1994. The first seminar held on 17 May2005 was opened to staff from Projects, Roads,Engineering, Contracts and Process divisions. ChiefExecutive BG(NS) Yam Ah Mee delivered the openingspeech. He was overwhelmed by the full capacityattendance. On 19 May 2005, a second seminar,organised specifically for the benefits of the keyplayers of the construction industry, was well attendedby senior members from government agencies,professional institutions and trade associations. Theseminar had generated much insightful discussion onthe pros and cons of CDM Regulations.

Des

igne

d an

d P

rinte

d by

Pho

topl

ates

Pte

Ltd