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Item code FS120006 Sep 02 Edition no 5

Introduction

This code is designed to assist Leaders andother responsible adults with the constructionof aerial runways as part of the programme.

The publication of future editions will benotified in SCOUTING Magazine, TalkingPoints and the Activities Newsletter.

General

Aerial runways are potentially dangerous andremain so, even when all reasonableprecautions, both in their construction anduse, have been taken. Indeed, without someapparent element of hazard, much of theirappeal and training value would be lost. Theaim should be, therefore, to eliminate allavoidable risk and thereafter to exercise thehighest degree of responsibility in the use ofthe aerial runway without destroying thechallenge and excitement generated by theactivity.

The production of a code of practice for thesafe construction and operation of aerialrunways has resulted in recent years in asignificant drop in notified accidents. Ourduty of care for the young people in theMovement requires the Association tocontinue to monitor and develop this Code.Because of the wide variety of situations andcircumstances in which runways are built, nodetailed and inflexible set of rules is possibleor desirable. However Policy, Organisationand Rules requires that Leaders must comply

with this code when building and using aerialrunways.

No part of an aerial runway can be said to bemore important than another and all requirean equal amount of attention. Nevertheless,an analysis of accidents occurring on aerialrunways suggests that in almost every casewhere serious injury has resulted, the fault layin either the seat and/or the method ofattachment to the travelling block or in thebraking system. At the outset therefore, itmust be clearly understood that:

• The seat or harness used must complywith the guidance given in this Code

• The travelling block must be to theapproved design and must have eyesor rings. Hooked blocks, howevercarefully moused, are completelyunacceptable.

• The seat, harness or chair must beattached to the travelling block in theapproved method as described in theCode.

• The main brake must be capable ofcontrolling a steady and safe rate ofdeceleration of the passenger.

• An emergency brake must be fitted, incase of failure of the main brake.

The Code is based on long experience andshould provide Leaders with useful guidelinesfor the training of their Scouts. However, no

The Scout AssociationGilwell Park Chingford London E4 7QW Tel +44 (0)20 8433 7100 Fax +44 (0)20 8433 7103 email scout.association@scout.org.uk

www.scoutbase.org.uk

Aerial Runway Code

0845 300 1818

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such Code replaces common sense.Responsible adult leadership and the need foradult control will always be present when riskto the person is involved.

Supervision

The planning, construction and use of anaerial runway must be directed and constantlysupervised by a responsible and competentadult.

Equipment

All equipment should be inspected before,during and after use. Apart from theimportant matter of security, this is in itself avaluable exercise in training in responsibility.

Main hawser - the supporting rope

This should be natural fibre (manila or sisal),staple spun polypropylene, polyester or nylon.The recommended size is 24mm diameter andin no case should a rope under 20mmdiameter be used. If the rope has not been inuse for any length of time even when storedin ideal conditions, it should be checked forwear and tear along its entire length. Ifnatural fibre is used, a spot check should becarried out by opening the lay at intervals tomake sure that the fibres are free frommildew. Similarly, in a man-made fibre rope, ifat inspection, extensive powdering isdiscovered, the rope should be discarded. Thisusually occurs in the heart of the rope and isnot always immediately detectable. A suspectrope should not be used in this or any otherpioneering activity. It should preferably be cutinto short lengths to prevent misuse.

The use of a wire hawser is not normallypermitted for the construction of aerialrunways. An aerial runway should be capableof being constructed by a group of Scoutsunder the supervision of adult leadership. Theskills and strengths required to handle wirehawsers would not normally be expected in

Scouts or indeed the average Scout Leader orInstructor.

Travelling block

The travelling metalblock must be a doublepulley, man-carryingblock of the correct sizeand type. Suitable,tested blocks areavailable fromOutdoors, LancingBusiness Park, Lancing,West Sussex BN15 8UG.

These blocks are fitted with a closed ring toattach the seat or shackle and further closedrings to attach the braking and hauling lines.Under no circumstances should hooked blocksor hooked blocks that have been converted toclosed eyes through the use of brazed metalstraps or jubilee clips be used.

The seat

The rules allow for anumber of differentways by which thepassenger can beattached to thedouble pulley,man-carrying block.If a purpose-built seatis the chosenalternative, great care

should be taken in its preparation. A stoutboard of approximately 600mm x 250mm x24mm thick will be needed, reinforced withbracing battens across the grain. Holes shouldbe bored through the board to takesuspension ropes. Apply figure of eightstopper knots and join the tails with reefknots.

If a commercially available full body harness isselected, care will need to be taken to ensurethat the harness used fits the passengercorrectly. It is not acceptable to pad theharness to fit the individual. The harness must

1.5m(5ft)

The seat

The travelling block

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be securely fastened and attached to theman-carrying block so that it cannot beaccidentally released. The harness must bea full body harness; a waist harnessdesigned for climbing is not adequate asthe user may become inverted and losesupport from the harness. An alternative isa combination of a sit-in and a chestharness connected with a strop.

The third alternative is a commerciallyavailable bosun’s chair.

Devices such as battens or strops, whichrequire the passenger to dangle from thehands or wrists, are not permissible.

The method of attaching the seat, harnessor chair to the travelling block, and thetravelling block itself are to be regarded aspotential accident black spots in anyrunway. They should be checked anddouble-checked as a matter of routinebefore the runway is declared operationaland after each run. Two climbing stropseach with a screw gate karibina at eachend will normally be adequate to attachthe seat, harness or chair to the travellingblock. Each strop will be 1.5m long whichwill give a double attachment to the mainriding block for safety. Alternatively a 3/8shackle could be used; care should be takento ensure that the direction of the strain iscompatible with the design of the shackle.It is possible for these devices to fail if thedirection of strain is different from that forwhich they were designed. Any shacklesused throughout the construction shouldbe tested and stamped. Cheap fencing ofyachting shackles are not suitable.

It is essential that the passenger isseparated from the hawser by an adequatedistance, to avoid the possibility of a handbeing placed on the hawser in front of thedouble, man-carrying block. Minimumdistance of 1.5m is recommended (seediagram on previous page).

Other blocks and tackle

To tension the main hawser, a luff tackle, definedas a tackle comprising one single and one doubleblock, will be needed. These blocks must bemetal blocks and should be reeved up with an18mm diameter rope. This will provide apurchase of 4:1. When selecting the correct sizeof block to match the size of rope, ensure that:

• No rope is reeved through the block wherethe width of the sheave grooves is less thanthe diameter of the rope.

• The ratio of the diameter of the sheave (therotating part of the block) to the diameter ofthe rope is not less than 5:1, measured at thebottom of the sheave groove.

Wherever possible in the construction of theaerial runway, blocks and pulleys with rings orclosed eyes should be used in preference tohooks. Mousing is never absolutely reliable withthe shock load experienced on this type ofconstruction.

Pickets and spars

Where wooden pickets are used, they must be ingood condition, free from cracks and rot and ofadequate length and thickness. A lot depends onthe nature of the ground and the anchorageselected but pickets of 1m x 75mm butt diametershould be regarded as a minimum. Ideally thepicket length should be 1.5m but these are notalways available. In use, they should be drivenwith a maul rather than a sledge hammer fortwo-thirds of their length, at right angles to thedirection of the strain, which for obvious reasonsshould be secured close to the ground. Note that

Hawser

StropSingle

DoubleCatspaw

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if the strain is allowed to ride up the pickets,they will be subject to a greater degree ofleverage and are more likely to break orbecome loose in the ground.

Spars should be equally sound, free from cracksand should be readily tested by gripping thetip and ringing the butt on any hard surface. Asound spar will give a reassuring ringing sound,while a suspect spar will give a dull thud.130mm butt diameter should be regarded as aminimum irrespective of length.

Other cordage

The main braking system, a design of which isdescribed later, will require a 12mm diameterrope, some 10m longer than the length of therunway. In addition, approximately 10m of10mm diameter elasticated shock cord(sometimes known as ’bungee rope’) will berequired. Lashing ropes of 6m - 8m length, guylines for sheer legs, a strop loop of 18mmdiameter of sufficient length to secure thetackle to the anchorage, twine and sisal willalso be required.

Tools and accessories

Sacking or old canvas will be needed to act asprotection for trees, a saddle in the crutch ofsheer legs and so on. Tools will include a heavymaul, a clasp knife and depending oncircumstances, a spade or entrenching tool, anextending ladder or rope ladder and athrowing line to facilitate tree climbing.

Notes on construction locationand angle of slope of the runway

Natural features like trees and the slope of theground will determine the length of run andthe speed of descent.

However, it should be noted that the Rulesstate that the height and angle of the slopemust be such that a safe, steady descent ispossible. Therefore, in no circumstances will a

runway be considered acceptable withinthe terms of this Code if the maximumheight of the hawser at any point exceeds8m.

No exact formula is possible to determinethe speed of descent. As well as the lengthof run and the slope, the speed will dependon the tension in the main hawser, theperformance of the running block, theweight of the passenger and so on. Theperson in charge is responsible for ensuringthat the appropriate tests are completedbefore any passengers are allowed on therunway - see ‘Factors of safety and testing’.

The illustration overleaf shows a typicalconstruction, but the points raised belowapply equally to the horizontal runwaywhere the travelling block is pulled bypeople on the ground or to runways of anykind.

In the planning stage, careful considerationshould be given to the ease of mountingand dismounting from the seat since theseare the causes of many accidents.

The main hawser

Depending on the terrain, there are variousmethods of supporting the main hawser:

• Where a tree is available at the head ofthe runway, make sure that it is sturdyand that, with adequate protection, itwill suffer no ill effects. Use the maintrunk in preference to a branch but if abranch is used, select the strongestwithin reach and make fast the mainhawser with a round turn and two halfhitches, leaving a long tail hanging closeto the trunk. If the hawser is passedover a suitable high fork and the endsecured to a lower branch, this makes iteasier to examine the knot during use.Secure the padding of sacking or canvaswith sisal before making fast the mainhawser.

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• Rope work at ground level is one thing buthandling a 24mm diameter hawser whilstsitting astride a branch half way up a treeis another matter altogether! It is stronglyrecommended that this person is belayedto a convenient branch with another rope.

• If no suitable tree can be found whenoperating on flat ground, a manuallyoperated fore and aft runway betweentwo sets of sheer legs can be excellent fun.

• The tail or lower end of the runway couldbe a tree, sheer legs or tripod. Care mustbe taken to ensure that the point wherethe main hawser is attached to the tree orpasses over the sheer legs or tripod is notthe lowest point of the runway, or thepassenger may be put at unnecessary risk.

• Sheer legs can be used to take fulladvantage of the natural slope to increasethe length of the run and to reduce theheight hazard. Spars of 4m are suitable for

the sheer legs. Several 6m to 8m lashingsof 12mm or 18mm diameter rope will beneeded. The sheer lashing should beapplied first about 500mm from the topwith the two spars in the closed position.They can be opened slightly like scissorswhen the frapping turns are put on. Theyshould then be opened out with the buttsno further apart than one-third the heightfrom the lashing to the ground and thethird spar square lashed between themabout 300mm from the butts. The saddleof hessian or canvas should be lashed inthe crutch with sisal twine and fore and aftguy lines secured to the tops of both spars.

Sheer legs

To minimise the danger of keeling over, everpresent in a construction subject to variablestresses and strains, the feet of the two legsshould be heeled into the ground to a depthof at least 150mm. The lower ledger (crossbar) should then be well clear of the ground.

Typical aerial runway construction

Tripod

Static fixedemergencybrake treeor 3-2-1anchorage

Positioning ofemergency brake shouldbe so that the rider does notstop, swing and hit the end tripod

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All this work should be done before thehawser is finally positioned. When the tackleis being operated to tension the main hawser,the sheer legs may tend to move from thevertical position although this can usually becorrected without difficulty if caught in time.Constant vigilance should be the key note.Mounting and dismounting from the seat canbe tricky from sheer legs but additional crossbars (ledgers) are helpful.

Tripods may be used in preference to sheerlegs. Greater stability is ensured althoughguying is still essential. An additionaladvantage is that mounting and dismountingplatforms can be incorporated into thedesign.

For both sheer legs and tripods, the mainhawser may, with suitable packing, passover the crutch. It is also possible for the mainhawser to pass over a pulley of suitablediameter, suspended from the crutch. Adouble loop of 18mm diameter rope shouldbe used to support the pulley.

• In all three methods of support, (trees,tripods, or sheer legs), due allowance mustbe made for the inevitable sag in the mainhawser. This will depend on the length ofrun and the load, as well as the tension.But it should never be such that the feet ofa passenger can touch the ground.

• To tension the hawser, a luff tacklecomprising one single block attached toan anchorage and one double blockattached to the main hawser is necessary.The main hawser should be connected tothe closed eye of the double pulley usinga catspaw. Sacking around the closed eyewill help protect the hawser. The singleblock should be attached to the mainanchorage using a double loop of 18mmdiameter rope. When reeved with 18mmrope, the luff tackle provides a purchaseof 4:1 and when operated by half a dozenScouts should give all the tensionrequired. On no account should moreforceful methods of straining the systembe used. The tension is maintained bysecuring the strain to the same anchorpoint as the single block using a roundturn and two half hitches.

Anchorages

In all anchorages, their precise position inrelation to the main structure is of greatimportance. The hawser must run in a trueline from end to end. Any deviation willimpose a sideways strain on sheer legs andmight cause them to topple.

A well grown tree can make an excellentanchorage, although they are seldom to befound in just the right spot! If a tree is used,make sure that it is secure, protected nearthe base with a good pad of sacking andprepare the luff tackle ready for use. Take inmost but not all of the slack in the hawserand pass it through the eye of the foreblock. Lay the sheer legs on the ground withthe butts at the correct distance from theanchorage. This distance should be twice theheight of the crutch of the sheer legs. Thehawser should be lying over the crutch. Raisethe sheer legs and hold them in place whilethe slack is taken up on the hawser. Adjustthe position of the sheer legs as necessary toensure a true line. Mark the position of buttswith tent pegs, so that foot holes can be dugin exactly the right place. The sheer legs can

Saddle

Butts healedin 150mm

a equals 3 times b

b

a

Sheer legs

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then be erected and the necessary strainapplied on the luff tackle.

A different procedure is recommended whenother types of anchorage are used. The sheerlegs should be erected first so that thehawser can be drawn over the crutch andhand strained to pin-point the position of theanchorage which will always be twice theheight of the sheer legs away and in line withthe strain.

3-2-1 anchorage

This consists of a line of six pickets in theorder of 3 - 2 - 1, running true to the line ofthe main hawser. It is usually preferred and isideal in heavy, stone free ground. For bestresults the pickets should form an angle ofapproximately 60 degrees to the ground. Themain hawser should be attached at groundlevel via the luff tackle to the front threepickets at right angles to the pickets. Thethree groups of pickets should be so spacedthat the lashings between them run at rightangles from the top of the forward to thebase of the next in line. Lashings 8m long willbe needed. Start with a clove hitch aroundone set, followed with a number of tightturns and frap with overhand knots. Noattempt should be made to firm up thepickets with a few extra blows from the maulafter the lashings are in position. This willmerely loosen the turns and defeat the objectof the exercise. It is essential that with thisand all other types of hold fast, they shouldbe kept under close observation when thestrain is first applied and thereafter inspectedat frequent intervals when the runway is inuse.

Log and picket anchorage

For this, use eight pickets and a log of not lessthan 150mm diameter and 1m in length. Thelog must lie at right angles to the line of thestrain and care must be taken to see that itbears equally on each of the forward pickets.The angle between the hawser and theground should be similar to that for the 3 - 2 -1 picket and certainly no more than thirtydegrees.

Dead-man anchorage

Dead-man anchorage

This is most suitable in the lighter ground orwhere the presence of stones would make thedriving of pickets difficult. The log should beat least 150mm in diameter x 1m in length andshould lie at right angles to the strain in atrench at least three times its own diameter indepth. A strop made from a double loop of18mm rope is secured to the exact middle ofthe log and brought up a narrow channel cutin the soil in line with the strain so that thesingle block of the tackle can be secured.Again, the angle between the hawser andground should be no more than 30 degrees.Before any earth is returned to the trench, it isas well to complete the job and take up the

90 degrees 3 - 2 - 1

Strop 3-2-1 anchorage

Log and picket anchorage

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strain on the tackle so that any unduemovement of the dead-man, for instance, thetendency to ride up the side of the trench, canbe corrected before the final burial. Theground should then be trampled to make itfirm.

The main brake

This must provide steady and safedeceleration of the travelling block. Anysystem that meets this requirement isacceptable. Brakes which bring the system toan instantaneous stop must be avoided at all

costs as there is a very great risk of thepassenger being thrown off at great speed.

A preferred method is to trail a rope of 12mmdiameter from the rear closed eye of thetravelling block. This rope passes over a pulleywhich is suspended from the crutch at thehead of the runway. If there is sufficient headroom on the loading platform, this pulley maybe suspended from the closed eye at thebottom of the pulley which supports the mainhawser at the crutch.

With the seat at the point on the runwaywhere braking is to commence, the brakerope is tied to a shackle using a round turnand two half hitches approximately 10 metreson the anchorage side of the mounting point.The shackle is used to connect the brake ropeto the anchorage point using loops of 8mm or10mm diameter shock cord as shown in thediagram below. The length of the shock cordloop will determine the braking distancesince, under no circumstances, should theshock cord be allowed to extend beyondtwice its normal length.

It will be necessary to experiment with anumber of loops because braking will dependupon the speed of descent and the load but a

The main brake and anchorage

MainHawser

Round TurnAnd TwoHalf Hitches

To Seat Brake RopeAnchorage

Main Hawser

Loops ofshock cord

Strop

To crutch of Tripod

Main Hawser

Round Turn AndTwo Half Hitches

To Seat

Brake Rope

The main brake

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double loop of approximately 5 metres length,that is, a 20m length knotted to form a doubleloop, is a good starting point for most loads upto 75 kilograms. A further short double loop of18mm rope can be used to connect the shockcord to the anchorage point. Once thepassenger has come to rest, this rope loop canbe removed from the anchorage to lower thepassenger down the runway to thedismounting point. The passenger should bewarned not to dismount until told to do soand that the braking system will inevitablyresult in some forward swing of the seat asbraking commences, followed by a shortperiod of reverse travel back up the runway asthe elastic reached the equilibrium position.

Once the passenger has dismounted, the brakerope can be used to haul the seat up to the topof the runway. It is important to lay out thebrake rope carefully as any snag duringrunning will jam in the pulley at the head ofthe runway causing a sudden stop.

It should be noted that before the run iscommenced, care must be taken to ensure thatthe brake rope is clear of the passenger. Inaddition, the loader on the platform must alsokeep clear of the brake rope during the run asthe brake rope feeds through the crutchpulley.

The emergency brake

In case of failure to any part of the mainbrake, an emergency brake must also be fittedin such a position that the passenger can bedecelerated smoothly without colliding withthe lower sheer legs or tripod. The emergencybrake may consist simply of a shackle on themain hawser, with the two ropes attachedbeing fixed to static points or held by twobrake people as shown in the diagram.Lengths of 8mm or 10mm elasticated shockcord may be used instead of rope to reducethe shock loading if necessary.

In normal operation, the people operating theemergency brake will assist the passenger to

dismount at the completion of each run. Aswith the main brake, testing of theemergency brake is essential before the firstpassenger embarks.

The angle of the rope of the emergencybrake to the shackle on the main hawsermust be held suchthat when the mainhawser is saggingunder load as thepassenger approaches,there is no chance ofthe emergency brakeropes or shock cordbecoming entangled withthe head or neck of the passenger.

Factors of safety and testing

When ready for use, the runway must besubjected to a number of rigorous tests toensure a high factor of safety before thefirst passenger is allowed to embark. Asgood practice, these tests must impose ahigher strain on all parts of the apparatusthan is likely to be experienced duringnormal use. The following tests should becarried out under adult supervision withobservers posted to watch every part of therunway, especially the anchorages, pickets,sheer legs, running block and seat and thebraking systems:

• Attach a temporary rope to the empty‘seat’. Starting at the head of the run, avigorous bouncing strain from groundlevel should be applied. This should berepeated at intervals throughout theentire length of the run, especiallyaround the mid-point where maximumsag in the hawser will be experienced.

• The ‘seat’ should then be drawn to aconvenient point and loaded with at leasttwo five gallon containers full of water.

• This load represents a body weighingapproximately 50 kilos. Three full

The Shackle

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containers should be used to represent abody of 75 kilos. At the mid-point of therunway, the sag in the hawser under loadmust not allow the feet of a passenger tostrike the ground. If this happens, adjustthe tension on the main hawser.

• The loaded ‘seat’ should then be drawn tothe head of the runway. The speed ofdescent and the main braking systemshould now be tested. The load should bebrought to a stop short of the lower sheerlegs or tripod with an adequate margin ofsafety. At the same time, the elasticatedshock cord should not be allowed toextend beyond twice its natural length.

• Finally, the main braking system should bedisconnected and the emergency braketested, again using a loaded seat runningfrom the head of the runway. Theposition of the emergency brakeoperators, if used, should be marked sothat there is no tendency to drift towardsthe bottom of the runway during normaloperation.

• After all these tests, all knots, lashings,anchorages, pickets and so on should bethoroughly inspected.

Mounting and dismounting

When the take off at the head of the run isat some height about the ground, forinstance, from the branches of a tree,adequate means of climbing to themounting point must be provided. It mightbe safer in this situation for passengers toembark at the foot of the run, where safetyand comfort can easily be checked, beforebeing drawn up by the brake line.

A disturbing number of accidents occurduring mounting and dismounting. Whendismounting many passengers find thatstrength has drained from their muscles andtheir knees are trembling. To climb down

sheer legs or a tripod using ledgers thereforerequires extra care and supervision.

Operation

It is strongly recommended that a minimum offour people operate the runway. The loader atthe head of the runway is in charge and shouldbe able to see the whole runway at any time.No passenger is released on a run until checkshave been made with the person looking afterthe main brake. Ideally there should also be aperson to control those waiting for their turnon the runway.

It is the loader’s responsibility to briefpassengers before release. If a traditional seatis being used they should be told to sit wellback in the middle of the ‘seat’, to hold ontothe front supporting ropes (youngsters hold onto both ropes, arms crossed over their chests,)to relax and keep still. If a full body harness orcommercial bosun’s chair is being used theyshould be advised to relax and keep still. Theyshould be reminded that when the brakecomes into action near the bottom of the run,they will probably swing forward and on noaccount should they attempt to jump off. Thepassengers should also be briefed that oncethey have come to rest, the carrying system willbe towed to the dismounting point and thepeople at the emergency brake will tell youwhen to dismount.

In order to maintain the concentration andinterest of the operating team they shouldrotate duties at regular intervals.

Policy, Organisation and Rules

Despite the most careful preparation, accidentswill happen but in a Movement which pridesitself in being prepared, the possibility ofaccidents must be reduced to the absoluteminimum. It is vital that this Code is studied,understood and implemented by all concerned.The District Commissioner and the DistrictTeam have the responsibility to ensure that

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Leaders are given adequate training in theconstruction and use of aerial runways andthat Group Scout Leaders are fully aware oftheir own special responsibility in this field.

Runways may only be built and used underadult supervision. Frequent inspection isnecessary. Leaders should note the dangersof leaving runways erected for long periods,for instance, at summer camp. In such circum-stances, the system should be immobilised asfar as possible by releasing the strain on thetackle, by removing or tying back thetravelling block and by whatever furthermethod is appropriate to the conditions.

Public Events

If an aerial runway is to be included as anattraction at a fund raising event it should beused for purposes of demonstration only byfully trained Members of The ScoutAssociation under adult supervision. On noaccount may an aerial runway be madeavailable for use by members of the generalpublic. When not in use, the runway must beimmobilised as above and must remain underconstant adult supervision.

Checklist during use

Even when the provisions of this Codehave been closely observed in thebuilding of the structure, the runwaywill inevitably suffer severe stresses,strains and shocks while in operationand constant vigilance will be needed.This is the responsibility of the person incharge but all engaged in the activityshould be involved with safe operatingprocedures.

The following items should receive frequentattention:

• All knots and lashings. If any are found inneed of attention, suspend operationsuntil the work is completed.

• Pickets and anchorages. Movement understrain must be monitored. Any unduemovement and the operations must bestopped until anchorages are replaced andtested using dummy loads.

• Blocks and tackle. Check blocks, and if anyheat is generated, blocks should be re-oiledor replaced.

• The seat, harness or chair requires regularinspection especially at the point ofattachment to the travelling block. Everypart of this requires regular inspection butespecially at the point of attachment to thetravelling block.

• The main hawser. Anchorages at both endsmust be regularly checked. It may benecessary to take up additional slack duringoperation as some stretching is inevitable.At no time should the feet of a passengerbe allowed to touch the ground.Alternatively, excessive speed of descent canbe slowed by decreasing strain on the mainhawser. After any modifications during use,testing with dummy loads must beconducted before any passenger is allowedon the runway.

• The sheer legs or tripods. Any movementfrom the vertical position or any tendencyto rock or tilt must be checked before therunway is used again.

• The braking system. Check the attachmentof the brake rope to the travelling block,the means by which the shock cord isattached to the anchorage point and so on.

• Mounting and dismounting. Can this trickyoperation be made easier for thepassengers, perhaps by the addition of extraledgers on sheer legs or tripods, there-positioning of a rope ladder or mountingframe?

• The briefing of passengers. Is this workingsatisfactorily? None of this need involve

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much fuss and bother but apart from thequestion of security, full advantage shouldbe taken of the exercise to alert Scoutsand, in particular, Patrol Leaders andExplorer Scouts of the dangers inherent inactivities of this sort and to increase theirawareness of personal and corporateresponsibilities.

Record of equipment usage

As with all potentially hazardous activities thecare and maintenance of the equipment usedis paramount. A formal written record of theuse of the ropes, blocks and other equipmentmust be maintained. Such a record mustdetail, date of acquisition, usage, inspectionscarried out and maintenance along withmethod of disposal for time-expired ordamaged equipment. The factsheet Care,Inspection and Use of Climbing Equipmentcontains advice on the recording ofequipment usage.

Publications cross reference

The current editions of:

Policy, Organisation and Rules of The ScoutAssociation.

Care, Inspection and Use of ClimbingEquipment - FS120411