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Safety Briefing August 2020


Welcome to the Advance TRS August 2020 Safety Briefing Personal Protective Equipment (PPE)..................................................................................

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Insurances................................................................................................................................... 3 Close Calls...................................................................................................................................

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Worksafe Procedures..............................................................................................................

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Life Saving Rules........................................................................................................................

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CIRAS - Confidential reporting for Safety ..........................................................................

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How to spot signs of drug use in others............................................................................

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Know the limits on drink driving ..........................................................................................

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Mental Health Awareness .....................................................................................................

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Safety Bulletins and alerts....................................................................................................... 10 Important Contact Information.............................................................................................

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Important Numbers Business Hours Emergency Number

01483 361 061 Out of Hours Emergency Number

07930 384 505 CIRAS:

0800 4101 101 2


Personal Protective Equipment (PPE) All persons on or near the line and on the lineside shall wear at least the following PPE:

All contractors must:

Wear appropriate PPE as defined by the client.

Inform Advance TRS of any damage, deterioration or lack of PPE.

High visibility upper body clothing with reflective tape which complies with BS EN ISO 20471: 2013 and Railway Group Standard GO/RT3279.

High visibility lower body clothing to BS EN ISO 20471:2013 and Railway Group Standard GO/RT3279.

Report any and all PPE that is ill-fitting.

A safety helmet which complies with BS EN 397: 2012.

Safety footwear which complies with BS EN ISO 20345: 2011, provides support to the ankle, includes mid-sole protection and has a protective toe cap. Where used, steel or other conductive toe caps shall be covered.

Ensure that all PPE is used, cleaned and stored in accordance with all health and safety guidelines.

Invoke Worksafe procedures for any ill fitting, inadequate or lack of PPE.

Insurances If you do not have the insurances stipulated in your contract already, you can obtain cover with our insurance partner Kingsbridge Contractor Insurance. You can get a quote by calling 01242 808 740 and or by going online to advancetrs.kingsbridge.co.uk.

To understand more about these insurance requirements, please click here.

Close Calls No matter where you work, reporting Close Calls is vital to improving safety. If you see something with the potential to cause harm, raise the alarm on site

and make it safe. If it is not safe to continue work then stop. Once the hazard has been removed or made safe, ensure that you report it.

Worksafe (Refusal to Work)

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Our Lifesaving Rules Safe behaviour is a requirement of working for Network Rail. These Rules are in place to keep us safe and must never be broken. We will all personally intervene if we feel a situation or behaviour might be unsafe.

Working responsibly

Driving

Always be sure the required plans and permits are in place, before you start a job or go on or near the line.

Never use a hand-held or hands-free phone, or programme any other mobile device, while driving.

Always use equipment that is fit for its intended purpose.

Always obey the speed limit and wear a seat belt.

Never undertake any job unless you have been trained and assessed as competent.

Working at height Always use a safety harness when working at height, unless other protection is in place.

Never work or drive while under the influence of drugs or alcohol.

Working with moving equipment Working with electricity Always test before applying earths or straps.

Never enter the agreed exclusion zone, unless directed to by the person in charge.

Never assume equipment is isolated – always test before touch.

We will always comply with our Lifesaving Rules

For more information about our Lifesaving Rules go to safety.networkrail.co.uk/LSR

July 2014

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CIRAS - Confidential reporting for Safety When it comes to safety, those of you out on site are often most likely to spot ‘accidents waiting to happen’. Fortunately, we have procedures for you to report issues to us, and most of the time this will be the best way for you to tell us what’s concerning you. But what if you want to report something and you are worried about how your manager or workmates might react? Or you’re working on another company site and the concern is about them, but you don’t have access to their reporting channels? Whatever the reason for it, an unreported issue could lead to an incident carrying a high price tag – human and financial. So, we have signed up to CIRAS, a

confidential reporting line which allows you to report health and safety concerns in complete confidence. We want to make sure you always have a way to tell us what’s concerning you – even if you don’t want us to know who you are. Although it operates independently, CIRAS is an important part of our safety system because it provides us with a ‘safety net’. If you want to use CIRAS, all you need to do is contact them directly and they will talk through your concern with you. They will write a report – minus any information that could identify you – and send it to us. CIRAS doesn’t investigate or make recommendations - it just brings the concern to light so we can

look into it. We respond directly to them and they share this with you. CIRAS will take reports on any health and safety concern. Common issues people report about include fatigue and rostering, unsafe working practices and issues with equipment. If in doubt, just get in touch. If it’s something they can’t help you with, they will advise you on how to deal with it. Report hotline: 0800 4101 101 Report Textline: 07507 285887 Freepost CIRAS www.ciras.org.uk

Spotting signs of drug use in others Excessive intakes of prescription drugs may make a person appear drunk, have slurred speech, droopy eyes and cause him/her to fall asleep at strange times. Look out for hidden medicines in the house. If someone’s taking opiates (such as heroin) they may have pupils that appear like pinpoints, have itchy and scratchy skin, go round asking for money and be either very hyperactive or very lethargic. Physically they may have a red nose and needle marks on their arms, behind the knees or ankles. They also may be very sick

one day with cold symptoms, cramps, diarrhea or an upset stomach and then be perfectly fine the next day. Crack and cocaine users tend to have glassy eyes, very large pupils and a nose that is red and raw. There may be marks, scabs, burns in the mouth and/or on the fingers and arms. Behavior can be very erratic and users become anxious and restless with a tendency to rambling conversations in which they jump from one subject to the next. Cocaine users constantly sniff, lick their lips and feel very thirsty. Look out for little

bags of white powder, crystal-looking residue, glass pipes, needles etc. The signs of Marijuana abuse include irritated, bloodshot eyes, an expressionless appearance, dry lips and a strong odour of burnt rope or grass. Users walk around in a daze, they exhibit a lack of emotion, stare out into space and go into fits of laughter when there is nothing to laugh about. Watch out for them washing their clothes immediately upon coming home or taking a quick shower before being around others.

Getting help There are a wide range of advice, treatment and support services for addiction in the UK. Anyone with a substance related problem can have access to such services. Your GP might offer to treat you or might refer you to your local specialist drug service. Most local

community drug units also run drop-in centres which don’t require a referral from a doctor. You should be able to find information about these on the internet or ask at your doctors’ surgery.

Don’t forget you can call Frank to discuss any issues you have confidentially on: 0800 776600.

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Know the limits Most of us have had days where we’ve felt the effects of the night before, but one extra pint on a night out can have serious consequences the next day. If alcohol is still in your system the morning after, think about the impact that could have when driving your colleagues to site or taking your children to school.

Safety tips

Did you know? Network Rail’s alcohol limit is one third of the England and Wales drink drive limit.

To help reduce the risk, and to enjoy alcohol responsibly: • Remember that the Network Rail policy and our Lifesaving Rules state that you must never be under the influence of drugs or alcohol while at work, or when travelling to and from work. • When taking prescription drugs, always ask your GP about any possible side effects. If in doubt contact the medication enquiry service via our occupational health provider. Plus, it is helpful to share information about your prescription drugs (and their side effects) with your line manager.

Look out for each other this winter

www.iamroadsmart.com

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Look out for each other this Summer This summer we need to look out for each other and highlight dangers to make sure that we all get home safely every day. We’ve got some information from the TSA website, they have produced a number of safety briefs and material to support you Rail temperature is critical in the summer months and is monitored to avoid “buckling” of track. Rail worker temperature is just as

critical. Make sure you stay focused. Remember to take on plenty of water and keep yourself hydrated. All throughout the summer months but especially on those hotter days. Make sure you take care of your skin and use sun cream on exposed skin. Site security and infrastructure access points must be controlled to prevent unauthorised access from members of the public and children during school holidays.

Lineside neighbours are more likely to have their windows open. Take care to keep noise to a minimum especially at night. Reduce the number of road vehicles and manage travel and parking to avoid causing a nuisance to the public. People are twice as likely to trespass on the tracks over the summer you should make sure you know if the railway you are working on is a trespassing hotspot.

Did you know....? •

There is an increased risk of fire from Hot Works and burning activities. Ensure control measures are planned to prevent fire from sparks or heat resources. Fire fighting equipment must be located at the point of work for these reasons.

Sun glare has contributed to an average of 28 road deaths per year in the UK since 2010. This includes pedestrians.

Network Rail’s alcohol limit is one third of the England and Wales drink drive limit.

Seasonal Affective Disorder is currently estimated to affect up to 2 million people in the UK.*

Trespassing on railway tracks is at a 10 year high.

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Mental Health Awareness Mental Health Awareness Week takes place every year, starting on the second Monday of May. The aim of this week is to raise awareness about mental health with lots of group activities and simple exercises to get people talking about mental health. If you notice a colleague acting out of the ordinary, you

might want to check in to see if they are ok! Most of us commonly reply with ‘I’m ok thanks’ when asked how we are, but it takes just an extra second to double check. For more information on mental health awareness and training, go to: www.mhfaengland.org.

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Coronavirus

Wash your hands more often for 20 seconds Use soap and water or a hand sanitiser when you: • Get home or into work • Blow your nose, sneeze or cough • Eat or handle food

CORONAVIRUS

PROTECT For more information and the Government’s Action Plan go to nhs.uk/coronavirus

YOURSELF & OTHERS

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Audience: Siemens Mobility Limited

EHS Guidance

Subject: On–Site Drug & Alcohol screening during COVID-19 Version 1. Issue date 02/07/20 Introduction Returning our business to full operational capacity without compromising our robust assurance processes presents us with many new challenges as we consider what the new Normal might look like. For many of our site teams the first step in that assurance process is the site induction and the accompanying Drug and Alcohol indicative screening process. This EHS Guidance therefore provides an outline induction methodology that can be adopted/adjusted to suit the needs of particular project environments where indicative Drug and Alcohol screening forms part of the standard induction process. The guiding principals given below should be applied at all times. Personal Hygiene Hand washing facilities should be in close proximity to the induction room and used prior to the induction. Social Distancing The standard 2 metre separation must be maintained at all times when carrying out all aspects of the site induction including the standard indicative Drugs and Alcohol screening test. Equipment Drug and Alcohol screening will be undertaken using our standard issue digital alcometers and saliva swabs Location Each project will provide a suitable induction environment of sufficient size to accommodate social distancing during the induction process. Record Keeping Project induction forms will be laid out in advance of the induction onto a cleaned surface/desk and completed by the inductees during the induction. Following the induction the completed forms are left face up on the desk. The inductor then takes digital photographs of the forms and uploads them to the project file. Once all photographs have been taken the inductees place the forms into a project supplied paper shredder. PPE The inductor will wear Nitrile gloves and a Surgical/FFP2 face mask throughout the Drug and Alcohol screening process.

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Audience: Siemens Mobility Limited

EHS Guidance

Subject: On–Site Drug & Alcohol screening during COVID-19

Denotes action by inductor

Denotes action by inductee

Version 1. Issue date 02/07/20

Prepare the room

The Induction room is prepared in advance with appropriate social distancing measures applied and communicated

Carry out visual check of pre-packed saliva swabs

Pre-packed D&A kits are checked in advance of the induction. Any with broken seals are disposed of and not used

Retrieve D&A testing kit from desk

Pre-packed D&A kits are checked in advance of the induction. Any with broken seals are disposed of and not used

Retrieve D&A testing kit from desk

Label D&A testing kit with your personal identifier using the marker pen provided

Self administer the D&A test

The test is self administered by the inductee under the guidance of the inductor

Complete induction documentation

Leave completed documentation on the desk face up ready to be photographed

Enter into project file

Upload digital records of induction into the project file

Dispose of used equipment

Paper records are shredded in the induction room – used D&A kits are placed in a refuse sac ready for disposal

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Audience: Siemens Mobility Limited, Rail Infrastructure

Fast Facts Alert

Subject: Beighton Woodhouse – Twisted Knee Injury On the 28th July 2020 a Civils site operative twisted his knee whilst carrying two metal Vortok fence legs. The individuals right leg slipped whilst at the Manor Road access point. The individual caught his fall but applied pressure to his left knee, at the time the individual reported no pain within the immediate area and continued to work for the rest of the shift. There was no immediate impact at the time and this alert is to remind the project of the hazards that are present when walking on the infrastructure. However, the following morning the operative reported to his supervisor that he was unfit to work (Be Fit For Work – 4 Steps to Zero Harm) as his knee had swollen up overnight, please remember to report any form of close call, no matter how minor at the time it happens. What was a close call/slip for you could be an injury/incident for someone else. How could the event have been prevented? By ensuring the access to site is fully maintained and suitable for walking on, if this is not always possible then alternative routes should be checked in a “preparation for safety inspection” to identify hazards before Using the infrastructure/area. Investigation currently ongoing.

York Beighton Woodhouse Chris Potts - Delivery Director Tony Wright - Project Manager Mark Aspinall – EHS Specialist & Author For more information about this report please contact mark.aspinall@@siemens.com

1SPEVDFE#Z&)4%FQBSUNFOU 4JFNFOT.PCJMJUZ-JNJUFE 3BJM*OGSBTUSVDUVSF "OZRVFSJFTQMFBTFDPOUBDUZPVSMPDBM&)44QFDJBMJTU Restricted © Siemens Mobility Limited 2020. All Rights Reserved. Document is UNCONTROLLED when downloaded or printed.

UKI-RI-HS-TM-006 June 2020 Issue 3

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Audience: Siemens Mobility Limited, Rail Infrastructure

Fast Facts Alert

Subject: Trafford Park Resignalling - Lookout access without the correct permitted sighting distance Red Zone access using Lookout On the 21st July 2020 a Civil work groups were planned to undertake devegetation and troughing installation works on Trafford Park on the Up CLC line just outside of Trafford Park West Junction. The team had planned and subsequently accessed via the Old Trafford approved access point but this access requires the team to access across the sidings roads to gain access to the Up CLC Cess. During the works Network Rails Construction Manager attended site and began to question the method of access and safe system used at this location. The COSS informed him that they were accessing Red Zone as per the Safe Work Pack but when questioned on the line-speed of the siding roads the COSS did not know nor did he know what sighting distance was required at this location. The line speed of these roads is 15mph meaning that a minimum sighting distance of 120 meters would have been required to achieve the 15 seconds warning time required, against the sighting distance available which is thought to be around 40 meters. This incident is now under investigation

Add Photo Here Manchester Trafford Park Resignalling Mark O’ Leary - Delivery Director Darren Carson - Project Manager Steven Morrison - EHS Specialist & Author For more information about this report please contact morrison.steven@siemens.com

1SPEVDFE#Z&)4%FQBSUNFOU 4JFNFOT.PCJMJUZ-JNJUFE 3BJM*OGSBTUSVDUVSF "OZRVFSJFTQMFBTFDPOUBDUZPVSMPDBM&)44QFDJBMJTU Restricted Š Siemens Mobility Limited 2020. All Rights Reserved. Document is UNCONTROLLED when downloaded or printed.

UKI-RI-HS-TM-006 June 2020 Issue 3

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RAAS (UK) LTD ISSUE 78

INSIDE THIS ISSUE: 1. General Information 2. General Information 3. General Information 4. General Information 5. Changes to RGS

JUNE 2020

RIDDOR reporting of COVID-19 You must only make a report under RIDDOR (The Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 2013) when: an unintended incident at work has led to someone’s possible or actual • exposure to coronavirus. This must be reported as a dangerous occurrence. a worker has been diagnosed as having COVID 19 and there is reasonable • evidence that it was caused by exposure at work. This must be reported as a case of disease. a worker dies as a result of occupational exposure to coronavirus. •

6. Changes to NRS

What to report

7. Changes to NRS

Dangerous occurrences If something happens at work which results in (or could result in) the release or escape of coronavirus you must report this as a dangerous occurrence. An example of a dangerous occurrence would be a lab worker accidentally smashing a glass vial containing coronavirus, leading to people being exposed.

8. Changes to LUL Standards 9. H&S Information 10. H&S Information 11. Environmental Information 12. Environmental Information 13. Contact Information & Attachments

Cases of disease: exposure to a biological agent If there is reasonable evidence that someone diagnosed with COVID-19 was likely exposed because of their work you must report this as an exposure to a biological agent using the case of disease report. An example of a work-related exposure to coronavirus would be a health care professional who is diagnosed with COVID-19 after treating patients with COVID-19. Work related fatalities If someone dies as a result of a work related exposure to coronavirus and this is confirmed as the likely cause of death by a registered medical practitioner then you must report this as soon as is practical and within 10 days of the death.

TFL GIVES RISQS THE GREEN SIGNAL Rail industry body RSSB has conÞrmed that Transport for London (TfL) has extended its use of the Railway Industry Supplier QualiÞcation Scheme (RISQS). TfL now requires the use of RISQS for supplier selection across London Underground, Major Projects, Elizabeth Line, London Overground, Trams and Docklands Light Railway.

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The OfÞce of Rail and Road (ORR) has prosecuted a contractor after two men suffering with fatigue died in a road trafÞc accident. Zac Payne, 20, and Michael Morris, 48, died on 19 June 2013 when Zac fell asleep at the wheel of his work van while driving back to Doncaster after a night shift in Stevenage. His employer, Renown Consultants Ltd, had instructed the men to take on an extra job following a request from Network Rail without considering whether it had sufÞciently rested employees. Nottingham Crown Court was told Zac, who like his colleague was employed on a zero-hours contract, was suffering the effects of fatigue and may have fallen asleep at the wheel or experienced Ômicrosleeps,Õ which hugely increased the risk of a trafÞc accident. The court was told that Network Rail had asked Renown for an additional welding team for the Stevenage job at 7.30am on 18 June and Renown had accepted the job before considering if it had sufÞcient well-rested employees and before speaking to Mr Payne. Renown did not follow its own fatigue management procedures, nor did it comply with the working time limits for safety critical work, such as welding, which insist there should be a ‘minimum rest period of 12 hours between booking off from a turn of duty to booking on for the nextÕ, and it did not conduct a sufÞcient and suitable risk assessment of ZacÕs fatigue. He was also permitted to drive, despite the company’s insurance policy that stipulated only over 25s may drive their vehicles, and heard evidence from other members of staff that the policy was routinely ßouted. ORR found that Renown’s policies and procedures were particularly inadequate because employees were on zero hours contracts, and these contracts created an obvious incentive for employees to volunteer for work when they were too tired as they were only paid for the shifts they worked. This was made worse as Mr Payne, and other trainee welders, were reliant on Renown for securing the qualiÞcations they needed to qualify as welders, which discouraged them for refusing shifts. Renown Consultants was found guilty of failing to discharge its duty under sections 2 and 3 of the Health and Safety at Work Act and regulation 3 of the Management of Health and Safety at Work Regulations and was therefore guilty of an offence contrary to Section 33 of the Act. This is the Þrst time that ORR has prosecuted in relation to failures of fatigue management. Sentencing is expected to take place at the end of the year. 'The rail industry relies on a huge workforce of skilled manual staff often working at night and on shifts,' Ian Prosser, chief inspector of railways, said in a statement. 'Fatigue is a real and known risk which reduces alertness and affects performance. This tragic case shows the fatal consequences that can occur when fatigue policies are disregarded. Safety comes Þrst and ORR will continue to monitor and take action where companies do not take sufÞcient care to ensure their workforce is not too tired to work.

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Sun Awareness Week Skin cancer is now the most common form of cancer in the UK and incidence rates are still rising, with outdoor workers being particularly at high risk. Worldwide, non-melanoma skin cancer is the most frequently diagnosed cancer, with an estimated 2-3 million cases registered every year. SUN SAFETY TIPS Useful steps to take to protect workers include: 1. Check the UV index from the weather forecast. If the index is at three or above, then inform relevant workers and ensure protective measures are in place to minimise exposure. 2. Avoid or minimise exposure to direct sunlight in the middle part of the day. 60% of daily UV radiation occurs between 10:00 and 14:00. Regularly swap job tasks between workers to make sure everyone on the team can spend some time in the shade. 3. Use heavy-duty cover or shade when working outdoors in the sun. Shade can cut UV exposure by 50% or more. Check protection levels with your supplier, and make sure rest breaks are taken in shaded areas or indoors. 4. Add UV protective Þlms or tints to plain-glass vehicle windows. If employees are regularly driving during high UV months, raise awareness of solar radiation issues 5. Wear the correct clothing. When working outdoors during months with high UV levels, you’ll need to check the ultraviolet protection factor (UPF) rating and make sure the design of the clothing Þts the job and doesnÕt introduce other hazards. ‘High wicking’ fabrics are designed to draw moisture away from the skin. Wear wide-brimmed hats that shade the face, head, ears and neck or if safety helmets are worn, use those Þtted with Legionnaire-style neck ßaps. Wear sunglasses with 100% UV protection or use UV-Þltering safety goggles if the work means eye protection is needed. Look for the ÔUV 400Õ marking. 6. Use high-factor sunscreen on skin that can’t be protected by other measures. For example, on the hands, face and lips. Sunscreen should be water-resistant and have ‘broad spectrumÕ protection, with a sun protection factor (SPF) of at least 30 and a UVA rating of four or Þve stars. Sunscreen should only be used alongside other protective measures – it’s best not to rely on sunscreen alone. 7. Sunscreen should be applied half an hour before exposure and reapplied at least every couple of hours. If skin has been exposed to dusts, it should be washed before sunscreen is reapplied, to avoid causing dermatitis. 8. Encourage workers to check their skin for changes to moles or other changes. Detecting the early signs of skin cancer and undergoing early treatment can save lives. 9. You should also check whether any workers could be suffering from photosensitivity. Eyes and skin can become abnormally sensitive to UV radiation. Photosensitivity can be caused by a range of substances including some industrial chemicals, plants and medication. 10. Encourage your body to create vitamin D To do this, you need to be out safely in the sun daily, and how long for will depend on a few factors, such as your skin colour, says Mary Ogungbeje, OSH research manager at IOSH. 'As many of us are staying at home more during the COVID-19 lockdown, it’s important to look at what you eat and consider vitamin D rich foods such as mushrooms, oily Þsh, and fortiÞed cereals and dairy products,' she adds. 'Taking vitamin D dietary supplement can be another source of intake.'

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Fit testing face masks to avoid transmission during the coronavirus outbreak Respiratory protective equipment Tight-fitting respirators (such as disposable FFP3 masks and reusable half masks) rely on having a good seal with the wearer’s face. A face fit test should be carried out to ensure the respiratory protective equipment (RPE) can protect the wearer. To ensure you put on tight-fitting RPE correctly, use a mirror or ask a colleague. Fit-testers should follow government advice on social distancing as they can make observations from this distance and deliver any instructions verbally. The user should then carry out a pre-use seal check or fit check. The following poster and video give guidance on how to put on disposable respirators and how to do a pre-use seal check or fit check. Minimise the risk of transmission People who have symptoms of COVID-19 or are isolating in accordance with government guidelines should not attend a face fit test. To minimise the risk of transmission of COVID-19 during face-fit testing the following additional measures should be taken: • fit-testers should follow government advice on social distancing as they can make observations from this distance and deliver any instructions verbally • those being fitted should keep their respirators on if closer observation is required to minimise risk to testers • both the fit tester and those being fit tested should wash their hands before and after the test in accordance with government guidelines • those being fit tested with non-disposable masks should clean the mask themselves before and immediately after the test using a suitable disinfectant cleaning wipe (check with manufacturer to avoid damaging the mask) • test facepieces that cannot be adequately disinfected (e.g. disposable half masks) should not be used by more than one individual. • fit testers should wear disposable gloves when undertaking cleaning of the tubes, hoods etc and ensure they remove gloves following the correct procedure • immediately dispose of used gloves, disposable masks, cleaning wipes etc in a waste bin Further advice on fit testing A fit test should be carried out before people wear RPE for the first time. Inadequate fit can reduce the protection provided and lead to immediate or long-term ill-health or can even put the RPE wearer’s life in danger. A fit test should be repeated whenever there is a change to the RPE type, size, model or material or whenever there is a change to the circumstances of the wearer that could alter the fit of the RPE; for example: • • • • •

weight loss or gain substantial dental work any facial changes (scars, moles, effects of ageing etc) around the face seal area facial piercings introduction or change in other head-worn personal protective equipment (PPE)

There is no stipulated frequency for re-testing, and you don’t need one if there are no changes in these circumstances.

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Railway Group Standards Document Number

Title

RIS-1701-PLT

Non-Railborne Plant used for infrastructure work

Issue

Replaces 5 Issue 4

Purpose:-This document sets out engineering requirements and guidance for nonrailborne plant designed or adapted for railway use and also for other non-railborne plant intended for use in locations or circumstances where particular rail-specific risks must be managed Change:- References to Network Rail within the engineering requirements in all parts of the document have been replaced by ‘infrastructure manager(s)’ as appropriate. This broadens the application of the document to cover any infrastructure manager, not just Network Rail. further changes are detailed in the briefing note attached to this newsletter. Compliance Date:- Not set however the standard is available from the 06/07/2020 Personnel Requiring Awareness Briefing All operatives involved in the use of Non-Railborne Plant Note. Please Review the changes to the standards detailed above against your company controlled document list. Details of any changes are in the RGS June 2020 attached to this newsletter

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Network Rail Standards New / Replaced Network Rail Standards in issue 116 Document Reference

Title

Issue

Compliance Date

NR/L2/CSG/STP001

Standards and Controls Management

8

05/12/2020

NR/L2/ELP/21085

Earthing and Bonding on A.C. Electrified Railways

4

05/12/2020

NR/L2/ELP/21087

Specification of maintenance frequency and defect prioritisation of Overhead Line Electrification Equipment

9

06/06/2020

NR/L2/ELP/27551 (NEW)

TPCMS Change Management Process

1

06/06/2020

NR/L3/ELP/27237

OLE Work Instructions

19

05/09/2020

NR/L3/MTC/RCS0216

Risk Control Manual

17

05/09/2020

NR/L3/OPS/045

National Operating Procedures Index

10

05/09/2020

NR/L2/SCO/302 (NEW)

Supplier Qualification Requirements

1

05/09/2020

NR/L2/TRK/052

Rail, Baseplate and Under-Sleeper/ Bearer Pads

4

05/09/2020

Note. Please Review the changes to the standards detailed above against your company controlled document list. Details of any changes are in the Network Rail briefing report attached to this newsletter

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Network Rail Standards Document Number

Title

NR/L3/ELP/27237

OLE Work Instruction

Issue

Replaces 19 Issue 18

Purpose:Change:-Modules C09 and C10 have had their tables and forms updated to metric data in place of the previous imperial data. The update also takes the opportunity to update to the current template/format and modify a few minor details to current nest practice. Updates to metric dimensions and correct errors are the reason for change Compliance Date:- 05/09/2020 Personnel Requiring Awareness Briefing All operatives involved in OLE work.

Document Number

Title

NR/L2/SCO/302

Supplier Qualifications Requirements

Issue

Replaces 1 N/A

Purpose:- This a new standard following the decision of the Competition Appeal Tribunal (CAT) in July 2019 that Network Rail should facilitate multiple providers of supplier assurance. This standard sets out the requirements with which any potential or approved ‘Supplier Assurance Provider’ (an organisation approved by Network Rail to assess suppliers against the requirements described in this standard) must comply. This standard seeks to mitigate the risks that Supplier Assurance Providers import when assuring suppliers who wish to work on Network Rail Managed Infrastructure by setting out the management system and processes required for Supplier Assurance Providers who assure suppliers of products and services

Changes:-N/A Compliance Date:- 05/09/2020 Personnel Requiring Awareness Briefing Any organisation who wishes to be an “Approved Assurance Provider” for Network Rail

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Transport for London (LUL) Document Number

Title

Issue

Replaces

S1538

Assurance

A16

Issue A15

Purpose:-The purpose of this standard is to define the requirements for the management and delivery of assurance by both providers and receivers of assurance. Change :- Change in name of the person accountable for the document. Change No. CR-12532. Compliance Date:- April 2020 Personnel Requiring Awareness Briefing All operatives undertaken safety critical work on LUL

21


Health & Safety Information The UK Health and Safety Executive’s guidance INDG73 on the risks of lone working has been updated. This revision includes a new section on how lone workers can be protected from the risks of workrelated violence. It says that training in personal safety, which may include conßict resolution, can help a worker recognise situations where they may be at risk and to take appropriate steps to avoid or manage the risk. Other measures to consider include modiÞcation or design of the work environment, if appropriate, to avoid workers being isolated and providing work equipment such as devices designed to raise the alarm in an emergency which can be operated manually or automatically, for example phones or radios. There is also more information on how managers should keep communications with lone workers, including: • supervisors periodically visiting and observing people working alone • pre-agreed intervals of regular contact between the lone worker and employer, using phones, radios, email, etc, bearing in mind the worker’s understanding of English • other devices designed to raise the alarm in an emergency which can be operated manually or automatically • implementing a robust system to ensure a lone worker has returned to their base or home once their work is completed. and new advice on the impact that lone working can have on the stress, mental health and wellbeing of employees. • It also reminds employers that they should regularly test technical solutions and all emergency procedures to ensure lone workers can be reached or contacted if a problem or emergency is identiÞed.

HSE issue guidance note on examination and testing of lifting and pressure equipment during the coronavirus outbreak Many organisations are facing unprecedented challenges as a consequence of the global coronavirus pandemic. One speciÞc area in terms of health and safety that has been problematic for industry is their ability to meet statutory examination and testing requirements for their work equipment, particularly lifting and pressure equipment. Health and Safety Executive (HSE) recognise the challenges when carrying out examination and testing of plant and equipment as a result of the additional precautions people need to take to help reduce risk of transmission of coronavirus (COVID-19). A dutyholders statutory obligations under the Lifting Operations and Lifting Equipment Regulations SI 1998/2307, and the Pressure Systems Safety Regulations SI 2000/128, remain in place as these are important to ensure work plant and equipment is safe to use. Dutyholders must be able to demonstrate that they have: • made all reasonable attempts to have the testing and examination of equipment carried out; • made a thorough assessment of the increased risk; and • taken appropriate action to manage it.

22


Health & Safety Information Hospitals struggling to Ăžt check RPE of doctors and nurses treating COVID-19 patients Due to the limited supply of disposable respiratory protective equipment (RPE), hospitals in the UK are no longer insisting on appropriate fit tests of FFP3 face masks for doctors and nurses before they begin treating patients infected with COVID-19. Such tests are crucial to ensure the masks are of the correct size and appropriately fitted to the face to prevent the virus pass the mask through gaps around the face, and reach the wearer's nose and mouth Health and Safety guidelines specify, that anyone using a disposable respirator, such as FFP3 mask, should always have a fit test before they begin work with that type of equipment. However, due to the issue with the shortage of protective masks, hospitals cannot guarantee a supply of the same type of masks that have been used in the testing process, which often would require new fit tests for every type of disposable respirator received. Some NHS trusts are telling staff to carry out a fit check to see if masks have any gaps around the face, which involves checking the seal of the RPE by covering the filter, breathing in and making sure the mask sucks in. The practice of not properly carrying out fit tests might not be enough to protect the employee from exposure. Fit testing is a requirement under the Control of Substances Hazardous to Health Regulation and must be conducted every time a new model of tight-fitting RPE is used. It must be conducted by a competent person appointed by the employer, using a qualitative or quantitative method of detecting the leakage in the mask. It must be carried out every time there is a change in RPE (a new model used), or change in wearer's circumstances (facial hair, weight loss or gain, change to the face structure). The qualitative method relies on wearer's subjective assessment of any leakage through the seal by detecting the bitter or sweet-tasting aerosol used for testing, while quantitative testing provides a numerical measure of how well a mask seals against the wearer's face. Fit checking should be carried out by the employee or wearer of the RPE each time they put it on, once a fittest on that model of the device has been carried out.

23


Environmental Information SigniĂžcant drops in air pollution. In the wake of the outbreak of COVID-19 and the subsequent lockdown of China, satellite images

showed significant drops in air pollution and emissions across large parts of the country.

Now that most of Europe has followed suit, the European Environment Agency (EEA) has also reported significant decreases in air pollutant concentrations, including nitrogen dioxide which has been a particular concern recently and has sparked a war on diesel fuelled vehicles. Across Italy, one of the first countries in Europe to announce a lockdown, nitrous dioxide levels are on average 20-30% lower than they were a month ago. Similar trends have been seen in other countries, such as Spain, where in Madrid average nitrous dioxide levels fell 56% in just a week. Although it makes sense that a significant and sudden reduction in transport and industry would result in fewer emissions, the data shows just how much humans are contributing to both dangerous air pollution and airborne emissions, which in turn damage the environment in many ways, as well as impact upon human health. It is hoped that this strange but essential lockdown period can be something to learn from, especially from an environmental viewpoint. When the lockdown is lifted, there is a danger that humans will simply return to their old ways and emissions will suddenly and significantly rise. However, there is an opportunity to use this period, build upon the positive lessons it can give us, and work out some long-term solutions to air pollution. EEA Executive Director, Hans Bruyninckx, said "The EEA's data show an accurate picture of the drop-in air pollution, especially due to reduced traffic in cities. However, addressing long-term air quality problems requires ambitious policies and forward-looking investments. As such, the current crisis and its multiple impacts on our society work against what we are trying to achieve, which is a just and well-managed transition towards a resilient and sustainable society.

Environmentalists appeal for green approach to rescue packages Environmentalists have asked that amidst all of the economic turmoil that any packages offered to aviation and cruise industries should have environmental conditions attached. Governments are drawing up stimulus plans to counter the economic damage from coronavirus. These stimulus packages offer an excellent opportunity to ensure that the essential task of building a secure and sustainable energy future doesn't get lost amid the flurry of immediate priorities�. It is recognised that right now the priority has to be the health and welfare of those caught up in the immediate effects of coronavirus, but there is a fear that long term plans being rushed could leave us in a future of fossil fuel. The executive director of Greenpeace UK, John Sauven has encouraged this priority, and said: Decisions are being made now about whether to spend billions rescuing airlines, cruise ships, the oil and gas industry, among many others. Bailing out the shareholders of dirty industries to continue business as usual rather than protecting workers and their families means we would have learnt nothing from the bank bailout during the financial crisis Taxpayers, many of whom are now struggling financially, have the right to expect responsible behaviour in exchange for bailouts. There is a worry that after the fallout from the economic hit of coronavirus that rushed measures will be put in place that could have a negative impact on the environment.� Currently, massive changes in the way people live are being seen around the world in order to prevent the spread of coronavirus. Changes much smaller than these could help to prevent climate change and achieve a low carbon future. Experts have argued that now is the time to show people that they are capable of coming together and living differently for a positive change.

24


Environmental Information EA believes COVID-19 crisis will wipe out demand for fossil fuels According to the world's energy watchdog, the International Energy Agency (IEA), renewable electricity will be the only source able to overcome the biggest global energy shock in 70 years, triggered by the coronavirus pandemic. In report the IEA have said the outbreak of COVID-19 would wipe out demand for fossil fuels by prompting a collapse in energy demand seven times greater than the slump caused by the global financial crisis. The most severe plunge in energy demand since the second world war would trigger multi-decade lows for the worldwide consumption of oil, gas and coal, while renewable energy can continue to grow. The rise of renewable energy combined with the declining demand for fossil fuels means clean electricity will play its largest ever role in the global energy system this year and will help to combat a growth of global carbon emissions over the last ten years. Fatih Birol, the IEA executive director, said: "The plunge in demand for nearly all major fuels is staggering, especially for coal, oil and gas. Only renewables are holding up during the previously unheard-of slump in electricity use". The impact of COVID-19 has: • triggered a crisis for fossil fuel commodities, including the collapse of oil market prices; • led to severe restrictions on travel and the global economy that will cause the biggest drop in global oil demand in 25 years; • expected to reduce the demand for gas by 5%, after ten years of uninterrupted growth; • meant that coal demand is forecast to fall by 8% compared with 2019, its largest decline since the end of the second world war.

COP26 climate talks in Glasgow delayed until 2021 due to the coronavirus pandemic. The crucial 26 UN conference of the parties (COP) was originally scheduled to take place in Glasgow on November 2020. However, due to the coronavirus pandemic, it had to be postponed until next year. As governments around the world struggle to contain the spread of the virus, the UN confirmed that the meeting of over 26,000 attendees would have to be delayed until next year, to ensure all parties can focus on the issues to be discussed and adequately prepare. The specific date of the rescheduled conference would be decided in due course. The UN Climate Change Secretary Patricia Espinosa said the pandemic "is the most urgent threat facing humanity today" but stressed that it is crucial to remember that climate change is also an essential issue to tackle. She also added: "Soon, economies will restart. This is a chance for nations to recover better, to include the most vulnerable in those plans, and chance to shape the 21-century economy in ways that are clean, green healthy, just, safe and more resilient

25


Contact Information & Attachments RAAS (UK) Ltd were established by 3 former major IMC contracting and Renewals Company staff. We specialise in the development and enhancement of business systems specific to the UK Rail Industry. All our staff hold professional Engineering qualifications, and recognised Industry Safety and Lead Assessor qualifications. With over 70 years Rail Industry experience we can provide a tailor made combined Business and Safety Management System to meet the requirements of the RISQS and Network Rail Modules and your business, focusing specifically on current relevant Health & Safety legislation and Quality Processes applicable to the UK Rail Industry. RAAS has wide-ranging experience of business system requirements for disciplines such as Labour Supply, Safety, Plant, Road Rail and Rail Mounted Plant, Rail Vehicles, Civil Engineering and Electrical Engineering. We can provide advise on current legislation requirements, specifically industry requirements needed to operate successfully in the UK Rail Industry, and modification of business systems to meet the ever evolving requirements of current industry standard business system audit requirements, including those needed for the RISQS scheme.

Infrastructure Group Safety Bulletins Note These are not included within this newsletter as they are sent out via e-mail to all Sentinel registered companies and they can be down loaded from www.safety.networkrail.co.uk/InformationCentre/Infrastructure-Group-Safety-Bulletins

Sentinel Bulletins None

Attachments in this Issue :-

Changes to RGS June 2020 RGS 1701 Briefing Note NRS Briefing Report June 2020 (Issue 116) NRS Changes June 2020

26


Track worker fatality Scope:

All Network Rail line managers, safety professionals and accredited contractors

Ref:

NRX20-03

Date:

09/04/2020

Location:

Roade, Northamptonshire - West Coast Mainline South, NW&C

Contact:

Allan Spence, DCP

Overview It is with great sadness that we report the death of a railway worker yesterday at Roade, near Hanslope Junction in North West & Central Region. The worker was a Controller of Site Safety (COSS) employed by a contractor. The work was to reinforce a cutting slope beside the Up Slow line and had started in February. There was a rigid barrier between the worksite and the adjacent Up Slow line. The work involved using an excavator that would come within the safe distance of the return conductor in the overhead line equipment.

To enable the excavator to work safely, an isolation of the return conductor was taken. Installing the earths for that isolation was done in a line blockage. The COSS had handed back the line blockage shortly before he was struck by a passenger train on the Up Slow line. He was killed instantly. External investigations by British Transport Police, the Rail Accident Investigation Branch and the Office of Rail and Road, and a formal industry investigation have started. We are supporting colleagues from Network Rail and the contractor companies involved.

Part of our group of Safety Bulletins

27


Leighton Buzzard near miss Scope:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRX20-05

Date:

29/06/2020

Location:

Leighton Buzzard, West Coast Mainline South, NW&C

Contact:

Peter Luby, Route Programme Director, Works Delivery

Overview A near miss has occurred in the Leighton Buzzard area. A contractor accessed the infrastructure to survey as part of a tender response for some devegetation work for Works Delivery. Two staff who were sub-sponsored by the Principal Contractor undertook the survey. The work had been planned and there was a safe work pack in place, however there had been no agreement for them to access the track and undertake the work. One person crossed four open lines of traffic across West Coast Mainline. The two individuals were surveying the lineside, one walking in each cess with cameras.

One of the track workers walked through a limited clearance overbridge. A passenger train travelling at line speed passed the track worker as he walked through the bridge. The worker pressed against the bridge abutment but could not have achieved the require 2m clearance. The train driver was so shaken by the incident he had to be relieved at the next station stop. The track workers continued to work until met by the local Mobile Operations Manager after the train driver reported the incident. This incident is currently under investigation by Network Rail and RAIB.

Part of our group of Safety Bulletins

28


Making safe engineering train movements in possessions Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRB20-05

Date of issue: 22/04/2020 Location:

National

Contact:

Caroline Meek, Head of SHEQ, Route Services

Overview Several high-risk safety incidents have occurred in recent years from the incorrect movement of engineering trains. These incidents relate to the movements of trains whilst staff are in the vicinity and not aware. An example is at Battersea, South London, in November 2018 when an unplanned movement of out of gauge tilting wagon exposed several operators to life threatening danger. This bulletin is to remind staff involved in train movements of the safety controls to enable the safe movement of trains. The controls are as follows: All staff involved in the movement must • •

have a common understanding of the train movement plan before any movements are made be able to be in communication with each other using Duplex Radios

Train movements should take place on a dedicated radio channel. The train movement can only be made when all parties have positively confirmed they are clear of the train and ready for the move On tilting wagons, the following additional steps are required: • •

SCO will isolate all tilting wagons between train movements SCO must receive confirmation in advance of delivery that the Engineering Supervisor in charge of train movements has understood and signed for the Safe Work Pack

Discussion Points If you are involved in planning and making train movements in possessions, please always use the controls in this bulletin. If you manage a team involved in making movements, please brief and discuss this bulletin with your team.

If you feel you need further support or guidance regarding this bulletin, please contact RSSafety@networkrail.co.uk or if out of day time hours, please contact SCO 24/7 Control on 01908 723500 and select option 7 Operation Manager.

Part of our group of Safety Bulletins

29


Overhead line equipment in station struck by a mobile elevated scissor lift Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRB20-06

Date of issue: 30/04/2020 Location:

Platform 2, Newcastle Station

Contact:

Ben Brooks, Special Projects Manager

Overview On 9th April 2020 at 10:50 two contractor staff were painting Newcastle Station roof columns on Platform 2. A station staff member raised a concern on seeing the mobile elevated scissor lift being in close proximity to the live Overhead Line Equipment (OLE). The work activity was halted. As the machine was being lowered it made contact with an earthed part of the OLE lower cross span wire on one of the OLE structures.

The train on platform 2 was cautioned and OLE maintenance staff inspected the OLE before it was brought back into service. It is important to understand how these errors arose as the consequences could have been fatal. Contract managers should investigate to understand and correct the failures that occurred.

The incident was reported by the station staff member to Network Rail Control who despatched a Mobile Operations Manager.

Discussion Points While we are investigating this incident, please discuss the following with your team: •

Where non-railway approved contractors are working close to the railway and/or in station environments, how to we assure ourselves that they understand and adhere to industry protocols? Are all involved in station works in electrified areas aware of, and do they understand the requirements of NR/L3/ELP/29987 - Working on or near 25kV Electrified Lines? Before any work is attempted on or about electrified lines, the proposed work shall be subject to a risk assessment of all electrical hazards. Have COVID-19 changes made to the signing on arrangements due to social distancing reduced the effectiveness of site briefings?

• • •

How are we assuring ourselves that our contract requirements including competence of those undertaking the works are still being fully met? How do we ensure that the required plans and permits are in place before starting any work? Who should you contact if you believe the Overhead Line Equipment (OLE) may be damaged? Are you familiar and competent against the requirements of the Rule Book GE/RT8000 AC electrified lines Handbook 16 - Section 2 or Module AC - Section 2 competence.

Part of our group of Safety Bulletins

30


Work in buildings that may have asbestos containing materials Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRB20-07

Date of issue: 21/07/2020 Location:

Various

Contact:

David Sides, Route Asset Manager Buildings, NW&C

Overview This bulletin is being issued following a number of incidents and close calls in which staff and contractors have been working in Operational Property and had the potential to inadvertently disturb Asbestos Containing Materials (ACMs). ACMs in good condition do not represent a risk to health. If they are disturbed or damaged they can release asbestos fibres that if inhaled can have the potential to cause health problems. The majority of the incidents occurred as a result of the relevant project not obtaining sufficient information about asbestos potentially being located within buildings prior to starting work. If you are carrying out tasks which require drilling holes, breaking out or even pulling cables in anything that may have ACMs then there should be a safe system of work and correct methodology included in documents such as the Safe Work Pack (SWP), PCIP, Works Package Plan or Task Risk Control Sheet. The location of known asbestos at Operational Property can be found in the ARMS Database. ARMS can be accessed here https://arms.networkrail.co.uk/.

If no information can be found for a location or the building cannot be located in the system, it MUST be ASSUMED TO CONTAIN ASBESTOS. Labelling of ACMs may not be consistent. The lack of consistent signage should not be used to identify that ACMs are not present - please always refer to ARMS. Network Rail staff can obtain a username and password for ARMS by following the instructions on this link: https://arms.networkrail.co.uk/. A guide to using the system can be found under 'useful information' on the homepage screen once logged in. If a known or suspected Asbestos Containing Material is damaged or disturbed, the following steps must be taken to reduce the risk of exposure: • • •

Immediately cease activity in the area. Secure the area and restrict access using appropriate measures - e.g. signage and key withdrawal. Report it to the Site Manager and Line Manager and communicate to Asset Management.

Await confirmation that no asbestos is present before resuming work.

Discussion Points • •

Would you know what to do if you suspected your work had disturbed Asbestos Containing Material? Are you up to date with your Asbestos Awareness eLearning?

• •

Would you know who to ask if you needed more information on Asbestos Containing Materials? Are you aware of the health risks that exposure to asbestos fibres can cause?

Part of our group of Safety Bulletins

31


Vegetation management near OLE Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRB20-08

Date of issue: 23/07/2020 Location:

National

Contact:

Linda Penfold, Professional Head of Contact Systems AC/DC

Overview Two recent incidents have highlighted the risk of undertaking vegetation clearance near overhead line equipment (OLE). On 17 July, during vegetation clearance works at Doncaster Belmont, a member of staff fell backwards injuring their back when the branch they were carrying came in to contact with live OLE. Fortunately they did not sustain any electrical burns.

On 3 June, during vegetation clearance work near St Albans, a member of staff received an electrical shock when a tree branch touched what was thought to be the isolated return conductor. It was subsequently established that the equipment was live and beyond the isolation limits. Initial investigation found that the Form C showed incorrect isolation limits which were missed both at the planning stage and on site. The two-line railway did not have trains running, but the opportunity for a full isolation was missed.

Discussion Points • •

• •

When should you treat OLE as being live and dangerous to life? How do you check if vegetation is near the OLE and that you have the ability to remain more than 2.75m away from it? What should you do if you realise vegetation has or is likely to encroach near the OLE at any stage of your work? What controls must you use to mitigate the risk if any trees are within the 2.75m of the OLE? How do you know the limits of an isolation?

When your work involves tools, vegetation or a person potentially being within 2.75m of live OLE, you must follow NR/L3/ELP/29987 Working on or About 25 kV A.C. Electrified Lines and have the correct documentation. • •

an approved work activity risk assessment, with an approved task delivery method. or a Form C (Overhead Line Permit) that is signed and issued by the nominated person?

Part of our group of Safety Bulletins

32


Fall from Height at Pen-y-Coed access point Issued to:

Network Rail line Managers & Safety professionals

Ref:

WWM 20/001

Date of issue:

24/07/2020

Location:

Pen-y-Coed, Whitland

Contact:

Keith Morey WHSE Advisor

Overview

On the 21st July 2020 at approximately 12:30 a track maintenance operative was waiting with the workgroup socially distanced on the landing area of set of access point steps for a line blockage to be re-taken. Whilst waiting the operative decided to sit on the top handrail, which subsequently gave way and the he fell backwards a distance of approximately 1.5 – 2m onto rough ground below.

The operative landed on old troughs and debris that have been left in the cess. He lay there for a short period before getting up on his own. The workgroup questioned his welfare and injuries however the operative stated it hurt a bit. The operative was then assisted down the access stairs and along the road to the nearest vehicle and was then taken to hospital where it was found that the he had suffered three fractured back vertebrae and a fractured ankle. The hospital staff have fitted a lumber support and a special boot after keeping the operative in overnight for observation.

Discussion Points

1 – The operative sat on the handrail – how often have we seen this or done this? Is this something you might have done? No one in the workgroup challenged the operative or questioned the act. How do we challenge this behaviour?

2

– After the fall no one asked the operative to stay still or thought to ask about calling for help or phoning 999 for an ambulance. How do we asses the seriousness of an injury on site? Are there other resources to ask for help? Have you used NHS 111?

3

– Due to the accuracy of the statements we understand exactly what happened and how lucky the operative was to escape further injury or have further damaged himself by moving. How would you respond if this was one of your colleagues? Part of our group of Safety Bulletins

Unrestricted

33


Social distancing Issued to:

All Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA20-03

Date of issue: 16/04/2020 Location:

National

Overview During the current COVID-19 (Coronavirus) outbreak, a number of changes to the way we work have been implemented to maintain social distancing measures on and whilst travelling to worksites. Over the Easter weekend works, some reports indicate social distancing protocols were breached. Particular areas of concern were areas that staff mustered, such as signing-in points, site accesses, briefing areas and while travelling to site. During these times, it was reported that large groups were not keeping to recommended distancing and possibly compromising their own and others health.

During periods of shift change or handover the unsafe behaviour increased. Social distancing controls are in place for the rail industry at all times, including while travelling, and in depots, office sites, rest areas and worksites. It is vitally important for the health of all railway colleagues that social distancing requirements are followed at all times and not just during a risk assessed task. Please refer to NR-L3-MTC-CP009-COVID-19 Safe Working Practices for further details. SPL Powerlines Ltd have produced a good practice animation on social distancing that may be useful for your staff:

Immediate action required • • •

You must always try to be socially distant - i.e. 2m away from someone else. Once signed in please move away from other people. Plan the movement of people, shift changes and handover to avoid large numbers of people gathering in one location.

• • • •

How can you encourage social distancing on site? Can walkways be segregated (e.g. one way systems)? Consider using physical markers, such as hazard tape on the ground. How are you asking your staff to sign/swipe in? How do you promote hand washing with soap, water or hand sanitiser?

Part of our group of Safety Bulletins

34


Maintaining safety focus during the COVID-19 pandemic Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA20-04

Date of issue: 13/05/2020 Location:

National

Contact:

Investigation & Assurance

Overview Several safety investigations over the past few weeks have indicated some people being distracted by the widespread focus on COVID-19, undermining their attention to normal safety arrangements. It is clear that awareness about social distancing is widespread, but in some cases an over-riding focus on the virus has led to safety precautions being compromised. Unsafe practices include some which have led to serious accidents. Early investigation findings have pointed to people being focussed on complying with social distancing but in doing so, not complying with other vital safety measures. For example, by walking into an unsafe area to keep social distance rather than waiting for colleagues in the safe area to move aside. At least two road traffic collisions have been linked to the COVID-10 controls. Where more people are driving road vehicles to and from site, it is especially important to manage fatigue risks.

In another instance, a driver involved in an accident was distracted by texting a family member about childcare during the lockdown. And in a third, a person made a mistake when laying protection for a night shift worksite after children at home during the school closures led to them being unable to rest and becoming fatigued. In other examples, some established and important safety arrangements have been compromised due to locally-derived changes that have not been properly risk assessed and endorsed beforehand. Emergency changes to company standards have all been rigorously assessed to identify unintended consequences. But one team decided locally not to issue electrical permits to work on overhead line in efforts to reduce virus transmission risk. Issuing and later cancelling Form C or Conductor Rail Permits remains vital to ensure strict discipline in isolations.

Immediate action required •

Social distancing remains a key control to limit COVID-19 risks. But it is vital that we all remain focussed on lifethreatening safety risks too. Stay focussed and never compromise safety arrangements as you comply with COVID-19 controls.

• •

If you think you may not be rested and fit to work or drive, say so before you start your shift. If you believe a standard process should change to reduce COVID-19 transmission risk, that must be risk assessed first. Simple measures like plastic folders and site gloves can manage document transmission risk and maintain permit discipline.

Part of our group of Safety Bulletins

35


Live line indicator Issued to:

All Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA20-05

Date of issue: 13/05/2020 Location:

National

Contact:

Linda Penfold, Professional Head Contact Systems (AC/DC)

Overview A recent incident involved a HVD03/2D Live Line Indicator (LLI) - Cat No 094/007055 - which indicated a section of overhead line equipment (OLE) was de-energised when it was live.

Investigations since the incident point to the unit not being used as prescribed. This incident demonstrates incorrect use of this tester can result in false indications.

The live line indicator was being used for section proving on equipment that was expected to be live. But the indicator displayed a green aspect falsely indicating the equipment was deenergised. An alternative live line tester was used in order to complete the section proving

Some Routes have since imposed restrictions on using this type of unit. This bulletin confirms the devices are safe to use if used in accordance with the working instruction.

Immediate action required •

• •

Until the investigation is concluded an additional test must be conducted a minimum of 3m away from overhead line structures and/or insulators. NR/L3/ELP/27237 module E14 must be followed at all times. HVD03/2D LLI must only be used for the purpose of checking the OLE is deenergised before applying earths, and 'Test before Touch' checks of the contact wire, from ground level. This device must not be used for section proving. The HVD03/2D LLI must be hooked over the contact wire and held in place for at least two seconds to complete the test.

HVD03/2D LLI must only be used on the lowest conductor, usually the contact wire. Do not allow the safety limit mark (red sleeve) to go above the lowest conductor. HVD03/2D LLI must always be checked using their approved proving units before and after every line test activity. HVD03/2D LLI and their components should be handled with reasonable care at all times. They should be kept as dry as practicable in use and must be dry and clean between shifts. The HVD03/2D LLI must be calibrated annually by the manufacturer.

Part of our group of Safety Bulletins

36


Wooden poles on the railway infrastructure Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA20-06

Date of issue: 04/06/2020 Location:

National

Contact:

Felix Langley / Dave Hewings

Overview A passenger train recently hit a wooden pole that had fallen onto the line. This bulletin contains a brief overview of the incident and provides initial findings and recommendations. This incident was reported by a driver whose train stopped after striking the pole, which was blocking both lines. It was a redundant lighting pole that had failed due to heavy rotting at its base. Further investigation revealed that this pole had been recently inspected and recommended for removal several times on grounds of its age and condition.

This finding has led to an urgent review of Route structural examination and escalation processes. It has since been ascertained that there are likely to be other similar assets on the infrastructure (both on main lines and depots or sidings) that present danger due to their age and condition and should be removed. It has also been established that ownership of these assets may not be clear in all cases.

Immediate action required The following measures are being undertaken by Wales and Western Region and must also be taken across other Regions: •

• • •

Route databases to be reviewed to identify any similar structures in dangerous condition (rotting, fatigued or poorly secured) that require removal. Further investigation is also required to determine any unrecorded or unowned assets that pose a similar risk. Affected structures to be prioritised for removal from Network Rail infrastructure based on defect safety criticality. Review Route processes for reporting and escalation of train safety hazards to Route Control.

Discussion points •

What wooden assets could be similarly affected in you Route?

How effective are your processes for prioritising action when defects are found?

What would you do if you found a rotten or unstable pole on the lineside?

How does your assurance check the effectiveness of asset inspection and resolving defects?

Part of our group of Safety Bulletins

37


Speeding Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA20-07

Date of issue: 18/06/2020 Location:

National

Overview Since the Covid crisis started, hire vehicle usage across Network Rail is 168% higher than normal. Hired vehicles provide teams with extra capacity and space to travel Covid safely to sites whilst maintaining social distance. However, the first two periods of the Covid crisis have also seen notices of intended prosecutions (NiPs) issued for speeding in hire vehicles,with one example being 47mph over the speed limit. This advice provides a brief overview of the current situation and provides recommendations together with discussion points. According to RAC research 'lockdown speeding' has become an unwelcome by-product of the Government's fight against Coronavirus with as many as 20 police forces seeing speeds in excess of 100mph while roads were less busy.

Recommendations When driving you are in control of the vehicle and make the choices for your actions. It is worth remembering that as the roads are quieter, you will receive less feedback from other drivers, and you may feel less at risk with the relative lack of traffic. The hire vehicle may be bigger or more powerful than any you are used to and this may change your perception of speed. In some cases, the warning offered by a vehicle speed warning system (VSWS) will not be present and you can become unconsciously complacent. Focus on the task at hand (driving) and do not become distracted by COVID-19 concerns which could to affect your personal safety and that of others. Think through possible consequences and remind yourself of all the above considerations before setting off.

Discussion Points How might these points help you realise it has never been more important to drive safely? How could they inform valuable, consistent driving habits? • • •

NHS capacity. Vulnerable road users - increased number of cyclists/people out walking / exercising. Road width reduced due to social distancing measures.

• • • •

More parked vehicles than usual. Policing. Are you working / travelling at different times? Have you lost your usual driving confidence/capability as a result of lockdown?

A Safety Hour is available on Safety Central

Part of our group of Safety Bulletins

38


Fall from height Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRL20-04

Date of issue: 01/05/2020 Location:

Paddington Station, London

Contact:

Suzanne Kay, Capital Delivery Wales & Western

Overview A serious accident occurred over the Christmas period when a worker fell from a mobile scaffold tower on Platform 11 of Paddington Station. He suffered fractured vertebrae, ribs and a collar bone. He is recovering from his injuries. This activity had originally been planned for the day shift, but had been transferred to the night shift without a formal method of handover between shifts or the arrangements.

The team undertaking the testing works had signed in with a COSS doing unrelated work and started work despite being instructed by that COSS not to commence work. No Form C had been issued to confirm overhead line isolation and the testers would have been out of the COSS's line of sight. The person in charge of the activity had not been involved in planning the task. Work at height should have been identified during the planning stage, as this activity could not be done from the ground.

Underlying causes A mobile scaffold tower, had been left at site by a different team three hours earlier and not there for this task, was used. The tower should have been tagged and labelled as incomplete as it had been disassembled and reassembled multiple times over the course of the day, the last time leaving it incomplete.

No one in the group was competent to use the scaffold tower. Neither worker recognised the risk posed by the poorly constructed tower, though CCTV showed them checking the tower for stability and deciding to use it anyway.

Key message • •

Specific task risks must be considered as part of the planning arrangements. When plans/arrangements change, an impact assessment must be undertaken to ensure supervision the safe systems of work are continued, including at shift change. Everyone on site must take personal responsibility to look out for and challenge unsafe acts.

• •

Scaffold towers must be managed and controlled like any other equipment, to prevent unauthorised access. Network Rail and Colas Rail have jointly put together a video to show the build up to the accident and the many missed opportunities to challenge unsafe acts.

Part of our group of Safety Bulletins

39


COSS trapped between two Road Rail Vehicles Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRL20-05

Date of issue: 20/05/2020 Location:

Wales and Western

Contact:

Suzanne Kay, Capital Delivery Wales and Western

Overview On the 22nd of February 2020 at Manor Park, London a Controller of Site Safety (COSS) and three track staff were redistributing small steel components between two Road Rail Vehicles (RRVs). Overhead line equipment (OLE) staff were standing on the RRV platforms working above the track staff. The operator of one of the RRV's needed to reposition his machine so he sounded the horn having confirmed the move could take place with his machine controller (MC).

The RRV moved and trapped the COSS, one of the track workers, between the two RRV's. Unbeknown to the MCs, the COSS was between the two RRV's rear bumpers. Various people on the ground shouted and the RRV operator moved the machine forward which freed the COSS and allowed him to walk to the cess. The COSS attended hospital later. The consequences could have been fatal.

Underlying causes The MCs and On-Track Plant Operations Scheme (POS) Representative didn't authorise the work within the exclusion zone. They were aware of the activity however, they didn't challenge it; The MC did not ensure the area was clear for the RRV movement; Redistributing the steel work was being undertaken as an earlier shift had loaded the materials incorrectly; The earlier shift did not clearly understand the following shift's planned works;

• • •

When planning the works the focus was on the main activity of installing the small steel work. The Task Brief did not reference the track staff activities; The person in charge (PIC) was also the OLE Construction Manager and, at the time, more focused on the linesmen installing components. He failed to adequately control the ancillary works of redistributing materials.

Key messages • • • •

Do not enter an exclusion zone unless agreed by the Machine Controller; Never put yourself in a position of danger between two machines; Machine Controllers must check all areas before authorising movements; All task risks, including any supporting works to the main activity, must be considered as part of the planning arrangements;

• •

The PIC must be fully aware of their responsibilities for on-site safety; Work activity requirements should be communicated clearly between shifts to prevent errors and additional activities to correct; Focus on empowering everyone on site to take personal responsibility and to look out for and challenge unsafe acts.

Part of our group of Safety Bulletins

40


On track plant derailment at Worcester Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRL20-06

Date of issue: 08/06/2020 Location:

Wales and Western

Contact:

Suzanne Kay, Capital Delivery Wales and Western

Overview On the 25th November 2019 a Komatsu PC138 Road Rail Vehicle (RRV) derailed whilst lifting a 20ft track panel and travelling over a set of points at Worcester Shrub Hill station sidings. This caused damage to baseplates and securing bolts. The derailment category was classed as moderate to severe. At the point of derailment, the RRV was travelling in an unsafe mode due to a fault in the axle control system. This fault was known to exist by the Machine Operator (MO) and was being exploited to achieve a perceived increase in stability. This action was in contravention to the machine operating instructions and the MOs competence. The fault permitted the machine to travel without the rail axles being fully deployed and had also locked the axles thereby preventing machine compensation for poor rail geometry. The MO carried out the lift operation with the Rated Capacity Indicator (RCI) in a non-lifting mode so it had no visible or audible warning of the limit of the machine's safe lifting capacity.

Operating the RRV in an unsafe mode with the rail axles not fully deployed, rail axles locked and the RCI being in a non-lifting mode, were the significant immediate causes of the derailment. The Crane Controller (CC) and the On-Track Plant Operations Scheme (POS) Representative failed to notice as part of their checks that the machine was being used in an unsafe mode and that the RCI indicator light was showing the machine was in a non-lifting mode. The MO, CC and POS Rep failed to follow the correct procedures and actions following the event so evidence of the cause was not preserved. This hindered the investigation, so the information had to be gained from the data logger download and by carrying out a re-enactment.

Underlying causes The machine had a known fault on the axle control system which was being exploited to adopt an unauthorised working mode for the machine. The MO contravened the machine's operating instructions and the MO's competence in the use of the machine. Insufficient briefing of the lift plan / Plant Operations Scheme (POS) pack by the POS Representative to the MO and CC.

• •

The Crane Controller and POS Rep failed to identify the machine was being used in a degraded manner and were therefore not in full control of the RRV and its movements.

POS Representative must brief the Machine Operative, Machine Controller / Crane Controller on lift plan and POS pack before work commences. If an incident happens, it is essential that evidence is preserved on site: o Ensure suitable photos are taken of the environment, plant and equipment, damage to the plant and equipment, and damage to the infrastructure. o Consider re-enactment of the incident. o Make sure you have authority to resume work following an incident, after checking the plant and infrastructure for damage.

Key messages • • • • •

All machine faults and defects must be reported and recorded in accordance with company procedures. Safety-related plant defects must be reported using NIR-Online and in accordance with RIS-8250-RST. RRV's must be operated in accordance with the machine operating instructions and the competence requirements. The correct lifting mode must be selected on the RCI before the machine carries out any lifting activity. Machine Operative, Machine Controller / Crane Controller and POS Representative must ensure the plant is deployed in the correct mode for the activity to be undertaken.

Part of our group of Safety Bulletins

41


Slochd possession irregularity Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRL20-07

Date of issue: 03/07/2020 Location:

Slochd, Highland Main Line, Scotland Route

Contact:

Craig Milne, Head of Infrastructure Support Services, Scotland Route

Overview On 22nd April 2020 a planned worksite was set up outside the associated possession limits. The possession was planned between Tomatin Loop South and Millburn Junction (Inverness). The protection limit at the Tomatin end was signal HT353 at 98 miles 827 yards. The worksite, for earthworks at Slochd Summit, was between 94 miles 1200 yards and 96 miles 500 yards, over two miles further south on an open line.

Underlying causes

The planned possession didn't cover the planned worksite mileages. The possession planning meetings, T-5 weeks and T-10 days, failed to identify the planned possession didn't cover the planned worksite mileages. There was no PICOP meeting held for the possession, and the PICOP and the ES, failed to identify that there was a worksite listed outside the possession.

The initial planning error was made at T-7 weeks possession planning timescales. This worksite error went through the planning processes unnoticed. The signaller at Inverness, on the Highland workstation, reported that they had received a SPAD alarm on signal HS346 at Slochd Summit which alerted them to the incident. There were three members of the workgroup, and a Road Rail Vehicle (RRV) with a trailer, working on an unprotected line.

There is no system check or visual representation of the plan which prevents or highlights worksite mileages which are planned outside of the possession limits. Communications on the night between the PICOP and ES had failed again to highlight the planning error.

Key message PICOP meetings are mandatory in accordance with T3 Possession of the line for engineering work delivery requirements (NR/L2/OPS/303). • • •

How effective are your possession planning meetings in line with NR/L2/OPS/202? Are PICOP meetings being held in accordance with NR/L2/OPS/303? How do you know your PICOPs understand their possessions and ES understand how their worksite fit together?

• • •

How effective are your systems and processes in identifying worksites that aren't compatible with the possession arrangements? How effective are safety critical communications in your area? How robust are the Safe Work Pack verification processes to identify errors? What training and development is available for your Access planners?

Part of our group of Safety Bulletins

42


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Safety Briefing August 2020  

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