Safety NL Oct 21

Safety Newsletter Oct 2021

vital.uk.com

Contents Oct 2021 Section Introduction Welcome Your HSQE Team

Page 3 Page 4

Close Call App

Page 5

Hot Topic Rail essentials

Page 6

Health and Wellbeing Breast Cancer Awareness Month World Mental Health Day Fatigue management

Page 7 Page 7 Page 8

Compliance Drug and alcohol testing and inclusion of recreational drugs The importance of effective safety critical communication Your rail safety handbooks latest updates

Page 9 Page 10-13 Page 14-15

Driving Autumn driving -top tips

Page 16

VHRL Notices Offices Alerts & Notices

Page 17 Page 18 Page 19

Welcome Group Director, Health, Safety, Quality and Environmental Compliance, Gareth Morris Welcome to our October Safety Newsletter.

Summer is drawing to a close and we enter the Autumn season. We all need to adjust our behaviours to ensure we remain safe and in good health.

I would like to take this opportunity to thank you all on behalf of Vital for your ongoing excellent work and behaviours and wish those leaving us our best wishes in your new contracts and thank you for all your excellent work and the safe delivery of those works.

Stay healthy and safe.

Gareth

As the average temperature drops and the nights become much colder we need to ensure that we have adequate clothing to keep us warm enough, and keep us dry when it rains. We need to check that our footwear is suitable for more slippery and wet underfoot conditions as the leaves fall and it rains more.

It is important that we also prepare and check our vehicles for these seasonal changes. Check your tyres have sufficient tread and are at the right tyre pressure, check the vehicle lights are clean and in good working order, and check and top up the fluids such as the windscreen washer.

When driving to and from work allow more time to prepare for the drive, clear the windows and mirrors, and ensure that the windscreen is clean so that when driving when the sun is low in the sky, you have the best possible visibility. In addition, allow more time for the journey itself as the road conditions may be poor, it may be raining and towards the end of the season there may be ice on the vehicle and icy surfaces.

Vital has recently won new frontline labour contracts directly with Network Rail. They are different regions and routes to the outgoing contracts which means that some of you will be heading for pastures new with other labour providers.

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HSQE Team HSQE Director Gareth Morris, Morson International - Manchester Gareth.Morris@morson.com 07736 657 039 HSE Adviser (Scotland) and Close Call Champion Stephen McKay - Scotland and Newcastle Stephen.McKay@vital.uk.com 07717 306 733 HSE Adviser and Safety Unit (North) Jane Hepburn – Manchester, Solutions, Milton Keynes (North) Doncaster, Market Rasen and Birmingham Jane.Hepburn@vital.uk.com 07717 306 797

My Idea How would you improve safety?

What are your ideas for innovation?

What would you change?

To be in with the chance to with £100 worth of gift vouchers, email us your ideas at:

MYIDEA@VITAL.UK.COM

HSE Adviser and Safety Unit (South) Alex Wilson - Cardiff, Farnham, Milton Keynes (South) and Canning Town.

Alex.Wilson@vital.uk.com 07717 306 811

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Close Call App Safety Matters Created specifically for our workforce; a multi platform mobile app that has been designed for users to ensure they can report a close call at any time and any place.

Features Include: Simple - Add the information to the form provided and submit Direct - All close calls reported through the app are sent instantly to our Health and Safety mailbox Photograph - Upload supporting images Offline - No network connection required - use the app anywhere

Safety Matters The Close Call Reporting App Available to download NOW!

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Rail essentials There are various pressures and demands placed upon us at work and in our home lives and some issues can be overlooked. It is important to take a moment or two to refresh our thinking on some key points that, if neglected, could have a detrimental impact on personal safety.

Work outside the rail industry It is understood that some operatives may have other work commitments. If this is the case, it is necessary to inform your branch and allow them to manage your rail shifts to avoid you being fatigued. By working with the branch, you will be offered safe work patterns and maintain your health and wellbeing.

Fatigue management Everyone has a primary duty of care to themselves and each other in the workplace. This means that you should accept responsibility to be fit and well for every shift. If you are not, for whatever reason, advise your local branch at the earliest opportunity. This will allow the resourcing team to cover the shift, and take pressure off you, allowing the issue to be dealt with. Taking this approach is even more important if you are a driver with passengers. Remember their lives (and other road users) are in your hands.

Driving to and from shifts Early morning and late evenings are known to be high risk times when the majority of serious accidents occur. As we move from late summer into autumn, there are environmental and weather factors that add to the road hazards i.e., darkness, low sun affecting vision, tiredness.

It is best to plan your journey carefully and have basic safety forethought such as sunglasses if you face east in your early morning journeys.

Vehicle maintenance is also an issue, take time to check tyre pressures, oil, fuel and other items (lights working?)

Planning and preparation extends to packing appropriate PPE for the weather conditions and the job being delivered.

If your PPE need replaced, contact your branch for guidance on re-ordering. If possible, have a dry set of clothes to change into when travelling home.

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Breast Cancer Awareness Month Breast cancer, it’s a scary thought and all too many women assume that it won’t happen to them. Fact is though, every ten minutes a woman is diagnosed with breast cancer in the UK. So, don’t be ignorant, during breast cancer awareness month 2021 go for a medical check-up, it might save your life.

Early signs of breast cancer can be a lump in a breast, a painful breast or armpit, or a discharge from the nipple. Even if none of these symptoms present themselves, a doctor should be visited to be sure. A doctor will most likely perform a manual exam and send you for a mammogram. A mammogram examination is painless and only takes about ten minutes.

If any of these symptoms do present themselves there’s no need to panic. Plenty of time, pain or a lump in a breast can be perfectly harmless. The pain can be a sign of a cyst or the lump can be benign. It’s always better to be sure though.

If the mammogram shows a lump, your doctor will order a biopsy.

This test will show if the lump is benign (harmless) or malignant (cancerous). If the lump is cancerous there’s still no reason to panic. Early detection is a life saver. By way of a simple operation the lump is removed after which the doctor will discuss further options with you.

If you’ve never had a mammogram, make an appointment during breast cancer awareness month 2021. You can take a friend or family member with you and afterward you’ll have peace of mind.

More information https://breastcancernow.org/getinvolved/campaign-us

World Mental Health Day Some people call mental health ‘emotional health’ or ‘well-being’ and it’s just as important as good physical health.

Mental health is everyone’s business. We all have times when we feel down or stressed or frightened. Most of the time those feelings pass. But sometimes they develop into a more serious problem and that could happen to any one of us.

Everyone is different. You may bounce back from a setback while someone else may feel weighed down by it for a long time.

Your mental health doesn’t always stay the same. It can change as circumstances change and as you move through different stages of your life.

There’s a stigma attached to mental health problems. This means that people feel uncomfortable about them and don’t talk about them much. Many people don’t even feel comfortable talking about their feelings. But it’s healthy to know and say how you’re feeling.

This year's awareness day theme is 'Mental Health in an Unequal World'. More information https://www.mentalhealth.org.uk/campaigns/world-mentalhealth-day

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Fatigue management If you are fatigued it can result in a decline in mental and physical performance including: slower reactions & reduced coordination reduced ability to process information absent-mindedness & memory lapses lack of attention & decreased awareness poor judgment of risk Consequently, fatigue is the root cause of many incidents and accidents that happen when travelling to and from the workplace and working.

Vital recognises that fatigue is a major health and safety risk that we must all be aware of and work together to manage effectively. To achieve this we have a fatigue policy along with processes and procedures for planning your shifts to highlight when control measures or mitigation is required to reduce the risk of you being fatigued. In conjunction with this, you also have a duty of care to yourself and co-workers to ensure you are fully rested, not suffering from fatigue, and fit for work before undertaking any duty. This includes the following: OTHER EMPLOYMENT You must inform the VHRL office responsible for assigning your work whenever you have other employment so this can be considered when planning your work roster and finalising your shift pattern.

FIT FOR WORK You must be fit for work meaning physically, mentally, and emotionally capable to perform the work offered to you before travelling and commencing the shift.

REMINDER – WORKING TIME LIMITS Maximum hours per turn of duty No more than 12 hours to be worked in one shift or period of duty Maximum door-to-door travel time No more than 14 hours door-to-door work and travel time combining travel from place of rest (home or lodgings) to work site and return to place of rest.

Note: Some clients stipulate less than 14 hours door-to-door work and travel time.

The VHRL branch responsible for assigning your work will know this.

Maximum hours in any rolling 7-day period No more than 60 hours to be worked in any 7-day period unless a risk assessment has been conducted by the VHRL office responsible for planning your shifts.

No more than maximum 72 hours to be worked in any 7-day period Minimum break between shifts or work periods Minimum break of 12 hours between booking off from a shift / turn of duty to booking on for the next shift / turn of duty Maximum number of turns of duty No more than 13 consecutive turns of duty to be worked in any 14 rolling days Exceeding working time limits In emergency situations to cover essential work only and where no alternative arrangements can be made, the limits shown above may be exceeded only when authorised by the principal contractor responsible for the work being undertaken on the worksite. When this happens, they must complete a risk assessment. You must not work excessive hours unless you agree with the risk assessment and are willing to work without risk of fatigue.

MANAGING FATIGUE & KEEPING SAFE Fatigue can only be managed successfully if everyone co-operates responsibly. The full benefits of the processes and procedures VHRL uses to plan shifts safely can only be realised with full cooperation from you and having an open culture where everyone is empowered to honestly share and discuss any fatigue issues.

If you have any concerns relating to fatigue, please discuss with the branch responsible for planning your shifts or speak to any of our HSQE Team or Safety Advisors - contact details are in this newsletter. Thank you for your continued support managing fatigue and helping to keep everyone safe when travelling to and from work and working on Network Rail Managed Infrastructure.

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Drug and alcohol (D&A) testing and inclusion of recreational drugs In accordance with Network Rail standard for drug and alcohol testing, the range of drugs that can be tested for has been further expanded in regards to recreational drugs to include Ketamine and Tramadol.

Drug and alcohol testing across the rail industry is carried-out because traveling to and from work and performing work under the influence of alcohol or certain drugs brings a significant safety risk to colleagues and passengers. Consequently, all workers (operative, sub-contractor or employee) are subject to D&A testing at any time.

D&A testing Workers will be tested ‘for cause’ following an accident or incident.

Workers will be tested ‘unannounced’ where there is suspicion if anyone being under the influence of drugs or alcohol.

Workers will be tested ‘random unannounced’ in accordance with Network Rail’s standard for random unannounced D&A screening.

The consequence of failing any drug and alcohol test is dismissal and a five-year suspension on Sentinel.

Testing will include recreational drugs Ketamine and Tramadol.

Prescribed medication All workers who are prescribed any medication must disclose this information to the branch responsible for organising your work.

The branch will contact Chemist on Call service to get advice whether it is safe to continue working in the role being offered to you.

Ask for help if you have a problem Vital can provide support to any worker that requires help.

Any worker who is concerned drug or alcohol issues should immediately contact the branch responsible for organising their work, declare the issue and ask for help.

If drug or alcohol misuse is not declared before being asked to take any D&A test the worker will not have a defence in the event of a positive result i.e. FAIL. There are many organisations and support groups offering support and assistance to anyone who is struggling with alcohol or drug abuse. Please do not suffer in silence, ask for support.

Further help www.al-anonuk.org.uk www.alcoholics-anonymous.org.uk addiction. www.nhs.uk/drug-addiction-help

Support for family and friends of alcoholics.

Support for anyone with alcohol dependency or NHS support and care for drug addiction.

Highlighting the consequences of drug and alcohol abuse and being aware of the support available is important to keep the railway infrastructure, workers and passengers safe. Please share with your colleagues.

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The importance of effective safety critical communication What is expected in a safety critical conversation?

“When what we say can affect actions, then our communication is safety critical” We all have a personal responsibility to communicate clearly and professionally whenever safety is involved. Safety critical communications are all about conveying information that is important to the safety of workers and passengers on the railway.

All operational communication by front line rail operatives is Safety Critical.

By operational it means anything relating to: • Train movement • Signals • Track • Stations • Infrastructure By front-line operatives we mean those doing the following types of work on the operations listed above: • Maintenance • TOC and Network Rail Control • Signalling • Station operations • Driving • Shunting • Infrastructure projects • Contractors Lead responsibility In safety critical communications, one party is nominated to take lead responsibility. The concept was developed from industrial good practice and feedback from railway employees. Recognising that having one person take the lead in the conversation reduces misunderstandings.

Lead responsibility involves taking control of the conversation, ensuring that a clear understanding between the two parties is reached, and that the agreed actions follow the information given or received.

This helps ensure: difficult situations are dealt with effectively a good working relationship with other railway employees is maintained less frustration caused by poor communication misunderstandings are avoided which can cause increased workload and/or frustration the chances for misunderstandings to occur and errors are reduced 10

Who has lead responsibility?

The person who must take lead responsibility depends on the task being carried out. There are clearly defined examples in the Rule Book, which are shown below.

Role with Lead responsibility: Electrical control operator (ECO) Signaller PICOP Route-setting agent Shunter Pilotman/person Hand signaller Person conducting assisting train Conductor driver Designated person (DP)

when communicating with: Anyone Anyone except the ECO Anyone except the ECO or signaller Points Operator Driver Driver Driver Driver of assisting train Driver of train or machine being conducted Members of the work group

If it is not clear who has lead responsibility, or if two people carrying out the same task are communicating with each other, the person starting the conversation must always take lead responsibility.

It is important to remember that we must all be prepared to take the lead in a communication if the other party does not, even when it is their designated responsibility to do so.

The phonetic alphabet The phonetic alphabet is used to provide clarity to our communications, especially when using the radio or telephone. It can be difficult to hear what a person is saying if they are in a noisy place, if the weather is bad, or the connection poor. So, we spell out key information using the phonetic alphabet - it makes it much easier for other people to understand what we are saying.

The key words have been carefully chosen so that they clearly represent each letter and don’t sound at all like each other.

Avoid using slang, jargon or informal substitutes for the phonetic alphabet and stick to the official version.

The phonetic alphabet must be used: to identify letters of the alphabet to spell words and place names that are difficult to say, or may be misunderstood if there is interference on the radio or phone when quoting the identity of signals or points when quoting train descriptions.

If in doubt, spell it out!

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We all have a responsibility to communicate well: all those involved in safety critical communications have a responsibility to use the techniques, structures, and protocols as outlined below.

Time When stating times, we should: State ‘hours’ to emphasise that we are giving a time Use ‘hundred hours’ to state ‘on the hour’ times such as 1100 For example: ‘Zero nine thirty-two hours’ ‘Thirteen forty-five hours’ ‘Nineteen ten hours’ On the railway, there is no midnight. 23:59 is followed by 00:01. Do not use 24:00 hours or 00:00 hours.

This is to avoid confusion as to whether you are referring to the beginning or end of a particular day.

Numbers - General rules We say all numbers individually: i.e., to describe a signal, we would identify it as ‘Whisky Two Three Signal’ not ‘Whisky Twenty-Three Signal’ Standard words and phrases Standard words and phrases are provided in the Rule Book that are to be used by everyone when using a radio or telephone.

List of standard key words and phrases Phrases to use when using a radio or telephone Correction - I have made a mistake and will now correct the word or phrase just said.

Repeat back - Repeat the message back to me.

This is an emergency call - This message provides information which needs immediate action to prevent death, serious injury or damage.

Other phrases to use when using a radio and only one person can be heard at a time Over - I have finished my message and am expecting a reply Out - I have finished my message, no reply is expected.

Why do we need key words and phrases?

Normal communications in a difficult (for example noisy) environment can lead to misunderstandings Using standardised words and phrases makes communications clearer and less prone to error The emergency call Clear and concise safety communication is important in any situation, but in an emergency, it can be the difference between life and death. In an emergency, we are under pressure to act quickly, but we must remember how important it is to plan what we will say.

Fortunately, emergencies are rare, but this means that they are likely to take you by surprise. To improve your chances of remembering what to say and how to say it, you should practice making emergency calls. The more often you practice, the better your chances of getting it right when it really matters.

If you ever need to make an emergency call, this is what you need to remember: Take a deep breath and plan what you will say in advance Know where you are and think about which emergency services might be required.

As specified in the Rule Book, emergency calls must start with the words: “This is an emergency call” 12

An exception is in reporting a dangerous goods emergency, when the call must start with the words: ‘This is a rail dangerous goods emergency.’

Give your name The exact location of the emergency and details of the accident including whether any lines are or may be obstructed.

State clearly which emergency services are needed.

Information given should be accurate and brief – the emergency may be time critical.

Follow the same structure as you would in any other safety critical communication.

Vague language Avoid vague phrases, such as: ‘It’ll be there as usual.’ or ‘Same as last time.” Use clear, precise language, stating exact times and locations: Summary Follow established Protocols Operational communications must be ABC-P: accurate, brief, clear, and professional Use the Phonetic Alphabet for all key information We must use single numbers (zero, one, two...), for all key information Use the 24-hour clock to say time Use the standard words and phrases Learn and practice how to make an emergency call Structure of a call The opening of a safety critical message should contain the following two pieces of information: This is who I am This is where I am Who I am State your: Name Role Location Reason for calling Identify person you are talking to and their role Identify the parties involved Provide information about the situation State your messages clearly Check that the other person has understood what we have said Especially important, agree any actions expected to be taken Confirm the agreement Repeat the instruction to demonstrate the message has been received and understood.

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Your rail safety handbooks latest updates The latest Handbook updates published September 2021 coming into force 4th December 2021 are as follows: GERT8000-HB1 Issue 7 - General duties and track safety for track workers This handbook is for those personnel who need to go on the operational railway to carry out their duties, except for a train driver, guard, shunter, signaller, crossing keeper or designated person (DP).

Summary Of Changes The definition of 'lineside' has been simplified in section 1, but there is no change to any requirements associated with this term. A new series of definitions of 'positions on or near the line' has been added in the same section, and diagram HB1.1 now shows 'cess' as an additional term. A new definition has been included for semi-automatic track warning system (SATWS).

Section 5.6 has been renamed, as it now includes a reference to a semi-automatic track warning system (SATWS).

GERT8000-HB6 Issue 7 - General duties of an individual working alone (IWA) This handbook is for those personnel with general duties of an individual working alone (IWA).

Summary Of Changes Section 2.4 has been renamed, and now includes a reference to a semi-automatic track warning system (SATWS).

GERT8000-HB7 Issue 8 - General duties of a controller of site safety (COSS) This handbook is for those personnel who have the general duties of a controller of site safety (COSS).

Summary Of Changes Section 4.7 has been renamed, and now includes a reference to a semi-automatic track warning system (SATWS).

GERT8000-HB7 Issue 8 - General duties of a controller of site safety (COSS) This handbook is for those personnel who have the general duties of a controller of site safety (COSS).

Summary Of Changes Section 4.7 has been renamed, and now includes a reference to a semi-automatic track warning system (SATWS).

GERT8000-HB8 Issue 8 - IWA, COSS or PC blocking a line You will need this handbook if you carry out the duties of a IWA, COSS or PC blocking a line.

Summary Of Changes A new requirement has been introduced at section 2.4 to allow a lock-out device to be used as a means of additional protection.

A new requirement has been added at section 2.6 to permit the use of a remotely-activated T-COD as a means of additional protection.

As a result of the introduction of new sections 2.4 and 2.6, cross references in section 2.2 have been revised and sections 2.4 to 2.7 in issue 7 have been renumbered in issue 8.

A full description of what is meant by detonator protection for a line blockage has been included at section 2.8 (previously section 2.6).

Section 5.1 has been amended to make it clear that a T-COD must be removed before a line blockage is given up, and to refer to the use of remotely-activated T-CODs.

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GERT8000-HB11 Issue 9 - Duties of the person in charge of the possession (PICOP) You will need this handbook if you carry out the duties of the PICOP. Summary Of Changes A new instruction on ‘back-to-back’ possessions has been introduced at section 4.3 describing the situation where the only signal separating successive portions of line under possession is both the signal ahead of one possession and the protecting signal for another. A new diagram has been included.

Sections 4.3 to 4.7 in issue 8 have been renumbered in issue 9 as a result of the above change.

Section 8.12 has been amended to require the PICOP to speak to the signaller when moving towards the detonator protection on all occasions where two possessions are back-to-back.

GERT8000-HB21 Issue 5 - Safe work leader (SWL) blocking a line You will need this handbook if you carry out the duties of a IWA, COSS or PC blocking a line.

Summary Of Changes A new requirement has been introduced at section 2.4 to allow a lock-out device to be used as a means of additional protection.

A new requirement has been added at section 2.6 to permit the use of a remotely-activated T-COD as a means of additional protection.

As a result of the introduction of new sections 2.4 and 2.6, cross references in section 2.2 have been revised and sections 2.4 to 2.7 in issue 4 have been renumbered in issue 5.

A full description of what is meant by detonator protection for a line blockage has been included at section 2.8 (previously section 2.6).

Section 5.1 has been amended to make it clear that a T-COD must be removed before a line blockage is given up, and to refer to the use of remotely-activated T-CODs. HANDBOOKS ARE SENT TO YOU BY EMAIL. PLEASE REMEMBER TO ACKNOWLEDGE RECEIPT OF YOUR ELECTRONIC HANDBOOKS AS FOLLOWS: (1) YOU WILL BE NOTIFIED BY SMS IN ADVANCE THAT YOU ARE DUE TO RECEIVE AN EMAIL (2) AN EMAIL WILL ARRIVE IN YOUR IN BOX FROM peoplesoft@vital.uk.com AND WILL ASK YOU TO CLICK ON LINK Your new handbooks (3) IN THE ‘ACKNOWLEDGE HANDBOOK’ PAGE CLICK ON LINK View Handbook BEFORE CLICKING ON THE ‘Acknowledge’ <BUTTON> TO CHANGE IT FROM ‘N’ (NO) TO ‘Y’ (YES). THEN CLICK THE ‘Save’ <BUTTON> (4) YOUR NEW HANDBOOKS ARE LISTED IN THE IN THE SCROLL PAGE TITLED ‘UNACKNOWLEDGED HANDBOOKS’. YOU CAN VIEW EACH HANDBOOK BY CLICKING ON THE View Handbook LINK WITHIN EACH HANDBOOK SECTION (5) YOU MUST CONFIRM RECEIPT OF EACH HANDBOOK BY CLICKING ON THE ‘Acknowledge’ <BUTTON> TO CHANGE IT FROM ‘N’ (NO) TO ‘Y’ (YES) (6) AFTER CLICKING THE ‘Acknowledge’ <BUTTON> FOR EACH HANDBOOK, FINISH BY CLICKING THE ‘Save’ <BUTTON> TO CONFIRM (7) AFTER YOU HAVE ACKNOWLEDGED AND CLICKED ‘Save’ THE HANDBOOK WILL BE EMAILED TO YOU – EACH HANDBOOK WILL BE SENT IN A SEPARATE EMAIL WITH THE SUBJECT TITLE IDENTIFYING THE HANDBOOK NAME YOU HAVE THE OPTION TO KEEP THE HANDBOOK ATTACHMENTS IN YOUR EMAIL OR SAVING TO YOUR DEVICE. YOU CAN REQUEST ADDITIONAL COPIES AT ANY TIME BY EMAILING vital.compliance@vital.uk.com PLEASE NOTE: Under the Health & Safety at Work Act you must co-operate in all matters of health and safety. Please follow the above instructions and acknowledge receipt of Handbook(s) by clicking the ‘Acknowledge’ <button> and then clicking the ‘Save’ <button> to confirm.

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Autumn driving top tips Autumn can often bring new challenging driving conditions with temperatures dropping, nights drawing in and leaves falling creating slippery road surfaces.

Driving can be difficult with the lack of clear visibility from low sun and fog. When driving in fog, set your headlights to low beam Allow yourself plenty of room to stop in an emergency. Keep a greater distance from the car in front Reduce speed when driving on a road covered with leaves, especially when driving around corners Autumn brings increased rain fall. Check the condition of windscreen wipers and replace so they are effective in clearing the windscreen In wet weather it can take almost four times the distance to stop in an emergency Check bulbs and lights every few weeks throughout the year, but especially as autumn starts.

Falling leaves create road hazards. Wet leaves can be as slippery as ice. Fallen leaves can also hide road markings and obscure hazards like potholes and bumps.

Check all lights are kept clean Glare when the sun’s low in the sky is more likely to be a problem at this time of year. Use the visor and wear sunglasses to minimise the sun’s glare There will be more demand on your vehicle battery as temperatures cool. We suggest you replace the battery before waiting for it to fail Early morning frost creates icy patches on shaded areas of the road and across bridges, so reduce speed Autumn driving hazards to be aware of See and be seen – do not leave it too late to turn lights on Check that tyres, brakes, wipers, heater and demisters are all in working order Use the demister and windscreen wipers to clear your windows of frost or ice before setting out on a journey Look out for animals crossing the road, especially deer

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VHRL Notices Vehicle travel arrangements

Vehicles may now be used by more than one person.

The Vital Branches are responsible for communicating and checking that the following rules are being applied; 1. Anyone with COVID-19 or COVID-19 symptoms must not use the vehicle 2. The vehicle must be always kept clean 3. Before vehicle use sanitise all touch surfaces such as doors handles, steering wheel etc.

4. Try to avoid sitting shoulder to shoulder if possible, if not possible then all people sitting shoulder to shoulder must wear masks 5. Open the windows sufficiently to let fresh air flow through the vehicle 6. Set the vehicle ventilation settings on flowthrough air.

Please contact your local safety advisor if you have any queries Fuel shortages advice There is unfortunately a current issue with the whole fuel network, in getting the fuel to site. This is due to the shortage of HGV drivers in the UK. There is no shortage of fuel, just the distribution and it is affecting all brands.

Although there is a problem right now, we are advised that this should be a shortterm issue and all parties are working hard to rectify the situation. Two Oil Companies are actively helping in the recruitment of drivers for their individual distributors.

Although short-term, we advise that drivers remain vigilant over the coming weeks and top up regularly when out and about, as opposed to waiting for the infamous ‘redlight’ to appear.

Company vehicles with AdBlue To protect our environment by reducing exhaust emissions, most company vehicles both cars and vans are now fitted with an Adblue tank which will require topping up periodically. The frequency of this depends on your driving style and vehicle loading. The location of the Adblue tank filler can be found by referring to the vehicle handbook or by contacting either VHRL Fleet department or the vehicle supplier.

PLEASE TOP UP ADBLUE when advised by the dashboard display, as ignoring this will cause the engine technology system to reduce engine performance and eventually stop the engine from restarting.

Do not let the Adblue get to a low level top up on a weekly basis. KEEP IT FULL. When filling with diesel - check Adblue level and fill as required.

Re-charges will be made where the warning lights have been ignored to a point where the vehicle requires attention. If you have a fuel card, Adblue can be purchased at any Shell Outlet. If any driver has any issues with Adblue then please contact VHRL Fleet department fleet@vital.uk.com

Osborne - Stop Think September

The September edition of the Osborne STOP Think! Magazine can be found by accessing the following link: Osborne - Osborne STOP Think! Cascade September 2021 Edition - Page 1 (publitas.com)

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Office Locations Manchester (Head Office) T: 0161 836 7000 E: HeadOffice@vital.uk.com

Abercynon T: 01443 809 950 E: Abercynon@vital.uk.com

Bellshill T: 01698 840 950 E: BellshillRail@vital.uk.com

The Mill, South Hall Street, off Ordsall Lane, Salford, Manchester, M5 4TP

G16/17 Ty Cynon, Navigation Park, Abercynon, CF45 4SN

10 James Street, Righead Industrial Estate, Bellshill, Lanarkshire ML4 3LU

Cardiff T: 029 2083 9955 E: Cardiff@vital.uk.com

Birmingham T: 0121 809 3010 E: birminghamrail@vital.uk.com

Crewe T: 01270 906 130 E: Crewe@vital.uk.com

The Laurels, Heol Y Rhosog, Springmeadows Business Park, Rumney, Cardiff, CF3 2EW

F03 First Floor, Fairgate House, 205 Kings Road, Tyseley, Birmingham, B11 2AA

Office 2 The Dairy, Crewe Hall Farm, Old Park Road, Crewe, Cheshire, CW1 5UE

Doncaster T: 01302 244450 E: Doncasterrail@vital.uk.com

Milton Keynes T: 01908 015020 E: MiltonKeynes@vital.uk.com

Farnham T: 01252 964 020 E: Farnham@vital.uk.com

First Floor Offices, Carr House, Heavens Walk, Doncaster, DN4 5HZ

Suite 532, Elder House, Elder Gate, Milton Keynes, MK9 1LR

Unit 10, Guildford Road Trading Estate, Farnham, Surrey, GU9 9PZ

Market Rasen T: 01302 308 080 E: MarketRasen@vital.uk.com

Newcastle T: 0191 300 0433 E: Newcastle@vital.uk.com

London T: 0203 963 5080 E: CanningTown@vital.uk.com

Unit 2, Gallamore Lane Ind. Estate, Market Rasen, LN8 3HZ

Spaceworks, Benton Park Road, Newcastle upon Tyne, Tyne & Wear, NE7 7LX

Unit 10, Canning Town Business Park, Stephenson Street, London, E16 4SA

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Alerts & Notices External Alerts & Notices

Network Rail - Safety Advice - Train struck hand trolley Network Rail - Safety Advice - RIDDOR dangerous occurrence scaffold failure Network Rail - Safety Alert - Passenger train strikes outrigger Network Rail - Shared Learning - On track plant collision Network Rail - Safety Bulletin - Vehicle fire involving Cyclon cell batteries SRSA - Safety Alert - RRV colliding with a Burners trolley Costain - Health Focus - Infertility Siemens - Good Practice Report - Battery Powered Tools Siemens - Fast Facts Alert - Member of public struck by debris Siemens - EHS Alert - Do Not Move Board Balfour Beatty - Lessons Learned Fusion - 10 Top Tips to Save a Life

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Train struck hand trolley Issued to:

All Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA21-14

Date of issue: 16/09/2021 Location:

Twickenham Station, Wessex route

Contact:

Obhiye Uduebor, Principal H&S Manager, Southern Capital Delivery (Track & Signalling)

Overview On Wednesday 8 September 2021, after a possession had been given up, a passenger train struck a hand trolley that had been left on the Up Main line near Twickenham Station.

On collision, the trolley became wedged under the front carriage of the train.

There were no injuries.

The line through Twickenham is an axle counter area and subject to the requirements of Network Rail Work Instruction NR/L3/OPS/084 'Line Clear Arrangements following Engineering Works in Axle Counter Area – Line Clear Verification process'.

An investigation is taking place to understand how the trolley was left on the line.

Immediate action required •

All COSSs, Safe Work Leaders (SWL) and Engineering Supervisors (ES) must comply with their duties relating to line clear verification (LCV), including complete worksite sweeps, to make sure the line is safe for the passage of trains before handing their worksite back.

Part of our group of Safety Bulletins

•

All vehicles, including hand trolleys, placed on the line must be recorded (by the Machine Controller / COSS / SWL / ES / PICOP) on the appropriate LCV forms and cross referenced when each vehicle is removed from the line.

RIDDOR dangerous occurrence scaffold failure Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRA21-13

Date of issue: 24/08/2021 Location:

Warrington

Contact:

Matt Dean, Head of HSE CD NW&C

Overview In the early hours of Sunday 8th August, a service scaffold bridge partially collapsed while being installed. It came to rest on the bridge parapet.

At the time of the incident, the two scaffolders were adding the scaffold boards, they were both able to exit without injury. An exclusion zone was in place underneath the structure and the work was in a engineering possession.

The line was blocked to allow the scaffold to be safely lifted and removed.

The scaffold structure is in quarantine and an investigation has started. The Office of Rail and Road (ORR) was notified.

Immediate action required Scaffold design: •

Ensure a construction sequence is fully documented and communicated to those undertaking the work.

Scaffold in construction, ensure that: • •

the planned construction sequence is followed. a permit to load is in place before any load is applied.

Part of our group of Safety Bulletins

• • •

where all scaffolds are left in a temporary state of construction, they are stable and fit for purpose. any changes to scaffold design go back through the design approval process. these checks do not supersede or replace those undertaken by a competent scaffolder holding a CISRS Advanced Scaffold Inspectors card.

Passenger train strikes outrigger Scope:

All Network Rail line managers, safety professionals and accredited contractors

Ref:

NRX21-10

Date:

07/09/2021

Location:

Penistone, Sheffield, South Yorkshire

Contact:

Lewis Robinson, Head of Safety & Sustainable Development, Eastern Capital Delivery

Overview On the 27th August 2021, a portable toilet unit was being collected by a HIAB lorry mounted crane from Oxspring renewal site between Penistone Station and Oxspring Viaduct.

As part of the activity, the HIAB driver deployed the outriggers in order to lift the toilet unit. At approximately 08:45hrs a passenger train came into contact with the front left outrigger causing superficial damage to the train.

The train came to a stand and the line was blocked. No injuries occurred as a result of the incident.

The incident location was attended by the Principal Contractor management, British Transport Police and Route staff.

The incident is currently under investigation by the Principal Contractor. A safety bulletin will be issued once further learning is identified.

Part of our group of Safety Bulletins

Discussion Points • • •

How do you ensure that a site specific lift plan is in place?

How are appropriate safe systems of work put into place for works where nonrail plant may foul open lines?

How often are competencies checked for individuals that are not involved in works

What checks are in place to ensure that ad-hoc or routine operations are being planned and managed appropriately?

On track plant collision Issued to:

Network Rail line managers, safety professionals and accredited contractors

Ref:

NRL21-03

Date of issue: 03/09/2021 Location:

Near Billericay, Anglia, Eastern Region

Contact:

Lewis Robinson, Head of Safety & Sustainable Development Eastern Capital Delivery

Overview On the 2nd May 2021 at 07:00, the Machine Operator of a Mobile Elevating Work Platform (MEWP) Road Rail Vehicle (RRV) suffered life changing injuries when the basket of the MEWP in which they were travelling was struck by the jib of a 360º Crane RRV which had been travelling behind it. The collision occurred whilst both vehicles were travelling to their off-tracking location on the same line within an engineering worksite.

The MEWP Machine Operator was trapped and had to be freed by the emergency services. The MEWP Machine Controller sustained minor bruising. Both the Machine Operator and Machine Controller who were travelling in the cab of the 360º Crane RRV were uninjured.

Underlying causes •

Planning focussed on the work activities, and not on the travelling.

Only 30 minutes travel time between worksites had been planned, however this would have taken one hour at walking pace with the Machine Controller on the ground, and not on the On Track Plant (OTP).

The OTP plan made no reference to speed limits or required distances between machines when travelling.

The 100 metre minimum separation distance between machines was not achieved when the RRVs were travelling in convoy throughout the shift.

Machine Controllers were riding in machines throughout the shift.

The MEWP basket should have been travelling in the leading position but was in the reversing position (within the crush zone).

•

• •

• •

• • •

•

•

The quality of the briefings were inconsistent due to the generic nature of the documentation.

None of those involved had received a project induction from the Principal Contractor.

Responsibilities were unclear due to a number of contradictory and confusing instructions contained within the Rule Book and Network Rail Standards (Infrastructure Plant Manual NR/L2/RMVP/0200 and POS Rep guidance).

Despite rule breaking taking place, no one onsite took the opportunity to speak up for safety or invoke the worksafe procedure.

Learning and findings from similar incidents had not been shared across the wider industry and had not been fully actioned or embedded within all the organisations involved.

Key message •

•

•

•

Machine Controllers should not ride in the plant except where permitted through planning and documented in the OTP plan.

Whilst travelling in convoy, OTP must maintain 100 metres minimum separation between plant unless alternative acceptable controls are in place and fully documented in the OTP plan.

Teams and individuals should be encouraged to speak up for safety and raise close calls where rules are not being complied with.

Documentation should be specific to the works being undertaken.

Part of our group of Safety Bulletins

• • •

•

Planners should consider all aspects of the work to be undertaken, not just on the work activities.

POS Planners preparing OTP plans should be fully engaged in the planning process.

Principal Contractors must make sure there is clarity on roles and responsibilities relating to OTP movements.

Organisations should make sure that robust investigations are undertaken and that learning is shared within the industry using the existing mechanisms. E.g. the Operational Safety Notices portal.

Vehicle fire involving Cyclon cell batteries Ref:

WWB21-11

Date of Issue: 13 August 2021 Location:

Pontrillas

Contact:

Robert Knapman, Route Workforce Health, Safety & Environment Advisor

Overview On the 7 August 2021, a colleague within the Signalling and Telecoms team was travelling from site when a fire occurred in the rear of their hire vehicle.

The fire is believed to have been caused by a short circuit from a single 2v 25ah Cyclon cell battery that had moved in transit against the bulkhead of the vehicle.

To prevent movement of the batteries in transit, the driver used their Personal Protective Equipment (PPE) to fill gaps in the cardboard box that the batteries were being stored in. The hire vehicle had no shelving so additional PPE was used to try and secure the box in the rear of the vehicle.

During the journey, the driver smelt burning and saw dark smoke in the driving cab.

The driver opened their windows, turned on their hazard lights and safely parked the vehicle.

The driver opened their rear door and discovered large flames in the back of the vehicle. They put the fire out by pulling their burning PPE onto a grass verge and stamping out the fire.

The driver sustained a minor burn to their right hand and the vehicle sustained minor damage.

This accident is still under investigation. Further learning will be shared where identified.

Discussion Points: 1.

What are the risks of transporting batteries?

2.

How do you safely transport batteries?

3.

Where would you look for safety information on batteries and other “dangerous goods” (i.e. fuels/ detonators) that may be a fire risk?

4.

Small fires should only be tackled when safe and you are competent to do so. What would you do when discovering a fire?

DISTRIBUTION

□ All Wales Route

□ All Western Route

□ All Region

□ Wales Operations

□ Western Operations

□ Regional Exec and All SHE Professionals

□ Wales Maintenance

□ Western Maintenance

W&W v0.2

□ Capital Delivery

□ DEAM / Commercial and Support Functions

02-2021

SAFETY ALERT RRV colliding with a Burners trolley On the 28 August 2021 at Twickenham station during a S&C renewal job an RRV was removing scrap materials utilising a log grab attachment. While undertaking the task the RRV moved backwards colliding with a Burner team’s trolley, pushing it back roughly 3m.

The Machine Controller stated he did check the exclusion zone at the start of the task but once work had began he positioned himself where he could see behind the rear of the machine, and didn’t verify the exclusion zone was clear again.

Luckily no one was injured, however this incident could have resulted in life changing injuries or fatality

Actions for Machine Controllers: • • • •

Always set up an exclusion prior to works being undertaken and utilise My Zone.

Continuously throughout works verify no one has entered the exclusion zone.

Brief all staff working around machine on the required exclusion zone.

If you cant safely maintain and monitor your exclusion, stop the machine and take 5.

Managers / Supervisors:

Actions for All: • • • •

Always make sure you are stood in a place of safety.

If you are not involved in the task, never enter an exclusion zone.

Ensure an exclusion zone has been set up and briefed.

If you see a machine slowly moving towards your work group, get everyone in to a place of safety and make contact with the Machine Controller.

Issued by: Colin Ford

•

• •

Sept 2021

Please speak to your Operatives and if required, highlight safe areas and the importance of exclusion zones during plant operation.

Log safety conversations raising awareness on exclusion zones and check that those on site understand the risks.

If in any doubt, stand the works down for a Free to be Safe discussion.

September 2021: Issue 67

Infertility Infertility is defined as the period of time people have been trying to conceive without success after which formal investigation is justified and possible treatment implemented.

According to NHS sources about 84% of couples will conceive naturally within a year if they have regular unprotected sex (every 2 or 3 days).

For couples who have been trying to conceive for more than 3 years without success, the likelihood of getting pregnant naturally within the next year is 1 in 4, or less. And for 1 in 4 couples, a cause cannot be identified.

In the UK the main causes of infertility are: • Ovulatory disorders (25% of couples), • Tubal damage (20% of couples), • Male infertility (30% of couples), • Uterine or peritoneal disorders (10% of couples).

Uterine - relating to the uterus or womb

The peritoneum is the tissue that lines the abdominal wall and covers most of the organs in the abdomen

GETTING HELP

It’s a good idea to see a GP if you have not conceived after a year of trying.

If you’re a LGBT+ person or couple and want to have a family get an overview of what to expect here https://www.hfea.gov.uk/i-am/fertilitytreatment-for-lgbt-people/

Women aged 36 and over, and anyone who’s already aware they may have fertility problems, should see their GP sooner.

They can check for common causes of fertility problems for both men and women and suggest treatments that could help.

Infertility is usually only diagnosed when a couple have not managed to conceive after a year of trying.

There are 2 types of infertility:

• Primary infertility - where someone who’s never conceived a child in the past has difficulty conceiving.

• Secondary infertility - where someone has had 1 or more pregnancies in the past, but is having difficulty conceiving again.

Read more about how infertility is diagnosed.

1

Costain Health Focus - September 2021: Issue 67

It is estimated that one in seven UK couples has difficulty conceiving (approximately 3.5 million people). The majority of whom are likely to be in employment.

Infertility can be caused by many different things. It has a devastating impact on people’s lives, with 90% reporting feelings of depression.

There is no identifiable cause of infertility in about 25% of couples.

The presence of disorders for both the man and the woman has been reported in about 40% of infertile couples.

Factors for infertility include smoking, obesity, occupational risks, excessive alcohol consumption, and drug use.

Female fertility declines with age; the effect of age on male fertility is less clear.

Psychological stress (for both the woman and the man) may be caused by infertility as well as the investigations and treatment.

WHO CAN HAVE IVF?

The National Institute for Health and Care Excellence (NICE) fertility guidelines make recommendations about who should have access to IVF treatment on the NHS in England and Wales.

These guidelines recommended that IVF should be offered to women under the age of 43 who have been trying to get pregnant through regular unprotected sex for 2 years, or who have had 12 cycles of artificial insemination.

However, the final decision Clinical Commissioning about who can have NHSfunded IVF is made by Groups (CCGs) local clinical commissioning groups (CCGs), and their criteria may be stricter than those recommended by NICE. Read more about IVF. If you’re not eligible for NHS treatment, or you decide to pay for IVF, you can have treatment at a private clinic.

Costs can vary; 1 cycle of treatment may cost between £5,000 - £10,000. Some people prefer to go abroad. Find out more about Treatment abroad REFERENCES: NHS, NICE, Fertility Network, Human Fertilisation and Embryology Authority Please email feedback to: fiona.ward@costain.com

September 2021: Issue 67

Important Information • Infertility is a disease, as defined by the World Health Organisation, • Infertility affects both men and women, mixed and same sex couples and individuals, • 42per cent of fertility patients have felt suicidal, • 54 per cent of patients had to pay for part or all of their treatment, • 50 per cent felt concerned that treatment would affect their career prospects,

UNSUCCESSFUL IVF TREATMENT

In many instances, IVF treatment is unsuccessful. Under these circumstances, it’s a good idea to wait for a couple of months before thinking about trying again.

This will give you a break from the stresses of treatment and allow your body time to recover.

This break can give you a chance to talk with the clinic about the reasons the IVF was unsuccessful and to talk to your partner about how you both feel, and consider your options going forward.

It can help to talk to other people who have been through IVF, e.g., a support group or online forum, such as the Health Unlocked IVF community. Read advice on what to do when fertility treatment fails on the HFEA website.

SUPPORT

Having IVF can be physically and emotionally draining.

The Emotional impact of infertility is huge. Feelings of sadness, frustration, isolation, tearfulness, inadequacy, guilt and anger are all common.

Your fertility clinic will offer you an opportunity to talk to a counsellor or support group as mentioned above.

Counselling

The National Institute for Health and Care Excellence (NICE) recommends that counselling should be offered before, during and after IVF treatment regardless of the outcome.

They recommend counselling should be offered by someone not directly involved in the management of the couple’s fertility problems.

It can help couples to understand the implications of treatment and offer support at a critical time, such as when an IVF cycle has been unsuccessful.

The benefits of counselling and how to access it can be found on the Human Fertilisation and Embryology Authority (HFEA) website.

2

Costain Health Focus - September 2021: Issue 67

• Maternity rights under the Equality Act 2010 and protection apply from the date of embryo transfer (often referred to as the implantation of an embryo), • If fertility treatment is successful, maternity rights and protection continue from the date of embryo transfer until the end of a woman’s maternity leave, • If fertility treatment is not successful, maternity rights and protection apply from the date of embryo transfer and then for a further two weeks after a negative test.

INFERTILITY IN THE WORKPLACE

Research shows that most people suffering from infertility are reluctant to speak to their Line Manager, because they fear doing so will detrimentally affect their career. Guidance can be read here Employment Issues.

Research also shows that 19 per cent of people facing infertility reduce their hours or leave employment completely. This can be challenging for organisations operationally, but also financially as the average cost to replace a single member of staff is estimated by ACAS to be more than £30,000.

Costain Way guidance is available, HRS-T-125: Manager’s guide to infertility and fertility treatments. It will help to provide information to Line Managers about what infertility is and how they can support their Employees and colleagues. The Employee Networks can be found here Inclusion Hub Home

A CARING ATTITUDE

When someone you care about opens up to you and tells you that they have problems conceiving a child, they are likely to be distressed and extremely sensitive to comments made by others.

A caring attitude can make all the difference, yet it is often hard for people who have not been in the same situation to understand what someone with fertility problems is experiencing and to feel confident about saying the right thing.

They may already have been trying for a baby for many months or years, so dismissing their problems by saying that it’s only a matter of time, for example, does not help. There is probably a genuine medical reason, even if it hasn’t yet been discovered.

Further advice can be found here: Families, Parents, Friends & Colleagues

Watch “WAITING” A short animated film about one couple’s struggle with infertility. #TalkFertilityhttps://youtu.be/_DTL8rjvNs Health Assured Employee Assistance Programme Resources, including counselling can be found here: https://healthassuredeap.co.uk Username: Costain / Password: EAP Ring the confidential 24hr helpline 0800 028 0199

Audience: Siemens Mobility Limited, Rail Infrastructure

GP/034/2021

Good Practice Report On the Trafford Park Re-signalling project, we have a series of extended OROR possessions to prepare for our main commissioning in Week 22.

There are a number of parties working on site, with different disciplines and our supply chain partners.

The Trafford Park Sidings area is generally within a residential area, and to ensure we are caring for our lineside neighbours a number of control measures have been trialled and put in place.

Part of these controls was an investment in the use of battery powered plant and tools such as the battery powered sleeper drill and the battery powered disc cutter.

The use of these tools aligns with the company carbon reduction targets, and avoids many issues with the control and management of fuels and spillages etc out on site. The tools are significantly quieter, and lighter with very positive feedback received from the site teams using them.

These tools are available from Torrent Trackside and worth considering on your projects where applicable.

0845 769 7168 www.torrent.co.uk mail@torrent.co.uk

Mark O’Leary - Delivery Director Ben Tillotson - Project Manager Steve Morrison - EHS Specialist For more information about this report please contact fergal.kiernan@siemens.com Produced By EHS Department Siemens Mobility Limited, Rail Infrastructure Any queries please contact your local EHS Specialist Restricted © Siemens Mobility Limited 2021. All RightsReserved.

Document is UNCONTROLLED when downloaded or printed.

UKI-RI-HS-TM-005 July 2021 Issue 5

Audience: Siemens Mobility Limited, Rail Infrastructure

FF/018/2021

Fast Facts Alert Subject: member of public struck by debris What happened:

Member of the public

On Thursday 19th August 2021 a four man team of SML operatives were loading a skip with disused road rail access point (RRAP) panels. The skip had one or two broken wooden pallets inside; as the RRAP panel was placed into the skip a 16cm x 5cm x 1cm piece of pallet wood was ejected out of the skip and over the lineside fence onto Mitcham Eastfields platform 1 where it struck a member of the public on the head.

The injured party had no abrasion on their head but had a minor cut on the fifth finger on their left hand; an offer to escort the injured party to A&E was declined however the individual later attended on their own behalf complaining of a headache.

Initial findings: The site of works was considered suitably segregated from the public with the skip being 6 metres from the lineside fence on the rear of the platform and being completed in accordance with the Task Briefing.

Position of SML operatives loading the skip

Discussion Points

Immediate Actions:

1. Does your site have suitable segregation from third parties?

Ensure all public interfaces are considered in the Task Briefing and that all reasonably practicable mitigations are put in place to avoid materials being displaced from skips whilst being loaded.

2. Are there alternatives to standard skips for disposing of waste materials?

3. Is there a way to break materials down into smaller sizes before disposing?

Region: Croydon Project: Victoria - Phase 3 Delivery Director: Steve Wright Project Manager: Rob Watson Author: Barry Kiely

Produced By EHS Department Siemens Mobility Limited, Rail Infrastructure Any queries please contact your local EHS Specialist Restricted © Siemens Mobility Limited 2021. All Rights Reserved.

Document is UNCONTROLLED when downloaded or printed.

Add contact information i.e. for more information about this report please contact barry.kiely@siemens.com UKI-RI-HS-TM-006 July 2021Issue 5

Audience: Siemens Mobility Limited, Rail Infrastructure

EHS/008/2021

EHS Alert Subject: “NOT TO BE MOVE” board left on Shunting Locomotive On Sunday 8th August 2021, a Possession of a siding was taken at the Manchester Freightliner Terminal (PPS No P2021/2928046, Item No WN95).

Once the Possession had been granted at 00:50hrs the PICOS installed the marker boards which included a ‘NOT TO BE MOVED’ board on the traction locomotive that was stabled within the Trafford Park complex. Only once this was complete did the PICOS authorise work to commence (documented in the TPC/ME01 Issue 2).

On Monday morning at 10:42 one of the Duty Managers on Trafford Park was contacted by Manchester Operations at Freightliner and asked whether a ‘DO NOT MOVE BOARD’ on their shunting locomotive belonged to the Trafford Park Project. The board had a unique identifier that read TPRP01 (belonging to Trafford Park Project). The board had been left on the locomotive after the cancellation of the sidings possession on Sunday morning at 06:05.

Discussion Points.

The initial findings are; • The SWL2/PICOS had the responsibility of placing and removing all marker boards.

• The MROC Signaller’s process is to ask the PICOS for confirmation of the number of marker boards that have been placed and removed to locomotives when granting/cancelling the possession of the sidings.

• The possession management process is to complete a checking In/Out sheet for all possession marker boards.

• At the request Freightliner, the board was removed by one of the project’s on-site possession staff under a local arrangement. This allowed Freightliner to proceed with their scheduled shunting moves within the freightliner complex.

• Adherence to the process above is currently under investigation.

Produced By EHS Department Siemens Mobility Limited, Rail Infrastructure Any queries please contact your local EHS Specialist Restricted © Siemens Mobility Limited 2021. All Rights Reserved.

Document is UNCONTROLLED when downloaded or printed.

1. What process do your Projects have in place to prevent this from occurring.

2. Is this Process documented.

3. Who checks the Process is being followed.

Region - Manchester Project – Trafford Park

Delivery Director – Mark O’Leary Project Manager – Ben Tillotson Author – Steven Morrison For more information about this report please contact Morrison.steven@siemens.com

UKI-RI-HS-TM-009 July 2021 Issue 4

Lessons Learned Date of incident

1st July 2021

Incident type

HiPo

Incident ref number

INC10168

Contractor

BBV / Soil Engineering

Sublot

Site Wide and Logistics

Location

Marsh Lane Embankment

Summary

Photographs

A Ground Investigation drilling rig was discovered to be drilling a borehole within 2 metres of a live 132kV underground cable. While there was no evidence of a service strike, this will be confirmed when WPD carry out further investigations during an outage in August.

All Ground Investigation work was subsequently suspended pending the results of the investigation.

Findings The opportunity to locate the 132kV cable was missed on six occasions in the lead up to the incident: 1. When deciding on the locations for GI, desk top information available at the time assumed that the utilities in this area would be removed or diverted.

2. After identifying that the bore hole needed to be moved (due to the close proximity of overhead services), the Field Change process failed to identify that the new location was directly above the 132kV underground cable.

3. The data on the iSpatial GIS system contained unclear information. This was utilised when preparing the Permit to Break Ground rather than reviewing the original C2 drawings.

4. The PAS128 survey of the location, provided an “instant print out” of the GPR results, which did not clearly identify the service. This was used by the site team to demonstrate that now services were located in the area.

5. CAT scanning undertaken at the location was not completed in all three modes and did not pick up the 132kV cable.

6. The GI team, undertaking the initial hand dig and CAT scan when preparing borehole failed to identify the nearby service.

1MC08-BBV-HS-TEM-N000-000025

Lessons Learned Template

Rev: P02

Date of Rev:15/03/2021

Page 1 of 2

Lessons Learned Lessons Learned The investigation has prompted a root and branch review of the entire breaking ground process, which is still on-going. The following immediate actions have been introduced as an interim measure: 1. 10m x 10m square (previously 5m x 5m) area around the borehole location must be GPR surveyed and CAT scanned by the specialist survey contractor. Note: If this cannot be achieved due to site constraints a robust specific risk assessment and derogation must be completed.

2. GPR field survey data must be post-processed by the specialist survey contractor before issuing the clearance certificate. The use of “instant GPR” results is banned.

3. The BBV Site Engineer must CAT scan the 10m x 10m area in power, radio and signal generator mode before preparing the Permit to Break Ground.

4. All underground utilities within the 10m x 10m square must be positively identified and marked out on site.

The Sublot Utilities Co-ordinator must authorise the Permit to Break Ground in addition to the Ground Investigation Utilities Coordinator. This is to ensure local knowledge of the area is applied.

6. The Ground Investigation Mobilisation Checklist has been updated to include further checks to verify that the above control measures have been implemented.

7. Further training and practical Competency Assessments for BBV Engineers implementing the Permit to Break ground procedure has commenced.

5.

1MC08-BBV-HS-TEM-N000-000025

Lessons Learned Template

Rev: P02

Date of Rev:15/03/2021

Page 2 of 2

10 Top Tips to Save a Life 10 Simple Ways You Could Save a Life Today!

•

Donate blood

•

Join the Bone Marrow Registry

•

Learn the Heimlich maneuver

•

Learn CPR

•

Download IRESUS (this is an app that instructs first aid and emergency skills)

•

Learn how to use your on-site AED

•

Discuss organ donation with your relatives

•

Download the GoodSAM app (this alerts those with CPR training when there is an emergency in their area)

•

Support those around you that may be struggling with mental health

•

Look after yourself, give yourself time when you need it

Saving Lives September 2021 © Park Health & Safety Partnership 2021

Safety Newsletter Oct 2021

vital.uk.com