SAFETYINRAIL - McGinley Support Services...statement”. Unsafe Platform Top Dunton Green. Close...

NEWSLETTERSAFETYINRAIL

What you can expect inside:

•New Safety Initiative page 4

•Welding Division News page 8

•McGinley Life Saving Rules page 10 & 11

www.mcginley.co.uk

ISSUE 35

A close call is defined as:‘An event that has/had the potential to cause injury ordamage...’A close call is anything that happens either by someone or a simplesituation that could result in personal injury or property beingdamaged. Knowing about these instances is important because thesame set of circumstances exist when an actual accident happenshowever, the major difference is luck.Every day we probably experience a number of close calls mostlywithout even realising it. Reporting close calls enables us to learnfrom these events and hopefully put measures in place to preventour luck running out.Everyone has a part to play, either by spotting these events andreporting them but also by taking action directly to prevent themhappening again.Safety is everyone's responsibility and we all have an active role in

02 SAFETYINRAIL ISSUE: 35

Close calls can be reported inseveral ways:

• Verbally to a Supervisor or Manager

• By filling in a printed post card (where available)

• Calling your Safety Supervisor

Once reported our Supervisors, Managers andsafety teams can learn from these events andimplement changes in working practices. Also,by recording and sharing this information withthe rest of the rail industry, we get an opportunityto develop safer working environments.

KEY POINTS• There are many close calls before something serious happens

• There are approximately 600 close calls for every major accident

• Problems solved as a result of a close call report helps to prevent the situation becoming serious

• Close Call is run independently by the RSSB for the benefit of all people working in the rail industry

• The Close Call System is a web based reporting tool used to input close call events and to share this collectiveknowledge around the industry for everyone’s benefit

DO• Take time to look around your work space

for potential hazards• Take responsibility to resolve situations• Report all close calls - however small, resolved or not• Encourage others to report close calls• Ask for feedback when you have reported events

DON’T• Accept that your working environment cannot be improved• Walk by and do nothing• Give in to peer pressure - Report it!• Leave it to someone else - Take responsibility

What is a close call?

How should close calls be reported?

How many close calls are there on average forevery major accident?

Who is responsible for reporting close calls?

Who has responsibility for resolving a close call?

Who runs the Close Call scheme?

How will I get feedback as a result of my report?

www.closecallsystem.co.uk

KNOWLEDGE TESTING QUESTIONS

CLOSE CALL

ACCIDENT, INCIDENT & CONFIDENTIAL SAFETY REPORTING LINE: 07976 935728 03

ISSUE METHOD OF REPORT CLIENT RESPONSE McGINLEY RESPONSE

Report of COSS taking lineblockages for multiple otherCOSS. Protection provided wassignal protection only but workcould affect safety of trains.

Confidential report to McGinleySafety Line.

Client escalated to site andclarified rules and levels ofprotection required.

Brief on level of protectionrequired.

Safety Award to operativewho raised concern.

Operatives witnessed climbingonto tamper when machine wasmoving at slow speeds.

Joint Site Safety Inspection.

Staff not required on themachine, instructed not to rideon it. Operatives who need tobe there briefed onrequirements to stop machinebefore climbing on.

Staff not required on themachine, instructed not to rideon it. Operatives who need tobe there briefed onrequirements to stop machinebefore climbing on.

On tracking and travelling nextto ALO CC informed safety thathe was required to on track hismachine into a T3 with a lineblockage on the adjacent line.He was then required to load histrailer with large amounts ofequipment and a man basket.Line blockage then given back.CC then travelled to site withALO. Q – is this working ortravelling?

Confidential report to McGinleySafety Line.

Client defined this as travelling ifthere is no load on the boom andthe machine / load remains ingauge. Slew limiters in place.

Client defined this as travellingif there is no load on the boomand the machine / load remainsin gauge. Slew limiters in place.Additional comments fromMcGinley Safety. “Whilst it isagreed that this is defined astravelling it does not take intoaccount the catastrophic risk ifthe load moved potentiallyfouling the ALO. It wasrecommended that the methodof securing the load is alsodocumented in the methodstatement”.

Unsafe Platform TopDunton Green.

Close calls to McGinley Safety.Escalated to NWR and the TOC– immediate remedial works.

Safety Award to operativewho raised concern.

Sharps – Multiple locations.

Close calls to McGinley SafetyLocationsWatford, Willesden, Stonebridge,Wembley, Euston

Reported to client Sharps Team.Brief to all operatives on sharpsprocedure.

Vegetation – Multiple locations.Close calls to McGinley SafetyLocations include access pointsand DEP’s.

Reported to the maintainer.Acknowledge and thank all forreports.

Access gates – multiple locations.Close calls to McGinley Safety.Reports of open gates and ormissing locks.

Reported to the clients.Brief to all on the requirementswhen opening/closing accessgates.

PPE Close calls to McGinley Safety. N/A

Escalate to team.Introduce a PPE inspection sheetand minimum numbers required.Brief to all operatives onordering/issuing PPE.

Walking routes/Access points –multiple locations.

Close calls to McGinley Safety.Inform client of either thehazard or the remedial workcarried out.

Thanks to all who reported.Brief to all operatives and teamson the McGinley Rewards forSafety Initiative.

YOU SAID... WE DID

McGINLEY NEWS


MESSAGE FROM McGINLEY SUPPORT SERVICESAND ON BEHALF OF OUR CLIENTS

I guarantee that no person shall be penalised,discriminated against or suffer any adverseconditions for raising a close call, near miss orsafety alert.

For and on behalf of theMcGinley Support Services

Sean McGinleyBusiness Support Director

As part of a wider initiative to focus on safety,McGinley Support Services and their safety teamwould like to announce a new rewards schemeaimed at an individual or group of workers who havemade a genuine contribution to safety.

• Four regional monthly Awards will be made invouchers or tickets.

• These awards are aimed at the operative on thefront line of delivery who interface with the client andpromotes safety issues or raises safety concerns.

• Safety issues can be raised through the close callsystem, confidential reporting lines or direct to theSafety Department.

• A reward will be made to each of the operativesin each area who in the opinion of the SafetyDepartment have contributed the most valuablealert or discussion. In the event that an area doesnot have a nomination the awards will bedistributed to other areas.

• Additional rewards and recognition may be madeto outstanding contributions made by individuals.

• Nominations from the Safety Team will come fromthe Close Call System, confidential reporting linesor client recommendations.

• Nominations from other parties can be made inwriting to the Safety Department giving reasonsand evidence to justify the nominations.

• Awards can be made confidentially if theindividual/s wish to remain anonymous but anoverview will be included in the companycommunication to external and internal parties.

• All nominations for an award must havedemonstrated a good record of safety discipline,timekeeping, and work ethic.

If you would like to nominate an individual or group or discuss in more detail please email:

[email protected]

or call

John Jebson 07816 442672

Ty Qureshi 07976 313569

NEW SAFETY AWARD INITIATIVE


The OHL, Electrification and S&T markets are growing.Major rail project work worth billions is in the pipeline overthe coming years and this will form a significant slice of thegrowth expected in the rail sector in the next decade.

ChallengeSkill shortages in this specialist area will be very much on theagenda and there will be tough competition for resourcesfrom the energy sector as the National Grid is set to invest itsown billions in the upgrade and renewal of the high voltageelectricity network. Our customers are asking us today - whatare we doing to plan for this?

SolutionTo make sure that our rail customers' needs will be satisfiedin the future, we are going to step up to the mark, reorganiseand reinforce our delivery capability. You should expect anOHL, electrification or S&T workforce to be locally sourcedand then trained and developed over time. They should havelocal knowledge and become part of a loyal core ofresources that you can call upon in the future.

AdaptToday McGinley services its OHL, electrification and S&Tresources through one team in the North West - JSBMcGinley. Moving forward, we're going to open up thecontingent labour recruitment and supply in OHL,electrification and S&T to our national delivery units withinMcGinley Support Services. That means 10 more regionallocations and numerous more staff to support customers. It'sour longer term strategy to meet the needs of the growingmarket in the future.

Our delivery units will continue to supply all grades orcompetencies of labour as per our existing arrangements butwill add to their electrification service by:

• Sourcing more local labour• Training and developing to bespoke local customer needs• Creating a core workforce with local knowledge• Building a larger skills base for the future needs of the rail sector

ImproveJSB McGinley, based in Runcorn, will then move away fromproviding contingent labour and become even morefocused on OHL planning, implementation and deliverytogether with developing contracting activities via itsPrincipal Contractor's Licence.

JSB's expertise in these areas will be enhanced and its bespokeservices will be provided to an even higher standard ofplanning, safety and compliance.

“THERE WILL BE NOIMPACT ON ANYCONTRACTS ORCOMMERCIALARRANGEMENTSIN PLACE...”BenefitCustomers will be able to engage with McGinley for OHL,electrification and S&T requirements at a local level or througha single point of contact. We'll make sure that your needs arehandled by our contingent labour national delivery units ordirected to the JSB specialised service team.

TimingWe're entering a transitional period over the coming weeks aswe adapt our local policies, procedures and software to caterfor OHL, electrification and signalling contingent labour. Oncein place, our large scale recruitment planning and placementprocesses will be available for customers at a local level.

Contact usDuring the transitional period either Andy Saunders(07966 144316) or Billy McNeill (07973 743224) willbe available to discuss any questions you may haveabout this newsletter.

WE'RE TAKING ELECTRIFICATION, SIGNALLING AND TELECOMS NATIONAL!

IN THE NEWS

The requirements of our customers areforever moving – it is therefore important to us to maintain a flexible workforce and ensure we have suitably qualifiedindividuals available for placement on atemporary, contract or permanent basis.

Those available for deploymentwithin the next month are as follows:

Total trackworkers: 3163

Total safety critical workers: 1026

Assessments & training courses undertaken in the last 3 months:

Training courses run: 204 courses744 workers

Assessments completedExternal: 0Internal: 137

STAFFAVAILABILITY

Month Total Accidents / Accident Category RIDDORYes/No

Period 1 2012 Total Accidents in month: 4Slipped, tripped or fell NIP Error NNon work related NIP Error NTotal Incidents in month: 1

Period 2 2012 Total Accidents in month: 1Accident not accepted NTotal Incidents in month: 4

Period 3 2012 Total Accidents in month: 2Wrong equipment YSlipped, tripped or fell NTotal Incidents in month: 3

Period 4 2012 Total Accidents in month: 1IP Error NTotal Incidents in month: 2

Period 5 2012 Total Accidents in month: 3Other NWork Practice NNo eye protection NTotal Incidents in month: 1

Period 6 2012 Total Accidents in month: 1Other NTotal Incidents in month: 0

Period 7 2012 Total Accidents in month: 2Supervision YSlipped, tripped or fell YTotal Incidents in month: 6


ACCIDENT & INCIDENT ANALYSIS - 2012

ACCIDENTS - 2012 PERIOD 1-7

INCIDENTS - 2012 PERIOD 1-7

Period 1 2012 – 29%

Period 2 2012 – 7%

Period 3 2012 – 14%Period 4 2012 – 7%

Period 5 2012 – 22%

Period 7 2012 – 14%

Period 6 2012 – 7%

Period 2 2012 – 23%

Period 3 2012 – 18%

Period 4 2012 – 12%

Period 5 2012 – 6%

Period 1 2012 – 6%

Period 7 2012 – 35%

Period 6 2012 – 0%


ASSET.MCGINLEYGraham EllisGraham joined McGinley in 1998 as a RecruitmentConsultant and it quickly became apparent that his future layin railway safety. For many years Graham led from the frontas Head of Safety and now, in a new approach heads thecompany’s internal trainingdivision Asset.McGinley.

Graham has instigated anumber of initiatives duringhis time at McGinley suchas a 6-month mentoringfor all newly acquired PTScompetencies, which haveeither been adopted asindustry standards or areconsidered best practice.He is also the founder ofthis publication whichstarted in 2001.

Training UpdateAsset.McGinley is the Company’s specialist railway trainingprovider, one which was recently ranked in the Top 15 ofrail training providers inspected by NSARE: a performancein which the Company is rightly proud, given that thebusiness was only formed in January 2012.

The Company has a vested interest in developing boththe means and methods of the Electrification training thatit delivers and will ensure that it complies to thestandards set out in ‘NR/L2/CTM/028 – Competence &Training in OLE Construction Engineering’ (OLECStandard). McGinley recently engaged with NSARE andother RIA stakeholders to undertake a skill scan on thecurrent workforce and will use those findings to ensurethat it is able to enhance the skills and capabilities of itslabour force.

Across4. Name of this publication ‘ _____IN Rail (6)5. 2002 song by Coldplay ‘_____ signs’ (7)7. The McGinley Lifesaving rules have been

designed to reduce these (9)8. Michael Jacksons 8th Studio album, released in

1991 by Epic Records (9)10. Ouch! Painful no matter how minor (6)13. A bodyguard is employed to offer this (10)14. High vis and steel capped boots are a forms of

this (1, 1, 1) 15. Number one priority for all operatives to report (5, 4)16. Julianne Moore stars in this 1992 thriller ‘The

_____ That Rocks the Cradle’(4)

17. Worn by operatives as a form of brainprotection (4 ,3)

Down1. Belgian international footballer who plays for

Chelsea, Eden _______ (6)2. What does the new Asset.McGinley division

featured in the last issue of Safety IN Rail specialise in? (8)

6 & 3. Close (4) and A single unmarried female (4)9. A language which uses hand communication

and body language to convey meaning (4)11. To reply or answer (7)12. State of physical wellbeing, in good ____ (6)13. This course is the minimum requirement for any

person who gains access to the railwayinfrastructure as part of their job (1,1,1)

Assessment, Education and Training

1 2 3

4 5

6

7

8 9 10 11

12

13 14

15

16

17

CROSSWORD TIME!

Graham EllisTraining & Development Manager07971 867823

All answers to the McGinley Crossword are safety related.For a chance to win £50 in vouchers, please send your answers alongwith your name and contact details to:Rebecca Wishart at Mcginley Support ServicesThe Edward Hyde Building, 38 Clarendon Road, Watford WD17 1JWor email [email protected]. Closing date 31st December 2012.


WELDING DIVISION NEWS

Our Welding division has grown significantly over the last 12months and we now have 15 welding teams located aroundthe South East, Western and South West Areas. Current clientsinclude Balfour Beatty, Colas Rail, London Underground and

Network Rail to name a few. As a result of our recentperformance on several high profile Network Rail Infrastructureprojects, we have been awarded new contracts in other areas.

We can now offer the following services:

• Thermit and PLA one shot rail welding teams

• Manual metal arc welding for conductor rail

• Groove rail installations

• Comprehensive weld inspection capability for handback

• Rail head defect repairs

• Inspection for rolling contact fatigue

• GSM disciplines

• Grinding Operators

• Rail burning

• TW4 to RT3 capability

• MMA 1 to MMA capability

• Network Rail and London Underground accreditationand certification.

If you are interested in hearing about what we can do inmore detail please contact Alastair Adams.

[email protected]


As part of a wider initiative to focus on safety, McGinleySupport Services and their safety team launched theMcGinley Reward Scheme earlier this year (see page 4for details)

The scheme has received a positive feedback from clientsand employees, with several awards already beenpresented across the country. In light of this McGinleySupport Services would like to recognise one of thescheme’s early winners Neil Macdonald, who received hisaward in October 2012.

Whilst working a night shift on behalf of McGinley SupportServices for client Balfour Beatty Neil spotted a house fireadjacent to where he was working on the NEXUS project.He raised the alarm and assisted in the rescue of an elderlycouple, an act that both the client Balfour Beatty andMcGinley Support Services wish to recognise.

Safety Award Presentation - from left to right Steve Whincup(Works Manager) Neil Macdonald (McGinley SiteSupervisor), Derek McNeill (Operations Manager), RayBennett (Pway Senior Supervisor)

REWARDING SAFETY CONTRIBUTIONS

TEAM MCGINLEY LEADING BY EXAMPLE

Team McGinley leading by Example

A team of McGinley operatives headed up by Network RailOperations Manager, Donna Reigate have beenrecognised by Network Rail and awarded the SafetyAwareness Recognition for the RSAR Project, as they havebeen accident and incident free.

Well done - Russell Withey, Kevin Zerafa, Mark Parish, MikeRoss, Jason Johnsey, Jamie Nutbeam, James Palmer andLee Gilbert.

Always have a valid safe system of work in place before going on or near the line

Contact with Trains:

Always have a valid permit to work where required

Always test before applying earths

Never assume equipment is isolated – always test before touch

Working with Electricity:

MCGINLEY LIFE SAVING RULES

TrainsWorkforce and contractor personal accidents and incidents in the last 6 years

750

13

7

September 2009 A PWay worker was struck by a train after failing to move to a position of safety. The worker suffered multiple injuries and later passed away in hospital.

Personal accidents and incidents

Major RIDDORs

Fatalities

ElectricityWorkforce and contractor personal accidents and incidents in the last 6 years

775

35

2

July 2009 Three employees received burns after a flash fire in a substation. Two of the employees received 1st – 3rd degree burns over approximately 40% of their bodies and required extensive medical treatment.


Major RIDDORs

Fatalities

Message from Dermot McGinley

• Safety is at the forefront of everything McGinley SupportServices do

• Our lifesaving rules are here for everyone to follow. Followingthem will keep you and your colleagues safe. They haveevolved from years of industry research into fatal and seriousaccidents across the UK (shown below)

• Safety is everybody's priority, obligation and responsibility• Please commit to following these lifesaving rules when planning

or delivering work and make sure others do the same.

Dermot McGinleyManaging Director


1.

2.

3.

4.

Unless it is clear other protection is in place, never work at height without a safety harness

Always use equipment for working at heights that is fit for purpose

Working at Heights:

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

Working with Moving Equipment:

Never use a hand-held device or programme any hands-free device while you aredriving a road vehicle

Always wear a seat belt while in a moving vehicle and always obey the speed limit

Driving:

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

Never undertake an activity unless you have been trained, assessed ascompetent and have the right equipment

Taking responsibility:

Working at heightWorkforce and contractor personal accidents and incidents in the last 6 years

620

39

5

April 2010 An individual fell from

scaffolding whilst pouring concrete, resulting in a fractured pelvis.


Major RIDDORs

Fatalities

MachineryWorkforce and contractor personal accidents and incidents in the last 10 years

430

43

4

June 2008 Two employees were seriously injured and one employee fatally injured. Immediate cause was due to overloading machinery. Underlying causes included poor planning, limited training and complacency.


Major RIDDORs

Fatalities

DrivingWorkforce and contractor personal accidents and incidents in the last 10 years

600

21

2

April 2009 Multiple injuries sufferedby an employee whose vehicle left the road and struck a tree, leading to hospitalisation and surgery on his knee and face.


Major RIDDORs

Fatalities


7.

5.

6.

8.

9.

10.

11.

Control Box/Panel

4. Position of Victim after movement(trapped between stiffener and end beam)

View from Access Platform wherecontrol panel is situated

Position of Victim

Start Button

3. Direction of chain movement

2. Victim was sat on beam

1. Position of first stiffener priorto movement

A recent investigation into an incident of ‘DoubleShifting’ involving NWR, McGinley and Morsonidentified a group of operatives who had breachedseveral of the industry guidelines and rules. This wasidentified by a cross industry and cross companyinitiative.

The investigation found that employing companieshad in place systems which were robust and inisolation worked very well. The individuals hadexploited a lack of cross industry checks.

All the operatives had been briefed and inducted onseveral occasions all of which was evidenced.

All the operatives knew what they were doing andwhich rules they were breaking.

All the operatives were placing themselves andothers in danger.

ALL THE OPERATIVES INVOLVED HAVERECEIVED A 5 YEAR SUSPENSION FROMHOLDING A SENTINEL CARD AT ANY LEVEL.

THIS IS FULLY SUPPORTED BY NETWORK RAILAND MCGINLEY SUPPORT SERVICES

SAFETY ALERTSURGENT SAFETY ALERT‘DOUBLE SHIFTING’ CONSEQUENCESRecent investigations have identified a re-occurringproblem in the Rail industry.

Due to total disregard for the rules and safety, someoperatives have been tempted to accept work from varioussources as well as their allocated work from McGinley.Systems within McGinley will prevent an operative beingallocated internally without the required rest period.

All work accepted that is not part of your allocatedMcGinley work must be declared to your manager.

Within the Rail sector industry rules and guidelinesrequire a minimum rest period of not less than 12 hours.This applies even if your other work is not in the samesector or with the same employer.

Any operative found to be in breach of these rules willbe subject to disciplinary procedures.

Rail Sector Guidelines

Maximum planned shift 12 hours

Minimum rest between shifts 12 hours

No more than 72 hours in any week

No more than 13 shifts in 14 days

14 hours door to door travel

If you are in any doubt contact your localmanager or safety team

FATALITY IN FRANCE - MACHINE ISOLATION AND SSOWA tragic event occurred recently in France where a Frenchworker was involved in a fatal accident at work.

He was working on a MFS wagon when for reasons unknownthe conveyor mechanism became energised. The worker waspulled through mechanism and suffered fatal injuries.

This is a bleak reminder of the importance of ensuring thatyou isolate the machine in accordance with the IUR-AC-HOP-035. It is there for your protection, the hazards are real.

A message to us all is to always comply with the safetysystem of work. This is in place for your protection.


A non-McGinley agency operative sustained an eye injurywhilst using a Stihl saw to cut down rebar on a reinforcedconcrete pile.

The injured man was a member of a team who was taskedwith cutting the vertically protruding bars from a line ofreinforced concrete piles. The work was being conductedfrom a scaffold platform, through which the piles protrudedto just above platform level. The system of work requiredthe operative to bend over and hold a Stihl saw at angleof approximately 45 degrees to cut through the rebar.

The operative had cut through two pile clusters during theday, each compromising of eighteen bars. Whilst using theStihl saw to cut through a 32mm diameter bar on the thirdpile the operative appears to have applied considerable sidepressure on the saw blade (bonded abrasive disc) causingit to break off around the circumference of the flange. Thecentre of the disc remained secure beneath the flange whilstthe outer circumference of the disc was retained (almostintact) around the drive spindle of the machine.

When the disc broke, some debris from the disc flew in thedirection of the operative and a small segment enteredbeneath his goggles. The operative was in pain with aburning sensation and when his workmates poured eyesolution into his eye, a small piece of abrasive was foundand removed from beneath his eyelid. The operativeattended hospital where his eye was cleaned and his sightchecked before being released that afternoon, however hedid not return to work the following day.

Critical factors.• A Stihl saw was an incorrect tool for this task. This typeof cutting equipment is designed to cut downward on avertical plane, whereas on this occasion it was being usedat an oblique angle. The manner in which it was beingused would have generated a lateral force on the disc,causing it to fail (witnesses had previously observed thedisc snagging in the rebar prior to the accident). It alsonegated the effectiveness of the guard; and it would havebeen difficult for an operative to control the saw due itsweight, the angle that is was being used and the positionof the reinforced concrete pile in relation to the operative.

• Where possible, the need to carry out activities such asreducing pile caps or cutting in-situ rebar should beeliminated through the design process. Where it becomesnecessary to cut vertical rebar, the equipment providedshould be compatible with the ergonomics of theworkplace. It may be that croppers or angle grinders aresafer alternatives than equipment such as Stihl saws.

• The operative claims to have been wearing eyeprotection at the time of the incident and that some flyingdebris form the abrasive disc passed under the gogglesand entered the eye.

• The goggles which were manufactured to EN standardwere inspected following the accident and were in order withthe exception of the perimeter foam starting to de-bond oneither side of the bridge of the nose. There were no witnessesto confirm whether the operative or not was wearing eyeprotection, however, if he was then it was either being wornincorrectly or it did not provide sufficient protection.

Contributory factors• The operative, who had a CSCS Construction SiteOperative card, had previously been instructed bysupervisors that only competent persons were to useabrasive discs, however on this occasion he was given thetask by a supervisor without any check on his experienceor competence to perform it in a safe manner. In addition,had the works been effectively supervised it is possible thatthe unsafe manner in which the task was performed wouldhave been observed and stopped.

• There was insufficient planning in the manner in whichthe rebar was to be cut. It was known from previousexperience on site that once the capping beam wasconstructed (on top of the piles) the rebar would protrudethrough the beam and create a tripping hazard. Thedecision was therefore taken to cut the bars before pouringthe capping beam. Stihl saws which are designed to cutsteel were readily available and were provided for this task,however the configuration of the pile in relation to theoperative made them an unsafe tool in this instance. Therewere no specific risk assessments or method statements forthis activity.

The contractor concerned had existing procedures relatingto portable power tools, abrasive wheels and personalprotective equipment, which, if applied in this instance,could have prevented this accident. Subsequent to theaccident a review of these procedures has been conductedand some amendments made to reinforce the principlesfor risk assessments, the provision of the correct equipmentand the competence of equipment users.

EYE INJURY ALERT


SAFETY BULLETINS


This brief is intended for ALL Planners of OTP operations,Site Managers, Supervisors, Machine/Crane Controllersand Machine Operators.

There have recently been a number of incidents wherepoorly constructed on and off tracking points has resultedin damage to the braking system of the On-Tracking OTPPlanners of OTP operations, Site Managers, Supervisorsmust ensure that an approved RRAP is available prior tocommencement of works. Where the on-tracking point isunsuitable, Machine/Crane Controllers and MachineOperators should refuse to on-track OTP until a complianton-tracking point can be established.

All road-rail vehicles should only be on and off tracked atan approved on and off tracking point as detailed in the:

• M&EE COP0007 On & Off Tracking of Road-Rail Vehicles• NWR Standard NR/L2/RMVP/0198 Construction and

Maintenance of On-Track Plant Access Points

An approved on and off tracking point (commonly knownas a RRAP – road-rail access point) should be of sufficientlength appropriate to the type of machine (normally thisis at least 1.5 times the length of the wheelbase wherethe vehicle is required to drive onto the track).

Since 2003, at least eight people have been killed as wellas an unacceptably high incidence of crushing injuriesinvolving telescopic boom MEWPs. Anti-entrapment deviceshave been developed and are becoming widely availableand Ferrovial Agroman believe that the use of anti-entrapment devices should be a mandatory requirement forall Telescopic Boom Type MEWPs.

From the 1st December 2012 it will become mandatory forall contractors’ Telescopic Boom type MEWP’s on FerrovialAgroman sites to have an anti-entrapment device fitted.

Anti-entrapment Device Specification:An anti-entrapment device fitted to the basket of the machineis deemed a minor modification under EN 280 by themachine supplier / hirer. This additional device shall besupplied in addition to any cowl, footswitch or stand-off baralready fitted by the Manufacturer / MEWP supplier, and must:

• Be fit for purpose and reduce the overall risk of entrapment• Have undergone structured and documented field trials

lasting no less than 12 weeks• Have the required warranties and insurances and be

CE marked• Be approved by the owner / hirer for use on site for the

machine to which it is fitted• Have a technical file available outlining the above

Skysiren – Nationwide Platforms retrofitted device andNiftylift with SIOPS PIC: Skysiren device – Pressuresensitive material in front of operator and reset button,RED Klaxon with integrated flashing light.

PIC: SiOPS control panel is equipped to detect anysignificant load on the platforms controls or console, if aload is detected the machine will shut down.

Alternative Systems:Should contractors propose alternative systems, they shallbe asked to confirm and prove suitability and compliancewith functionality and safety standards.

CONSTRUCTIONOF ON TRACK PLANTACCESS POINTS

MEWP (TELESCOPIC BOOM)ANTI-ENTRAPMENT DEVICES

FA Accepted and Compliant Systems:

SAFETY BULLETINS (CONTINUED)

BADUn-secured

timbers, poorlyspaced, resultingin OTP damage

GOODSecured

timbers levelwith therailhead

Skysiren device-Pressure sensitive materialin front of operator and reset button, REDKlaxon with integrated flashing light.

SiOPS control panel is equipped to detect anysignificant load on the platforms controls or console,if a load is detected the machine will shut down.

FA Accepted & Compliant Systems: Skysiren - Nationwide Platforms retrofitted device and Niftylift with SiOPS.

At the end of the summer a two person WSP team withsub consultant ES/COSS support was planning to carryout a scaffold tower inspection of a footbridge over a railline in Worcestershire.

Several weeks of planning had enabled the work to beprogrammed within an existing planned possession. WSPmade an application through Network Rail’s basedplanning system which was accepted and no concernswere raised. Subsequent planning meetings with NetworkRail reviewed the plans but did not raise any queries. Onthe night in question, the WSP team followed protocolswith the ES/COSS, contacting the Network Rail PICOP toconfirm arrangements and get authorisation to proceedto put out the necessary marker boards to delineate theblockade. Having deployed the boards, authority wasgiven by the PICOP to commence works.

Before the inspection team could start the work, a highspeed passenger train came through the worksite smashingthe marker boards and narrowly missing the ES/COSS whohad deployed them. The train came to a halt severalhundred metres past the bridge. Had the scaffold towerbeen on the line with the team engaged in their inspection,it would have been struck by the train at full speed withconsequent major injuries and probable fatalities.

Initial investigations show that there was misinterpretationof complex signalling schematic data used for theplanning, accompanied by failure of checks and reviewsby all parties (internal and external) to identify the error. Ittranspired that the possession had been for a differentsection of the track with similar chainage references somefour kilometres away and that, in fact, there was nopossession at the footbridge location at all.

Lessons• Original error not identified and rectified despite severalchecks and reviews – such safety critical decisions needan external, specific, independent check.

• Where use of complex nomenclature is routine, applyalternative non-technical referencing to enable a ‘sensecheck’ by a non specialist.

• Network Rail’s systems are not error proof – it’s your andyour colleagues’ life at risk; do your own independentcheck and do not merely rely on external checks.

• Where safety critical work is location dependent, ensureES/COSS functions have thorough local knowledge andcan check and confirm task/possession locations.

Earlier in the year at Oakley Embankment, near Kemblestation, a 21t tracked 360 degree excavator travellingunder a domestic 11kv overhead power line failed to lowerthe boom sufficiently and made contact with the overheadpower cable. There was no apparent flash or noiseassociated with the contact and no injuries sustained.

At the time of the incident the machine was exiting the sitehaving previously entered the site under the sameoverhead cable at the same location without incident.

Actions Required.Project Managers must ensure that:

• All staff attend a project/site induction which mustinclude local hazards, and the method of reportingaccidents/incidents before accessing site.

• A risk assessment of the site location captures specificas well as generic hazards and controls. These must betransferred into the WPP/task brief.

• WWPs identify the correct method of reportingaccidents/incidents.

• Site supervision by the contractor is suitable to thedegree of risk involved in the work being undertaken.

• Controls such as ‘Goal Posts’ or other hazard markersare used where plant and vehicles are required to travelunder cables and where the risk of contact exists.

• A trained Banksman is allocated to mobile plant andvehicles where site risk assessment identifies the need forthis control.

• Site personnel involved in ground disturbance work,including sub-contractors, receive the correct briefingand follow it.

OVERHEAD CABLE STRIKE – RIDDORReportable dangerous occurrence

Rail Infrastructure –TrackPossession Major Incident

Direction of travel

P WAY

Approx. route of overhead cable

Location of cable strike duringexit from field

Agreed access /egress route

Excavator drop off collection point

Working Area



HEALTH & WELLBEINGNoise is part of everyday life, but too much noise can causepermanent and disabling hearing damage.

Hearing damage can be:• Hearing loss that gets worse over time• Damage caused by sudden, extremely loud noises, or• Tinnitus (permanent ringing, whistling, buzzing or humming

in the ears).

With hearing damage, conversation becomes difficult orimpossible, your family complains about the television beingtoo loud, you have trouble using the telephone, and you maybe unable to sleep.

Hearing ProtectionHearing protectors are provided by yourcompany to reduce the noise exposurelevel and the risk of hearing loss. They areyour last line of defence against damage,so wear them properly all the time whenyou are doing noisy work, and when youare in hearing protection zones.

Ear defenders:• Make sure they totally cover your ears

and fit tightly• Don’t let hair, jewellery, glasses, hats

and so on interfere with the seal• Keep the seals and the insides clean• Don’t stretch the headband

– the tension is crucial to protection.

Earplugs and semi-inserts/canal caps:• They can be difficult to fit properly, so practiseand get help if you are having trouble• Clean your hands before you fit them anddon’t share them with others• Some types you can only use once, others can be re-usedand even washed (make sure you know which type you have)• For semi-inserts/caps make sure any headband keepsits tension

Report any problems with hearing protection devices or yourhearing straight away to your line manager.

Remember: hearing loss caused by work is preventable butonce your hearing has gone, it won’t come back.

Further information can be found by accessing:www.hse.gov.uk/noise

NOISE AND HEARING DAMAGE

This is the outcome of a collision involving a van driven bya worker and lorry which was in front of him while he wasreturning home from a night shift.

Luckily nobody wasinjured. The root causewas that for personalreasons, the worker hadnot taken sufficient restduring the day prior tohis night shift.

The outcome of this collision could have been very different!Make sure that you or your passengers aren’t next.Actions Required:All workers must understand and act on the following, nomatter what shift they are planned to work on:• It is YOUR responsibility to take adequate rest beforeyour shift so that you arrive fit for work and also for thejourney home.• You should make sure that you are in a fit state to drive,both mentally and physically. Assess how you feel beforeyou set off and while you are driving.

• Warning signs to look out for are: poor concentration(including wandering thoughts); inability to rememberthings you’ve just done, seen, or heard; failure to respondquickly to changes in your surroundings or situation andpoor logic and judgement (including taking risks youusually wouldn’t take).• Raise concern with the Works or Project Manager if youfeel unwell or are concerned about your alertness becausethere are options (s)he can take or can escalate to on-callto ensure your safety and that of other people.• If you feel tired during the journey, stop and have a sleepin a safe place (services, lay-by etc.). Note: the hardshoulder of the motorway is not a safe place to stop andsleep – in any circumstances.

Note: there are things that make you feel like you haveincreased your alertness, such as drinking coffee, windingdown the window and playing loud music, however, theseare ineffective and so should not be used as a substitutefor proper rest.

Managing Fatigue – What Can Happen if YOU Don’t!


Network Rail is smoke free

www.smokefree.nhs.uk for help and information about stopping smoking.

BALLAST DUSTThings you should consider when working with ballast ornear ballast dust:

Hazards and Risks:1. When the ballast is disturbed (e.g. during ballast unloading

or ballast tamping) it creates fine particles (dust)2. Ballast dust contains small quantities of Respirable

Crystalline Silica (RCS). Breathing in this dust at highconcentrations over prolonged periods of time maylead to the development of an illness known as Silicosis.

3. RCS can affect your lung tissue and can lead tobreathing difficulties.

You should consider while working:1. Dust created by your own work activity2. Dust created by other worksites close to you e.g. on

adjacent lines3. High concentrations of dust building up in confined

spaces (such as tunnels)4. Weather conditions; dry, hot and windy conditions can

promote and increase dust concentration levels in thework area, but remember, wind conditions may alsoreduce concentrations of dust if you can work up-wind

Control Measures:1. If you are not working directly with ballast, then move

clear of that area2. If you are in charge of the work instruct those who

don’t need to be there to move clear3. If you are in a machine cab keep the door and

windows closed4. If you work in dusty environments on the track, wear

appropriate Respiratory Protective Equipment (RPE)5. Only use RPE allocated to you and ensure it is in

good working order and use it in accordance toyour training

6. If you are unable to create or maintain a good sealbetween your face and RPE, report it to the personin charge

7. If the dust is excessive in the working area, stop workingand invoke the Worksafe Procedure.

The McGinley Safety Department would like to thankCaroline Meek (NDS) and the BDWG for the informationprovided in this brief. For more information visitwww.safety.networkrail.co.uk


MCGINLEY SUPPORT SERVICES

John JebsonHead of Safety07816 442672

Allan CharnockSafety Officer(LU, Civils and Crossrail)07814 923616

Mick KielyLU Area Manager07557 014625

Derek McNeillOperations Manager(Wales and WesternRegion - Rail & Metro)07815 154717

Marc BoothOperations Manager(National – Civils)07816 442765

Andy SaundersProject Manager(Electrification &Signalling)07966 144316

Paul RanceHead of ProfessionalStaffing07817 403642

McGinley Support Services is one of the UK's largestspecialist recruitment businesses providing theInfrastructure sector with permanent, contract andtemporary staff of any type, at all levels. Consultingand recruiting since 1979, we now help customersacross the infrastructure in Rail, Metro, Roads,Energy, Telecoms, Water, Waste, Ports and Airports.Over years the company has developed solutionsthat can help maintain optimum levels of staff andoperatives whether the company is a contractor, assetmanager, consultant, owner or operator connectedto the UK infrastructure.

Our main locations allow us the national footprintwe need to service projects and infrastructurenetworks. Our policy is to supplement this with localsatellites within customer offices, or in the vicinity ofmajor projects and transport hubs so that we canmeet local employment objectives. We believe thatby maintaining a flexible location strategy we canmake a difference to local communities and, at thesame time, provide a support network to ensure thatthe people needed are delivered.

ABOUT McGINLEYSUPPORT SERVICES

KEY CONTACTS

Ty QureshiHealth & Safety Manager07976 313569

Sam KnightWorkforce SafetyOfficer07827 349133

Graham EllisTraining & DevelopmentManager07971 867823

Jimmy RitsonOperations Manager(London & South EasternHome Counties - Rail &Metro) 07974 789715

David AdamsOperations Manager(Midlands, North Wales,North & Scotland – Rail &Metro) 07703 649366

Grant FieldhouseContracts Manager(MISL Minor PackageWorks, National)07970 336431

Gemma Palmer-GreenwoodHead of Compliance07817 404413

Head OfficeGround FloorThe Edward Hyde Building38 Clarendon RoadWatfordWD17 1JW

t: 0845 543 5953f: 0845 543 5956

e: [email protected]: www.mcginley.co.uk

AirdrieOffice 8Airdrie Business Centre1 Chapel LaneAirdrie ML6 6GXt: 01236 439540

AyleshamService Centre for WeldingMiners Way Business ParkMiners WayAyleshamKent CT3 3AWt: 01304 840544

AyleshamMiners Way Business ParkMiners WayAyleshamKent CT3 3AWt: 01304 840544

CardiffService Centre for WeldingUnit 16Moy Road Industrial CentreTaffs WellCardiff CF15 7QRt: 029 2025 0800

CardiffUnit 16Moy Road Industrial CentreTaffs WellCardiff CF15 7QRt: 029 2025 0800

HeathrowAbbey Business CentreAbbey House450 Bath RoadWest Drayton UB7 OEBt: 020 8757 8686

Leeds74 KirkgateLeeds LS2 7DJt: 0113 242 0940

Manchester2nd FloorCenturion House129 DeangateManchester M3 3WRt: 0161 266 1111 (reception)t: 0161 266 1906 (direct)

PlymouthPlymouth Service Centre Suite 1Hyde Park HouseMutley PlainPlymouth PL4 6LFt: 01752 255244

PortsmouthUnit B1 & B21st Floor OfficesCumberland Business CentreNorthumberland RoadPortsmouthHants PO5 1DSt: 023 9277 8030

RuncornStanley Chambers76 High StreetRuncornCheshire WA7 1JHt: 01928 502000

SheffieldAsset.McGinleySuite 6, President BuildingsSaville Street EastSheffield S4 7UQt: 0114 2413 440

Surrey QuaysService Centre for LUUnit 32, St Olavs CourtCity Business CentreLower RoadLondon SE16 2XBt: 020 7231 8303

TamworthFirst Floor The StablesThe Hermitage Business Park Hermitage LaneBirchmoorTamworth B78 1HSt: 01827 891900

Warrington Service CentreOffice 110Dallam CourtDallam LaneWarrington WA2 7LTt: 01925 422980

WatfordService Centre for RailGround FloorThe Edward Hyde Building38 Clarendon RoadWatfordWD17 1JWt: 0845 543 5953


SERVICE CENTRES

Head OfficeGround FloorThe Edward Hyde Building38 Clarendon RoadWatfordWD17 1JW

t: 0845 543 5953 f: 0845 543 5956e: [email protected]

McGinley Support Services Limited

www.mcginley.co.uk

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