safety in rail - issue 33

NEWSLETTERSAFETYINRAIL

What you can expect inside:

•Usage of RCIs

•London Underground Feature

•Recycling Batteries

•Safety Bulletins

www.mcginley.co.uk

ISSUE 33

120543 Mcginley SS Safety In Rail_Layout 1 06/05/2011 11:17

02 SAFETYINRAIL ISSUE: 33

What Did You Put Right Today?Close Calls: ‘An incident that had the potential to cause injury or damage’.

Most are the result of well intended acts.

See it, Sort it, Report it.• Speak to your Line Manager

• Contact a member of the Safety Team• Call Confidential Hotline: 07976 935728

Who Decides The Outcome? The severity of an injury is purely down to luck.

Leadership Planning Compliance Consequences

Mobile tower scaffoldmissing horizontal brace

and tied with tape.

Plant and equipment inpoor/ dangerous conditionand need replacing/ repair.

Gates/ fencing left open inbusy public areas.

Walkway over gap doesnot give adequate edge/

fall protection.

Choosing to risk their personal safety to get

the job done.

Live cables covered withcardboard and tape.

SAFETYINRAIL

Major Injury/ Significant Damage

Train stopped for 6 hoursdue to 33 kva cable strike.

Cost of £500,000

Over 3 Day/ Minor Damage

33 kva cable strike. Operative suffers 2nd degree burns.

Over 3 day injury.

Minor Injury/ Insignificant Damage

Operative strikes outer insulation of 33 kva cable causing coolant oil leak

Near Miss/ Non-reportable Incident

Strikes to lighting, water, telecoms, electrical cables.

Fatal/Dangerous Occurrence

33 kva cable struck: Operative suffers 80% burns.Dies 3 days later in hospital


The last few months have been extremely busy forMcGinley Support Services and its many divisions,with turnover growth of 33% on the same quarter last

year. We are immensely grateful to our staff and workers fortheir sterling efforts and professionalism, and are proud tosay our workers always strive to deliver and exceedexpectation. Our joint attitude to safety in the rail workplaceand our work ethic has already been recognised many timesthis year and we thank all concerned. McGinley SupportServices is also pleased to announce two divisions that willenhance our service offering to our clients: McGinleyTechnical, who will deal with the middle management andadministrative side of our rail and construction sectors; andMcGinley Corporate Solutions, who offer a specialisedbespoke service for senior appointments. For further detailsplease call Patrick O'Reilly on 07815 887995 or Paul Rance on07817 403642 respectively.

Good news for all OLE staff was the securing of the‘Isolations & OLE Support Contingent Labour Contract’ fromNetwork Rail. We are now covering the following areas:

• Anglia OHL• OCR Team OHL• Kent OHL• Western OHL• Midland & Continental OHL• LNW South OHL• LNW North OHL• LNW 3rd Rail

This will ensure continued work delivered through JSB McGinley for the foreseeable future. For more informationvisit www.mcginley.co.uk/jsb

MCGINLEY NEWS

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

CONTENTS

MCGINLEY NEWSpage 3

ACCIDENT ANALYSIS page 4

NEW NETWORK RAIL POSTERS page 5

USAGE OF RCIspages 6-7

SAFETY BULLETINS pages 8-11

LONDON UNDERGROUND FEATUREpage 12-14

RECYCLING BATTERIES page 15

ARE YOU KEEPINGUP TO DATE WITH

THE LATESTAGENCY WORKER

REGULATIONS?Visit

www.mcginley.co.uk/awrfor more info...


Period 1 - 20102(5%)

Period 13 - 20094(8%)

Period 12 - 20104(11%)

Period 11 - 20107(19%)

Period 2 - 20102(5%)

Period 3 - 20103(8%)

Period 4 - 20101(3%)

Period 5 - 20101(3%)

Period 6 - 20103(8%)

Period 7 - 20104(11%)

Period 8 - 20102(5%)

Period 9 - 20104(11%)

Period 10 - 20101(3%)

IN THE NEWS

The requirements of our customers areforever moving – it is therefore importantto us to maintain a flexible workforce andensure we have suitably qualified individu-als available for placement on a tempo-rary, contract or permanent basis.

Those available for deployment withinthe next month are as follows:

Total trackworkers: 2,159

Total safety critical workers: 814

Assessments & training courses undertaken in the last 3 months:

Training courses run: 158 courses

Total cost of training: £97,598

Assessments completedExternal: 20Internal: 38

STAFFAVAILABILITY

Month Total Accidents / Accident Category RIDDORYes/No

Period 12 2010 Total Network Rail Accidents in month: 4Hit by a moving, flying or falling object NInjured while handling, lifting or carrying YContact with moving machinery, or material being machined NInjured while handling, lifting or carrying N

Period 11 2010 Total Network Rail Accidents in month: 7Hit by moving, flying or falling object YSlipped, tripped or fell on the same level NInjured while handling, lifting or carrying NContact with moving machinery, or material being machined NSlipped, tripped or fell on the same level YHit by a moving, flying or falling object NHit by a moving, flying or falling object N

Period 10 2010 Total Network Rail Accidents in month: 1Exposed to, or in contact with a harmful substance N

Period 9 2010 Total Network Rail Accidents in month: 4Hit by a moving, flying or falling object NInjured while handling, lifting or carrying NAnother kind of accident YSlipped, tripped or fell on the same level N

Period 8 2010 Total Network Rail Accidents in month: 2Slipped, tripped or fell on the same level NHit by moving, flying or falling object N

Period 7 2010 Total Network Rail Accidents in month: 4Another kind of accident NSlipped, tripped or fell on the same level NSlipped, tripped or fell on the same level NHit by a moving vehicle N

Period 6 2010 Total Network Rail Accidents in month: 3Hit by a moving, flying or falling object NSlipped, tripped or fell on the same level YHit by a moving, flying or falling object N

Period 5 2010 Total Network Rail Accidents in month: 1Injured while handling, lifting or carrying N

Period 4 2010 Total Network Rail Accidents in month: 1Another kind of accident N

Period 3 2010 Total Network Rail Accidents in month: 3Hit by a moving, flying or falling object NSlipped, tripped or fell on the same level NSlipped, tripped or fell on the same level N

Period 2 2010 Total Network Rail Accidents in month: 2Hit by a moving, flying or falling object NInjured while handling, lifting or carrying N

Period 1 2010 Total Network Rail Accidents in month: 2Hit by a moving, flying or falling object NAnother kind of accident N

Period 13 2009 Total Network Rail Accidents in month: 4Another kind of accident NAnother kind of accident NHit by a moving, flying or falling object NSlipped, tripped or fell on the same level N

ACCIDENT ANALYSIS - 2009/10



NEW NETWORK RAIL POSTERS




MAIN ARTICLEUSAGE OF RCIsUnsafe Practice of Isolating or Using RCI in Wrong ModeFollowing another industry incident involving the overturning ofa RRV while undertaking a lifting operation, this alert is to remindMachine Operators and Machine/Crane Controllers of theimportance and legal requirement of ensuring the Rated CapacityIndicator (RCI), including red/white indicator light, is functioning correctly.

The RCI must not be isolated and must be turned to the correctmode when lifting operations are being undertaken. The RCI mustalso be used in the dig mode when excavating. All excavator cranesmanufactured and re-certificated to RIS1530PLT issue 2 now have a data logger fitted that records all functions of liftingoperations. The downloading of this device following an incidentwill identify whether the RCI was being used correctly. Ifdeliberate misuse of the RCI is proven this will not only result inyou losing your job but could, in certain circumstances, result inyou as an individual facing possible legal prosecution.

What is a Rated Capacity Indicator (RCI)?A device that is set up to give visible and/or audible warning whena crane is nearing the limit of its capacity.

NOTE: This was also previously known as an Automatic SafeLoad Indicator (ASLI).

Lifting operations shall only be undertaken with the RCI or othersafety devices fully functioning, i.e. it should not be turned off,overridden or disregarded.

When using attachments, except where the attachment isspecifically mentioned on the Certificate of EngineeringAcceptance for use with the vehicle, the attachment shall betreated as a load, i.e. the RCI shall be switched on and operational.

Where there is the facility to lock the load limiting device or RCImode on the OTP, then the Crane Controller shall check that thecorrect mode is selected for the site conditions. The CraneController shall then take the key from the OTP and retain it untilsuch time as there is a requirement to alter the settings or theOTP is to transit to another area to work, at which time the keyshall be returned to the Machine Operator.

Example of RCI

Important to noteIn the event of a RCI failure during work on site, then provided thatall of the relevant capabilities are known and are within the limitsof the lift plan, the lifting operation may continue in order tomake the track/worksite safe. No further work shall be undertaken until the RCI has been repaired, tested andcalibrated after which the lifting operation can continue.

Examples of RRV excavator cranes

Operator has to select either:1 = Road2 = Level Rail (0 - 50mm cant)3 = Cant (50 -150mm cant)Amber warning and buzzer in cab @ 95% of Safe Working Load (SWL)Red warning and overload alarm @ 105% (audible externally)If the overload alarm sounds the Crane Controller must cease thelifting operation immediately and reassess the lift.

Newer RCI units have ‘motion to cut’

Safe Working Load reached

CASE 998

COLMAR T10000

COLMAR T4300(with extendingcounterweight)

Blue lightto indicateif RCIis turnedon andfullyfunctional.

Safe Working Load exceeded (overload)

Red lightindicatesRCI off, instandbyor overload.White lightindicatesliftingwithin SWLfor duty.



RCI Audible and Visual WarningsTo prevent the RCI from being isolated, a modification isbeing fitted to all GM/RT 1300 machines to respond in thesame way as RIS-1530-PLT machines, i.e. the warningalarms sounding continuously if the RCI is isolated. Thisis designed to stop the RCI from being isolated placing themachine in an unstable position. Operators are remindedthat it is an offence under the Health and Safety at WorkAct 1974 Section 8 to isolate the RCI when carrying outnormal lifting operations, or to hide the warning lights:

‘No person shall intentionally or recklesslyinterfere with or misuse anything providedin the interests of health and safety or welfare in pursuance of any otherstatutory provisions’.

Due to the severe nature of this safety issue, disciplinaryaction will be taken against any operator, if followinginvestigation, they are found to be using a machine withthe RCI in the isolated position. This may lead to dismissal.

REMEMBER IF IT IS NOT SAFE DON’T DO IT

BUT IT MAY NOT BE SO SIMPLE

Background:It has been discovered during a recent investigation into an RRVoverload occurrence, that the external audible warning alarmsmay not be heard by personnel involved in or working adjacentto lifting operations.

An audible warning, where such a device is fitted, is triggered in theevent of an OTP lifting over capacity. In some circumstances thiswarning may not be heard by those in the vicinity because the volumeof noise created by the OTP is louder than the warning alarm or insome cases there is no external audible warning mechanism fitted.Note: On older pre 1530 issue 2 machines an external audiblewarning was not a mandatory requirement.

Action to be taken:All personnel who may be working in the vicinity of a Road Rail ExcavatorCrane lifting operation (i.e. Crane Controllers, COSS, ES, slingers etc)must be alerted to the possibility of the RCI external audible alarm beingof insufficient volume to be heard during an overload occurrence.Therefore, before lifting operations begin on all Road Rail ExcavatorCranes, the Crane Controller & OTP Operator must agree:

1. To create and make all personnel aware of an exclusion zonewithin the vicinity of the work site. All personnel should also be made aware of the method of warning and when it willbe applied (E.g.: movement and lifting operations of RoadRail Excavator Cranes).

2. The Crane Controller must record the information from theabove on the appropriate work documentation.

OTP Rate Capacity Indicator Overload (RCI) External AudibleWarning Alarms


SAFETY BULLETINS

Fire on a Mobile Elevating Work Platform (MEWP)

Independent Lighting Tower -Minor ElectrocutionA recent incident occurred at Scunthorpe, where a member of staffwas manipulating one of the light heads on an independent lightingtower. With the power switched on to the lighting head and whilst

manipulating the angle of thelighting head, the member of staffreported that he received an electricshock. Fortunately, although anunpleasant experience, the memberof staff was not seriously hurt.

The equipment (which has onlyoperated for a total of 20 hours sincenew) has been examined, but thereis no obvious defect.

However, the lamps used in thelighting heads require a high voltage on start-up (nominally700Volts). As it was raining at the time of the incident, it is thoughtthat a high voltage leakage, similar to that experienced with ignitionleads on a car engine, was the cause of the electric shock.

Personnel are forbidden to alter or touch any ofthe lighting heads with the power switched on.Lighting heads should be manipulated into therequired position before switching the power on.

A recent incident occurred on a work site, where a MEWP caughtfire. At the time of the fire two men were in the MEWP basketcarrying out concrete repairs. They were alerted to the fire byanother operative in the vicinity and they were able to lower thebasket to approximately 2m above the ground before the emergencylowering controls failed.

The Attendant Operative used a ladder to allow the operatives to escape from the basket uninjured. The cause of the fire is still under investigation and further details will be released whenthey become available.

• All MEWPs must be supplied by approved hirers only.

• Inspect all MEWPs to ensure they are in good order, and that theyare in date for their routine maintenance, and in date for theirstatutory thorough examination

• Carry out the daily pre-start checks, and pay attention to the enginecompartment: there should be NO evidence of fuel or hydraulicfluid leakage, and no rags, papers or other loose combustiblematerials in the engine compartment.

• Always operate a MEWP with an Attendant Operative on theground, who is familiar with the emergency procedure and controls.

• Ensure that a fire extinguisher is within easy reach of the GroundOperative.

• Ensure the MEWP is positioned so that the operator on the groundalways has easy access to the emergency controls.

Don’t Mess With Your Safety!

The first issue of the Near Miss/Close Callprocedure booklet was sent to all COSSs on thecompany-sponsored list earlier this year. To dateonly one report has been received so far and thatwas an un-amusing ‘prank’. Please note that this procedure was put in placeto further improve the safety of your workplaceand help us reduce the number of accidents thatare occurring, and as such should be regardedwith all seriousness.These booklets should only be used to record anear miss or close call so that we can try to bringin measures and improve safety so that it won’thappen again.Would you want the safety of YOUR sitein the hands of this prank reporter?



URGENT SAFETY BRIEFING NOTE FOR USING MEWPAt 07:41 on Sunday 27th March 2011 aLinesman suffered severe burns to his armsand upper body after contact was made withlive 25kv overhead line equipment. Theinjured person was working from a MobileElevated Work Platform (MEWP) at Hendon inNorth London.

It is understood that the Linesman was workingwithin a possession with isolation of the overheadline. However during the work, equipment theoperative was using is believed to have come intocontact with, or close proximity to, live overhead lineequipment on the adjacent siding.

The injured person was airlifted to Chelsea andWestminster hospital. He has undergone skin graftsand is currently in a serious condition.

The accident is currently under investigation therefore the full facts are not yet known.However in the interim it is important to note the following general reminders:-

• Always check that you know the limits of protection for your work area

• Don’t start work without a pre-work safety briefing

• If you do not understand your pre-work safety briefing, ask questions

• If at any stage during your task you become concerned about the safety of the activity,stop work and raise concern with your supervisor

• Always report situations that you feel are unsafe, you will be fully supported in yourdecision to stop work if you need to do so.

NOTE TO ALL:

These general reminders apply to all work situations, not just those where overheadline is present. Please use this opportunity to reflect on your own work situations.


ISOLATED OLE

LIVE OLE

AREA OF CONTACT WITH OLE


SAFETY BULLETINS (CONTINUED)


EXPOSURE TO LIVE RED BONDS

NEAR MISS WITH TRAIN INVOLVINGBALFOUR BEATTY STAFF AT KESWICK

Balfour Beatty Rail Projects recently experienced an incident during

the replacement of life expired rail at a depot siding. Two agency

track workers were exposed to electric arcing when Red Bonds were

removed from the rail. The Red Bonds associated with an OHL

25kVA single phase transformer were unmarked. The Red Bonds for

the transformer were also not diversely routed to two different

tracks as required by the specification. Fortunately only minor

injuries were experienced in a situation with a high potential for

electrocution. A principal investigation into the incident has begun

and further information will be communicated on completion.

BE AWAREEmployees are reminded to apply extra vigilance whenworking around any electrically energised source.

• Red Bonds can only be removed and reinstatedby authorised personnel.

• If you have any queries or concerns STOP workand seek clarification.

• If in doubt ASK.

The photograph shows the feeder cable troughingbetween the OHL structure and adjacent 25kVAtransformer and the two Reds Bonds (painted postincident) involved in the incident.

Do not work or go on or near the line withouthaving a Safe System of Work in place and a SafeSystem of Work Pack.

In accordance with NR/L2/OHS/019 Safety of People Working On orNear the Line, all work (including walking as a group) on or near theline must have a Safe System of Work Pack. The Safe System of Work Pack is there to support the rule book requirement to providean effective Safe System of Work to mitigate the risk of peoplebeing struck by trains.

On Wednesday 9th March two members of Balfour Beatty staff wereinvolved in a near miss with a passenger train travelling fromCambridge to Norwich.

The two members of staff were undertaking a site walk betweenKeswick Crossing and Cantley Road underbridge. The individualswere standing in the four foot of the road the train was on as thetrain approached at line speed of 75mph. The train driver appliedhis brakes and sounded his horn as a warning. The staff, who werenot working under lookout protection, moved to a place of safetyonce the driver had sounded his horn.

While this incident is currently being investigated it has been foundthat the staff involved were on the track without the required SafeSystem of Work Pack and had not adequately planned their SafeSystem of Work.



Positioning of Vortok Fence Brackets

PANEL AND RAIL GRAB – HAND OPERATED CONTROL VALVEThis safety alert, originally issued in 2009,has been re-issued to raise staffawareness in the safe operation of thehand operated control valve fitted topanel and rail grabs. When using this typeof beam the valve has to be secured in the‘green’ position in normal operation.

It must be noted that any powered lifting accessory supplied hasthe option to release the rail/panel while not grounded, then thefacility to change to-from this safe mode has to be locked off bythe Plant Owner prior to supply.

If, in exceptional circumstances, there is a need to use this type of beam with the valve set to “red” there must be adocumented Safe System of Work describing how the risk ofunintentional release of the load is to be controlled. The PlantOperator will be supplied with the appropriate key and on unlocking,must record such in the lift plan with the Crane Controller. Oncompletion of the task the lock must be reinstated.

The positioning of a Vortok fence bracket near Gower Street caused a Track Circuit Failure (TCF) when thebracket detached, slid under the rail and then came into contact with an IBJ (see photos below).

All personnel should be briefed about the causes of this TCF and make them aware that no metal objectssuch as Vortok fence brackets should be positioned where they could come into contact with an IBJ.

Setting the beam for use

Setting the hand operated control valveThe picture on the left shows two positions signified by colouredbands painted on the body of the device. This control sets theoperating mode of the lifting beam.

Green Zone OperationWith the handle of the control valve set over the green band, thesafety valve comes into operation. This special valve prevents thejaws from being opened or closed whilst the load is being carriedabove the ground, in other words, the beam and its load mustbe put down before the jaws can be moved.

To check the operation of the safety valve, place the beam onthe ground and operate the jaws then lift the beam and tryagain. The jaws should not now operate.

Whenever possible, use the beam with the control lever set tothe GREEN position to prevent inadvertent release of the load.

Position of fencebracket attachedto rail at IBJ –the trough lidwas placedunder the rail byNR maintenancewhen the TCFwas noted.

Re-positionedfence bracketaway from IBJ.


UNAUTHORISED ACCESS TOTHE TRACK FOR CABLETHEFT, AND/OR VANDALISMThere has been a significant increase in incidents of holes cut anddamage to fences along with trespassing on railway land andbuildings. There have also been two significant cable theft incidentsrecently and police information suggests this is on the increase andwe need to be extra vigilant.

The threat to the railway is not limited to the perpetrators cuttingthe fences. If the boundary is left insecure then members of thepublic, children and animals can inadvertently access the trackwith disruption to service and possibly tragic results.

The UK national threat assessment is currently Severe, and it maybe possible that fences are being breached for reconnaissance for possible terrorist activity although no specific threat has yet been identified.

INSTRUCTIONIf you spot a defect in the boundary fence, please report itimmediately via the Fault Reporting System, to arrange for itsimmediate repair. It also needs to be reported via the IncidentReport System (IRF) on Auto 4445 for further investigation.

• Whilst undertaking your normal duties remain alert to ourboundary fences and gates being subject to vandalismand damage.

• Identify exact location of any hole or damage and report as afault to the Tube Lines Control Centre giving sufficientinformation for operatives to be able to identify location.

• Quickly assess to see if anybody is on or near the track. If theyare then from a suitable place of safety stop all rail traffic usingrecognised emergency procedures.

• Temporarily secure the fence if possible, marking the defectlocation or if this is not possible wait until a Fencing Repair Teamcan attend and repair the damage - this is especially importantduring school holidays or high risk locations such as parks, schools or fields which may hold livestock etc.

ASSETS CONTAMINATED BYHUMAN WASTESeveral locations across the network are repeatedly beingcontaminated by human waste such as urine, faeces, used sanitaryproducts and partially eaten food. At another location used chewinggum is being repeatedly fixed to tunnel telephone wires which coulddamage or prevent its use in an emergency situation. Typically thisoccurs in tunnel sections near train signals, sidings, and disusedtunnels and cross passages.

The depositing of any human or food waste is unacceptable behaviourand puts the health of all staff, contractors and passengers at risk.Interfering with or damaging safety critical equipment is a seriousdisciplinary offence.

Some of the diseases that can be caught from human wastes or watercontaminated with these wastes include:

HIV/Aids, Hepatitis A, B & C, Campylobacteriosis, Cryptosporidiosis,Escherichia Coli, Diarrhoea, Encephalitis, Gastroenteritis, Giardiasis,Methaemoglobinaemia, Poliomyelitis, Salmonellosis, Shigellosis,Paratyphoid Fever, Typhoid Fever, Yersiniosis, Cholera and Dysentery.

The depositing of any human or food waste also increases rodentactivity as it provides a food source, and further increases the risk toall track staff from rodent activity and especially from Leptospirosis.

INSTRUCTIONAny staff encountering human waste need to report it via the FaultReporting System to arrange for its safe disposal and disinfectionof the area to minimise risk. Contaminated locations need to bereported via the Incident Report System (IRS) on Auto 4445 forfurther investigation.

• No food should be taken into the track environment.

• Gloves suitable for the work being undertaken to be worn at all times.

• Any wounds to be covered up at all times.

• Avoid contact between hands and face, especially the mouth and eyes.

• Thorough washing of hands using hot soap and water at the end of each shift and before eating, drinking or smoking is essential.


LONDON UNDERGROUND

For more information, visit

www.mcginley.co.uk



This safety alert is aimed at those people planningstorage and those people responsible for storage onsite. Its purpose is to raise awareness of the windeffects that can occur in tube tunnels and is areminder that anything stored trackside needs to beappropriately secured to prevent movement.

Trains moving in tube tunnels can induce gale tohurricane force winds that can cause unsecuredmaterials and equipment to move into the path oftrains and risk derailment. Mile End derailment wascaused by a roll of fire retardant material weighing40kg being sucked onto the track (photo). Therehave also been incidents where trains have struckitems such as storage bins, water butts/containersand plywood sheets that have been blown/suckedonto the track. Wind speed measurements weretaken following the Mile End derailment andfollowing an incident where plywood sheets wereblown onto the track near Kennington station. Theresults are shown against the Beaufort Scale (landbased) to help provide an appreciation of the forcesthat the wind generates.

GALE TO HURRICANE FORCE WINDS - WIND EFFECTS IN TUBE TUNNELS

Force MPH Description Specifications for use on land

0 0 – 1 Calm Calm; smoke rises vertically

1 1 – 3 Light Air Direction of wind shown by smoke drift but not wind

2 4 – 7 Light Breeze Wind felt on face; leaves rustle; ordinary vanes moved by wind

3 7 – 10 Gentle Breeze Leaves and small twigs in constant motion; wind extends light flag

4 11 – 16 Moderate Breeze Raises dust and loose paper; small branches are moved

5 17 – 21 Fresh Breeze Small trees on leaf begin to sway; crested wavelets form on inland waters

6 22 – 27 Strong Breeze Large branches in motion; whistling heard in telegraph wires; umbrellas used with difficulty

7 32 – 38 Near Gale Whole trees in motion; inconvenience felt when walking against the wind

8 39 – 46 Gale Breaks twigs off trees; generally impedes progress

9 47 – 54 Severe Gale Slight structural damage occurs (chimney-pots and slates removed)

10 55 – 63 Storm Seldom-experienced inland; trees uprooted; considerable structural damage occurs

11 64 – 72 Violent Very rarely experienced: accompanied by wide-spread damage

12 73 – 93 Hurricane

60mph (max)measured in crosspassage near Mile

End station

87mph (max)measured in cross

passage nearKennington station



LONDON UNDERGROUND

GAS FLAME DURINGEXCAVATIONBackgroundOn the 13th October 2010, as part of the Victoria Station UpgradeUtility Diversion Project, Morrison Construction, working onbehalf of Thames Water were making the final connection on aPE pipe in an open T shaped trench approximately 800mm deepin a large fenced off area in Wilton Road, Victoria.

They were welding a sub flange on a previously laid stub pipeusing an electro fusion process. During the operation a short jetof flame was released from the stub flange pipe. On furtherinvestigation it was found that five days earlier (08/10/10)National Grid Gas had undertaken a gas repair (not related tothe project) within one metre of the Morrison Trench. Havinginvestigated all possible reasons for the flame, the conclusion isthat gas had leeched into the empty stub water pipe and sat atthe low point of the stub pipe until the fusion weld ignited it whenthe coupling reached temperature.

The exact method of entry is not clear as the stub pipe wascapped at the time of the gas leak to prevent debris and vermininto the pipe (but was not gas tight). There was no fault foundwith the electro-fusion equipment and the gas monitor in thetrench did not detect any gases in the excavation or at any timeduring the works.

LESSONS LEARNT: In future where there is any pipe work leftopen (that has not been sealed air tight) it should be purged as aprecaution before any future work takes place.

SAFE STORAGE OFHAZARDOUS ANDPOLLUTING CHEMICALSDuring a recent site inspection a number of hazardous andpotentially polluting chemicals were identified in a disused storagearea near Woodside Park Station on the Northern Line.

The control of the site was unclear leading to drums of differing sizesbeing abandoned in various states of corrosion containing clearlylabelled hazardous products including the following: Irritant, VeryToxic, Toxic, Harmful, Corrosive, Dangerous Substances & Chemicalsand Environmentally Hazardous & Marine Pollutants.

They were all stored without the benefit of bunding in the open withaccess to trespassers and exposed to the weather which will havedamaged the contents. The cost of the incident was considerable andcosts for safe disposal along with the risk of prosecution by theEnvironment Agency along with replacement wholly avoidable if theyhad been correctly stored.

INSTRUCTIONAll chemicals must be secured in a suitable bunded store/container. Depending on chemicals/products that are stored theymay need separating into flammable or other type of stores.

• COSHH and other documentation must be available along withemergency procedures, a suitable spill kit, and emergency PPE.

• Consideration needs to be given to the type and hazardsassociated with products in use and keeping the absoluteminimum on site.

• Accurate estimating is essential as disposal of part-usedcontainers can be significant – consider finding other users orreturning to stores for re-issue.

Pipes before welding

Completed connection

HAVE YOU TRIED THE NEW...Online Recruitment Cost Calculator

Recruitment prices atthe click of a button!

www.mcginley.co.uk



RECYCLING BATTERIES

In the UK, only about 3 to 5% of all household batteriesare recycled. Most old batteries finish up in landfill,where they can leak harmful chemicals into the soil. You can help tackle this problem by recycling yourbatteries anywhere you see the ‘Be Positive sign’.

Where to recycle unwanted batteriesMost supermarkets and shops that sell batteries will havecollection bins for used batteries. Some town halls, libraries orschools may also set up collection points. Look out for the BePositive signs in shop windows and in stores to find thesecollection points. Several local councils already collect batteriesin the doorstep recycling collections, or provide bins at local wasteand recycling centres. Check with your local council to find outwhat battery recycling choices are available in your area.

Examples of batteries that can be recycledMany of the items you regularly use at home or work willrun on batteries. Batteries from all of the following itemscan be recycled:

Car batteries are treated as hazardous waste. They mustnot be put with your household waste. They can berecycled at garages, scrap metal facilities and all localcouncil waste and recycling centres.

•Mobile phones•Laptops•Watches•Hearing aids •Torches

•Cameras•Cordless power tools•Razors•Electric tooth brushes

RTITB OPERATOROF THE YEAR

McGinley Support Services is proud to announce that anemployee, Peter Rowling, has made it through to the ScottishNational Final of the RTITB Operator of the Year Competition.

Peter’s excellent work and skill as an operator is a testamentto himself and makes him a superb attribute to our workforce.

We wish him all the best in the finals and hope he can leavethem victorious!


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


safety in rail - issue 33

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