safe by choice ….not by chance
TRANSCRIPT
Safe by choice ….not by chance 02380 742222 [email protected] www.dyerandbutler.co.uk
We’ve done it…!!!
On the 14th of January 2018, Dyer & Butler passed a significant milestone in our health and safety journey and it is truly a pleasure and an honour to report that as of this date, we have completed 12 months of work without incurring a reportable accident (i.e. the type of accident that must be reported to the Health and Safety Executive).
As a result of this the marker that we use to demonstrate our accident frequency rate stands at zero.
More importantly, this achievement must be viewed in terms of what we have accomplished with regards to the reduction in injuries, pain, suffering and hardship that could have resulted from our activities. This is the true marker of our safety culture, a belief that all accidents are preventable, and that you and those working around you can choose to be 100% safe.
Whilst this is a fantastic achievement that has only been achieved through the hard work, dedication and vigilance of our employees, we cannot become complacent as our worksites have not been completely free from accidents and incidents.
Lost time accidents, minor accidents and incidents (such as service strikes) are all still a regular occurrence on our sites and we must do more to prevent these type of events.
Therefore, please continue to inspect your sites, report close calls and near misses and ensure that your teams are well briefed on the risk controls that are in place on your site. And don’t forget, if you truly believe that what you are being asked to do is unsafe and that
someone is at imminent risk of injury or harm, then you must stop work and invoke the work safe procedure by contacting a member of the SHEQ Team. The matter will then be investigated so that we can review the safe system of work to ensure that the correct safety control measures are put in place.
Your focus throughout the past 12 months has been amazing and the benefits of our close call reporting system and behavioural safety training are clearly evident.
Now is the time to challenge ourselves to ensure that these improvements are embedded within our culture…
What will you do differently…???
Steve Broom Safety, Sustainability and Training Director
Safety performance – Dec 2017
Accident Frequency Rate – 0.047
Reportable Accidents or Incidents Nothing to report during December 2017
Unchartered Services Report During December there were 2 reports of unchartered services being encountered on site which were not damaged.
Minor Accidents and Near Misses
5/12/17 – Perham Down – Suspected asbestos discovered during excavation works. Work suspended and specialist removal arranged.
6/12/17 – SEGRO Highway Alterations – A security guard witnessed an unknown vehicle carry out fly tipping at the site entrance.
8/12/17 – Ipswich STOR – A subcontractor trapped their thumb when inserting a chisel into the breaker causing a minor crush injury.
11/12/17 – Airside Concrete Batcher – An employee injured their back by pulling a muscle whilst lifting Heras fencing panels on site.
Safe by choice ….not by chance 02380 742222 [email protected] www.dyerandbutler.co.uk
14/12/17 – Grass Area 32 – An employee tripped and fell whilst carrying a melba block across the site which caused a back injury involving a pulled muscle.
19/12/17 – Custom House – A mobile elevating work platform (MEWP) tipped to one side when one of the outriggers was withdrawn due to an operator error.
QR Code Here… QR Code There… QR Code Everywhere..!
We all know that reporting close calls is one of our largest safety improvement initiatives for the last two years or so and the results have been outstanding across the business. Within the Aviation Division the team wanted to ensure that the initiative was promoted across all members of the division in order to fully embrace the initiative and although access to the QR Code has been provided through many medias such as Mini plans, construction phase plans, method statements and risk assessments a decision was taken to make the code even more accessible..!
How did we do this?...well, Morné Cloete, the Heathrow Contracts manager had a light bulb moment and turned the QR code into a QR Code sticker. The stickers can then be placed anywhere, some have self-adhesive backings and these can be placed inside glass such as windows or windscreens. Stickers have been in seen in some very “interesting “places. This simple approach to getting the QR code in as many places as possible will undoubtedly make the reporting system more accessible. For more details please contact Morné, his details can be found on workspace.
MMO Visit the Dawlish Sea Wall
As part of our minor works contract with Network rail, Dyer and Butler have a team based at Dawlish who maintain the sea walls, breakwaters and associated structures between the Exe estuary and Newton Abbot. As the works are carried out within an environmentally sensitive area, a MMO (Marine Management Organisation) licence has been issued which covers the works
Recently, MMO inspectors carried out a scheduled visit to our work at the Dawlish sea wall to inspect the work that we carry out under the MMO licence. The MMO are a government enforcing body who issue licences to work in the marine environment to ensure that work is being carried out without any detriment to the costal environment. The licences are usually issued with strict conditions in relation to how the work can be carried out. Work which is carried out below the high water level generally requires an MMO licence to be issued. This can be a lengthy process as the MMO usually consult other bodies such as natural England, the RSPB and the EA to name a few.
The MMO inspectors toured the sea wall and viewed the type of on- going repair work we carry out. This included sea wall pointing, slipway repairs and the repairing of damage caused to the breakwaters during storms. At the end of the inspection, the inspectors happy that we were working within the terms of our MMO licence and that the controls measures that were in place to prevent damage to the marine environment.
Please note that MMO licences are required for all coastal work and that site visits by MMO inspectors (or any member of an enforcement agency such as the HSE, EA or local council) should be reported to the SHEQ Team.
Safe by choice ….not by chance 02380 742222 [email protected] www.dyerandbutler.co.uk
Reckless Scaffolder Faces Jail
A scaffolder could be jailed after he was photographed working at a height of 60 feet wearing a harness that wasn't secured to anything.
Terrance Murray, was erecting scaffolding at the side of a six storey building when he was unknowingly snapped by a retired health and safety inspector. Now he is facing up to six months in prison after he admitted breaching the Health and Safety at Work Act.
Murray pleaded guilty to failing to take reasonable care for either himself or others who may have been affected by his acts and omissions while at work. In court: Murray admitted breaching the Health and Safety at Work Act
District Judge Mark Hadfield adjourned the case when Murray admitted he hadn't realised he could be sent to prison for the offence. The case was adjourned until February.
After the hearing, HM inspector of health and safety Matt Greenly said: 'The potential for his actions was the death of a young man. This is a situation which could easily have been avoided. He had all the right equipment.
Remember…All work at height must be carefully controlled by 1) Eliminating the need to work at height, 2) Prevent the fall from occurring, 3) Limit the consequence of a fall and 4) as a last resort, the use of personal fall arrest equipment may be considered.
Five in a Row for Dyer & Butler Electrical
Dyer and Butler Electrical recently announced that November 2017 saw the company achieve the significant safety milestone of operating for 5 years without sustaining a RIDDOR reportable or Lost Time Injury Incident. This milestone has been achieved whilst operating in high pressure environments such as Gatwick and Heathrow Airport, working to tight deadlines and delivering projects on various scales and sizes whist operating both day and night shifts.
Our congratulations go to all of the Dyer & Butler Electrical team for achieving an exemplary level of safety performance.
Ingenious…Or is it…???
Site safety inspections are carried out to identify unsafe acts, or conditions and many people look at an inspection as an extra set of eyes on site which can help to identify issues that have simply been overlooked… Occasionally though, the inspection will an issue that is quite clearly wrong…! (See the two examples below)
Please remember, if you need equipment to do your job…make sure that it is the right equipment..!
A wheelbarrow that had been “deconstructed” to allow for manhole covers to be carried
An ashtray that was made out of wood that was located in the smoking area on site
Safe by choice ….not by chance 02380 742222 [email protected] www.dyerandbutler.co.uk
Award Summary for December and January
Even though “Safety Matters” took a break over the Christmas and New Year period, it was clear that our employees did not take their feet off of the gas and as such a flurry of safety award nominations were received where best practice or a good deed has been identified. The safety award winners for December and January are therefore as follows…
Darren Breeze from Dyer & Butler Electrical discovered a fused terminal with loose connections whilst carrying out electrical works. He reported the issue and arranged for the necessary isolation before carrying out work to correct the fault.
Francis Kyan from Central Region raised a great close call when he spotted that the Reactec mounting plate on a circular saw had been placed in a position where it was affecting the guard of the machine. He took the circular saw out of use and arranged for the mounting plate to be repositioned.
Charlotte Robinson from Central was commended by a member of the public after helping an elderly lady to carry her bags through St Pancras Station. The lady’s daughter heard about Charlotte’s act of kindness and emailed Head Office to commend her for her actions.
Rob Reid and Alex Winchcombe from Heathrow have been identified for an award due to the careful approach to carrying out excavation works. The pair were able to find and identify a number of services which were not originally shown in their works area, one of which included a gas main.
Tom Barton from Gatwick also receives an award in relation to the protection of underground services as he has made it his mission to relentlessly search for Airfield Ground Lighting (AGL) cables during joint resealing works on the airfield. These cables are notoriously difficult to find are commonly placed within the joints between concrete.
Dave Stratford from Gatwick raised another great close call when he spotted a significant crack in one of the machine buckets during his pre-use inspection of the machine. Dave was able to take the bucket out of use and arranged for a replacement prior to commencing with the works. In a similar fashion, Ben Morgan from the Southern Region also spotted a fault with an excavator during the pre-use checks, although this time, the fault was connected with a bolt that had sheared in the hitch mechanism. This could have caused the quick hitch to lose the bucket during excavation operations. Ben took the machine out of use and arranged for a repair to be made before continuing with excavation works. Roy Passingham from Dyer & Butler Electrical took time outside of his work to think about others when he spotted a fire exit that had been blocked with equipment whilst working in an electrical control room. Rather than ignore the issue he raised a close call which was followed up with the owner of the building. This resulted in the area being cleared during the same shift. Also from Dyer & Butler Electrical is Ken Gibbons who was appointed to escort and assist some lift engineers whilst working in the airport. Ken took his duties seriously and rather than just escort and assist, Ken took it upon himself to ensure that the works area was tidied and kept safe by placing additional barriers and signage around the area as the works progressed. Congratulations to all of our worthy award winners. Each and every one of them has demonstrated at least one of the company values of being Safe, Professional, Responsible and Collaborative. A £25 voucher is on its way to each of you.
Don’t Forget…
We want your stories, news and views so why don’t you send an article of news story to us by submitting it to any member of the SHEQ Team for publication in future editions of “Safety Matters”… It would be great to hear from you.
Ref: SHE/B/2017/19 Issued by: Kier SHE Department Date: 20/12/17
Lidgate Sentencing – Fatality within Roadworks
Background to the Case
On 13 May 2014, an operative working on a Kier Local Highways site on the B1063 at Lidgate, suffered fatal injuries as a result of being impacted by a vehicle.
The HSE prosecuted Kier, and its subcontractor, Hegarty, in respect of this incident. The sentencing hearing was held on 15 and 19 December 2017.
Basis of the Health and Safety Executive (HSE) case against Kier Integrated Services Ltd (Kier)
The HSE prosecuted Kier in respect of this incident under Section 3 of the Health and Safety at Work Act, in that Kier had failed in its duty to conduct its undertakings – in this case the management of roadworks - so far as is reasonably practicable, that persons other than themselves or their employees are not exposed to risks to their health or safety.
The HSE prosecuted Hegarty in respect of this incident under Section 2 of the Health and Safety at Work Act, in that Hegarty had failed to ensure, so far is reasonable practicable, the health, safety and welfare of its employees.
At the sentencing hearing, the judge made specific mention of the inadequate traffic management design, particularly the lack of safety zones in accordance with industry standards, stating the traffic management fell “far short” of the requirement.
Sentencing
The sentencing judge determined that the seriousness of the harm risked was ‘Level A’, culpability was high and the likelihood of harm was medium.
The overall assessment therefore was ‘Harm Category 2’ with high culpability.
The provisional starting point for the fine was set at £2,000,000. However, taking into account Kier’s two previous convictions (Canvey Island and Holbeach) the judge raised the fine to £2,700,000.
In terms of mitigation the judge referred to our SHE credibility, i.e. our AIR statistics and the improvements we have made to working methods since the incident. This was recognised by the judge and Kier was credited for it.
The judge then applied a one third discount for Kier’s early guilty plea which resulted in a final fine of £1,800,000.
Lessons Learnt – Key Points Every activity to be undertaken on Kier projects and premises must be subject to a site-specific risk assessment. Operatives undertaking the task must be task briefed on the risk assessment and resulting safe system of work (method
statement). The risk assessment and safe system of work must be reviewed as part of a daily safety briefing. All temporary traffic management must follow the appropriate ‘Codes of Practice’ for the type of carriageway. Those designing temporary traffic management must be competent, and hold the correct accreditation.
Always remember our 5 SHE Basics Induction - for every worker. Risk Assessment - for every task. Safe System of Work / Method Statement - for every medium and high-risk task. Point of Work Risk Assessment - the last chance to re-assess. Competence - our license to operate.
John Edwards, Group Safety, Health, Environment and Assurance Director
Form Ref No ‘TGW&C IMS 8681’ Ver 1.0 2-3-16
Shared Learning
IP TGW & C Region – (The Crossrail Programme, Crossrail West)
Operative sustained a broken finger during a fall on track.
Details: At 04:12 on 15/10/2017 an operative normally employed as a Site Warden was using a Fast Clip Installation Tool when he slipped and fell backwards landing on his left hand. His middle finger was suspected as being fractured. This was confirmed during a visit to A&E.
Manually Operated Fast Clip Tool.
Underlying Cause: The operative was asked to assist his colleagues while he was not required as a Site Warden. Unfortunately the supervisor was not aware that the operative was not Track Inducted. This means that he was not trained, competent or experienced in the use of this tool or this activity.
Shared Learning: As the operative was provided in a Safety Critical role, his competence should have been checked prior to him undertaking this activity. There was no process in place to confirm competence and manage non Track Inducted staff.
Key Recommendation:
Ensure all operatives have the required competence to carry out a specific task.
Implement a process for managing staff that are lacking in a particular competence.
Supervisors to check and monitor the skill and performance of operatives particularly when using tools and equipment.
Using a type of tool, such as the one pictured opposite, requires considerable backward pressure using body weight to be exerted on the handle, if the tool were to slip from the clip housing it would cause any operative fall backwards. Alternative powered tools should be used instead where feasible.
Powered Fast Clip Machine.
Form Ref No ‘TGW&C IMS 8681’ Ver 1.0 2-3-16
Shared Learning
IP TGW & C Region – (The Crossrail Programme, Crossrail West
Operative sustained a fractured wrist when a metal skip lid fell onto his arm. Details: At 01:00 on the 19/10/2017 whilst preparing to load a skip, an operative sustained a fractured wrist when a seized hinge on the two part skip lid freed itself, causing the lid to collapse across the middle and fall onto his arm.
Underlying Cause: The skip lid is designed to be lifted by two operatives utilising the two handles situated on either side of the lid. In this instance the lid was lifted by one operative only. When a colleague realised he was struggling to lift the lid in one whole piece, he started to assist. It was at this point the lid collapsed trapping the first operative’s arm. Neither operative were using the handles provided.
Shared Learning: The faulty hinge had not previously been
identified.
The handles designed to aid the lifting operation were not used.
The weight of the lid was not considered.
Handles on the other end of the skip were damaged. This would have led to that end being lifted in the same manner which could also have led to injury.
The skip was quarantined and subsequently collected by the supplier.
Key Recommendations:
All tools and equipment including skips should be inspected and in good working order at the time of delivery and any faulty skips rejected.
Highlight any issues to the supplier as soon as possible so that they can be rectified.
Brief staff on methods of lifting awkward items.
Use all equipment as the design intended i.e. if it has lifting handles, use them.
Take 5 to consider whether what you are about to do is safe.
Form Ref No ‘TGW&C IMS 8681’ Ver 1.0 2-3-16
Shared Learning
IP TGW & C Region – (The Crossrail Programme, Crossrail East)
Administrator suffered a severe burn whilst carrying a hot liquid.
Details: On 17/11/2017 a member of office staff working at a project office suffered a serious scalding on her arm when the hot tea she had been carrying spilled out over her bare forearm. She was escorted to a local emergency facility for treatment where the arm was dressed to protect the wound and prevent infection.
Underlying Cause: Unfortunately the staff member had chosen to reuse a paper cup as she could not locate one of the supplied ceramic mugs.
Shared Learning: Paper cups are designed as disposable rather than reusable.
Coffee shop paper cups are provided with a lid to limit spillage. The lid also adds to the rigidity of the paper cone. Without the lid the cups are more prone to inward collapse.
Walking causes the body to sway thus usually leading to the paper cup to reciprocate in the
hand leading to a sloshing motion and risk of the hot liquid spilling.
Reused paper cups without the lid being more prone to collapse require greater care not to squeeze the cup and risk collapse.
Paper cups are coated with polyethylene for insulation and durability. Low quality paper cup are coated with wax to prevent paper getting soaked. Every time we pour hot beverage in a paper cup a bit of wax and toxic chemicals melt and get into your digestive tract along with the hot drink.
Key Recommendations:
Only use paper cups once for hot drinks.
If carrying hot drinks in paper or plastic cups then use a cup holder or tray.
Whenever carrying any hot drink take care in the path taken giving greater attention to potential hazards as the risk of injury is obviously greater.
HEALTH & SAFETY
ALERT Non Crossrail – Genie Safety Notices
What Happened:
It has been brought to our attention that Genie have issued two safety notices that require immediate attention.
The First Safety Notice refers to Genie models S-100/S-105, S120/S-125 and S- 100HD.
The Second Safety Notice refers to a greater number of Genie models - GS-3384: GS-3390, GS-4390 and GS-5390: GS8415-42323 to 42382, GS8416F-42383 to 45118, GS84F-45500 to 45528, GS9015-50213 to 51063, GS9016F-51064 to 52951, GS90F-53300 to 53508.
Actions:
• Identify whether you have one of the machines listed above.
• The first notice states that Genie have discovered that some machine serial number labels are printed with the incorrect ‘Machine Unladen Weight’ value. In some cases this is significantly different to what it should be and may result in the machine being operated on a surface that is not capable of supporting the machine weight.
• The second alert states that Genie has become aware that the System Relief Valve Pressure in some machines were not properly calibrated. Improper calibration of the System Relief Valve Pressure may cause component damage.
• Both notices require users/owners of the machines to take further action. The detailed requirements of the safety notices relating to each machine model are available here:
http://www.genielift.co.uk/en/sales-and-support/bulletin-campaigns/index.htm
• The notices provide some technical instructions which will require assistance from suitably qualified personnel.
Date: 11th December 2017
S100 Diesel Straight Boom Lift
HSE Alert 08 in 2017 Overhead electrified lines on Network Rail adjacent to District line near Barking station
Date of issue: 21 December 2017 Date of expiry: None (permanent change)
______________________________________________________________________
Background Network Rail have installed overhead electrified power lines over on the Barking Bay line (Gospel Oak to Barking Overground Route), which is adjacent to the District and Hammersmith and City line track on the approach to Barking station. Network Rail plan to energise their line on 26/12/2017.
Instruction Personnel accessing the Hammersmith and City line track adjacent to the Network Rail lines electrified by the 25kV (A.C) overhead line equipment are reminded of Rule Book 21 section 17.2 “Overhead Line Equipment”. When you are on a section of line which is adjacent to or passes over Network Rail lines electrified by the 25kV (A.C.) Overhead Line Equipment (OLE) system, you must always:
• consider the OLE and attachments to be live at all times • make sure you, your clothing and any articles you are carrying, are at least 2.75 metres away
from anything attached to or hanging down from the OLE • carry long articles horizontally • keep paint, water and other liquids well away from where they might be thrown, fall or splash
onto OLE • keep tools and equipment clear of the OLE • take extra care to make sure you do not come within 2.75 metres from the OLE when you are on
a structure of any kind. If you require further information regarding these changes please contact the Peter Brierley, Outside Parties Engineer: 07793 948422 [email protected]
Please communicate this alert to your teams, projects and suppliers as appropriate
For more information contact: Peter Brierley, Outside Parties Engineer
Approved by (HSE Snr Manager): Paul Cooper, HSE Senior Manager
HSE Bulletin 02 in 2018 Cable pulling injury
Date of issue: 10 January 2018
Background
On Sunday 7th January 2017 a Supplier working
for LU Renewals and Enhancements was installing
cables under the platform at Farringdon Station.
An electric cable pulling winch was being used. A
worker had the guide rope tied around his waist
with the other end being fed through the winch and
fixed to the cable being pulled.
The winch snagged and lifted from its mounting
moving forward five metres pulling the worker
along the platform, first causing his safety helmet
to fall off, and then causing him fall head first down
the manhole hitting his head on the frame of the
manhole.
The worker sustained a deep cut to his head and further injuries to his shoulder and back. The
Supplier involved has stopped all cable pulling activities using powered winches.
A London Underground Formal Investigation is being undertaken to determine the causes of the
incident, lessons to be learnt and recommendations to prevent a recurrence.
Instruction
Never physically tie or connect yourself to mechanical plant.
Managers of all staff and suppliers must:
Communicate this Safety Bulletin.
Ensure that the most safe and suitable method of cable pulling has been determined taking
account of site conditions, distance and route to be taken, cable strength and weight, guide
rope strength and prevention of cable damage.
Ensure that before cable pulling activities using powered winches or machines start, they are
supported by a suitable and sufficient risk assessment and safe system of work.
Ensure that the workers involved have the relevant training, knowledge, skills and experience
to complete the work safely.
Ensure that the equipment being used is fit for purpose and anchored down to prevent
movement.
For more information contact: Tony Stapleton – TfL HSE Manager
Approved by: Tony Jessop – TfL HSE Senior Manager
HSE Bulletin 04 in 2018 Drones or Unpiloted Aerial Vehicles (UAVs)
Date of issue: 16 January 2018 ______________________________________________________________________
Background
Drones or Unpiloted Aerial Vehicles (UAVs) provide a means to inspect infrastructure without the need to put people into hazardous environments such as working at height. Over the coming years TfL expect UAV technology to be used more widely across the transport network and work is ongoing to permit their use. This will be advised through further HSE Bulletins.
Instruction
Whilst the benefits are understood, the following arrangements must be followed.
Operators must have a valid CAA permission and must operate their drones in accordance with the permission document.
Operators must have an approved risk assessment and safe system of work.
Operators must have written permission from the Landlord of the area(s) where the drone will be used.
Operators must have standard drone insurance to cover third party liability in accordance with EU regulation 765/2004 (compulsory for drones that are being used for anything other than recreational purposes).
Where the work is on the London Underground estate – operators must provide the Plant Engineering team with the relevant documentation, such as CAA permission, LU specific hazard identification and risk assessment, Safe System of Work or Use of Plant Safety Plan (list not exhaustive - for more details see Standard S1171). Contact Jordan Skey [email protected] / Vangelis Panas [email protected] in the TfL Engineering plant team for more information regarding plant approvals.
Operators must comply with TfL data protection requirements – if filming is involved, operators must comply with various permissions and considerations in order to operate a drone for aerial filming in London. Details can be found at: Film London
It must be noted that the use of drones within tunnels and other enclosed spaces is still covered by the requirements of the small unmanned aircraft regulations detailed within UK aviation legislation (Air Navigation Order 2016) and requires a CAA licence and permission document.
Working within 50 metres of Network Rail
Only authorised employees and suppliers approved under the Framework Agreement for Unpiloted Aircraft Systems and drone operators permitted by the Network Rail Air Operations team shall be permitted to fly over or closer than 50m to Network Rail infrastructure. All operations shall be within Visual Line of Sight (VLOS).
Beyond Visual Line of Sight (BVLOS) operations shall not be undertaken without the express authority of Network Rail Air Operations. Drone operators wishing to fly over or closer than 50m of Network Rail infrastructure shall contact the Air Operations Programme Assistant on: [email protected] . See overleaf for further information on Network Rail authorised suppliers.
For more information: Tom Healy - HSE Manager, [email protected]
Iain MacBeth / Gareth Sumner – Surface Transport
[email protected] [email protected]
Approved by: Alec Ferguson, Senior HSE Manager, [email protected]
_______________________________________________________________________ The following four companies have already qualified as suppliers and have been authorised on a Network Rail framework contract.
Bridgeway Aerial Ltd: www.bridgeway-aerial.co.uk
Contact – Rupert Dent Tel: 01865 309 636
Richard Allitt Associates (Remote Aerial Surveys): http://www.remoteaerialsurveys.co.uk/
Contact - Richard Allitt Tel: 01444 401840
CyberHawk: http://www.thecyberhawk.com/ Contact - Tel: 01506 592327
Resource Group: http://www.resourcegroupuas.co.uk/ Contact – Mark Jones Tel: 01633 835108
Other companies that wish to use drones on or near Network Rail or TfL infrastructure must in the first instance obtain permission from the CAA, the link below describes the process. http://www.caa.co.uk/Consumers/Unmanned-aircraft-and-drones/ Once CAA permission is obtained potential suppliers can access guidance and apply to be formally qualified via the Railway Industry Supplier Qualification Scheme (RISQS).
______________________________________________________________________
1
HSE Bulletin 57 in 2017 Worksites and Christmas Shut Down
Date of issue: 18 December 2017 ______________________________________________________________________
Background
Leading up to Christmas there may be additional time pressures to complete construction and maintenance works, particularly where the worksites themselves will be closed for the Christmas and New year period. The following items are not mandatory, but are being circulated as a useful reminder of things that could be considered by individuals, and by those who have responsibility for managing worksites, prior to any holiday closure.
Personal
Ensure essential PPE, boots and clothing is maintained, cleaned, and ready for use
when next required.
Look out for each other in the run-up to the break, we all get tired, stressed and possibly
distracted by other things.
Remember the requirements relating to alcohol and drugs. Be aware of any side effects
of medication, which must be advised to your manager.
Maintain any tools, equipment, plant and vehicles for which you are responsible, so that
they will be ready next year.
Report any onsite faults/problems immediately so that they can be dealt with now.
Plan your journeys to minimise fatigue. If driving, make sure you and your vehicle are
properly prepared for adverse weather – we want you to be safe wherever you are.
Drive with care.
2
Let your supervisor and work mates know how you can be contacted.
Location Specific
Each worksite/location should be assessed for any specific requirements to make ready for a shut-down. This could include the following: Security
Check fencing/hoardings, doors and gates are secure.
Check security lighting and any CCTV is working.
If security staff will be on duty, check that welfare arrangements will be in place, and that
they have essential contact numbers.
Have any local interfaces been planned? e.g. With operational staff.
Plant, Equipment, Materials, Stores
Check that all plant and equipment are stored in a safe condition. Secure
properly/immobilise, and remove any keys. Weather-proof where necessary.
Materials to be properly secured and stored. Secure against high winds and other
adverse weather.
Check arrangements for any ongoing maintenance requirements, such as pumps,
generators etc. Consider how any essential plant will be refuelled.
Ensure plant is bunded where necessary, and bunds and drip trays are emptied/cannot
overflow.
Secure any electrical switches/power supplies where necessary.
Are taps/water supplies properly turned off or secured if necessary, and insulated
against frost?
Secure any hazardous materials, e.g. fuel, gas containers.
Consider all possible fire risks. Check heaters are free from clothing in drying rooms etc.
Reduce any risks from possible arson.
Remove waste from site, empty skips and bins.
Site Works
Prevent access to scaffolding. Remove tower scaffolds if they cannot be secured. All
access equipment and scaffolding, hoardings, fencing, sheeting etc to be secured
against high winds.
Excavations and any temporary works to be made safe.
Voids and holes to be covered securely, or fenced.
Protect any other hazards, e.g. caps on re-bar, secure any voids in operational areas,
check for items that could fall and cause injury.
Have all storage areas been properly checked for compliance with Storage Licence
conditions where applicable?
Are any arrangements needed for deliveries or collections during the shut-down?
Is any revised signage required, particularly for contact information?
If any limited work or visits to site are anticipated, have any lone working arrangements
or other measures been considered as part of the task risk assessments, where reduced
staffing may need different arrangements?
3
Welfare
Are welfare facilities required for security staff? Are cleaning arrangements in place?
Have fridges been cleaned out, and precautions taken against vermin.
Have heating and lighting requirements been assessed? Are any temporary heating
arrangements safe?
Are offices tidied and documents PCs/IT etc. secured?
Materials and Equipment near the Track
Where tools, materials and other equipment are to be stored near the track special
precautions must be taken and verified by inspection.
Ensure locked containers are either sufficiently heavy to prevent accidental or
deliberate movement by manual means or are securely fixed e.g. padlocked to a
permanent fixture.
Compounds and containers shall be located at least 2m from any adjacent track
and at least 300mm from any defined walkway. Opening of doors and lids shall not
reduce these clearances.
When storing items on or near the track, care must be taken to ensure that these
items cannot break free, roll or be blown onto the track.
When storing materials in tunnel sections, consideration must be given to the
“piston” effect of trains, train vibrations, turbulence or drafts and how this might
impact on safe storage.
Storage licences relating to items stored adjacent to the track or in tunnel
crossways must be clearly displayed on site.
Ensure all materials, equipment, plant or tools are not left unattended unless they
are within a locked compound or container.
Interface with Railway Operations
Has there been suitable liaison with LU operational staff to notify of shut-down
dates, and any other essential information?
Is there a need to maintain access to any equipment rooms, or operational areas?
Will others need access (e.g. utilities companies)?
Has all equipment and materials been stored safely so as not to interfere with
operational staff, the operation of trains and equipment?
Are all areas safe for both LU staff and customers?
On-Call Arrangements
Have contact numbers been provided to those who require them?
Is there a rota in place and communicated to those who need to know?
Does the on-call supervisor/manager know how to report incidents, seek
assistance, and deal with any planned maintenance issues?
Before Shut-Down
Carry out a thorough final inspection and check.
Specifically check that all permits to work have been properly signed off.
Where hot works have been taking place, ensure that plenty of time has elapsed
before the final check for any smouldering material.
4
Start-Up Readiness Think ahead for any preparations needed for start-up in January.
Please communicate this alert to your teams, projects and suppliers as appropriate. TfL wishes all of its workers and their families a very happy Christmas, and we look
forward to a safe and healthy New Year for everyone.
For more information contact Tony Jessop, HSE Senior Manager
Approved by (Head of HSE CPD) Tony Jessop, HSE Senior Manager
______________________________________________________________________
LNW Route Safety Bulletin
Issued by: Route C&P Issue Date: 19 December 2017
Incidents involving points run throughs have been increasing across Network Rail.
When a points run through occurs it causes significant damage to our infrastructure
and as such all Delivery Units are required to reduce the risk of this happening.
The Rule Book (GE/RT8000) sets out the duties for both Engineering Supervisors
and Machine Controllers when authorising movements over points.
Handbook 12 Duties of the Engineering Supervisor states the following:
Handbook 15 ‘Duties of the Machine Controller and the On Track Plant operator’
states the following:
For the attention of: Engineering Supervisors and Machine Controllers
Use of brush cutters fitted with metal blade for de-vegetation works Issued to: All Network Rail line managers,
safety professionals and RISQS registered contractors
Ref: NRA 16/10 Update 1 Date of issue: 08/01/2018 Location: Newgate Street, Hertfordshire Contact: Malcolm Miles, Head of Plant
Figure 1 - Stihl brush cutter with shredder blade and correct protective guard fitted.
Overview On 2 July 2016, an operative was using a metal blade brush cutter at an access point when the brush cutter blade hit a metal object hidden from view in the undergrowth. This resulted in a metal shard being ejected which pierced the inner right thigh of the operator. A safety bulletin was subsequently issued (NRB 16/13), and a root cause investigation launched. No national ban on use of metal blade brush cutters was imposed as a result of this incident. While the first investigation was underway, two similar incidents involving metal blade brush cutters occurred.
Both incidents involved a metal object hidden in the undergrowth being struck and a shard of metal being ejected beyond the 15 metres exclusion zone inflicting injuries. A further Safety Advice was issued (NRA 16/10) which prescribed some additional PPE for use when brush cutting. This update replaces the earlier NRA 16/10. The significant change is to the additional PPE requirements which now include ballistic clothing instead of forestry clothing.
Immediate action required Use of metal blades on brush cutters for de-vegetation works shall ONLY be permitted when the control measures below have been put in place. Equipment and Competence
The tool and equipment supplier/maintainer must ensure that the brush cutter protective guard is undamaged/untampered with and correctly fitted (See Figure 1). They must also check that the correct type of blade is fitted and it is in good condition. If either of above is defective, the brush cutter must be quarantined until repaired.
All operators carrying out de-vegetation works must possess the required level of training and
Additional PPE requirements
Specialist PPE is required in addition to the standard PPE set out in the Task Risk Control Sheet (NR/L3/MTC/0003/SP021) this is to ensure adequate protection for all parts of the body. Specialist PPE is made available in the Network Rail catalogue. This includes:
1. Item 500348, Hi vis Vulture ballistic trouser, orange.
2. Item 801070, Hi vis Breatheflex jacket, orange
Contractor organisations are required to have equivalent controls in place.
Exclusion zone
competency. This must be checked and confirmed via Sentinel for Network Rail Staff, or authority to work card system for Contractors.
Brush cutters must not be used left-handed. Use in right handed mode offers the optimum protection to the operator during de-vegetation.
Operators should work their way down into the vegetation in layers enabling the operator to identify 'hidden' items inside the foliage that were not visible during the original site survey.
The minimum exclusion zone shall be extended from 15 metres to 30 metres. Where personnel on site have to work within this 30 metres demarcation, they must be fully clothed with the appropriate PPE as detailed above. If anyone not wearing the appropriate PPE comes within 30 metres of the operator the cutting operation should be stopped immediately. The team leader/supervisor shall be responsible for ensuring this exclusion zone is enforced both within and outside of the boundary. Copies of Safety Advice are available on Safety Central.
Part of our group of Safety Bulletins
Failure of main hoist rope on mobile crane Issued to: All Network Rail line managers,
safety professionals and RISQS registered contractors
Ref: NRA 18/02 Date of issue: 19/01/2018 Location: Blackpool North Depot Contact: Jonathan Morris, Principal Health
& Safety Manager, IP Northern Programmes
Overview During collection by the supplier an RRV crane was being used to lift a fuel bowser (approx. 1.5T) onto a low loader lorry in a compound area. The load was connected to the crane lifting hook by a 4 leg chain sling. The exclusion area was clear. When extending the RRV boom, the lifting eye/pulley was drawn up to and make contact with the jib. The operator was concentrating on the clearance between the base of the fuel bowser and the bed of the lorry and did not notice the proximity of the eye/pulley to the jib, so took no evasive action. The wire became sufficiently tight to snap the hoist rope at the drum. The fuel bowser fell approx. 1.5 metres to the ground at the side of the lorry, making contact with the moulding on the side of the lorry tractor unit. This resulted in minor damage to the fibreglass panel.
An initial engineering inspection of the three other RRV cranes in the TXM fleet has been undertaken. Functional checks on the boom telescopic function revealed none of the three will extend when the safety switch (as shown in annotated photograph) is activated. This is a safe condition. The RRV involved in the incident has been identified as not functioning correctly: the safety switch does operate when the boom is retracted but not when extended. This is an unsafe condition which is thought to have existed since upgrade and crane modifications. Operators do judge the rope tension during operations and this may be why the failure mode has not been revealed during use earlier.
Immediate action required Owners and operators of similar equipment shall arrange for the operation described above to be replicated under safe conditions to check whether the interlocking device fails to operate safety.
Equipment that fails this test should be quarantined.
Network Rail Construction Managers and supervisors should carry out a review of lifting equipment on their sites. Where any potentially affected equipment is identified they should check with the POS Representative that this test has been undertaken.
Construction Managers should then confirm back the results of these checks to their Programme Directors.
Copies of Safety Advice are available on Safety Central.
Part of our group of Safety Bulletins
Staff walking in close proximity to live OLE contact wire Issued to: All Network Rail line managers,
safety professionals and RISQS registered contractors
Ref: NRB 18/02 Date of issue: 22/01/2018 Location: Crewe Contact: Mike Dobbs, Senior Asset
Engineer
Overview An overhead line incident occurred at the North end of Crewe station. The overhead line contact wire parted as an electric train passed causing damage to the train's pantograph and resulting in the contact wire hanging down. A Network Rail Mobile Operations Manager and British Transport Police officers were first on site.
When overhead line staff arrived they found that staff had been walking in close proximity to the live contact wire that was hanging down. An emergency switch off had not been requested. The parted contact wire is believed to have been within 30cm of head height and staff had walked beneath it. In September 2014, less than 25 miles away, a train driver suffered extensive electrical burns in very similar circumstances when they left the cab after the overhead line had been damaged.
Discussion Points While we are investigating the incident please discuss the following with your team:
Who should you contact if you believe the overhead line equipment (OLE) may be damaged?
What precautions must be in place before you can approach but not touch OLE?
What precautions must be in place before you can touch OLE?
What other circumstances might increase the risk of injury when attending OLE incidents?
What are the additional risks during the hours of darkness (or in a tunnel)?
Copies of Safety Bulletins are available on Safety Central
Part of our group of Safety Bulletins
Safety Bulletin SB/10548 Fatality during vehicle operations Approved by: David Parkin, Director, Safety and Network Strategy
Published: 15/12/2017 Review date: 14/12/2018
Impact: Medium
Contact: Mark Ledingham, Safety Manager (07774 973898)
■ On 14 December 2017 a colleague from one
of our contractors was tragically killed on a
Cadent construction site, during vehicle
movement. The individual was trapped
between a delivery vehicle and a dumper
truck. This incident is being investigated and
full learning points will follow upon completion
of the investigation. However, in the interim, it
reinforces the need for everyone to be vigilant
around moving vehicles and plant.
■ Earlier this year, a serious injury occurred
within Cadent while a trailer was being moved.
■ In the recent icy conditions, near-misses have
been reported where individuals have been
trapped by vehicles sliding out of control.
■ Significant near-misses involving plant and
people and tragic examples of injuries and
fatalities from across the wider industry
reinforce the need for arrangements to ensure
appropriate segregation of plant and people.
■ Wherever possible, segregate vehicles and people.
■ Assess any vehicle movement and ensure everyone on site understands what the plan is and to keep a
safe distance away before any movement.
■ If the job or situation changes, STOP work and re-assess.
■ Use a banksman where available in a safe position to direct the vehicle movement. Ensure safety of the
banksman is maintained.
■ Vehicle / plant operators should make sure they know where people are on site throughout the vehicle
movement. If you are unsure, lose sight of people or they approach your vehicle STOP and power down.
■ People should stay clear of moving vehicles. Never place yourself between a moving vehicle and a
fixed object.
■ If you need to approach a moving vehicle make sure you've established eye contact with the operator;
that they are clear you want to approach; and that the vehicle has stopped moving and powered down.
■ Wear your high-vis PPE to be visible on site.
■ Be aware that the risks do not apply only to construction sites and vigilance is also required in
car-parks and depot / site roadways.
■ A safe system of work must be
implemented and maintained during
operations involving vehicle or plant
movement.
■ Ensure a site specific risk assessment
includes the safety of persons from moving
plant and vehicles and is communicated.
For construction sites see guidance in
Procedure SHE/14 and
http://www.hse.gov.uk/pUbns/priced/hsg14
4.pdf
■ Plant / vehicle operators must have the
relevant licence / authorisation.
LNW Safety, Health &
Environment Briefing
Period 10 2018
What’s Included:
Safety Advice Safety Bulletin Accidents
Operational Safety
Close Calls
Energy Use
Safety Advice
Immediate Action Required
New Insulated tools shall conform to BS 8020:2011 and be delivered with a Certificate of Conformity
and manufactuers written instructions.
Insulated tools shall be permanently marked with:
Manufacurers name, trade mark or other identification
Year of manufacture or traceability mark
Double triangle symbol with rated working voltage 1000V AC 1500V DC.;
The number and date of the British Standard
All insulated tools shall be inspected for permanent markings of above information, if unmarked they
should be deemed non-compliant and removed from service.
All insulated tools shall be inspected for fitness for purpose as per manufacturers instructions
Suspect insulated tools shall be withdrawn from service, quarantined, labelled and re-examined/
retested if necessary
Overview
Following an inspection at various tool stores it was found that non-compliant insulated tools are being routinely
used on Network Rail Managed Infrastructure. The use of untested or damaged tools is in contravention of NR/L3/
MTC/EP0152, Section 6, with Section 6.1 stating "Only Network Rail approved tools constructed to BS 8020:2011.
'Tools for Live Working. Insulating hand tools for work on or near conductor rail systems operating at voltages up to
1000v a.c. or 1500v d.c.' shall be selected."
Only tools certified to BS 8020:2011 are authorised for use on Network Rail Managed Infrastructure. New equip-
ment shall hold a Certificate of Conformity to BS 8020:2011 / BS 876 and be marked accordingly.
Non Compliant Insulated Tools
Safety Bulletin
Discussion Points
While we are investigating the incident please discuss the following with your team:
What contingency arrangements apply following a report of high winds/severe weather events?
What is your understanding of the operational procedures for managing risk post an adverse/
extreme weather event and are they clearly understood and consistently applied?
What immediate actions are to be taken on receipt of an emergency GSM-R Rail Emergency
Call?
How should a Signaller manage a train which is declared a runaway?
How do you identify and report trees close to the railway boundary which concern you?
Overview—At approximately 04.00 on 17 October 2017 a Multi-Purpose Vehicle (MPV) was travelling between Ladybank and Markinch
when it struck a branch which had blown from a third party tree during high winds.
The train's braking system became disabled due to the branch causing damage to the air pipes and releasing the brake distributor cord on the front vehicles. Consequently there was insufficient air in the auxiliary air reservoir which prevented the brakes from fully applying . This allowed the MPV to start rolling backwards and at this point, as the train began picking up speed, the driver and operator both jumped from the machine with both sustaining injuries. The driverless MPV ran for a distance of over 4 miles, in the wrong direction, back to-ward a point between Thornton North Junction and Thornton South Junction before stopping of its own accord. The MPV was hauled from Thornton to Slateford where it was immediately quarantined. The meteorological interpretation from our weather provider of the actual mean and gust speed at the time and location of this event confirmed that whilst the wind could be considered high it was not considered extreme and did not breach the extreme weather trigger thresholds.
MPV struck branch resulting in brake failure and train runaway
Safety Bulletin Network Rail Road Fleet
Date: 14/12/17
Subject: Door Hinge Failure in General Purpose Ford Transit Van
Target Audience: Employees/Line Managers responsible for Network Rail Road Vehicles
Overview
Reported failure of the rear door hinge of a Network Rail transit van.
Reported failure of a sliding door on a Network Rail transit van.
No injury occurred but the potential for serious injury exists.
This bulletin is intended to describe what to look for as part of the daily driver checks.
Underlying Cause
Door hinges and the mechanism on sliding doors are items that wear during the life of the vehicle.
Further strain can be caused when hinges are pushed to the extreme of operation. For example, in high winds or
where an end user has opened the door too quickly and lost their grip.
Sliding side doors can be placed under strain when not closed fully during operation or if debris falls into the runners
that could cause the door to operate incorrectly.
Next Steps
Please see images on the next slide that may assist end users in identifying faults and some suggestions that will help prevent fail-
ures occurring.
Safety Bulletin Continued - Hinges Corrosion on an older external hinge. Signs of stress on the door that may lead to failure of the internal hinge.
A number of vehicles have had new hinges fitted. See below: Special focus is to be given to inspecting the door hinges
of transit van rear doors, look for paint cracking and hair-
line cracks/strains when undertaking daily vehicle checks
– record and report defects and faults via the BT Fleet
driver helpline (0845 600 6767).
If on inspection you report your vehicle for replacement
hinges, Please ask BT Fleet to keep the failed hinges and
inform [email protected] we will
arrange for them to be inspected by the manufacturer.
Inspection and grease of all hinges is part of the annual
inspection and service of all vehicles
Safety Bulletin Continued - Sliding Doors This image below shows typical debris that has accumulated in the sliding door runners and if left un-
attended, over time can lead to sliding doors coming off their runners
For sliding side doors, the runners should be inspected as part of daily first use checks.
End users should check that debris has not fallen into them. We have seen some failures caused by the
door runners hitting debris and the door being lifted out of them.
A quick inspection and sweep with a brush will help prolong the life and general operation of the sliding
doors on vehicles.
Workforce Accidents Injuries: Update
This period there have been 5 injuries re-
sulting in time away from work , 4 of those
injuries sustained as a direct result from slip-
ping on ice.
2 of these injuries were sustained in a car
park and depot while the remaining 2 were
sustained on a train station platform.
These injuries could have been avoided had grit (rock
salt) been deployed sufficiently in these locations.
Do you know the arrangement for gritting in your
location?
Are locations adequately gritted to prevent a re-
occurrence of these needless accidents?
Workforce Accidents ...What can we do?
Workforce Accidents Period 1-10 2017/18
Slip, trip, falls and Manual
Handling continues to be
the biggest cause of
accidents.
Workforce Accidents Injuries: Cause and effect
Workforce Accidents Injuries: Cause and effect
Workforce Accidents
Workforce Accidents
Workforce Accidents
Workforce Accidents
Workforce Accidents
Minor Works - Godley Station Workforce Accidents
Workforce Welfare
Wearing woolly hats under safety hard hats can make
the hard hats ill-fitting and ineffective. IP Track and
TSA front line colleagues said the cold weather can
cause distraction, fatigue and illness, so they found a
workable and compliant solution.
Supplier JSP designed a thermal helmet liner style
skull cap, which is safe to use under hard hats, and it
conducted various tests in its laboratory to prove its
integrity.
David Burgess, principal workforce safety specialist,
added: “The use of these liners will reduce the likeli-
hood of the wearer using unapproved means of keep-
ing their head warm, such as hoodies and beanie hats,
and so remove the risk of reduction in
performance of the hard hat. This product is
classed as personal protective equipment
(PPE) as it mitigates the risk of exposure to
the cold weather.”
The new black JSP thermal helmet liners are
now available on iProcurement –
293103000 at £4.98 each.
Health News
For more information, please contact Jimmy Pettitt or Jane Cummings (Route Accident & assurance Investigators)
Operational Risk Network Rail’s investigation process - a rough guide
The usual level of investigation that is undertaken is detailed in Net-
work Rail’s Investigation Matrix document.
For every accident or incident that occurs on Network Rail’s infrastructure (or involves staff or contractors working on
behalf of Network Rail) an investigation is undertaken.
The Investigation Matrix lists incidents by category along with the usual
level of investigation.
The person accountable for the investigation (the Designated Compe-
tent Person) has the authority to upgrade or downgrade the level of in-
vestigation required depending on the circumstances
For the report templates and guidance visit http://connect/assurance/SafetyAndCompliance/AccidentInvestigation/Default.aspx
Operational Risk
To complete a level 1,2 or 3 investigation report you must
have received the relevant training and hold the required
competence (recorded in Oracle).
Network Rail’s investigation process - a rough guide
Network Rail London North Western route has over 150
people that hold either the level 1, 2 or 3 investigation
competence and employs two dedicated full time accident
investigators as part of the Operational Risk team.
A local (level 2) or formal (level 3) investigation report is not considered complete until it is signed off by the investi-gation team and finally the DCP.
Local actions and recommendations arising from these re-
ports (with timescales) should be agreed by the action
owners prior to being reviewed at LNW Recommendations
Review Panel and if appropriate National Recommenda-
tions Review Panel (level 3 investigations).
All the report templates, guidance documents and some
good examples can be found on the dedicated accident in-
vestigation page on Connect.
Close Calls What is the difference between a Close Call and an Accident , Incident or Fault?
Close Calls
Anything that has the potential to cause harm or damage to a person, the environment, or railway infrastruc-
ture, plant, vehicles, tools and equipment - this time no-one was hurt and nothing was damaged, but next
time the outcome could be different – Report via the close call system
Accidents
Harm has occurred and someone was hurt. Golden hour process to be initiated and care plan developed. - Report via Route control
Faults
A fault on the railway infrastructure or buildings that that could cause harm or damage – Report to the relevant
Route control / facilities management team
Irregular Working/Operational Close Calls
An unsafe behaviour or condition that that poses an immediate threat to the safe operation of the railway
which if left unresolved may directly affect the safe operation of the railway & therefore requires immediate
action - Report via Route control
Close Calls
Call— 01908 723500
Email—CloseCall [email protected]
Or use the Close Call App or report directly via the new
online smart form
Close Calls Handy Hints and Tips when Reporting a Close Call
A Good Call
Accurate location details i.e. ELR, Mile-
age, exact station platform / stairwell
Detailed description of the close call
i.e. what has been identified, potential
consequence if not resolved
Explain actions already taken
If immediate action is required or
safety of the line is affected this has
been reported to the relevant Route
Control
Examples of a Close Call
Inadequate SSOWP brief provided
Using mobile devices whilst unsafe to
do so
Not wearing/showing when requested
a security and/or ID badges
Access points/depot gates open
Carrying excessive loads/equipment
Overhanging branches/vegetation
Vibrating tools reach exposure ac-
tion values
Fire doors propped open
Environmental News Invasive Species in Winter
Japanese Knotweed Giant Hogweed Himalayan Balsam
Hopefully a lot of us now know how to identify the following three major invasive weed species when fully grown, Japanese Knotweed, Giant Hogweed, and Him-
alayan Balsam. However, would we feel as comfortable identifying the weeds in the winter months?
Below are pictures of the weeds in different parts of their lifecycle, in summer and winter.
Shield shaped leaf
Creamy coloured
flower (late summer)
Zig zag reddish
stems, green near
the root
Browner outer stem
Leaves gone, remains
of flowers.
Lighter coloured
smooth cane (later
winter)
White flowers in
flatish circle, up to
50cm across
Thick ridged stems
with hairs
Large jagged leaves,
up to 1m long
Dead canes, brown
in colour and brittle
Fallen seeds and
dead plant matter
on ground
Be wary of trans-
porting dropped
seeds
Hooded bright
pint/purple flow-
ers.
Hollow green/red
translucent stems
Pointed green
leaves, serrated
edges
Dead canes, brown
and limp.
Warning that this
can often destabi-
lise banks and oth-
er earth
Be wary of trans-
porting dropped
seeds
Route Safety Scorecard (up to and including P9)
= 382
= 72
= 0.571
Majority of accidents are STFs
and manual handling events
13, 614
Close calls raised
75%
Relate to site
welfare & house-
keeping
10, 725
Closed
72%
Closed in 90
days
Feedback
We’re keen to hear your feedback on your thoughts about this
briefing and what you would like to see at future briefings. Please
send feedback to [email protected]