ISSUE Plant 0200 5 - shannonrail.comshannonrail.com/images3/plant0200-5.pdf · ISSUE NR/PLANT/0200 Infrastructure Plant Manual Publication Date: 2 March 2013 Plant 0200 5 Means of

ISSUE

NR/PLANT/0200Infrastructure Plant Manual

Publication Date: 2 March 2013

Plant 0200 5

Means of Compliance

Uncontrolled Document

Not Current Issue - For Information Purposes Only

NR/PLANT/0200

Issue 5 | Publication date: 02/03/2013 | Compliance date: 01/06/2013

Reference documentation

AP 0001 M&EE group audit protocol for supply of possession only rail vehicles with and without operators

BS 6166-3: 1988 Lifting slings - Part 3: Guide to selection and safe use of lifting slings for multi-purposes

BS 7121-1:2006 Code of practice for safe use of cranes – Part 1: General

BS 8460 Safe use of MEWPs - Code of practice

BS EN 13977 Railway applications – Track - Safety requirements for portable machines and trolleys for construction and maintenance

BS EN 280 Mobile elevating work platforms - design calculations – stability criteria - construction - safety - examinations and tests

BS EN ISO 5674 Tractors and machinery for agriculture and forestry. Guards for power take-off (PTO) drive-shafts. Strength and wear tests and acceptance criteria

BS7121

CPA 1002 Construction plant-hire association – Best practice guidance for MEWPs, avoiding trapping/crushing injuries to people in the platform.

CPA 1101 Construction plant-hire association - Safe use of telehandlers in construction.

EH40/2005 Workplace exposure limits (COSHH)

GE/RT8000 Rule Book

GE/RT8000/HB10 Rule Book; Handbook 10 Duties of the COSS and person in charge when using a hand trolley

GE/RT8000/HB15 Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator

GE/RT8000/HB16 Rule Book; Handbook 16 AC electrified lines

GE/RT8000/HB17 Rule Book; Handbook 17 DC electrified lines

GE/RT8000/HB2 Rule Book; Handbook 2 Instructions for track workers who use emergency protection equipment

GE/RT8000/HB7 Rule Book; Handbook 7 General duties of a controller of site safety

GE/RT8000/HB8 Rule Book; Handbook 8 IWA, COSS or PC blocking a line

GE/RT8000/OTM Rule Book; Module OTM working of on-track machines (OTM)

GE/RT8000/SS2 Rule Book; Module SS2 shunting

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GE/RT8250 Reporting high risk defects

GI/RT7033 Lineside operational safety signs

GM/RT2004 Rail vehicle maintenance

GM/RT2400 Engineering design and construction of on-track machines

GM/RT2466 Railway wheelsets

GMGN2497 Guidance on railway wheelset tread, gauging and damage identification

GO/RT3056 Section K Working manual for rail staff: Freight train operations - Vehicles requiring special conditions of travel

GO/RT3451 Train movement – staff suitability and fitness requirements

HSE CIS58 The selection and management of mobile elevating work platforms

HSE GS6 Avoidance of danger from overhead electric power lines

HSE HSG47 Avoiding danger from underground services

HSE L5 Approved Code of Practice for the Control of Substances Hazardous to Health Regulations 2002

HSE OC234/16 Guidance on the safe use of magnetic lifting devices

HSE SIM 02/2007/01 Safe use of quick hitch devices on excavators

HSG 144 The safe use of vehicles on construction sites

NR/L1/INI/CP1010 Policy on working safely in the vicinity of buried services (formerly NR/L1/AMG/1010)

NR/L1/TRK/05200 Vegetation

NR/L2/CTM/200 Competence and training in on-track plant and on-track machine operation

NR/L2/CTM/205 Competence and training for the maintenance of traction and rolling stock and on-track machines

NR/L2/CTM/220 Competence and training in portable, transportable and mobile plant operation

NR/L2/EBM/STP001 Managing standards

NR/L2/ELP/27238 Maintenance specification for fixed plant equipment (formerly NR/SP/ELP/27238)

NR/L2/INV/002 Accident and incident reporting and investigation

NR/L2/NDS/203 Loading and securing of infrastructure traffic

NR/L2/OHS/00124 Competence specific medical fitness requirements

NR/L2/OHS/019 Safety of people working on or near the line

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NR/L2/OHS/022 Working safely at height

NR/L2/RMVP/0090 Management of maintenance for traction and rolling stock, on track machines and on track plant

NR/L2/RMVP/0172 Management of the control and calibration of inspection, measuring and test equipment

NR/PLANT/0200_F015 Maintenance parking brake test record – trailer or attachment

NR/PLANT/0200_F016 On-track plant reference brake test report

NR/PLANT/0200_F017 On-track plant routine brake test report

NR/PLANT/0200_F018 Maintenance brake test record - trolley

NR/PLANT/0200_F021 Plant monitoring record form

NR/PLANT/0200_F022 Safety related plant defect reporting form

NR/PLANT/0200_F023 Checks following fitment of a module/attachment

NR/L2/RMVP/1332 Wheelset and axle bearing manual

NR/L2/RSE/100 Network Rail acceptance panel processes

NR/L2/RSE/100/05 Product introduction and change

NR/L2/RVE/01327 Depot facilities

NR/L2/SIG/19608 Level crossing infrastructure inspection & maintenance (Formerly NR/SP/SIG/19608)

NR/L2/TRK/001 Inspection and maintenance of permanent way

NR/L2/TRK/2049 Track design handbook (formerly NR/SP/TRK/0049)

NR/L2/TRK/2102 Design and construction of track (formerly NR/SP/TRK/102 & RT/CE/S/102)

NR/L2/TRK/4040 Level crossing surface systems (formerly RT/CE/S/040)

NR/L2/TRK/5100 Management of fencing and other boundary measures (Formerly NR/SP/TRK/05100)

NR/L2/TRK/5201 Management of lineside vegetation

NR/L3/ELP/27237 - Work Instruction NR/OLE F04

Overhead line work instructions - The installation and removal of traction bonding on all electrified lines

NR/L3/INF02226/Schedules

NR/L3/INI/CP0036 The provision of welfare facilities (NR/PRC/MPI/CP0036)

NR/L3/INI/CP0044 Work package planning process

NR/L3/INV/3001 Reporting and investigation manual

NR/L3/MTC/RCS0216/GA08 Ground penetration and excavations

NR/L3/NDS/047

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NR/L3/NDS/047/TMC08 Train operations manual - OTP machine/crane controller checklist

NR/L3/NDS/047/TMR19 Action to be taken in the event of an accident with a possession-only rail vehicle

NR/L3/NDS/048

NR/L3/NDS/048/TMM003 Train operations manual - OTP machine/crane controller checklist

NR/L3/OCS/111 Weekly operating notice – format and content (formerly NR/L3/OPS/111)

NR/L3/RMVP/0201 Calibration work instruction manual

NR/PLANT/0200_F019 Brake Testing ‘First of Type’ Trolley

NR/PLANT/0200_F020 Brake Testing ‘First of Type’ Ironman

NR/SP/ELP/29987 Working on or about 25 kV AC electrified lines

NR/SP/TRK/102 Track construction standard

NR/WI/ELP/3091 DC electrified lines working instructions

ORR Railway Safety Publication 1

Developing and maintaining staff competence.

PAS 55 -1 (2008) Asset Management - Part 1: Specification for the optimised management of physical assets

PAS 55 -2 (2008) Asset Management - Part 2: Guidelines for the application of PAS 55-1

RIS-1530-PLT Rail industry standard for engineering acceptance of on-track plant and associated equipment

RIS-1700-PLT Rail industry standard for safe use of plant for infrastructure work

RIS-1701-PLT Rail industry standard for portable and transportable plant used for infrastructure work

RIS-1702-PLT Rail industry standard for the design of on-track machines in working mode (Publication planned December 2012)

SI 1998 No. 2306 Provision and Use of Work Equipment Regulations

SI 1998 No. 2307 The lifting operations and lifting equipment regulations 1998 (LOLER)

SI 2002 No. 2677 Control of substances hazardous to health regulations 2002 (COSHH) plus amendments 2003 No 978 and 2004 No 3386

SI 2005 No. 735 The work at height regulations 2005

SI 2006 No. 397 The railways (interoperability) regulations 2006

SI 2006 No. 599 The railways and other guidance transport systems (safety) regulations 2006. (ROGS)

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SI 2008 No. 1597 Supply of machinery (safety) regulations 2008

SMF/ME/0462 OTP under live OLE authorisation form

SMF/PL/0253 Authorised OTP Work Plan form

The Health & Safety at Work etc Act 1974 (HASWA)

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Contents

1 Purpose 8

2 Scope 8

3 Roles and responsibilities 8

4 Risk Mitigation 10

5 Definitions 12

6 Arrangement of manual 20

7 Index of modules 21

Appendix A Incorporation of previous documents 22

Table 1 – Industry terminology associated with lifting operations. 8

Table 2 – Modules that are applicable to Job Roles. 10

Table 3 – Modules that mitigate high level risks. 11

Table 4 – Framework of infrastructure plant manual 20

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1 Purpose

This manual details requirements and guidance when using plant for the installation, renewal and maintenance of Network Rail’s managed infrastructure.

Application of this manual will form an Acceptable Means of Compliance (AMC) and support a safe working environment, compliance with statutory legislation and Network Rail’s Health and Safety Management System.

2 Scope

This manual applies to all Network Rail functions and its Contractors when using plant described as;

a) on-track machines;

b) on-track plant;

c) portable and transportable plant;

d) mobile plant and road vehicles.

For infrastructure related activities, including but not limited to the installation, renewal, maintenance, inspection and measurement of the infrastructure and its components.

3 Roles and responsibilities

Table 1 identifies the competence required when working on Network Rail managed infrastructure and equivalent industry terms when involved with lifting operations.

NOTE RIS-1700-PLT is not mandated for use on Network Rail managed infrastructure and has not been shown in Table 1.

Equivalent competence / terminology used in;Activity Competence when working on Network

Rail managed infrastructure

LOLER Construction Industry - BS7121

Produces and authorises lift plan

Lift Planner Competent Person Appointed Person

Amends and authorises lift plan

on site

Lift Planner Competent Person Appointed Person

Safe control of lifting operations

Crane Controller ‘Appropriately Supervised’

Crane Supervisor

Attaches/removes an accessory for lifting

Crane Controller or Slinger

Load Handler Slinger/Signaller

Relays crane controller commands

Slinger No equivalent term specified

Slinger/Signaller

Banksman Banksman Provides guidance for the movement of

vehicles off track when manoeuvring

Does not include lifting operations

No equivalent term specified Does not include lifting

operations

Table 1 – Industry terminology associated with lifting operations.

The Infrastructure Plant Manual is applicable to all personnel associated with build, operation, maintenance, specification and assurance of plant. The specific job roles that each module applies to are detailed at the start of each module. A summary of

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which modules apply to which job roles is contained in Table 2. Careful consideration of the contents of each module must be taken into account when creating separate Job Role specific handbooks. The risks mitigated by each module are identified in Table 3.

Job Title Module Number

All personnel involved in the build, operation, maintenance, specification and assurance of plant.

P100

Appointed Person P503, P513, P516

Banksman P501, P513

Competence Manager P500

Competent Person P519

Contracts and Procurement P302

COSS P501, P502, P505, P506, P508, P509, P510, P511, P512, P513, P514, P515, P516, P517, P518

Crane Controller P301, P501, P503, P504, P505, P507, P509, P510, P513, P514, P516, P517, P518

Crane Supervisor P503, P513, P516

Engineering Supervisor P301, P501, P505, P506, P507, P508, P509, P510, P511, P512, P513, P514, P515, P516, P518

Hand Trolley Controller P514

Haulier P513, P516

HSEA representative (or equivalent) P101

Independent person P101

IWA P505

Lift Planner P501, P502, P503, P510, P517, P519

Linesman (or other non machine operator/controller personal)

P508

Machine Controller P301, P501, P504, P505, P507, P508, P509, P510, P511, P513, P514, P517, P518

Machine converter P300, P508, P511

Machine driver P501

Machine manufacturer P300, P508, P511

Machine Operator P301, P501, P504, P505, P506, P507, P508, P509, P510, P511, P513, P514, P516, P517, P518

Machine Operators Manager P101

Machine/trailer convertors P509

Maintainer/Fitter P501, P504, P508, P509, P512, P513, P514, P515, P516, P700, P701, P702

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Job Title Module Number

Maintenance Contractor P700, P702

Network Rail Professional Head (Plant and T&RS)

P302

Off Track Engineer P703

PICOP P501, P502, P505, P507

PICOS P501, P502, P505, P507, P508

Planner P301, P501, P502, P503, P508, P510, P511, P512, P513, P514, P515, P516, P517, P518, P519, P703

Plant Operator License Holders P301, P501, P502, P507, P508, P516, P517, P518, P519

Plant supplier P300, P302, P504, P505, P506, P509, P510, P511, P513, P514, P517, P700, P701, P702

Portable, transportable and mobile plant operator

P501, P512

Principal Contractor P301, P501, P502, P504, P505, P516, P519

Quick Hitch Manufacturers P510

Rail Plant Support Engineer P101

Slinger P501, P516, P518

SSWOP P502

Track Maintenance Engineer P703

Trackman P515, P703

Trailer manufacturers P509, P518

Table 2 – Modules that are applicable to Job Roles.

4 Risk Mitigation

The Infrastructure Plant Manual mitigates a number of high level risks that are present in the build, operation, maintenance, specification and assurance of plant that is used on Network Rail managed infrastructure. The high level risks that each module mitigates are detailed at the start of each module. Table 3 identifies the risks and the modules that mitigate those risks.

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High Level Risk Module Number

Lack of RIDDOR/close call reporting

e.g. Incidents not being reported

P100

Lack of continuous improvement

e.g. Mitigating factors from incidents not being introduced to the machine or operating procedures

P100

Noncompliance with legislation;

e.g. Incorrect lifting operations (LOLER)

P101, P300, P301, P302, P500, P501, P502, P503, P504, P505, P506, P507, P508, P509, P510, P511, P512, P513, P514, P515, P516, P517, P518, P519, P700, P701, P702, P703

MEWPs becoming out of control

e.g. MEWP operator being crushed under a structure

P300, P500, P501, P502, P503, P508, P513, P519

Runaway/failure to stop on demand

e.g. OTP running away on a gradient

P300, P500, P501, P502, P506, P507, P508, P509, P514, P518, P519, P701, P702,P703

Damage to assets

e.g. RRV or its load hitting a passing train during ALO operation

P301, P500, P501, P503, P505, P506, P507, P508, P509, P510, P511, P512, P513, P514, P515, P516, P517, P518, P519, P700, P701, P702, P703

Collision

e.g. Collision between a RRV and an OTM

P500, P501, P503, P505, P507, P508, P509, P513, P515, P516, P517, P519, P701

Staff injuries

e.g. Operator being trapped between machine and infrastructure or machine and machine

P301, P501, P502, P503, P505, P506, P507, P508, P509, P510, P511, P512, P513, P514, P515, P516, P517, P518, P519, P700, P701, P702, P703

Overturning

e.g. RRV overturning during lifting operations

P300, P500, P501, P502, P503, P507, P508, P513, P516, P517, P519

Derailment

e.g. Trailer being loaded incorrectly

P301, P500, P501, P502, P505, P506, P514, P515, P516, P517, P518, P519, P701, P702, P703

Table 3 – Modules that mitigate high level risks.

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5 Definitions

Access point Area from Network Rail’s boundary, including the route from the public highway, up to and including the on/off tracking point.

Accessory for lifting Means work equipment for attaching loads to machinery for lifting; e.g. Lifting beams, chains etc.

NOTE Previously known as loose lifting tackle or lifting accessories.

Accident An unwanted or unintended sudden event or a specific chain of such events which have harmful consequences; for example, accidents include the following: collisions, derailments, vehicles struck at level-crossings, persons struck by trains, fires and others.

Adaptor plate Is a term used in this manual to describe the arrangement fitted to an attachment that enables it to be used with a quick hitch.

Adjacent line Means any railway line close to the work being undertaken that could be fouled by a machine or load during planned operations.

Adjacent line open (ALO) Means a railway line that is open to train movements.

ALARP Means as low as reasonably practicable.

Anchor point Element (device or facility) secured to or part of a work platform to which a work restraint or fall arrest system can be attached.

Attachment Means any equipment mechanically fixed to and / or powered or controlled from the host vehicle; this could be an accessory for lifting.

NOTE Mechanically fixed should be taken to indicate that the attaching point is semi-permanent (very often a quick hitch type device). Equipment which requires skilled fitting staff to assemble or remove should not normally be thought of as an attachment – such equipment is a part of the original vehicle, and its addition is a modification to the vehicle.

Auxiliary load lifting point Is a specific term used in relation to road-rail lifting equipment and means a load lifting point that by design will limit the load lifted such that the stability and structural integrity of the machine to which it is fitted is not compromised. This type of lifting point is not a calibrated load lifting point.

Base Vehicle The vehicle identified on the Certificate of Engineering Acceptance capable of utilising a specified module or attachment.

Basket An alternative name for the work platform of a mobile elevating work platform.

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Calibrated load lifting point In this manual, this is a specific term used in relation to road-rail lifting equipment and means the load lifting point(s) that are used when calibrating the rated capacity indicator.

Certificate of engineering acceptance (EAC) Document granted to show that the item of plant complies with Rail Industry Standard RIS-1530-PLT Rail industry standard for engineering acceptance of on-track plant and associated equipment or Railway Group Standard GMRT2400 Engineering design and construction of on-track machines as appropriate.

Competent person (CP) Person who has been assessed as being qualified and having required practical and theoretical knowledge, experience and skills to carry out a particular role with regard to relevant rules, regulations, instructions or procedures.

Consist One or more trailers coupled to on-track plant.

Crane Is lifting equipment as defined below.

Crane controller (CC) The competent person who controls the lifting operation.

Crane operator The competent person who physically moves the crane controls.

Cross tracking The process of transferring on-track plant from one track to another by off and on tracking.

Dunnage Wood packing used to support loads and materials to prevent damage to cargo or vehicle.

Emergency services access point Access points used by the emergency services to gain access to Network Rails track in the event of an emergency (e.g. Severn Tunnel)

Exclusion zone Is an area around a machine including any attachments to the machine, where people must not be present.

Fall arrest Personal fall protection system by which a fall is arrested to prevent the collision of the user with the ground or structure.

Foul Any incursion of a machine or its load, into the maximum combined kinematic envelope of all vehicles that may operate on a line open to traffic.

Fouling Point The closest edge of any vehicles kinematic envelope to the nearest line open to traffic (see Sections 3.2 and 3.3 of this module) noting that different vehicles operating on the open line my impact on the gauge.

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Hazard Is something with potential to cause harm.

High risk defect In the context of this manual, this means a safety-related defect that caused or had the potential to cause:

a) the death or injury of any person;

b) an accident to the plant itself or other associated plant;

c) damage likely to endanger the safety of;

i) any person or animal;

ii) trains;

iii) the infrastructure;

iv) the environment.

This includes discovery of a deficiency in authorised documentation or systems that could, if implemented, cause a high risk defect as defined above.

Incident An unplanned, uncontrolled event that under different circumstances may have resulted in an accident (includes, and may also be referred to as, a ‘Near miss’ or ‘Close call’).

Infrastructure Includes, but is not limited to, track, cables, troughing, lineside and under-track equipment, supporting structures, drainage and pipe work that form the railway.

Lift planner This is the Network Rail competency identifier for the person fulfilling the role of Appointed Person (Lifting Operations) on Network Rail managed infrastructure.

Lifting equipment Means work equipment for lifting or lowering loads and includes its attachments used for anchoring, fixing or supporting it.

Lifting operation Means any operation concerned with lifting or lowering a load.

Link-up Is the UK rail industry supplier qualification scheme that provides a registration, qualification and audit process for suppliers that is shared by the UK rail industry.

Load limiting device (LLD) A device to limit the load being moved by a lifting machine.

Load lifting point Means point(s) on lifting equipment at which accessories for lifting are attached in order to lift and lower loads. This includes any integral lifting points on a quick hitch and jaws, where they meet the requirements of this manual.

Local control For Infrastructure Projects (IP) works, this means Infrastructure Group Control (IGC)

For Infrastructure Maintenance (IM) works, this means Infrastructure Fault Control or Integrated Control Centre

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Machine (or Plant) See definition of Plant.

Machine controller (MC) The competent person who controls the safe operation of on-track plant

Machine operator (MO) The competent person controlling the movement of the plant.

M&EE Networking Group The M & EE Networking Group is a non profit making group dedicated to the sharing of professional railway engineering and operations information relating to operational and technical safety for plant and to provide a focus to the rail industry for plant engineering and operations.

Mobile Elevated Work Platform (MEWP) Mobile machine which consists of, as a minimum, a work platform (or basket) with controls, an extending structure and a chassis; that is intended for work at height.

Multiple lifting Means the lifting of a single load with three or more items of lifting equipment working together.

National incident reports (NIR) In the context of this manual, this means a report of an urgent high risk defect relating to plant made using NIR-Online.

National incident reports - on line (NIR-Online) In the context of this manual, this means a web-based application used to initiate, disseminate and manage NIR’s relating to plant. The web address of NIR-Online is http://www.nir-online.net/

On/off tracking The process of placing on-track plant either on or off the track.

On/off tracking point This is a Road Rail Access Point.

On-track machine (OTM) Any rail mounted vehicle capable of running on railway track meeting the requirements of GM/RT2400 Engineering design and construction of on-track machines.

On-track plant (OTP) Any rail mounted vehicle capable of running on railway track meeting the requirements of RIS-1530-PLT Rail industry standard for engineering acceptance of on-track plant and associated equipment.

Overhead line equipment (OLE) Combination of structures and contact wires for supplying electrical traction power to trains.

Permanent RRAP A road rail access point that is always expected to be available for use by on-track plant.

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Pick & Carry The process of lifting and moving rail along the track with suitably rated lifting equipment and accessories designed to prevent the rail slipping through or turning.

Pick & Lift The process of lifting and moving rail with suitably rated lifting equipment and accessories which remain static during the entire operation, designed to prevent the rail slipping through or turning unless a sufficient length of the rail remains in contact with the ground to act as a restraint.

Planner The person responsible for the production of planning documentation including the most suitable on, off & cross tracking arrangements.

Plant (or Machine) Means on-track machines, on-track plant, portable and transportable plant or other mobile machines including road vehicles operated on or near the railway and used for infrastructure related activities as described in the scope of this document.

Plant operator licence holder (POL) In this Manual, this means the organisation holding a Network Rail plant operators licence who are responsible for the operation of on-track plant on Network Rail managed infrastructure.

Portable and transportable plant Any plant or equipment used for the installation, renewal or maintenance of the infrastructure meeting the requirements of RIS-1701-PLT Rail industry standard for portable and transportable plant used for infrastructure work.

Proprietary Third party manufactured equipment which has been approved by Network Rail.

Quick hitch A latching device that enables attachments including buckets to be connected to a machine and interchanged quickly

Rail mounted maintenance machine (RMMM) Means a vehicle that can travel on the track under its own power system. Such vehicles are not allowed to operate, work or travel outside possessions.

Rail mounted plant Means any plant that has rail wheels or runners that can run on the track either self propelled or manually propelled. This includes on track machines, on track plant, trolleys, skates, scooters, etc.

Rail vehicle Means a rail guided vehicle registered on the Rolling Stock Library (RSL). This includes locomotives, coaches, wagons, multiple units, on track machines etc, but excludes on track plant and portable and transportable plant as defined by this document.

Rated capacity indicator (RCI) A safety device which provides visible and/or audible indication that a lifting machine is approaching and/or exceeding its rated capacity.

NOTE RCIs were also known as an Automatic Safe Load Indicator (ASLI).

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Risk Is the combination of the severity of harm that could be caused by a hazard, with the likelihood of it happening.

Road mode Means using the working functions of a road-rail vehicle when it is off track and on its road wheels or tracks.

Road rail access point (RRAP) A designated pre-planned and suitable location suitable for on/off and cross tracking on-track plant.

Road rail excavator crane An excavator that has been converted for rail use or an OEM factory built road rail machine that can be used for lifting operations in either road or rail mode.

Road rail vehicle (RRV) Means a vehicle that can travel on the ground, or on rail by virtue of a rail wheel guidance system, under its own power. Such vehicles are not allowed to operate, work or travel on rail outside possessions.

Road rail vehicle Type A Means a road-rail vehicle that drives on or off the track using either road wheels or caterpillar tracks.

Road rail vehicle Type B Means a road-rail vehicle that is placed on or off track using jack legs and lateral side movement beams.

Safe stop Health and Safety Executive (HSE) recommended procedure when stopping a machine i.e. handbrake on, controls in neutral, engine off and key removed.

Safe working load (SWL) The maximum load which an item of lifting equipment may raise, lower or suspend under a particular service condition.

Safety-related defect In the context of this manual, this means a failure of, or damage to plant or any component or system the plant, which prevents or impairs its intended function and could cause an accident or incident.

Semi permanent RRAP A road rail access point that has been constructed and is intended to be removed in its entirety or in part for maintenance purposes.

Serviceable Rail Rail that has previously been installed in track but has been recovered and remanufactured, i.e. taken to a depot, examined, defects removed, and flash butt welded back together.

NOTE Recovered rail may be given serviceable rail status, but only after assessment at a materials depot

Shunting movement Any movement of a train or vehicle other than a train passing normally along a running line.

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Stabling Means leaving a vehicle in a safe condition unattended.

NOTE A trailer left unattended in a worksite is not stabled but is regarded as a shunting movement and therefore should comply with the appropriate parts of the Rule Book.

Slinger The competent person who attaches or removes accessories for lifting and relays the crane controllers commands where instructed to do so.

Swept envelope A cross-sectional profile, taken at right angles to the track, enclosing all dynamic movements, static deflections and overthrows of all points along the surface of the vehicle that can reasonably be expected to occur under the appropriate range of operating conditions as it sweeps past a theoretical track location.

Tandem lifting Means the lifting of a single load with two lifting machines working together

NOTE Where two excavator cranes are used which are physically connected, controlled by an individual operator and the RCI on either crane will stop the movement of both cranes, then this is not tandem lifting.

Technical file Means a collection of documents that demonstrates that machinery or sub systems complies with the provisions of The Supply of Machinery (Safety) Regulations 2008, or The Railways (Interoperability) Regulations 2006 as appropriate.

Temporary RRAP Possession related road rail access points which are removed at the end of the possession.

Thimbling A process of laterally moving long welded rail using lifting equipment fitted with an appropriate accessory for lifting accessory.

Thorough examination Means a thorough examination by a competent person including any testing appropriate to the purpose deemed necessary by the competent person.

Track jack type 1 (obstructionless) Lifting equipment used to raise the rail that will not protrude above rail height or come within 50mm of the running edge when lifting the rail, and can be lowered from full height under load within 10 seconds.

Track jack type 2 Lifting equipment used to raise the rail that will cause an obstruction to traffic when placed under the rail but with a quick release mechanism enabling the jack to be lowered from full height and removed from under the track within a maximum of 10 seconds.

Track jack type 3 Lifting equipment used to raise the rail that will cause an obstruction to traffic when placed under the rail and cannot be quickly lowered from full height.

Track jack type 4 Lifting equipment that has been designed for track slewing.

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Trailer A non self-propelled, rail mounted vehicle capable of being towed or propelled. This includes attachments with more than two rail wheels.

Travelling mode A vehicle is considered to be in travelling mode when it is on the rail, with its suspension allowing movement along the track and all parts stowed and everything within the applicable gauge.

Trolley Means all hand-controlled trolleys and other manually propelled equipment that is mounted on rail wheels or runners to allow it to be moved along the track.

Urgent high risk defect In the context of this manual, this means a high risk defect that gives rise to the need to undertake an urgent campaign check, component replacement or repair programme, or plant withdrawal. ’Urgent’ in this context means an action taken immediately, or, additionally to any planned maintenance or repair.

Wheel-scotch Means a wedge shape block, normally wood, fitted on the rail between wheel and railhead preformed to suit the diameter of the wheel to which it is fitted. It normally has a handle on one side to facilitate fitment and also enables the wheel-scotch to fall from the rail once released.

Working load limit (WLL) The maximum load that an item of lifting equipment is designed to raise, lower or suspend under ideal conditions (by calculation).

Working mode A vehicle is in working mode as soon as any part of the vehicle or equipment is unstowed from its travelling mode, or not within the applicable gauge.

Work platform A term used specifically in relation to a (MEWP) and means a guarded platform which can be moved under load to a required working position and from which erection, repair, inspection or similar work may be carried out.

NOTE Also known as a “cage”, “bucket”, “basket” or “carrier”.

Work restraint Personal protective system by which a person is prevented from reaching zones where the risk of a fall exists.

Page 19 of 25



NR/PLANT/0200


6 Arrangement of manual

The modules contained in this manual detail requirements necessary to support the design, acquisition, operation, maintenance and disposal of plant used in the installation, renewal and maintenance of the railway infrastructure.

The manual has been arranged to group various activities as shown in Table 4 in recognition of PAS 55 -1 (2008) Asset Management - Part 1: Specification for the optimised management of physical assets , PAS 55 -2 (2008) Asset Management - Part 2: Guidelines for the application of PAS 55-1 and Network Rail’s Standards Management initiative to deliver documents that are accurate, brief and clear.

Modules within this Infrastructure Plant Manual

Network Rail’s Standards Management Elements

PAS 55 Elements

Safety Modules These are numbered in the P1xx series and include information on; • Responding to incidents • Defect reporting • Monitoring in use

Safety

Ergonomics

Design

Planning

Testing

Design Modules These are numbered in the P3xx series and include information on; • Design, • Ergonomics, • Planning for acquisition, • Testing, • Installation, • Verification & Compliance

Installation

Creation, acquisition and enhancement

Operation Modules These are numbered in the P5xx series and include information on; • Competence & Training • Planning for use, • Safe use.

Operation Utilisation

Maintenance Maintenance Modules These are numbered in the P7xx series and include information on; • Inspection, • Maintenance

Inspection

Maintenance

See Design Module Verification & compliance

Table 4 – Framework of infrastructure plant manual

Page 20 of 25



NR/PLANT/0200


7 Index of modules

When a module is added, amended or withdrawn this index will be updated and this manual and any affected modules will be reissued in accordance with the processes mandated by NR/L2/EBM/STP001, Managing standards.

Appendix A provides a list of modules and other standards prior to Issue 5 of this manual and how they have now been incorporated into this document.

Module No

NR/PLANT/0200/ Issue

Module Title

P100 1 Reporting and investigation of plant related events

P101 1 Monitoring plant activities

P300 1 Plant approval and design

P301 1 Road rail access points

P302 1 Approval and review of plant suppliers

P500 1 Competence and fitness

P501 1 Systems of work

P502 1 Planning for use

P503 1 Planning for lifting operations

P504 1 Plant documentation and marking

P505 1 Safe working with plant

P506 1 On-track machines

P507 1 On-track plant

P508 1 Mobile elevating work platforms (MEWPs)

P509 1 Trailers and attachments

P510 1 Safe use of quick hitch systems

P511 1 Flails and mulchers

P512 1 Powered cutters and saws

P513 1 Mobile plant (non-rail mounted) and road vehicles

P514 1 Hand-controlled trolleys

P515 1 Track jacks

P516 1 Undertaking lifting operations

P517 1 Handling rail

P518 1 Loading trailers

P519 1 Planning for the use of on-track plant

P700 1 Plant maintenance

P701 1 On-track plant maintenance

P702 1 Portable and transportable plant maintenance

P703 1 Road rail plant access point maintenance

Page 21 of 25



NR/PLANT/0200


Appendix A Incorporation of previous documents

Previous Plant Operations Manual NR/L2/RMVP/0200 Issue 4

Module Issue Title

Incorporated into NR/PLANT/0200/module(s)

P001 1 Not used

P002 1 Not used

P003 2 Planning and undertaking lifting operations P501, P503, P505, P508, P513, P516, P517

P004 1 Special monitoring of RRV and RMMM operators

P101

P005 1 Handling new or serviceable rail with road-rail excavator cranes in rail mode (including thimbling)

P517

P006 2 Safe use of plant P100, P300, P500, P501, P502, P504, P505, P506, P507, P508, P511, P512, P514, P515, P700, P702

P007 1 Mgt process for on/off and cross tracking of on-track plant

P101, P507

P008 1 Management of on-track plant access points P301, P703

P009 1 Verification and Audit of RRV/ RMMM Suppliers

P302

P010 1 Railway safety critical maintenance elements of small plant and equipment

P702

P011 1 Unobtrusive Monitoring of RRV and RMMM Operations

P101

P012 1 Safety related defect reporting and performance monitoring for OTP

P100

P013 1 Specification for maintenance, operation and testing of track jacks

P515, P702

P014 1 Trailers and attachments with RRV’s and RMMM’s

P101, P300, P509, P701

P015 1 Load lifting points on road-rail excavator cranes

P300, P507, P700

P016 1 Training and Competency for Rail Plant (RRV & RMMM)

P500

P017 1 Loading of on-track plant P515, P518

P018 1 Rail mounted manually propelled equipment P300, P514, P700, P702

P019 1 Not used

P020 1 Work restraint anchor points on possession only rail vehicles and OTM MEWPs

P300, P508, P700

P021 1 Safe use of quick hitches P510

P022 1 Not used

P023 1 Thorough examination of demountable MEWP and lifting equipment

P300, P700

Page 22 of 25



NR/PLANT/0200


Previous Plant Operations Manual NR/L2/RMVP/0200 Issue 4

Module Issue


Title

P024 2 Use and loading of MEWPs P508

P025 1 Dynamic brake testing of road-rail vehicles P701

P026 1 On site management of on-track plant P100, P101, P500, P501, P502, P503, P505, P507, P509, P516, P518

P027 1 Initial response to incidents involving on-track plant

P100

P028 1 Monitoring of on-track plant operations P101

P029 1 Mgt of Network Rail owned OTP & attachments

P100, P700

Previous other Network Rail Standards

Standard Issue Title


NR/L3/MTC/PL0006 5 Planning for the Use of On-Track Plant

P519

Page 23 of 25



NR/PLANT/0200


Issue record

Issue Date of Publication Comments

1 June 2011 First Issue

2 September 2011 Module P024 re-issued.

3 March 2012 Module P003 Issue 2 replaces Issue 1 (formerly NR/L2/RMVP/0203). Changes include; updated references; table amended in Scope; definitions of competent person, crane controller and lift planner amended; minor text changes.

Module P006 Issue 2 replaces Issue 1 (formerly NR/L2/RMVP/0206). Changes include; updated references; table removed from Scope; definitions of competent person, crane controller and lift planner amended; minor text changes.

Module P014 new document replacing P014 Issue 1 (formerly NR/L3/RMVP/048/TMM002) and M&EE CoP0014.

Module P017 new document replacing P017 Issue 1 and M&EE CoP0017.

Module P018 new document replacing P018 Issue 1 and M&EE CoP0018.

4 June 2012 Module P025 new document replacing P025 Issue 1 and M&EE CoP0025.

Note. NR/L2/RMVP/0200_P006 Issue 2 was published in Issue 3 of NR/L2/RMVP/0200 under the small scale change process to accommodate the specific changes referenced in the issue record above. It did not incorporate any Letters of Instruction current at that time and therefore NR/BS/LI/228 (Issue 2) remains valid. It is intended that this LOI will be written into future editions of Module P006.

5 March 2013 Manual rewritten and reformatted to new framework and style.

Page 24 of 25



NR/PLANT/0200


Page 25 of 25

Owner

James Allenden, Professional Head [Plant and T&RS]

Compliance

The requirements in this Network Rail document shall be complied with by Network Rail and its contractors if applicable from 01 June 2013.

Disclaimer

In issuing this document for its stated purpose, Network Rail makes no warranties, express or implied, that compliance with all or any documents it issues is sufficient on its own to ensure safe systems of work or operation. Users are reminded of their own duties under health and safety legislation.

Supply

Copies of documents are available electronically, within Network Rail’s organisation. Hard copies of this document may be available to Network Rail people on request to the relevant controlled publication distributor. Other organisations may obtain copies of this from an approved distributor.

Copyright

This document is the property of Network Rail. It shall not be reproduced in whole or part nor disclosed to a third party without the written permission of Network Rail.

© Copyright 2013 Network Rail.

Uncontrolled copy once printed from its electronic source.

Published and Issued by Network Rail, Kings Place, 90 York Way, London. N1 9AG.



NR/PLANT/0200/module P100


[[[

Infrastructure Plant Manual

Module P100 – Reporting and investigation of plant related events

Acceptable Means of Compliance

Technical content authorised by:

Edward Davison, Senior Policy Development Specialist [Plant and T&RS] | 02/03/2013

Technical content endorsed by:

James Allenden, Professional Head [Plant and T&RS] | 02/03/2013

Accepted for publication by:

Mick McManus, National Standards Manager | 02/03/2013





Page 2 of 8

Contents

0.1 Job roles 3

0.2 Risk mitigation 3

1 Accidents and incidents 4

2 Classification of defects 4

3 Assessment of safety related defects 4

4 Defect reporting 4

4.1 Reporting safety related defects 4

4.2 Actions following report of safety related defect 5

5 Action to be taken on site in the event of safety related defects 5

6 Sharing of information 5

Table 1 – Classification of plant defects 4

Appendix A Example list of safety critical systems 6

Appendix B Action to be taken in the event of defective equipment 7





Page 3 of 8

0.1 Job roles

This module is applicable to the following job roles, you must familiarise yourself with all of the clauses contained within it to understand your personal responsibilities. If you intend to carry out any of these roles you must hold the relevant Sentinel competency:

All personnel involved in the build, operation, maintenance, specification and assurance of plant.

0.2 Risk mitigation

This module helps mitigate the following high level risks:

a) Lack of RIDDOR/close call reporting, e.g. incidents not being reported;

b) Lack of continuous improvement, e.g. mitigating factors from incidents not being introduced to the machine or operating procedures.





Page 4 of 8

1 Accidents and incidents

Reporting and investigation of any occurrence that results in an accident or incident when using plant shall be carried out in accordance with NR/L2/INV/002 and NR/L3/INV/3001.

Additional requirements as detailed in NR/L3/NDS/047/TMR19 shall be applied to any accident or incident involving on-track plant.

2 Classification of defects

The classifications of defects occurring in plant as defined by this manual are in accordance with GE/RT8250 and Table 1.

Defect Type Defect Definition

Safety-related defect A failure of, or damage to, plant or any component or system of the plant which prevents or impairs its intended function, and could cause an accident or incident.

High risk defect A safety-related defect that caused or had the potential to cause;

a) The death or injury of any person; b) An accident to the plant itself or other associated plant; c) Damage likely to endanger the safety of;

i) Any person or animal ii) Trains iii) The infrastructure iv) The environment.

This includes discovery of a deficiency in authorised documentation or systems that could if implemented, cause a high risk defect as defined above.

Urgent high risk defect

A high risk defect that gives rise to the need to undertake an urgent campaign check, component replacement or repair programme, or plant withdrawal.

’Urgent’ in this context means an action taken immediately, or, additionally to any planned maintenance or repair.

Table 1 – Classification of plant defects

3 Assessment of safety related defects

All defects involving safety critical systems on plant (see Appendix A) shall be assessed to determine;

a) whether the defect is high risk, and;

b) whether urgent advice of the defect to other parties in the rail industry is required via NIR-Online.

4 Defect reporting

4.1 Reporting safety related defects

Urgent safety related plant defects shall be reported using NIR-Online and the principles recommended by GE/RT8250.

Other safety related plant defects, including high risk defects that do not require urgent advice transmittal via NIR-Online, shall be reported to Network Rail’s Professional Head [Plant and T&RS] using Form NR/PLANT/0200_F022.





Page 5 of 8

4.2 Actions following report of safety related defect

Urgent safety related plant defects shall be actioned using the principles recommended by GE/RT8250.

Network Rail’s Professional Head [Plant and T&RS] or nominated deputy shall action all safety related plant defects reported using Form NR/PLANT/0200_F022 as follows:

a) acknowledge receipt of notification;

b) review for applicability to plant hire companies supplying the railway;

c) share with Plant Operating Licence holders (POLs) and any plant hire company to which the defect is relevant;

d) agree and progress actions to close out the defect report with relevant parties;

e) keep Plant Operating Licence holders (POLs) and any plant hire company to which the defect is relevant advised of actions to be taken.

Plant Operating Licence holders and plant hire companies shall carry out the agreed actions to close out the defect and inform Network Rail’s Professional Head [Plant and T&RS] or nominated deputy when this has been done.

Network Rail’s Professional Head [Plant and T&RS] or nominated deputy shall advise all affected parties when the actions to close out the defect have been completed.

5 Action to be taken on site in the event of safety related defects

All defects are to be recorded in the machine log book. Examples of action to be taken in the event of defective on-board safety critical equipment are given in Appendix B.

6 Sharing of information

All safety related defects applicable to plant shall be discussed at each M&EE Networking Group meeting. Where applicable this Group shall agree a common course of action.





Page 6 of 8

Appendix A Example list of safety critical systems

Air pressure vessels.

Bolts and other retaining devices that prevent equipment from falling to the ground.

Braking systems.

Communication systems.

Fastenings that secure covers, or which prevent loads from falling from a vehicle.

Fire safety systems.

Fuel systems.

Head, marker and tail lamp systems.

Inter-vehicle couplings and connections.

Rated capacity indicators or load limiting devices.

Road and rail wheels.

Safety interlock systems.

Speed indicating systems.

Suspension and wheel support systems.

Traction and driveline systems.

Warning horn systems.

Windscreen wiper and washer systems.

NOTE This list is not exhaustive





Page 7 of 8

Appendix B Action to be taken in the event of defective equipment

Defect Action

Brake – defective. Remove from service until repaired.

If OTP has to be moved to off-track, the secondary brake shall be operative and the speed limited to 3 mph maximum (walking pace).

If both braking systems are defective, the vehicle shall be towed to the nearest suitable location using the emergency tow bar.

Brake – dragging. Stop movements, find and rectify cause.

Before returning to service, examine the wheels for signs of damage, especially wheel flats and signs of overheating. The limits of acceptable tread damage will be specified by the vehicle manufacturer. If the operator is in any doubt concerning the wheel condition, the vehicle shall be examined by a technically competent person.

If damage is found on the rail wheels (e.g. significant flats), report this to the ES or PICOP to arrange inspection of the railway line.

Cab heating and cooling equipment.

Vehicle may remain in service providing that the operator and the person in charge of the machine agree that the operator’s personal health and/or performance will not be impaired.

Lights Remove vehicle from service if the defect is such that no headlight or tail light can be shown.

On-board emergency equipment.

If on-board emergency equipment requires replacement, the person in charge shall arrange for this to be done as soon as possible.

Rated capacity indicator or load limiting device.

Refer to NR/PLANT/0200/module P516.

Speedometer (where fitted). Limit maximum speed of vehicle operation to walking pace.

Warning horn. Remove vehicle from service unless an alternative means of providing an audible warning can be given.

Wheels – flats. The person in charge of the machine shall consult with the ES to determine whether it is safe for the vehicle to continue in service, and whether any operating restrictions are required e.g. reduction in speed.

Remove vehicle from service if it is not considered safe to use.

Wheels – locked. Remove vehicle from service if the wheels cannot be released.

If it is necessary to move the vehicle to enable it to be taken out of service, the permission of the ES must be obtained, and the method by which the vehicle is to be moved (e.g. using a wheelskate) shall be agreed.

Windscreen or windscreen wiper.

Vehicle may remain in service providing that the operator and the person in charge of the machine agree that the operator’s vision will not be impaired.

Remove vehicle from service if the defect is such that the machine operator’s vision will be impaired.





Page 8 of 8

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P101 – Monitoring plant activities











Issue 1 | Publication date: 02/03/2013| Compliance date: 01/06/2013

Contents

0.1 Job roles 3


1 Monitoring machine operators 4

1.1 General principles 4

1.2 Process 4

2 Monitoring plant operations 5

2.1 General principles 5

2.2 Process 5

3 Periodic review of compliance 5

Page 2 of 6





0.1 Job roles


Machine Operators Manager Independent person Rail Plant Support Engineer HSEA representative (or equivalent)

0.2 Risk mitigation

This module helps mitigate the following high level risk:

compliance with legislation (LOLER, PUWER, HASAW).

Page 3 of 6





1 Monitoring machine operators

1.1 General principles

Arrangements shall be in place to monitor a machine operator if, due to their safety record or personal circumstances;

a) there is concern for the safety of the operator or;

b) there is a potential risk to other staff or equipment on Network Rail infrastructure.

1.2 Process

The machine operators manager shall carry out an initial assessment taking into account any records from the previous five years (where available), and input from the machine operators direct supervisor. Give particular consideration to the:

a) level of experience of the machine operator;

b) complexity of the operation being carried out;

c) previous history of incidents or accidents;

d) ability to achieve and maintain the required standard of competence;

e) attendance for duty e.g. sickness records, other employment etc;

f) attitude when working particular shifts e.g. have there been regular changes of duty to avoid certain shifts;

g) personal circumstances.

If the assessment indicates that the machine operator presents an increased risk to themselves, others, or the safety of Network Rail’s operation, a corrective action plan to control the level of risk identified shall be developed. This is to include consideration of:

a) additional coaching and training where appropriate and re-assessment of the operators competence;

b) monitoring or mentoring of the machine operator when performing work activities;

c) a plan to review the machine operators progress in relation to the corrective action plan;

d) a record of the initial assessment, control measures applied, reviews undertaken and the basis of decisions to withdraw special monitoring.

Do not permit a machine operator to carry out their duties until the control measures identified in the corrective action plan have been applied.

Implement further assessments and corrective action plans if there is any material change in the machine operator’s circumstances.

Page 4 of 6





2 Monitoring plant operations

2.1 General principles

Documented arrangements shall be in place to monitor work activities when using on-track machines and on-track plant.

Monitoring shall be:

a) undertaken by a person independent of those carrying out the work and approved by Network Rail’s Professional Head [Plant and T&RS];

b) carried out at a frequency proportionate to the level of activity being undertaken but as a minimum, no less than 6 times per quarter with a maximum interval of 28 days between each monitoring occasion;

c) targeted at specific areas of activity where previous incidents or reports have indicated particular attention is required.

Monitoring shall include a review of compliance and practical application of:

a) appropriate Rule Book modules and handbooks;

b) Network Rail's safety management system;

c) the Infrastructure Plant Manual (NR/PLANT/0200);

d) the Train Operations Manual (NR/L3/NDS/047 and NR/L3/NDS/048).

2.2 Process

Monitoring activities shall be recorded using Form NR/PLANT/0200_F021.

NOTE Alternative forms may be used with the agreement of Network Rail’s Professional Head [Plant and T&RS].

Full details of all non-compliances shall be recorded. Any non-compliance identified during the monitoring activity that has a potential safety risk shall be addressed immediately by applying appropriate control measures.

Completed monitoring forms, identified non-compliances, risks and applied control measures shall be copied to:

a) the relevant Network Rail Route Director or nominated representative, and

b) Network Rail’s Professional Head [Plant and T&RS].

A process shall be in place for investigating to conclusion, all non-compliances or incidents reported as part of this process.

Provisions shall be made to collate and summarise all reports and subsequent actions into a combined period report by Network Rail’s Professional Head [Plant and T&RS]. Summary reports shall be distributed to relevant Route Directors or their nominated representatives.

Records of monitoring activities shall be retained for a minimum period of 7 years.

3 Periodic review of compliance

Compliance with this Module shall be checked by audit at intervals not exceeding once per annum.

Page 5 of 6





Page 6 of 6

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P300 – Plant approval and design












Contents

0.1 Job roles 3


1 Plant approval 4

2 Plant design 4

3 Particular requirements 4

3.1 Load lifting points 4

3.2 Mobile elevating work platforms (MEWPs) 5

3.3 Attachment braking systems 5

3.4 Trolleys 6

4 Communication equipment 6

5 Identification of plant 6

Appendix A Example of brake performance testing a new trolley design 7

Table A.1 – Testing ‘first of type’ hand trolleys 8

Table A.2 – Testing ‘first of type’ Ironmen 8

Page 2 of 9





0.1 Job roles

This module is applicable to the following job roles, you must familiarise yourself with all of the clauses contained within it to understand your personal responsibilities:

Machine converter Machine manufacturer Plant supplier

0.2 Risk mitigation


a) compliance with legislation (LOLER, PUWER, HASAW);

b) MEWPs becoming out of control, e.g. MEWP operator being crushed under a structure;

c) overturning, e.g. RRV overturning during lifting operations;

d) runaway/failure to stop on demand, e.g. OTP running away on a gradient.

Page 3 of 9





1 Plant approval

All plant shall be accepted for use on or about Network Rail managed infrastructure in accordance with the appropriate process detailed in NR/L2/RSE/100.

2 Plant design

All plant used on Network Rail infrastructure shall be designed in accordance with relevant:

a) European and National Legislation;

b) technical standards for interoperability (TSI’s);

c) notified national technical rules (NNTR’s);

d) Rule Book;

e) railway group standards (RGS’s) and associated guidance notes (GN’s);

f) railway industry standards (RIS’s) and associated guidance notes;

g) Network Rail standards and specifications;

h) international and national standards.

3 Particular requirements

3.1 Load lifting points

Load lifting points are to be designed in accordance with the requirements set out in BS2573 or equivalent.

NOTE The design of load lifting points should take into account the forces generated from any foreseeable angle that the suspended load will take up relative to the lifting equipment. A fixed hook does not normally meet this requirement.

Load lifting points shall be approved by the original equipment manufacturer (OEM) or vehicle converter and recorded in the technical file for the machine. A copy of this approval shall be kept in the machine file by the machine owner.

NOTE(1) Approval by the vehicle convertor is conditional upon competence or authority from the OEM i.e. the company that issued the original CE mark for the machine.

Load lifting points on quick hitches shall be approved by the quick hitch manufacturer and written verification provided.

Modifications or alterations to load lifting points are to be approved in accordance with GM/RT2400 (RIS-1702-PLT) or RIS-1530-PLT as appropriate.

Each lifting point shall be clearly marked in accordance with RIS-1530-PLT. This includes lifting points on quick hitches.

The location and safe working load (SWL) of all lifting points on a machine shall be shown in the operations manual.

Burst hose protection shall be fitted to all load sustaining components of a machines hydraulic system.

The pressure in the bucket crowd cylinder of on-track plant shall not be relied upon to support a load if the cylinder is not fitted with burst hose protection.

Load lifting points shall be proof load tested to a minimum of 150% of SWL.

Page 4 of 9





Repairs to load lifting points shall be approved by the OEM or vehicle converter (subject to Note(1) ) and proof load tested to a minimum of 150% SWL.

Records of tests carried out are to be retained by the vehicle owner.

Testing shall be undertaken so that it does not damage or destabilise the machine. This may involve additional support to the machine while testing is taking place.

NOTE The described proof load tests are in addition to the Thorough Examinations by Competent Person required under LOLER.

3.2 Mobile elevating work platforms (MEWPs)

3.2.1 General principles

Specify the combinations of base vehicle and module or attachment type permitted on the Certificate of Engineering Acceptance.

The Thorough Examination certification issued in accordance with The Lifting Operations and Lifting Equipment Regulations (LOLER) shall include the base vehicle and module or attachment by serial number.

Where the base vehicle is capable of using more than one module or attachment a Thorough Examination certificate is required for each individual module or attachment.

Consult with the OEM or competent body if undertaking modifications to a MEWP module or attachment. Modifications shall be approved in accordance with GM/RT2400 (RIS-1702-PLT) or RIS-1530-PLT as appropriate.

3.2.2 Work restraint anchor points

Work restraint anchor points on the work platform of a MEWP shall be:

a) clearly identified and marked as dedicated points within the platform e.g. rails or fixed points;

b) attached to permanent parts of the platform unless specifically designed for movable components of the platform;

c) designed to accommodate the wearing of personal protective equipment without catching or tearing;

d) sufficient to accommodate the total number of personnel allowed in the platform;

e) clearly marked with the number of persons for which they are rated;

f) tested in accordance with BS EN 280.

3.3 Attachment braking systems

Attachments that have no carrying capacity (i.e. only have a gross weight) shall either:

a) be fitted with a braking system where components enter into the ballast immobilising the vehicle, or;

b) the direct operation of the braking system can be seen, for example movement of brake block or brake pad.

Page 5 of 9





Brake tests on any such attachments (including dozer blade trolleys) shall be specified at a frequency of no greater than 3 months unless the attachment manufacturer has defined a particular brake test periodicity.

3.4 Trolleys

All trolleys used on or about Network Rail managed infrastructure shall:

a) be fitted with fail safe brakes;

b) be designed such that it cannot be placed in an un-braked condition during set-up or use;

c) meet the stopping distances required by BS EN 13977. A suggested method of testing the brakes of a new trolley design is given in Appendix A of this Module.

NOTE The results of these tests should be submitted to Network Rail for product acceptance in accordance with NR/L2/RSE/100.

d) include documented pre-use and maintenance brake performance checks in the operating and maintenance instructions as appropriate;

Where the design of brake relies on a pin to lock the wheel there shall be evidence that the equipment can be stopped during runaway and that the maintenance frequency is sufficient to cover potential use of the brake.

4 Communication equipment

Where personnel are required to undertake activities involving on-track machines or on-track plant on or about Network Rail managed infrastructure, mobile voice communication systems shall be provided for the Machine Controller and Machine Operator.

Any such system shall be a full digital duplex communication system and as a minimum provide instant simultaneous communications, voice clarity, durability, and enhanced weatherproofing of the equipment.

The communication system shall meet applicable EMC and other environmental requirements of Network Rail standards and other applicable mandatory or statutory requirements as appropriate.

NOTE Approved equipment which meets these requirements is the 3M manufactured Peltor DECT-Com and Peltor Dect-Com II.

5 Identification of plant

Plant shall be marked with the following information which shall be clearly visible from an external position when the plant is in use:

a) unique identification number (this could be different from the serial number);

b) date of next maintenance and/or maintenance brake test as appropriate;

c) owner name and contact details.

NOTE Contact details should include a telephone number to contact the owner of the item of plant or his representative.

Page 6 of 9





Appendix A Example of brake performance testing a new trolley design

This schedule may be used to assess the braking performance of a ‘first of type’ trolley for conformance with:

a) BS EN 13977 Railway applications-track-safety requirements for portable machines and trolleys for construction and maintenance.

b) RIS-1701-PLT Rail industry standard for portable and transportable plant used for infrastructure work.

Pre-requisites required to apply this schedule are:

a) the site shall have a gradient of 1 in 30 and as a minimum be 50m in length;

b) sufficient load shall be available to test the trolley at twice its maximum permitted load. Loads are to be uniformly distributed;

c) equipment is to be available to record the speed of the trolley prior to a brake application;

d) equipment is to be available to accurately measure the braking distance.

The tests shown in Table A.1 and A.2 are for a load bearing hand trolley and ironmen respectively (see NR/PLANT/0200/module P514 for further information on types of trolley).

For the simulated wet rail conditions, equipment should be provided to simulate extreme weather conditions. This could be for example, a large garden spray mounted onto the trolley that will apply a continuous flow of water (minimum 1 litre/min) onto the rail wheel during testing.

All tests are to be recorded. Forms that can be used for this purpose are NR/PLANT/0200_F019 (Hand Trolley) and NR/PLANT/0200_F020 (Ironmen).

Test the trolley(s) as follows.

NOTE Ironmen are normally tested in pairs.

a) Propel the trolley(s) down the gradient making sure that there is sufficient approach distance to verify that the desired speed is achieved prior to the brake application point. The brake handle should remain in place at all times.

b) Pre-spray the wheel and brake pad area of the trolley before carrying out simulated wet rail tests.

c) Repeat each test 3 times and take averages.

d) Record the results on the appropriate test record form.

Page 7 of 9





Test Description of testing element Pass/fail criteria

1 Propel trolley at 10 km/h with no load. Trolley stops within 10m.

2 Propel trolley at 10 km/h with maximum payload. Trolley stops within 10m.

3 Propel trolley at 5 km/h with twice payload. Trolley stops within 10m.

4 Propel trolley at 5 km/h with twice payload and simulated wet rail conditions.

Trolley stops within 14m.

5 Propel trolley at 10 km/h with maximum payload and simulated wet rail conditions.

Trolley stops within 14m.

Table A.1 – Testing ‘first of type’ hand trolleys

Test Description of testing element

(Ironmen are normally tested in pairs)

Pass/fail criteria

1 Propel Ironmen at 10 km/h with maximum payload. Ironmen stop within 10m.

2 Propel Ironmen at 5 km/h with half braking capacity. Ironmen stop within 10m.

3 Propel Ironmen at 10 km/h with maximum payload and simulated wet conditions.

Ironmen stop within 14m.

4 Propel Ironmen at 5 km/h with half braking capacity and simulated wet conditions.

Ironmen stop within 14m.

5 Propel Ironmen at 10 km/h with maximum payload and half braking capacity.

Ironmen stop in a controlled manner within 20m.

6 Propel Ironmen at 10 km/h with maximum payload, half braking capacity and simulated wet conditions.

Ironmen stop in a controlled manner within 28m.

Table A.2 – Testing ‘first of type’ Ironmen

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Module P301 – Road rail access points












Contents

0.1 Job roles 3

0.2 Risk Mitigation 3

1 Application of this module 4

2 Placing of RRAP 4

3 Classification and construction of RRAP 6

4 Requirements in DC electrified line areas 8

5 Requirements in AC electrified line areas 8

6 Requirements for the protection of cable routes 9

7 Requirements for vehicle access 9

8 Temporary access for emergency response 10

9 Maintenance requirements for RRAP 10

10 RRAP information 10

11 Installing RRAP 10

11.1 What needs to be considered 10

11.2 RRAP already exists but needs to be upgraded 11

11.3 RRAP does not exist and a semi-permanent solution is required 11

11.4 Access does not exist and a temporary solution is acceptable 12

12 Impact of RRAP installation on other planned works 12

12.1 Infrastructure maintenance works 12

12.2 Investment and project works 12

Figure 1 – Construction type A 13

Figure 2 – Construction type B 14

Figure 3 – Construction type C 15

Figure 4 – Fixed timber infill (plan) 16

Figure 5 – Fixed timber infill (side elevation) 17

Figure 6 – Example of secured timbers 18

Figure 7 – Arrangements for third rail areas 19

Figure 8 – OLE clearance at all RRAP 20

Table 1 – Locations where RRAP should not be fitted 5

Table 2 – Classification and suitability of RRAP 7

Table 3 – Types of RRAP 8

Page 2 of 21





0.1 Job roles


Principal Contractors Plant Operator License Holders Machine Controller Crane Controller Planner Engineering Supervisor Machine Operator

0.2 Risk Mitigation



b) damage to assets, e.g. RRV or its load hitting a passing train during ALO operation;

c) derailment, e.g. trailer being loaded incorrectly;

d) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

Page 3 of 21





1 Application of this module

This module details requirements for:

a) the type and selection of road rail access point (RRAP);

b) access point and access route construction;

c) the registration of RRAP in Ellipse;

d) the requirements for involving Commercial Property where land access rights, lease or purchase is necessary.

It applies to:

a) all RRAP on Network Rail managed infrastructure;

b) access points specifically used by emergency services OTP.

It does not apply to:

a) the management of public accommodation, highway or occupation level crossings used as on/off tracking point;

b) the selection or management of pedestrian only access points.

2 Placing of RRAP

Wherever possible, locate RRAP on straight and level track.

Places where RRAP should not be located are broadly categorised as:

a) where they should not be located at any time;

b) where they should not be located unless a risk assessment demonstrates that it is safe to do so;

c) where they should not be located unless an assessment into their affect on lineside neighbours has been undertaken.

Table 1 provides some examples of these types of locations.

At the feasibility and design stages consider:

a) where on-track plant will be stabled;

NOTE This should be inside the boundary fence which may require additional standing area.

b) if stabling areas are located close to RRAP, hazards such as OLE equipment and other third party electricity cables;

c) traffic management and signage on the public highway;

d) the effects that putting in a new or upgraded RRAP may have on the public highway.

NOTE A record should be made (e.g. photographs or video) of the before and after condition of the road surface and verges in the vicinity of the access point in case damage is caused and the Highway Authority seeks reparations.

Page 4 of 21





Locations where access points should not be fitted;

a) On curves of 200m radius or less where continuous check rails are installed;

b) Where guard rails or lateral resistance end plates are present;

c) On high ballast shoulder areas;

d) Over rail joints(see Note) or rail welds;

e) Over rail adjustment switches, treadles, axle counters, or hot axle bearing detectors;

f) Within 20m of a platform ramp;

g) Where cross track cables are present;

h) Where red or third rail impedance bonding is present.

i) Where overhead line equipment (OLE) is less than 4165mm above rail level (ARL);

j) Where a non level road could place any part of the OTP within 600mm of the OLE;

k) As shown in NR/L2/TRK/2102.

NOTE Access points located within sidings may be located over rail joints subject to risk assessment and approval.

Locations where access points should not be fitted unless a risk assessment demonstrates that it is safe to do so;

a) Less than a minimum of 20m from any switch and crossing unit;

b) Less than 20m from an underbridge or tunnel where there are vertical or lateral restrictions that could restrict vehicle manoeuvrability;

c) Where infrastructure assets such as signalling equipment and lineside structures are located which could restrict vehicle manoeuvrability;

d) Next to, or over, under track crossings;

e) Where there is an excessive height difference between adjacent running lines (see Note);

f) Within trespass and vandalism hotspots;

g) Where road access is hazardous (e.g. access is directly from a dual-carriageway, busy roads or areas of limited visibility).

NOTE See NR/L2/TRK/2102 for requirements.

Locations where access points should not be fitted unless an assessment into their affect on lineside neighbours has been undertaken;

a) Sites of special scientific interest (SSSI's);

b) Conservation areas;

c) Adjacent to hospitals;

d) Residential areas;

e) Schools.

Table 1 – Locations where RRAP should not be fitted

Take into account delivery logistics such as:

a) access through the boundary gate from public highways;

b) access routes through minor roads;

c) height, width and weight restrictions on public highways;

d) third party overhead services (e.g. power lines, pipes and telephone wires). Mark overhead services with ‘goal posts’ to warn of height restrictions;

e) seasonal or periodic road availability;

f) access rights and suitability of private roads;

Page 5 of 21





g) delivery vehicle size and manoeuvrability;

h) condition of existing highway surface and verges.

Appropriate functions within Network Rail (e.g. Commercial Property, Community Relations Manager) and the OTP haulier where necessary, shall be consulted when determining the type and location of RRAP.

3 Classification and construction of RRAP

The appropriate classification and type of RRAP to be installed, shall be selected using Table 2 and Table 3.

RRAP shall:

a) conform to NR/L2/TRK/2049 and NR/L2/TRK/4040;

b) be constructed so that the flangeway gap is as specified in NR/L2/TRK/2049;

c) be constructed so that lineside drainage is suitably protected and not compromised;

d) be constructed, and where necessary protected, such that vehicles using them as a turning point cannot foul the line.

NOTE Protection could include the placing of removable/lockable bollards, lockable barriers and Armco type railings such that any vehicle and its load cannot foul the line.

Ballast shoulders abutting up to a RRAP shall be in accordance with NR/L2/TRK/2102.

Exposed timber surfaces shall have an approved anti-slip coating applied.

Proprietary access equipment shall be approved for use in accordance with the appropriate process detailed in NR/L2/RSE/100.

Page 6 of 21





Key Classification

1st Preference

2nd Preference

Minimum requirement

Permanent Semi Permanent

Temporary

Track Category Suitability (NR/L2/TRK/

2102)

Type of Construction

Activity Suitability

Public highway level crossing

Yes N/A N/A Any Out of scope of this module

Any

Type A

N/A Yes N/A Any Installed to the same standard

as public highway level crossing

(See Figure 1)

Any

Type B

N/A Yes N/A 4, 5 & 6 Fixed timber infill

(See Figures 2, 4 and 6)

Any

Properly constructed semi permanent installation

(See Table 3)

Type C

N/A Yes N/A 4, 5 & 6 Fixed timber infill in 4ft with braced

stone in 6ft

(See Figures 3 and 5)

Any

Yard area with the surface level with head of the rail

Yes Yes No N/A Concrete, tarmac etc, dogged timbers or

consolidated stone

Any – siding must be under

possession

NR approved unsecured semi-permanent crossing panels

No No Yes 1A, 1-6

In fill must be removed

at end of possession

Bomac, Strail, Holdfast etc

Possession only

Restrained and supported timber decking

No No Yes All - must be removed at

end of possession

Approved system restrained to

prevent movement

Possession only

Approved proprietary access equipment

No No Yes All - must be removed at

end of possession

N/A Possession only

Farmers/occupation crossing

N/A N/A N/A N/A N/A Not suitable for large RRV’s

Table 2 – Classification and suitability of RRAP

Page 7 of 21





Access Point Type

Designed Materials Permanent Semi- Permanent

Temporary

Level Crossing (inc occupation)

Tar, Concrete, Timber, Bomac, Strail, Holdfast etc

N/A N/A

Yard Surface Tar, concrete, timbers, ballast N/A N/A

Secured timbers (fixed timber infill)

(Type B or C)

Secured timber panels of various constructions and installed to this

module

N/A N/A

Ballasted Area (Type A, B & C)

Ballast, Type 1 MOT stone N/A N/A

Proprietary;

(examples)

Various systems for on/off & cross tracking

N/A

(Type A)

Holdfast

Bomac

Strail

Omni

Provided these are installed to manufacturers instructions and

secure

N/A N/A

Holdfast

Bomac

Strail

Omni

Semi-permanent panels installed unsecured, must be removed at

possession end

N/A N/A

Timber decking Restrained and supported timber, must be removed at possession end

N/A N/A

Lesmac Matting Rubber/foam systems, must be removed at possession end

N/A N/A

Railability Metal access systems, must be removed at possession end

N/A N/A

Table 3 – Types of RRAP

4 Requirements in DC electrified line areas

In DC electrified (third rail) areas:

a) a permanent section gap as defined in Figure 7 shall be present at the RRAP to permit unrestricted access to the track;

b) where insufficient gaps exists, lower the third rail off the insulators, remove an adequate number of insulators and protect the rail from damage.

In DC electrified (fourth rail) areas, RRAP shall NOT be installed without the appropriate authorisation.

5 Requirements in AC electrified line areas

In overhead line electrified areas, position RRAP such that:

a) the approach to the RRAP when under OLE is level where reasonably practicable;

b) the requirements of Figure 8 are met, and

Page 8 of 21





c) appropriate authorisation to install the RRAP has been given.

6 Requirements for the protection of cable routes

The prime consideration is to protect cable routes from being damaged by on-track plant. Materials used to cover cable routes shall be capable of supporting the maximum weight of the plant that will use the access point. Proprietary troughing is available and shall be used wherever appropriate. Cable route protection shall not prevent repair or removal of cables.

Lineside surface or underground cable routes can be categorised as follows.

a) Lineside cables typically found in a dedicated cable route laid directly onto the ground or raised on posts. These can include fibre optic, power, telecoms and signalling multicore cables.

b) Cross track cables either within orange ducting, hollow bearer or laid directly onto ballast or connected to sleepers. These can include signal tail cables, signal post telephone cables, TPWS/AWS tail cables and track circuit cables.

NOTE RRAP will not normally be located where cross track cables are present, however, where a rail mounted maintenance machine (RMMM) is manually lifted onto/off track, cross track cables could be present and would need to be protected.

A different protection method is required for each type of cable route if on-track plant is to traverse over it.

Lineside cables in concrete troughing or laid directly on the ground shall be covered by a 20 mm thick steel plate (galvanised checker plate for semi-permanent RRAP), suitably supported to provide a gap between it and the troughing lid or cable. See Figure 2, Note 2. All troughs shall be structurally sound with lids intact and no spoil present.

Where lineside cables are not within a troughing route, they shall be:

a) secured in a ducted route surrounded by timber sleepers with 20mm thick steel plating over the top of sleepers to provide protection. Ducting shall extend beyond the end of the RRAP and not be uncovered at any point;

b) properly secured with no gaps in ducting;

c) not subject to excessive weight from spoil coverage;

d) not under stress or stretched (e.g. around bridge faces, etc.).

Cross track cables shall be protected in a ducted route in both the cess and 6ft in the immediate vicinity where RMMM’s are to be lifted onto the track.

Cross track cables shall not be pulled into one duct to save materials and shall have single or paired cables running in their own ducts, even if track cables are relatively close. This shall not put unnecessary stress on cables by reducing or removing slack.

7 Requirements for vehicle access

Provide a level approach of at least five metres either side of the RRAP. The access road shall be a minimum of compacted Type 1 MoT fill with 150 mm construction depth, laid in 75 mm layers.

Page 9 of 21





Position welfare and/or storage facilities such that the RRAP is kept clear for the type of OTP that will use it.

NOTE Requirements for welfare and storage facilities at any type of access point are detailed in NR/L3/INI/CP0036.

Where RMMM’s are to be lifted onto the track, assess the route from the delivery point to the RRAP for suitability and rectify any substandard areas.

Position outriggers for cranes and other vehicles such that they are on stable ground and do not place any load onto the track or cables.

8 Temporary access for emergency response

Emergency temporary access points facilitate recovery after an incident, e.g. derailment or dewirements. When deciding their location, give consideration to:

a) the requirements detailed in NR/PLANT/0200/module P507;

b) approach gradients;

c) selection of OTP;

d) local conditions.

When the access points are removed, original assets such as boundary measures shall be re-instated in accordance with applicable Network Rail standards.

9 Maintenance requirements for RRAP

Refer to NR/PLANT/0200/module P703 for inspection and maintenance requirements of RRAP.

10 RRAP information

Semi-permanent RRAP shall be registered in Ellipse.

The minimum information to be displayed at a RRAP is:

a) access point unique identifier;

b) six-digit Ordnance Survey (O/S) grid reference (latitude and longitude);

c) local name.

Provision of other useful information is recommended provided it is kept up to date, e.g. the phone number of the controlling signal box.

NOTE Additional signage as mandated by GI/RT7033 should also be provided as appropriate e.g. personal protective equipment (PPE) signs, warning signs etc.

11 Installing RRAP

11.1 What needs to be considered

Where the need for an RRAP has been established, carry out investigations to determine whether at the location:

a) access already exists but needs to be upgraded (see 11.2);

b) access does not exist and a semi-permanent solution is required (see 11.3);

c) access does not exist and a temporary solution is acceptable (see 11.4).

Page 10 of 21





In deciding which of these options will be acceptable, consider:

a) the nature of the works, e.g. duration, complexity, what other work may be going on in the area, etc;

b) the type of on-track plant to be used;

c) RRAP construction as detailed in Section 3 of this Module;

d) the possibility of removing redundant or inappropriate RRAP;

NOTE When considering the position of a RRAP, it may be possible to upgrade or install one to facilitate the removal of a number of others that are no longer suitable, e.g. restricted access and sensitive neighbours.

e) whether the access point is temporary or semi-permanent;

f) the consequence of extended rail mode travel;

11.2 RRAP already exists but needs to be upgraded

Confirm the suitability of the location(s) to be upgraded by consulting with appropriate information sources such as:

a) local Network Rail track managers;

b) local information obtained from a site visit (see NR/PLANT/0200/module P507);

c) GEOGIS;

d) GI Portal (Marlin);

e) previous RRAP inspection records where available.

For each potential location, establish whether there are any existing plans to upgrade the RRAP and if so, agree with the appropriate persons:

a) whether to accelerate an upgrade;

b) whether to increase an upgrade specification;

c) whether to budget share;

d) the deliverables and delivery mechanism.

For each possible location, confirm with Network Rail Commercial Property whether:

a) development will be permitted;

b) there are any third party issues;

c) there are any access issues or land purchase necessary.

11.3 RRAP does not exist and a semi-permanent solution is required

Indentify suitable locations for the RRAP(s). Advise requirements to Commercial Property when access is needed and agree a target response time.

Commercial Property will carry out and complete all necessary processes to acquire any necessary land or access rights and advise the outcome of their search in the agreed response time.

If permission has been denied, the issue shall either be closed or a new location identified and advised to Commercial Property for the process to be repeated.

Page 11 of 21





Page 12 of 21

Where permission has been obtained, Commercial Property will provide the outcome of the local searches and advise of the likelihood of buried services in the vicinity of the proposed access point.

Where it is likely that provision of the access point will involve ground disturbance, carryout the process for working on or around buried services in accordance with NR/L1/INI/CP1010.

Operations and Customer Services shall be advised of the location of the RRAP for inclusion in Section D of the Weekly Operating Notice (WON), as specified in NR/L3/OCS/111.

11.4 Access does not exist and a temporary solution is acceptable

Indentify suitable locations for the RRAP(s) taking into account the requirements of Section 11.1, and NR/PLANT/0200/module P507. An appropriate specification for the temporary RRAP shall be developed and agreed with local Network Rail managers.

If access rights or land lease is necessary, advise requirements to Commercial Property and use the process outlined in Section 11.3.

Temporary RRAP shall be removed at the end of each possession. All original infrastructure assets such as boundary measures shall be reinstated as specified in the appropriate Network Rail standards.

12 Impact of RRAP installation on other planned works

12.1 Infrastructure maintenance works

Establish what asset maintenance work is planned in the vicinity of the RRAP. Maintenance work that would require a semi-permanent RRAP to be temporarily removed shall be planned such that:

a) the RRAP is installed after the maintenance work is completed or;

b) where this is not possible, arrangements are made for the RRAP to be temporarily removed as part of the maintenance work and reinstated upon completion.

12.2 Investment and project works

The Project Interface Co-ordinator (PIC) or Programme Manager (Delivery Unit) as appropriate shall be advised of the construction of any RRAP.

The PIC or Program Manager (Delivery Unit) as appropriate shall inform any project working in the vicinity of a proposed new RRAP and when it is to be installed.

The PIC or PM(DU) as appropriate and the IM project manager shall agree removal/reinstatement and associated costs to facilitate the project works.

NOTE The interface between maintenance and project is defined in the Projects Asset Management Plan.




Issue 1 | Publication date: 01/03//2013 | Compliance date: 01/06/2013

Figure 1 – Construction type A

Page 13 of 21





Figure 2 – Construction type B

Page 14 of 21





Figure 3 – Construction type C

Page 15 of 21





Figure 4 – Fixed timber infill (plan)

Page 16 of 21





Figure 4 – Fixed timber infill (side elevation)

Page 17 of 21





Figure 6 – Example of secured timbers

Page 18 of 21





Legend:

Troughing protection Based on Drawing No: RT/ETE/1/2/1

380mm (-75mm / +380mm)

64mm

3050 max

380mm

1270mm Min (Rail end)

Weld

Connection cabling (Protected ducting / burried)

Access approach ramp1. Will always be the width of the access RRAP, however it can be shaped or modified to suit available trackside area2. Type one (1) stone construction standard, applied in layers of 50-75mm and compacted with Bomag 120 roller

Low speed Ramp (1830mm) Where line speed is restricted to 70km/h (45mph)

A

A

B

A

B

C

C

11.00 mtrs

1 in 30

D

E E

D

Access approach ramp1. Will always be the width of the access RRAP, however it can be shaped or modified to suit available trackside area2. Type one (1) stone construction standard, applied in layers of 50-75mm and compacted with Bomag 120 roller.

B

D

E

Figure 5 – Arrangements for third rail areas

Page 19 of 21





Page 20 of 21

Figure 8 – OLE clearance at all RRAP





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[[[


Module P302 – Approval and review of plant suppliers












Contents

0.1 Risk mitigation Error! Bookmark not defined.

0.2 Risk Mitigation 3

1 Approved suppliers 4

2 Periodic engineering review of approved suppliers 4

3 Breaches of safety management 4

Page 2 of 5





0.1 Job Roles


Network Rail Professional Head [Plant and T&RS] NR Contracts and Procurement Plant supplier

0.2 Risk Mitigation

This module helps mitigate the following high level risk:

compliance with legislation (LOLER, PUWER, HASAW).

Page 3 of 5





1 Approved suppliers

All suppliers of plant operators and on-track plant working on or about Network Rail managed infrastructure shall be approved under the ‘Link-Up’ supplier qualification scheme.

The process for supplier qualification will include an audit protocol approved by Network Rail’s Professional Head [Plant and T&RS].

NOTE The current approved audit protocol is based on the M&EE group document AP 0001.

2 Periodic engineering review of approved suppliers

Suppliers of plant operators and on-track plant shall be subject to review by Network Rail’s Professional Head [Plant and T&RS] to check that the condition of plant supplied meets the minimum maintenance and safety condition required. This process will be complementary to the ‘Link-Up’ qualification scheme, but will not duplicate it.

There shall be a programme of scheduled reviews in place which may be amended by the Professional Head [Plant and T&RS] in the event that an operational incident or indications of management system failures require this.

Suppliers shall be made aware of any scheduled reviews that involve them.

3 Breaches of safety management

If serious concerns are raised regarding any supplier’s operational safety management, the Professional Head [Plant and T&RS] shall consult with NR Contracts and Procurement to remove the supplier from the approved list of suppliers.

The Professional Head [Plant and T&RS] will advise NR Contracts and Procurement when the supplier can be returned to the list.

Page 4 of 5





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[[[


Module P500 – Competence and fitness












Contents

0.1 Job roles 3


1 Management of competence 4

2 Specific competence 4

3 Managing fitness to work 5

Appendix A Example of competence management matrix 6

Page 2 of 7





0.1 Job roles


Competence manager

0.2 Risk mitigation



b) runaway/failure to stop on demand, e.g. OTP running away on a gradient;

c) MEWPs becoming out of control, e.g. MEWP operator being crushed under a structure;

d) overturning, e.g. RRV overturning during lifting operations;

e) collision, e.g. collision between a RRV and an OTM;

f) damage to assets, e.g. RRV or its load hitting a passing train during ALO operation;

g) derailment, e.g. trailer being loaded incorrectly;

h) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

Page 3 of 7





1 Management of competence

Implement a competence management system to manage the competency of all staff working with plant in accordance with NR/L1/CTM/001. As a minimum assess and verify competence in the following areas:

a) planning work and operations;

b) control and operation of the plant;

c) control and operation of the plant to carryout work;

d) driving self-propelled plant;

e) maintenance and inspection of plant.

Manage competence of persons undertaking safety critical work in accordance with:

a) The Railways and Other Guidance Transport Systems (Safety) Regulations 2006 (Clause 24).

b) ORR Railway Safety Publication 1, Developing and Maintaining Staff Competence.

Appendix A shows an example of a competence matrix that could be used for tracking the competence of staff.

Where a frequency is not stated in the appropriate competence standard undertake a re-assessment at a maximum interval of five years.

If an individual has not used a plant competence for a period of 12 months or more check that their competence:

a) has not degraded as a result of a lack of practice, or;

b) is no longer needed.

2 Specific competence

Meet the following requirements as part of the implemented competence management system and method of managing resource.

On-track plant operator competence

All persons operating on-track plant shall be competent to do so in accordance with NR/L2/CTM/025.

Machine controller competence

All persons controlling on-track plant shall be competent to do so in accordance with NR/L3/NDS/048/TMM001 machine controller competence.

Crane controller competence

All persons controlling lifting operations shall be competent to do so in accordance with NR/L3/NDS/048/TMM001 crane controller competence.

All persons with the crane controller competence shall hold the machine controller competence for the item of plant being used.

NOTE The term ‘crane’ in the context of the above includes rail cranes, road mobile cranes, rough terrain cranes (up to 30 tonne capacity), road rail excavator cranes, knuckle boom cranes (mounted on road or rail vehicles), and other similar lifting equipment.

Page 4 of 7





Page 5 of 7

Portable, transportable and mobile plant operation

All persons that operate portable, transportable and mobile plant shall be competent in accordance with NR/L2/CTM/220.

Maintenance of on-track machines

All persons that maintain on-track machines shall be competent to do so in accordance with NR/L2/CTM/205.

Lift planning

All persons planning lifting operations shall hold the OTP and/or OTM lift planning competence.

NOTE In the past this has been refered to as lift planner which is a specific railway term used to indicate a person who plans lifting operations.

On-track machine operator competence

All persons that operate on-track machines within a possession shall be assessed as competent to do so for each specific machine. Operate on-track machines outside of a possession in accordance with GE/RT 800 Rule Book and Railway Group Standards.

3 Managing fitness to work

Manage staff fitness to work using a documented process to comply with this manual and law.

Only persons 18 years of age or older shall operate or control plant, e.g. hold the machine operator or machine controller competence.

Medical fitness requirements of persons holding the following competences are specified in NR/L2/OHS/00124:

a) Crane Controller;

b) Crane Controller Tandem Lift;

c) Machine Controller;

d) Machine Operator;

e) On-track Plant Operator.

Staff suitability and fitness requirements for on-track machine drivers (outside of possessions) are specified in GO/RT 3451.





Appendix A Example of competence management matrix

Competence Machine operator (sentinel)

2 years

Machine Controller (sentinel)

2 years

Crane Controller (sentinel)

2 years

Lift Planner (sentinel)

2 years

Loading trailers (company)

5 years

Maintenance of OTP (company)

3 years

Name Ass

esse

d D

ate

Ass

essm

ent d

ue

date

Ass

esse

d D

ate

Ass

essm

ent d

ue

date

Ass

esse

d D

ate

Ass

essm

ent d

ue

date

Ass

esse

d D

ate

Ass

essm

ent d

ue

date

Ass

esse

d D

ate

Ass

essm

ent d

ue

date

Ass

esse

d D

ate

Ass

essm

ent d

ue

date

John Smith 02/01/13 2/1/15 30/6/11 30/6/16

Joe Blogs 9/10/12 9/10/14 16/3/10 16/3/10

David Jones 19/8/12 19/8/15

Jane Doe 12/12/12 12/12/14 16/12/12 16/12/14 6/5/12 6/5/14

Barry South 25/11/10 25/11/12 29/2/12 28/2/17

NOTE Time frames and competencies are for demonstration purposes only.

Page 6 of 7





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[[[


Module P501 – Systems of work












Contents

0.1 Job roles 3


1 Documented safe system of work 4

2 Working of plant without a line blockage 6

2.1 Inside a worksite 6

2.2 Outside of a possession worksite or line blockage 6

3 Working with lines open to traffic 6

3.1 General requirements 6

3.2 Conditions when working with adjacent line open 7

3.3 Fixing the fouling point 7

3.4 Action in event of fouling an open line 9

3.5 Guidance 9

4 Working on gradient and cant 9

5 Working in areas with axle counters 11

6 Working in electrified areas 11

7 Working in poor track conditions 11

8 Working with plant on or in rail vehicles or rail trailers 11

9 Working with on-track machines and on-track plant 12

Appendix A Common causes of accidents 13

Figure 1 The 6 stages of a safe system of work 4

Figure 2 Fouling point calculated by ClearRoute software 9

Figure 3 Example of Type 9b upgraded rail brake system 10

Figure 4 Example of Type 9b with drive hub extensions 10

Figure 5 Example of a ‘standard’ high ride type machine 10

Table 1 Working ALO - Fouling points (before cant allowance) 8

Page 2 of 15





0.1 Job roles


Planner Lift Planner Machine Operator Machine driver Machine Controller Crane Controller Maintainer/Fitter Slinger Banksman Portable, transportable and mobile plant operator Plant Operator License Holders Principal Contractor ES COSS PICOP PICOS

0.2 Risk mitigation





d) collision, e.g. collision between a RRV and an OTM;

e) overturning, e.g. RRV overturning during lifting operations;




Page 3 of 15





1 Documented safe system of work

A documented safe system of work is required before any work involving plant is undertaken on the infrastructure. Under health and safety law, it is necessary to:

a) identify the hazards associated with undertaking the work;

b) carry out a risk assessment of the hazards identified;

c) prepare a written safe system of work (also known as a method statement or work package plan).

A safe system of work is a formal procedure which shall be documented and followed to make sure that work is carried out safely. There are 6 stages that can be considered when preparing a system of work. All are important as set out in Figure 1 and explained below:

Review & Update

Identify Work

Document Controls

Identify Hazards

Identify Controls

Assess Risks

Figure 1 The 6 stages of a safe system of work

Identify work; this can arise from a number of sources but will involve the installation, renewal or maintenance of the railway infrastructure.

Identify hazards; this should consider both the work activities to be undertaken and the worksite at which the work will be undertaken. It should include potential hazards from materials, chemicals, equipment or processes.

Some common generic hazards are listed in Appendix A of this module. Other hazards related to the use of plant on the infrastructure may include:

a) the potential to foul an adjacent line open to traffic;

b) the potential to strike lineside or overhead equipment or structures;

c) reduced operator visibility;

The requirements of NR/PLANT/0200/modules P502 and P503 shall be taken into account when planning work on the railway infrastructure.

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Assess risks; in assessing the risk, you should consider:

a) how likely it is that a hazard will cause harm;

b) how serious that harm is likely to be;

c) how often and how many persons are exposed to the hazard.

This will help you decide what controls are to be put in place.

Identify controls; your risk assessment will tell you whether normal controls will be sufficient for the generic hazards identified in Appendix A of this module, or whether additional controls are necessary.

You should consider whether you can remove the hazard altogether, or whether a change to the way the work is carried out will make it safer. Your aim should be to make all risks small by adding to existing controls rather than developing new ones wherever possible.

Some common methods of controlling risk are:

a) replacing a hazardous system of work with a less hazardous system;

b) provision of adequate training and control;

c) establishing emergency procedures including first aid on the worksite;

d) provision of protective equipment, clothing or signs;

NOTE PPE should be used only as a last resort after all other ways of eliminating the hazard have been fully explored.

Other methods of controlling risks related to the use of plant on the infrastructure such as those identified in the section ‘Identify hazards’ above are:

a) providing clearance to the passage of trains and other rail mounted plant on adjacent lines as detailed in Section 3 of this module;

b) providing warnings to maintain clearance to infrastructure obstructions, (e.g., ground frames, shunting signals, lineside telephones, bridges, platforms, OLE structures and 3rd party power lines that cross the railway);

c) setting up communication systems between the machine/crane controller and the machine operator as detailed in NR/PLANT/0200/module P505.

Document controls; your safe system of work should record the significant hazards and controls to be put in place as a result of completing the risk assessment for the work to be undertaken. The safe system of work should then be briefed to all persons that may be affected by the work.

NOTE It is recognised that some safe system of work documents are very lengthy. Where this is the case, it is recommended that the document is split into smaller sections for use by individual personnel at the site.

Review and update; your safe system of work needs to be relevant at all times. If it is necessary to change the documented system of work, or there is a failure in the system of work after the task has started, then work should be stopped until the system of work has been changed and re-briefed. Only a competent person is permitted to make changes to the system of work, and any changes made should address any additional or change of risk arising.

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2 Working of plant without a line blockage

2.1 Inside a worksite

Plant used within a worksite shall not be left in a position where it could be struck by a train or other vehicle moving on any line.

NOTE The safe system of work for the line under possession will detail how train movements are managed.

2.2 Outside of a possession worksite or line blockage

Plant used outside a possession worksite or without a line blockage shall be under equipment or lookout protection and the safe system of work shall take into account the requirements of GE/RT8000/HB7 Rule Book; Handbook 7 General duties of a controller of site safety. If the work could affect track geometry, then the safe system of work shall also take into account whether;

a) the track can be returned to its original or an acceptably safe state before the passage of a train; and,

b) that any plant and persons involved with the operation can move to a position of safety within the time limits given by the GE/RT8000 Rule Book before the passage of a train.

If there is any doubt that the track can be returned to a safe state, and that people and plant can move to a position of safety, a line blockage must be taken.

NOTE Where jacks are used; see the requirements of NR/PLANT/0200/module P515.

Where the operation of plant is mobile along the track, working without a line blockage is only permitted where the movement is defined in the authorised documented safe system of work.

3 Working with lines open to traffic

3.1 General requirements

Working with lines remaining open to traffic shall only be undertaken as a last resort in accordance with the principles of prevention included in the Management of Health and Safety at Work Regulations and The Health & Safety at Work Act 1974 (HASWA).

NOTE This includes delivery/retrieval operations, working, travelling, on/off/cross tracking and manoeuvring activities on Network Rail managed infrastructure.

Where the risk assessment shows that a line can be fouled by the plant and/or its load, work shall be carried out with all affected lines blocked.

Where this is not reasonably practicable then suitable documented risk control measures shall be planned to enable work to take place with lines open to traffic.

The documented planned safe system of work shall be implemented to prevent the plant and/or its load from fouling the lines open to traffic.

A minimum separation between any part of the plant and the fouling point of the nearest open line shall be established prior to work commencing by undertaking a

Page 6 of 15





site specific assessment. Controls shall be implemented such that the minimum separation distance is maintained whilst lines remain open to traffic.

NOTE The fouling point is the closest edge of the maximum combined kinematic envelope of all vehicles that may operate on the nearest line open to traffic.

The site assessment shall be based on and consider:

a) the machine duties being undertaken correctly;

b) any load or attachments carried by the machine;

c) the effects of any likely swinging or rotation of the load.

NOTE Due to effect of passing trains, the safe system of work should consider the implementation of speed restrictions on lines open to traffic.

Always observe the requirements of the machines Engineering Acceptance Certificate (EAC). Where the EAC prohibits operation of the machine with the adjacent line open the machine can not be used in rail mode.

3.2 Conditions when working with adjacent line open

The following conditions apply if you intend to work with an adjacent line open.

a) Work that cannot foul a line open to traffic, even in the event of human error or system failure will require no further mitigation with respect to the open line.

b) Work that has the potential to foul an adjacent line will require additional risk controls.

c) Additional controls shall be put in place if required as part of the overall safe system of work.

NOTE For example, to control risk to staff from passing trains or electrification equipment, or risk to passing trains from disturbance of the ballast.

d) The Weekly Operating Notice shall include the note:

“Prior to passing out-of-gauge loads, the signaller shall contact the PICOP for permission and the movement shall be made at caution if necessary.”

NOTE This is intended to warn signallers who may be required to route trains not normally cleared for operation on the route where the work is being carried out (this could be due to failure, error or planned out-of-gauge operation).

3.3 Fixing the fouling point

3.3.1 Deciding where the fouling point is

The fouling point shall be either:

a) Estimated as described in Section 3.3.2. This method is used where the planned work will not closely approach any lines remaining open to traffic or;

b) Calculated using purpose designed software as described in Section 3.3.3. This method is used where the planned work will closely approach lines remaining open to traffic.

3.3.2 Estimating the fouling point

Where minimum working clearances are not required (i.e. you do not need to work as close as possible to an adjacent open line), the fouling point is estimated as follows;

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At the distance shown in Table 1 from the nearest running edge of the open line

+ An allowance for cant

Working height (mm) x cant (mm) Where; the allowance for cant = 1435

NOTE The cant allowance only applies where the open line is canted towards the site of work i.e. where the closer rail is lower than the rail furthest away.

Curve radius

(of adjacent line)

Fouling point

(before cant allowance)

Straight track 900mm

Curve radius more than 400 metres 1000mm



Table 1 Working ALO - Fouling points (before cant allowance)

NOTE The table is valid for lines carrying conventional UK gauged vehicles, but not UIC GB+ cleared routes (e.g. St Pancras to the Channel Tunnel).

The following is an example of how the fouling point is estimated using the above process.

A road-rail vehicle is planned to work up to a height of 3800mm adjacent to an open line with 550m curve radius and 150mm cant towards the road-rail vehicle.

Fouling point before cant allowance = 1000mm (from Table 1, since curve radius is more than 400m)

3800 x 150 Allowance for cant = 1435

= 400mm

Fouling point = 1000mm + 400mm

= 1400mm from the nearest running edge of the adjacent open line.

3.3.3 Calculating the fouling point

Where work is required to be carried out close to an open line, the fouling point shall be accurately calculated to confirm that sufficient planned separation will be maintained.

In such cases the fouling point will need to consider the outline of the combined kinematic envelopes of all rolling stock that may operate on the open line, taking into account relative track positions, cant, effects of vehicle roll, wheel tolerances, etc.

An acceptable approach to find the fouling point is to use gauging software e.g. ClearRoute. Use of such software will allow the worst case kinematic envelope to be determined for the work activity and for the rolling stock that may operate on the lines remaining open to traffic. The software may then be used to confirm adequate planned separation exists at regular intervals along the site of work. Figure 3 shows a typical example of a fouling point calculated by this method.

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Figure 2 Fouling point calculated by ClearRoute software

3.4 Action in event of fouling an open line

In the event of inadvertent fouling of an open line, the machine and load shall be immediately made safe. If the machine or load cannot immediately be made safe, emergency protection shall be carried out as specified within GE/RT8000/HB2 Rule Book; Handbook 2 Instructions for track workers who use emergency protection equipment.

If it becomes evident that the task cannot be completed as planned without fouling the adjacent line, the work shall be stopped and either re-planned, cancelled or a line blockage taken.

3.5 Guidance

3.5.1 Industry Guidance Document

The RRV Safety improvement Programme has produced a guidance document titled Guidance for Managing Plant Working next to Lines Open to Traffic which enables compliance with this module.

3.5.2 Use of Fences

If you are using a rigid fence then with the exception of any gaps provided for staff access and egress;

a) It should be continuous throughout the area of machine operation;

b) It should be placed at a distance sufficient to provide a warning marker prior to reaching the fouling point.

4 Working on gradient and cant

Where plant is used on gradients and cants, the safe system of work shall include measures to prevent the likelihood of a runaway or overturning event occurring. This is to include the effects that wet or greasy track will have on the braking performance of a machine as described in Section 7.

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Only use plant within its safe working limits. Limits of use will be stated by the machine manufacturer, or for example, by the Certificate of Engineering Acceptance.

If you are using road-rail vehicles on a gradient, then they shall be selected for use in the following order of preference.

a) Type 9a, self powered rail wheels (hydrostatic or direct drive), or Type 9b, high ride systems upgraded with direct acting rail wheel brakes as shown in Figure 4.

b) Type 9c, low-ride or Type 9b high ride with knurled drive hub extensions as shown in Figure 5.

c) Type 9b, high-ride standard systems as shown in Figure 6. This type of machine is NOT to be used on gradients of 1 in 75 or greater.

If you are using a rail trailer on a gradient of 1 in 75 or greater, then only trailers fitted with service brakes shall be used.

Brake calliper, brake disc and wheel guards

Figure 3 Example of Type 9b upgraded rail brake system

Figure 4 Example of Type 9b with drive hub extensions

Figure 5 Example of a ‘standard’ high ride type machine

When using a lifting machine with a superstructure that slews across track, then the effects of the following shall be considered.

a) Slewing from the high side of cant to the low side of cant. This operation will cause the load to swing out due to an increase in radius and will increase the potential for overturning the machine.

b) Slewing from the low side of cant to the high side of cant. This operation will cause the load to swing in due to a decrease in radius and could result in the load hitting the machine and reduced backward stability of the machine.

Page 10 of 15





5 Working in areas with axle counters

When working in areas fitted with axle counters, the potential for inadvertent operation or damage to the axle counters shall be considered and provisions made to prevent this.

NOTE This is especially relevant where an item of plant is placed on the track and passed over an axle counter which registers its presence. If the plant is then removed from the track the section will continue to show occupied.

6 Working in electrified areas

When working in AC or DC electrified line areas, the safe system of work shall take into account:

• GE/RT8000/HB16 Rule Book; Handbook 16 AC electrified lines;

• GE/RT8000/HB17 Rule Book; Handbook 17 DC electrified lines;

• NR/SP/ELP/29987 Working on or about 25 kV AC electrified lines;

• NR/WI/ELP/3091 DC electrified lines working instructions;

• Network Rail local instructions as appropriate (e.g. for Northern City Line, Liverpool area third rail electrification, Sunderland 1500 V dc overhead line).

Limitations shown on the relevant Product Acceptance Certificate or Certificate of Engineering Acceptance shall be observed. If the plant is to be operated in live electrified areas then:

a) the plant shall be approved for this purpose;

b) the method of work shall be authorised by the local Network Rail E&P manger;

c) the method of work shall be briefed to all staff concerned prior to working;

d) height limiters shall be set and tested in an area of electrical safety prior to working.

If you are working in an area where overhead electric power lines which do not form part of the railway electrification system cross the railway, then the safe system of work shall take account of this.

NOTE Further guidance for can be obtained from Health and Safety Executive publication HSE GS 6(rev), Avoidance of danger from overhead electric power lines.

7 Working in poor track conditions

It shall be possible to stop a machine within a distance that is clear of any people, equipment or material on the track.

The safe system of work shall take into account the extended braking distances required to stop a machine as detailed in NR/PLANT/0200/module P507.

8 Working with plant on or in rail vehicles or rail trailers

Where plant is to be used on or in a rail vehicle or rail trailer, assess the following as a minimum to determine appropriate control measures and document them in the safe system of work.

a) The potential to foul adjacent lines with the plant.

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b) The stability of the rail vehicle or rail trailer and the plant when working, both individually and in combination as a unit where appropriate.

c) The effect on the ride characteristics of the rail vehicle or rail trailer, particularly where the plant is designed to move.

d) The potential for exceeding permitted axle weights during operation and the resultant forces on the track.

e) Movement of, or collision between, the plant and rail vehicle or rail trailer.

Examples of control measures that could be applied are:

a) use of slew locks or slew limiters to;

• prevent uncontrolled movement of the machine during transit;

• limit the arc of slew when operating close to adjacent lines or other structures (see also Section 3 of this module);

b) use of jib height limiters to restrict the height of a machine if working under overhead line equipment, electricity supply lines or other structures;

c) reducing the safe working load of the plant;

d) re-positioning the plant to better distribute the load on the vehicle to improve axle loading;

e) limitations stated on the Certificate of Engineering Acceptance.

9 Working with on-track machines and on-track plant

The safe system of work shall include:

a) confirmation that operator(s) are authorised to operate the plant to be used;

b) verification that any testing or witnessing of tests has been completed for;

• the operation of parking and dynamic brakes;

• the operation of warning systems (for example RCI systems, internal and external warning lights, horns, sirens, etc).

• the operation and cleanliness of all lights (for example marker lights, head lights, working lights, etc).

c) verification that safety devices are placed across cab doorways and that notices are displayed to warn against the dangers of passing traffic where rail vehicle movements may take place within 3 metres of the plant;

d) verification that all protection equipment is in place (for example fencing);

e) information relating to points within the possession and all movements over them.

The safety arrangements put in place shall make it possible for any person to safely exit from the plant on at least one side to a position of safety without crossing a line open to traffic.

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Appendix A Common causes of accidents

The following lists are provided for guidance only and are not exhaustive.

Physical hazards

• Manual handling e.g. heavy, awkward or hard-to-reach loads;

• Slipping/tripping hazards e.g. poor ground conditions, ballast;

• Falling from a height e.g. from vehicles or scaffolding;

• Being struck by falling objects;

• Getting caught or cut by machinery e.g. blades or rollers

• Equipment that is poorly maintained or whose guards have been disabled;

• Being struck by vehicles on site (road or rail);

• Fire from flammable or combustible materials and hot processes;

• Ejection of material e.g. ballast cleaners, tampers;

• Hot substances or surfaces;

• Hand tools e.g. noise, vibration, eye injury;

• Suffocation from exposure to carbon monoxide e.g. from portable generators.

Health hazards

• Noise;

• Harmful dusts e.g. from grinding or ballast cleaning;

• Unsuitable lighting levels;

• Vibration e.g. from pneumatic hand tools;

• Extremes of temperature;

• Injury through poor design of tasks or machinery.

Chemical hazards

Chemical substances range from common glues to industrial solvents, dyes, pesticides or acids. In most cases the hazards and safety information are well documented. Further information is available from HSE publications L5 Approved Code of Practice for the Control of Substances Hazardous to Health Regulations 2002, and EH40/2005 Workplace exposure limits (COSHH).

To identify chemical hazards and assess their risks, you will need information on at least the following;

• Immediate problems e.g. acute toxic effects or catching fire;

• Long-term effects of exposure on health e.g. cancer-causing;

• Likelihood of explosion;

• Likelihood of skin problems e.g. skin irritation or sensitiser causing dermatitis;

• Likelihood of chest problems e.g. respiratory irritation or sensitisation, asthma.

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Biological agent hazards

These include viruses and bacteria that can cause infection and substances from plants or animals that can lead to other health problems. They include;

• Tuberculosis from contact with infectious cases;

• Brucellosis;

• Hepatitis from unprotected handling of infected body fluids or waste;

If your work involves any of the above activities you should consult SI 2002 No. 2677 The Control of Substances Hazardous to Health Regulations 2002 and EH40/2005 Workplace exposure limits (COSHH) for further information on identifying biological agent hazards and methods of control.

Human factor hazards

Apart from physical surroundings, human factors should also be taken into account when identifying hazards;

• People should be mentally and physically capable of doing their jobs safely;

• The workplace, the work system, the organisation of work and the job should be designed so as to avoid causing sustained stress;

• Workers should not be subjected to bullying by or violence from other workers or members of the public.

Some groups can be particularly vulnerable;

• Young workers, who have a higher accident rate;

• New or inexperienced workers;

• Workers who have recently changed roles or jobs or started work in a new workplace;

• Workers whose first language is not English.

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Page 15 of 15

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P502 – Planning for use












Contents

0.1 Job roles 3


1 Planning the safe system of work 4

2 Site visit 4

3 Transporting plant to site 5

4 Site lighting 6

5 Lifting operations 6

6 Disc cutters and chain saws 6

Page 2 of 7





0.1 Job roles


Planner Lift Planner Principal Contractor Plant Operator License Holders COSS PICOP PICOS SSOWP

0.2 Risk mitigation










Page 3 of 7





1 Planning the safe system of work

All work shall be planned to identify hazards, assess risks, and prepare a safe system of work (see NR/PLANT/0200/module P501).

If the work is to be undertaken on or near the line, the safe system of work shall be planned in accordance with NR/L2/OHS/019.

If the work involves working at height, the requirements of NR/L2/OHS/022 shall be taken into account.

NOTE Work at height is defined as any work activity where there is a need to control a risk of a person or object falling a distance liable to cause personal injury.

The safe system of work shall identify the plant required to carry out the work and any arrangements necessary to work safe. This shall include the use of relevant local knowledge supplemented by personal knowledge of the infrastructure at the work site where appropriate.

NOTE Sources of local knowledge could include the hazard directory, rules of the route, sectional appendix, signalling diagrams, access point information, diagrams, photographs, videos etc.

The requirements of NR/PLANT/0200/modules P501 and P503 shall also be taken into account as appropriate.

2 Site visit

A site visit shall be carried out before work is due to start and during the hours of daylight. This will help you to develop a clear understanding of the site conditions and identify any hazards and control measures that you will need to put in place (see also Section 5 of this module). In all cases where a hazard is identified, appropriate documented controls that minimise the risks ALARP shall be put in place.

The following shall be considered as a minimum, during the site visit:

a) the movement of trains and protection of adjacent open lines (see NR/PLANT/0200/module P501 for further information).

b) the suitability of access points and the need to on/off track or turn vehicles without fouling a line open to traffic if using on-track plant;

c) the levels of track cant and gradient at any on/off or cross tracking points and the work site where working movements may take place;

NOTE See NR/PLANT/0200/modules P505 and P507 for further information.

d) the potential for vehicles to damage the infrastructure whilst moving around the site;

e) the potential for vehicles to touch overhead electrification systems or conductor rail electrification systems during movements around the site;

NOTE The return conductor of OLE systems is positioned along the side of the gantry structures and is not in a fixed height position. Also, the access road adjacent to the railway may be higher than rail level. These factors need to be considered when calculating a safe clearance to the return conductor.

f) requirements for the safe system of work to be authorised by the local E&P manager if the planned work involves operation of plant under live overhead line equipment.

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g) The potential for vehicles to touch third party power lines during movements around the site;

NOTE See HSE document GS6(rev) Avoidance of danger from overhead electric power lines for further information on safe working in the area of third party power lines.

h) the numbers of persons involved and how they will arrive at the worksite from the access point. Walking long distances along ballast/track should be avoided and the choice of plant to be used could be influenced by its ability to provide transport for the numbers of persons involved;

i) requirements for effective communication between all parties operating and/or controlling machines on site;

j) the position of any cable troughing and drainage channels, lineside equipment or items fixed to the rail;

NOTE This could include axle counter equipment, force transducers, accelerometers or treadles.

k) the location of any buried services if it is intended to excavate or drive anything into the ground;

NOTE Refer to Network Rail publications NR/L1/INI/CP1010 and NR/L3/MTC/RCS0216/GA08; and HSE publication HSG47 Avoiding danger from underground services, for more information on locating buried services safely.

l) the load carrying capacity of platform surfaces, bridges or other track supporting structures, particularly if it is intended to carryout any lifting operations on or near such structures;

m) positions of safety for staff involved with using the plant and affected by the plant, and any areas of limited space or clearance associated with the use of the plant;

n) storage locations, including temporary refuelling facilities, environmental issues and security of the plant on site;

o) the potential to encroach third party properties and the need to obtain the necessary permissions before the plant is used;

p) the affects when using plant e.g. noise and fumes, and any interaction between items of plant on the same site or our neighbours.

q) that machine operators are competent to operate the plant selected.

3 Transporting plant to site

The safe system of work shall consider all factors and movements of plant from the stabling point to the site access point including:

a) provisions for the loading and unloading of plant at the site;

b) vehicles used to transport equipment have sufficient carrying capacity and be suitable for the purpose;

c) vehicles used to transport people are certificated (or approved) to do this;

d) road-rail machines if travelled on the public highway are certificated and insured to do this;

e) facilities are provided for the parking and security of plant on the site.

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4 Site lighting

The safe system of work shall consider site lighting requirements to facilitate:

a) machine checks at the site access point;

b) machine on/off tracking;

c) safe working of the machine at the work site.

Consideration shall be given to how shadows may be generated when using the plant, and how ‘black holes’ may be created by the incorrect positioning of lights.

NOTE The positioning of temporary lighting poles and other items that have spikes should be considered when undertaking the buried services search mentioned in Section 1.1.

5 Lifting operations

If the planned work involves lifting operations (including the use of MEWPs), the safe system of work must also include a lift plan and a specific risk assessment of the factors that could affect the lifting operation (see NR/PLANT/0200/module P503 for further information).

6 Disc cutters and chain saws

If the planned work involves the use of chain saws or disc cutters, the safe system of work shall take into account the requirements of NR/PLANT/0200/module P512.

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Page 7 of 7

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P503 – Planning for lifting operations












Contents

0.1 Job roles 3


0.3 Competence 3

1 When a lift plan is required 4

2 When a crane controller is required 4

3 Planning lifting operations 5

4 Requirement for a site visit 7

5 Tandem and multiple lifting 7

5.1 Using tandem lift techniques 7

5.2 Using multiple lift techniques 7

5.3 Planning a tandem lift 8

5.4 Down rating a machines SWL for tandem lifting 9

5.5 Accessories for lifting used when tandem lifting 10

6 Lifting with magnets 11

Figure 1 – Where a crane controller is required 5

Table 1 – Examples of down rating OTP for tandem lift operations 9

Table 2 – Examples of down rating OTM’s for tandem lift operations 10

Page 2 of 13





0.1 Job roles


Planner Lift Planner Principal Contractor Plant Operator License Holders Crane Controller Appointed Person Crane Supervisor

0.2 Risk mitigation





d) MEWPs becoming out of control, e.g. MEWP operator being crushed under a structure;

e) collisions, e.g. collision between a RRV and an OTM

f) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

0.3 Competence

Persons creating or authorising lift plans shall be competent to carry out the task (see NR/PLANT/0200 for who can plan and authorise lift plans).

NOTE If the person producing a lift plan is not yet competent to the level required, the lift plan will need to be verified by another person who is competent.

Page 3 of 13





1 When a lift plan is required

A documented lift plan is required when using any lifting equipment defined by SI 1998 No. 2307 - The Lifting Operations and Lifting Equipment Regulations 1998 (LOLER). This includes:

• On-track machines;

• On-track plant;

• road mobile cranes;

• lorry mounted knuckle boom cranes;

• mobile elevating work platforms;

• manually powered lifting equipment (e.g. jacks)

The lift plan is part of, but additional to, the documented safe system of work (see NR/PLANT/0200/module P502).

NOTE Routine lift plans are acceptable for routine lifting of a repetitive nature, e.g. lorries unloading the same products etc. Each lift on a worksite should be planned and documented beforehand.

2 When a crane controller is required

A crane controller is required for all lifting operations carried out on Network Rail managed infrastructure in the areas shown in Figure 1.

Page 4 of 13





A crane controller is required for all lifting operations with road or rail mounted cranes.

A crane controller is required for all lifting operations if the lifting equipment or load could foul a open line. A crane controller is not required if the lifting equipment is manually operated and/or the lifting equipment or load cannot foul an adjacent line, but a competent person shall be appointed to supervise the lifting operation in accordance with BS 7121-1 and LOLER Regulation 8 (1).

NOTES The lateral dimensions shown are applicable at any height above rail level.

The provision of physical barriers between the lifting machine and any rail DO NOT affect the requirement for a crane controller UNLESS the barrier can prevent the lifting machine or its load from fouling the adjacent line.

Figure 1 – Where a crane controller is required

A crane controller is not required where all the following conditions are met:

a) a previously agreed risk assessment has demonstrated that it is not possible to foul any open railway line during loading or unloading road vehicles;

b) the lifting equipment involved is a knuckle boom crane and the overturning moment is limited by means of a hydraulic relief valve or similar;

c) a risk assessment has been undertaken to show that loading and/or unloading and placement of a load does not increase risk to the lifting equipment or infrastructure;

d) the risk assessment and method statement are with the crane.

NOTE Where the lifting equipment operator is a third party employee, the procurer is responsible for providing the required documentation.

3 Planning lifting operations

All lifting operations, including the use of mobile elevating work platforms (MEWPs), shall be planned in advance of any work being undertaken. Prepared lift plans shall be treated as controlled documents.

NOTE In the case of repetitive or routine operations, lift planning may only be necessary in the first instance with periodic reviews to check that nothing has changed.

Page 5 of 13





When planning a lifting operation:

a) identify all potential site hazards (see also NR/PLANT/0200/module P502) including overhead obstructions such 3rd party power lines crossing the railway;

b) make sure that lifting equipment will be fitted with a load limiting device or a rated capacity indicator (RCI) as appropriate;

c) select suitable lifting equipment and accessories for the lifts to be undertaken;

NOTE All hydraulic lifting accessories should be fitted with burst hose protection, and all accessories for lifting should comply with the requirements of RIS-1701-PLT.

d) include the weight of any lifting accessory as part of the load to be lifted;

e) make sure that lifting equipment will not be loaded beyond its safe working load (SWL). Consider for example:

• the radius, cant and/or gradient on which lifting equipment will be placed or will travel;

• the weight and balance of the load(s) to be lifted;

• any potential adhesion between the load and the ground when first lifting;

f) consider the height to which a load and jib (boom) will be raised with regard to ground or overhead obstructions;

g) assess any over sailing of other parts of the infrastructure or third party property and identify appropriate controls to protect persons and property;

h) apply the requirements of NR/PLANT/0200/module P508 if using a MEWP;

i) provide appropriate protection or working clearance to adjacent open lines in accordance with NR/PLANT/0200/module P501.

j) give adequate consideration to the suitability of ground conditions (e.g. drains or culverts) and the need for lifting or carrying of loads whilst on structures (e.g. platforms and bridges);

k) identify a crane controller or competent person to supervise the lifting operation in accordance with Section 2;

l) make sure lifting equipment will be confirmed as being in date when the work is due to be done;

m) undertake a though risk assessment to establish the ground bearing capabilities when using plant with outriggers.

Do not undertake any lifting operations during any on/off or cross tracking operation unless the lifting equipment is specifically designed to do so.

The use of three or more items of lifting equipment to undertake a lift of a single load is not permitted unless specifically authorised by the Professional Head [Plant and T&RS] or his nominated representative.

NOTE This does not apply to groups of equipment which are designed specifically for multiple lifting operations, for example PEMs, LEMs, rail movers and side rail loaders (see Section 5.2 of this module).

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4 Requirement for a site visit

When planning a lifting operation, a site visit (see also NR/PLANT/0200/module P502), by a lift planner or other delegated competent person is essential to establish that:

a) the site is suitable for the intended lifting operation;

b) all relevant information is obtained (see Section 3) to allow selection of appropriate lifting equipment.

If necessary, carry out a detailed survey to identify:

a) any obstructions such as OLE equipment, bridges or 3rd party overhead power lines etc;

b) any buried services;

c) any ground features which could affect the lifting operation.

5 Tandem and multiple lifting

5.1 Using tandem lift techniques

Tandem lifting is a potentially hazardous operation and is the least favourable method of lifting. The relative motion between the cranes being used can generate additional loading on:

a) the cranes;

b) the lifting accessories;

c) the load itself.

Because of this, and the difficulty in monitoring these additional loads, avoid using it wherever possible. For example, if it is required to move material along the track, consider lowering the load onto trailers or wagons, rather than using a tandem lift and carry.

Plan a tandem lift with care and assess all factors and constraints of the task involved. This will include an accurate assessment of the proportion of load to be carried by each crane (see Section 5.3). The SWL of each crane is then down rated in accordance with Section 5.4.

It is essential that the planning of the lift will allow the hoist ropes of both cranes to remain vertical throughout the operation.

NOTE Hydraulic excavators and other cranes without ropes (such as knuckle boom cranes etc) pose particular risks when used for tandem lifting because of the shorter drop of the lifting accessory. The shorter (or zero) length of chains used with excavators mean that transverse loads are more quickly transferred to the adjacent machine. If it is essential to use excavators, the preferred method of achieving this for tandem lifts is set out in this module.

If panel grabs are to be used, then tandem lifting shall only be carried out with a flexible link (chain or cable) of minimum length 500mm fitted on both machines between the crane lifting point and the panel grab.

5.2 Using multiple lift techniques

When planning to use lifting equipment for multiple lifts (e.g. portable rail gantries, switch handling units etc) then SWL of each machine shall be reduced to prevent

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any potential for overloading during the operation. The assessment to decide the level of reduction of SWL, shall be based on, but not limited to, the:

a) number of lifting machines to be used;

b) position of lifting machines around the load;

c) flexibility of the load;

d) potential for uneven distribution of the load;

e) method of control of simultaneous lift;

f) method of supervising the lift;

g) speed of operation;

h) capacity of individual machines including the orientation of the machine noting the different load capacity at each end;

i) Potential for failure of an individual machine during the lift.

5.3 Planning a tandem lift

When planning a tandem lift, consider the following.

a) The total weight, distribution and centre of gravity of the load. This shall be either known or calculated to assess the proportion of load to be carried by each crane.

b) The weight of lifting accessories used by each crane. This shall be considered as part of the load to be lifted.

c) The effects of lifting accessories on the distribution of the total load. This particularly applies if different lifting accessories are required on each crane due to the shape or weight of the load.

d) The direction and scale of forces acting on the crane and their effect on the cranes structural and stability capabilities. Tandem lifting requires lifting equipment to have a lifting capacity in excess of the proportion of load being lifted (see Section 5.4).

e) The forces generated in the lifting accessories during lifting. Tandem lifting will require lifting accessories to have a lifting capacity in excess of the proportion of load being lifted (see Section 5.5).

f) The variation of forces acting on the cranes due to crane motions. To minimise these effects, the cranes to be used should be of equal capacity and have similar operational characteristics in respect of jib/boom configuration, motion speeds etc.

NOTE In practice there will always be some variation due to different response times and efficiency of motion activators and braking systems etc; but these can be minimised by using machines with similar characteristics, reducing motion speeds and only undertaking one motion at any one time.

g) That some machines have an RCI fitted with a 'Tandem Lift' mode. Use these machines wherever possible.

NOTE When this 'Tandem Lift' mode is being used, the alarm and motion cut out will be activated by the RCI at the planned down rated figure (as calculated in Section 5.4 of this Module) and this will have the effect of preventing the machine from becoming overloaded.

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h) If lift and carry duties are required, the load ‘pick-up’ and ‘set-down’ radius for each machine will need to be specified. The greater of these radii is then used to create the lift plan and identify suitable machines for the work.

i) Whether machines are to be used in road mode to move along a ballast bed. This may involve travel over an uneven surface where sleepers have been removed. In this situation, use a crawler machine wherever practicable.

j) Tandem lifts shall be under the control of one crane controller. If more than one controller is on site, the lift plan shall either nominate an individual to be in charge, or that agreement is reached over who is to control the lift before the work commences.

When selecting machines for tandem lifting, each machine shall be fitted with a load limiting device or RCI with compatible lift and carry duties. For example, possible modes of operation could be:

a) both machines used in ‘rail’ mode;

b) both machines used in ‘road’ mode;

c) one machine used in ‘rail’ mode and one machine used in ’road’ mode.

NOTE In mode c), when planning the lift review the lowest rated capacity machine (normally in rail mode) and verify that both machines can achieve the required height/radius.

5.4 Down rating a machines SWL for tandem lifting

5.4.1 On-track plant

Where on-track plant is to be used for tandem lift operations, it is necessary to down rate the SWL of a machine by 33% at the radius that the lift is to be carried out. This applies for both static and dynamic (lift and carry) duties.

NOTE The SWL referred to in the above paragraph is the SWL applied to the machine when it is working normally as a single lift machine.

To decide the minimum SWL of the machines to be used, assess how much load each of the machines will be lifting. The heaviest lift from this assessment is then increased by 50% to determine the SWL required for both machines to be used. Examples of this are shown in Table 1.

NOTE Increasing the load to be lifted by 50% is the same as down rating the SWL by 33% but is easier to apply when calculating the required SWL of the machine to be used. This is the method used in Table 1.

Load to be lifted by machine

Example Total load to be lifted

No 1 No 2

Heaviest load to

be lifted by one

machine

50% of heaviest load to

be lifted

Required SWL of both machines at the working

radius

1. Load to be lifted is equally shared between both machines

8.0 tonne

4.0 tonne

4.0 tonne

4.0 tonne 2.0 tonne

6.0 tonne

2. Load to be lifted is not equally shared between both machines

8.0 tonne

5.0 tonne

3.0 tonne

5.0 tonne 2.5 tonne

7.5 tonne

Table 1 – Examples of down rating OTP for tandem lift operations

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5.4.2 Rail cranes

The requirements of this section do not apply when two Kirow KRC250 rail crane are configured and operate as a KRC500S as described by Network Rail Tracker derogation certificate No 10331.

For all other cranes, when planning to undertake tandem lift operations it is necessary to down rate the SWL of both cranes at the radius that the lift is to be carried out by either:

a) 33% if the lift will involve lift and carry duties or;

b) 25% if the lift will involve static duties only (i.e. there will be no movement of the cranes along the track).

The minimum SWL of the cranes required to complete the tandem lift is then determined by:

a) whether a static or lift and carry duty is required to complete the operation, and

b) how much load each of the two cranes will be lifting.

The heaviest lift from this assessment is increased by either:

a) 50% if lift and carry duties are required, or

b) 33% if a static lift only is required.

The result of this assessment will determine the SWL required for both cranes. Examples of this are shown in Table 2.

NOTE Increasing the load to be lifted by 50% is the same as down rating the SWL by 33% and increasing the load by 33% is the same as down rating the SWL by 25%. This is the method used in Table 2.

Load to be lifted by crane

Example Total load to be lifted No 1 No 2

Heaviest load to

be lifted by one crane

33% or 50% of

heaviest load to

be lifted

Required SWL of both

cranes at the working

radius

1. Static lift - load to be lifted is equally shared between both cranes

18.0 tonne

9.0 tonne

9.0 tonne

9.0 tonne 3.0 tonne

(33%)

12.0 tonne

2. Lift & Carry - load to be lifted is equally shared between both cranes

18.0 tonne

9.0 tonne

9.0 tonne

9.0 tonne 4.5 tonne

(50%)

13.5 tonne

3. Static lift - load to be lifted is not equally shared between both cranes

18.0 tonne

12.0 tonne

6.0 tonne

12.0 tonne

4.0 tonne

(33%)

16.0 tonne

4. Lift & Carry - load to be lifted is not equally shared between both cranes

18.0 tonne

12.0 tonne

6.0 tonne

12.0 tonne

6.0 tonne

(50%)

18.0 tonne

Table 2 – Examples of down rating OTM’s for tandem lift operations

5.5 Accessories for lifting used when tandem lifting

Lifting accessories planned to be used during tandem lifting shall be capable of lifting the maximum load plus 50%.

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6 Lifting with magnets

Magnetic lifting devices can be used for lifting and transporting steel and most ferrous metal components. When planning lifting operations using magnets, the following shall be considered:

a) the potential for material falling in the event of a loss of power or because the magnet or load is inappropriate for the task being undertaken;

b) the electromagnetic field (EMF) produced by the magnet which may interfere with body implants such as heart pacemakers, insulin pumps, or with communication equipment or plant controls in the area.

NOTE Persons with active body implants will have been advised by their medical specialist of any risks associated with the implant. If you follow the general rule of putting exclusion zones in place and keeping people clear of the work area this should reduce the risks from EMFs to a minimum.

Consider the following when developing lift plans using magnets.

a) The material to be handled; some stainless steels are not magnetic and other types are only partially magnetic. When handling mixed steel types, non or partially magnetic items may fall away if magnetised pieces supporting them move.

b) The weight, thickness, shape and area of the load in contact with the magnet; each of these factors will influence the permissible SWL. If magnets are used to lift many pieces at the same time, e.g. when handling scrap, penetration by the magnetic flux may be poor at the periphery of the load and part of it may fall off.

c) The stiffness or flexibility of the load; droop or overhang at the ends of a flexible load e.g. rail, may cause it to peel off the magnet under its own weight during handling operations. Proper configuration/positioning of the magnets will help to minimise this.

d) The range of load sizes to be lifted and frequency of operations; where it is required to handle a wide range of loads, the probable demands on the equipment shall be considered to determine whether magnetic lifting is feasible and if so, how the system should be configured to make sure it is safe for use.

e) The surface conditions of magnet and load; good contact between the magnet and the load is essential for the magnet to achieve optimum performance. The presence of paint, rust, oxide scale, oil, ice and snow etc will reduce the magnetic effectiveness.

f) The temperature of magnet and load; ferrous materials lose their magnetic properties with increasing temperature and cease to be magnetic at 768ºC. Magnets shall not be used for hot work unless specially designed for this duty and then only within the specified operating temperature limits.

g) The rating of cranes; the weight of the magnet and its accessories shall be considered as part of the load to be lifted when assessing the load carrying capacity of the crane. The inertia effects of the magnet during slewing and travel shall also be considered.

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Where possible, magnets should only be used for handling single items. If multiple items are to be handled, assess the risk of items becoming detached or peeling off where they are not in direct contact with the magnet.

All movements of materials shall be properly planned to prevent injuries and damage to plant. Travel routes shall be clearly defined and maintained.

Further guidance on the use of magnets for lifting is given in HSE document OC234/16 - Guidance on the safe use of magnetic lifting devices.

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Page 13 of 13

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P504 – Plant documentation and marking












Contents

0.1 Job roles 3


1 What to look for 4

2 What needs to be carried 4

Page 2 of 5





0.1 Job roles


Machine Operator Machine Controller Crane Controller Plant suppliers Principal Contractor Maintainer/Fitter

0.2 Risk mitigation


compliance with legislation (LOLER, PUWER, HASAW);

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1 What to look for

Plant shall be marked and/or shall carry documentary evidence to demonstrate where applicable that:

a) Statutory examinations have been undertaken and are in date;

NOTE This could be portable appliance testing (PAT) of electrical tools; examination by a competent person of lifting equipment etc.

b) Performance tests have been undertaken;

NOTE This could be pressure tests for rail stressing equipment, sound level tests for automatic warning devices (AWD), etc.

c) Maintenance checks have been completed and the machine is in date.

When using lifting equipment, check that a thorough examination required by SI 1998 No. 2307 - The Lifting Operations and Lifting Equipment Regulations 1998 (LOLER) has been completed and is in date. A record of this thorough examination will be available with the lifting equipment and will include:

a) sufficient information to identify the equipment;

b) the date of the last thorough examination;

c) the date when the next through examination is due;

d) the safe working load of the equipment or, where its safe working load depends on the configuration of the equipment, its safe working load for each configuration of equipment.

2 What needs to be carried

On-track machines (OTM) and on-track plant (OTP) are required to carry with them, the following documentation as a minimum:

a) operating manual or instructions;

b) a valid Certificate of Engineering Acceptance;

c) a valid Certificate of Vehicle Conformance for Maintenance;

NOTE This is not required for OTP certificated to Issue 2 or later versions of RIS-1530-PLT.

d) a valid copy of the current annual brake test record;

NOTE This applies to OTP only.

e) machine logbook to record evidence of maintenance undertaken and the reporting and rectification of defects;

f) where applicable, load-radius charts (duty charts).

NOTE In the case of knuckle boom cranes (lorry loaders), the load-radius chart is often a label beside the controls.

Page 4 of 5





Page 5 of 5

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P505 – Safe working with plant












Contents

0.1 Job roles 3


1 Implementing a safe system of work 4

2 On site communications 4

3 On site lighting 4

4 Hazards arising from using plant 5

4.1 Generic hazards 5

4.2 Moving people on plant 5

4.3 Exclusion zones 5

4.4 Discharge of gases 5

4.5 Discharge of debris 6

4.6 Discharge of sparks 6

4.7 Fuel 6

5 Protecting the infrastructure 7

6 Protecting adjacent open lines 7


7.1 General 8

7.2 AC electrified areas 8

7.3 DC electrified areas 8

7.4 Overhead electric power lines 8

8 Working at height 9

9 Shunting movements 9

10 Transportation of plant and materials 9

11 Plant used on or in rail vehicles or rail trailers 10

12 Recovery of rail mounted plant 10

13 Leaving plant unattended 10

14 Removing tools on completion of work 11

15 Hot weather fire risks 11

Page 2 of 12





0.1 Job roles


Machine Operator Machine Controller Crane Controller COSS IWA ES Crane Controller PICOP PICOS Plant suppliers Principal Contractor Lighting contractor

0.2 Risk mitigation




c) collision, e.g. collision between a RRV and an OTM;

d) derailment, e.g. trailer being loaded incorrectly;

e) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

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1 Implementing a safe system of work

The safe system of work (SSOW) created for a particular work task shall be created, accepted and verified in accordance with NR/L2/OHS/019 prior to implementation.

If you are a COSS or IWA satisfy yourself that you have access to, and use of, any relevant sources of local knowledge required to implement the safe system of work.

NOTE There is a specific requirement within NR/L2/OHS/019 for a COSS/IWA to check that they are familiar with the location of the work for which they have been provided with a COSS pack. This familiarisation may be undertaken by the study of the content of the pack, other sources of information, and where necessary due to the complexity of the work or the site, a site visit prior to the work taking place.

Only when a plan has been accepted by the COSS or IWA shall the SSOW planning process be considered complete and ready for implementation. Only the COSS or IWA who has verified the SSOW may implement the SSOW which shall be carried out in accordance with NR/L2/OHS/019.

2 On site communications

Only use an approved digital duplex voice communication system (see NR/PLANT/0200/module P300) when undertaking safety critical activities with on track plant either on or off the track. The use of such equipment will:

a) allow constant communication between machine/crane controllers and machine operators;

b) improve the safety of machine and crane controllers by allowing them to control work at a greater distance from the machine;

c) improve the visual range of machine and crane controllers on the work site.

If a duplex communication system is not to be used on site, this shall be assessed and authorised in the safe system of work prior to commencing work. Circumstances where duplex communication equipment may not be required are where both the machine controller and machine operator are in the same cab e.g. when transiting, undertaking flailing operations etc.

Check the communication system prior to any work commencing and re-check if a change in conditions that could affect the method of communication occurs.

3 On site lighting

Where lighting is required for the safe operation of plant or work being carried out, then this shall be considered during preparation of the safe system of work.

Position worksite lighting so that it will:

a) provide sufficient illumination and view of the process being undertaken;

b) Reduce visual fatigue;

c) Not be struck or come into contact with any vehicle movements or other work activities taking place on the site;

d) not be confused or interfere with the operation of railway signalling;

e) not dazzle train crew or plant operators.

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Check the intensity of lighting levels periodically to verify that it has not been diminished by dust or grime deposits. Clean the luminaries and reflectors where necessary to maintain lighting efficiency.

Where battery powered lighting is being used, then batteries shall be fully charged before use for the recommended time to achieve a full charge and then switched off. Batteries shall not be left on charge for extended periods of time beyond that required to charge the battery to full.

4 Hazards arising from using plant

4.1 Generic hazards

A list of common generic hazards that may arise when using plant is given in NR/PLANT/0200/module P501.

4.2 Moving people on plant

Only travel or ride on a machine:

a) In accordance with the GE/RT8000/HB15 Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator;

b) When permitted by the machine’s Certificate of Engineering Acceptance;

c) In accordance with the safe system of work produced for the work task;

d) In areas of the machine specifically designed and approved for that purpose;

e) When authorised to do so.

The raising or lowering of people in plant not specifically designed for that purpose, is prohibited.

4.3 Exclusion zones

Before starting work, set up an exclusion zone around the machine and any attachment to the machine that is appropriate to the task to be undertaken. Brief any staff that may be affected by the work on the limits of this exclusion zone.

The size and shape of the exclusion zone will depend on the activity being undertaken and the attachment being used. Do not allow personnel to enter the exclusion zone. If any person does enter the exclusion zone, the operator must immediately stop the machine and the activity being undertaken.

During work, maintain the exclusion zone and continually assess the worksite for any changing conditions and be prepared to change the exclusion zone should this be necessary.

4.4 Discharge of gases

The potential for plant to generate flammable atmospheres in the vicinity of heat or ignition sources, including passing trains, shall be assessed and preventative measures ascertained and implemented as part of the safe system of work.

In making this assessment, consideration shall be given to the safety hazards arising through the accumulation of gases or fumes, including toxic or hazardous atmospheres in culverts, ducts, and similar depressions. Particular consideration

Page 5 of 12





shall be given to the use of liquid petroleum gases (LPG) which has a tendency to gather in holes and depressions.

The exhaust emission of plant required to operate in confined spaces such as tunnels or overall station roofs etc shall be assessed, and where necessary, their operating periods limited to prevent dangerous levels of gases being built up.

Petrol engines shall not be used in the following locations unless a documented safe system of work and COSHH based risk assessment has been provided:

a) in tunnels (as defined in Sectional Appendix); or

b) on bridges where the length of the bridge has the potential to lead to a build-up of a noxious atmosphere; or

c) On stations with overall roofs, except those areas of stations specifically permitted for road traffic.

NOTE Petrol engines should not be used in confined areas because of carbon monoxide produced in the exhaust. Carbon monoxide will displace oxygen in the blood and is undetectable to human senses. Consideration can be given to LPG engines where the carbon monoxide levels in the exhaust are typically 66% – 75% less than petrol engines, but note that they could still cause a build up in very confined unventilated areas.

Plant that emits large quantities of steam or exhaust is not permitted to exhaust directly onto insulators associated with OLE structures.

4.5 Discharge of debris

Where the operation of plant produces debris (e.g. flailing see NR/PLANT/0200/module P511), an assessment of the process and site conditions shall be undertaken. The safe system of work shall identify arrangements to remove risks wherever practicable and detail briefing arrangements for other risk mitigation measures. The assessment shall include measures to prevent injury to personnel and damage to the plant or infrastructure.

4.6 Discharge of sparks

Where the operation of plant produces sparks, (e.g. rail grinding), an assessment shall be made and control measures shown in the safe system of work to prevent damage to the infrastructure and passing trains, including the potential to cause fires.

4.7 Fuel

Before using plant, carry out a pre use check to establish that:

a) there are no fuel leaks and that all hose connections and fittings are in good condition;

b) that the correct fuel cap and seal are fitted.

When re-fuelling plant:

a) do this in a well ventilated but not windy area, away from the worksite and clear of any sources of possible ignition;

NOTE The requirement to re-fuel plant on site should have been considered at the planning stage and potential risks assessed. Where possible, establish a re-fuelling point at least 10 metres away from the worksite and other machines, and always take the plant to the fuel, not the fuel to the plant.

Page 6 of 12





b) allow equipment to cool before refuelling;

c) remove filler caps slowly to release any fuel tank pressure;

d) do not drop portable equipment or allow it roll around whilst on the ground or in transit;

e) promptly wipe any accidental fuel spillages and be aware of the possibility that fuel may have infused your clothing;

f) do not allow smoking within 10metres of the fuelling point;

g) provide an appropriate fire extinguisher(s) at the fuelling point.

5 Protecting the infrastructure

To prevent damage to the infrastructure during work operations:

a) limit loads on sleepers to avoid any overstressing or damage to the sleepers;

b) do not run wheeled vehicles with a wheel load greater than 3 tonnes over sleepers or bearers;

NOTE This would not apply where vehicles are moving on a site where all track, sleepers and ballast are being removed permanently or for renewal.

c) do not run tracked vehicles over any infrastructure components without the use of suitable protection to prevent damage to those components;

d) do not run tracked vehicles over ballast or other ground surfaces without protection unless this has been assessed and approved in the documented safe system of work;

e) avoid causing damage to the ballast shoulder when operating plant;

NOTE If the ballast shoulder is disturbed during the use of plant, the shoulder should be reinstated as detailed in NR/SP/TRK/102 Track construction standard, prior to permitting traffic to pass over the affected track. If the disturbance of the ballast shoulder has occurred during hot weather, the Track Maintenance Engineer (TME) should be informed prior to permitting traffic to pass over the affected track.

Do not use plant on platforms, decks, bridges or other structures without confirmation that the structure is strong enough to bear the weight of the plant and any load it may carry.

Do not use dynamic track stabilisers or machines with similar actions unless an assessment of risk to the infrastructure, including risks to any adjacent structures, has been carried out.

Observe information in the safe system of work relating to points within the possession and movements over them, noting also that:

a) before any movement over points can be authorised, the points must be set correctly for that particular movement and only when this has been confirmed, can a movement take place;

b) the machine controller is required to check that points are in the correct position prior to movements over them.

6 Protecting adjacent open lines

If the process of setting up or packing away the plant:

Page 7 of 12





a) will affect an adjacent line open to traffic or;

b) requires persons to go to the side of the plant adjacent to an open line;

Follow the requirements set out in GE/RT8000/HB7 Rule Book; Handbook 7 General duties of a controller of site safety and GE/RT8000/HB8 Rule Book; Handbook 8 IWA, COSS or PC blocking a line.

If work is be carried out with an adjacent line open to traffic, then the arrangements detailed in NR/PLANT/0200/module P501 will also apply.


7.1 General

When working on electrified lines, take into account:

a) the requirements of NR/PLANT/0200/module P501;

b) any particular requirements applicable to the type of plant or equipment being used (see appropriate modules of NR/PLANT/0200).

Do not use any plant or equipment in an electrified area without isolation unless the safe system of work states that it is safe to do so.

7.2 AC electrified areas

In AC electrified areas, set and test on-track plant height limiters in an area of electrical safety prior to starting work.

7.3 DC electrified areas

Fit and remove short circuit straps in accordance with the approved procedure noting that:

a) until an isolation has been confirmed, short circuit straps should not be laid across the ‘4ft’ or under or near the conductor rail, and that no attempt should be made to attach any of the clamps to any rail;

b) short circuit bars should not be applied at locations where;

• there are double guard boards;

• single boards nearest the adjacent running rail;

• where the running rail inside web is painted yellow;

• at locations with yellow or green shrouds.

When using two or more conductor rail shields to form a continuous insulated barrier, they should be properly interlocked together such that contact to any part of the live conductor rail can be prevented. If such a continuous insulated barrier cannot be properly formed and maintained whilst the work is in progress, then a temporary or planned isolation of the conductor rail shall be taken.

7.4 Overhead electric power lines

In areas where third party overhead electric power lines cross the railway, observe the requirements of the Health and Safety Executive Guidance Note GS6 - Avoidance of danger from overhead electric power lines for the categories of work described as:

Page 8 of 12





a) work areas where there will be no planned work or passage of plant under the lines;

b) work areas where plant will pass under the lines;

c) work areas where work will be carried out beneath the lines.

8 Working at height

If you intend to work or control work at height, then the requirements of NR/L2/OHS/022 shall be taken into account.

Examples of activities involving plant that are considered as working at height are:

a) working close to an excavation, cable pit or foundation where it would be possible for a person or object to fall and cause injury;

b) working on scaffolding or from a mobile elevated work platform (MEWP);

c) working on the back of a flatbed road or rail vehicle;

d) arboriculture and vegetation work performed in trees and on steep embankments;

e) using cradles or ropes to gain access to parts of tunnels, bridges, etc;

f) work on electrification and plant assets, boosters etc;

g) using a ladder to gain access to a permanent or temporary structure.

9 Shunting movements

Only attach, detach or move rail vehicles in accordance with the GE/RT8000/SS2 Rule Book; Handbook SS2 Shunting.

Do not tow or propel any plant or rail vehicle with other rail mounted plant unless:

a) the powered and non-powered vehicles are specifically designed or adapted for that purpose, and

b) each vehicle is equipped with a tow bar or other coupling device that provides a safe and secure attachment, and

c) all limitations shown on the vehicle’s Product Acceptance Certificate or Certificate of Engineering Acceptance are observed.

10 Transportation of plant and materials

When moving plant and materials on rail vehicles, on-track plant and rail trailers:

a) secure where appropriate and keep within the relevant load gauge;

b) distribute the weight in accordance with the loading requirements of the carrying vehicle (see also NR/PLANT/0200/module P518 when loading trailers).

NOTE The examination of certain types of load carried by rail vehicles, and the acceptance of out of gauge loads on rail vehicles, are set out in GO/RT3056 Section K.

c) take into account the requirements of NR/L2/NDS/203 when loading plant or materials on rail vehicles.

When loading or unloading plant or materials from rail vehicles and there is a possibility of adjacent lines being fouled by that plant or materials then:

Page 9 of 12





a) an appropriate competent person shall be appointed, and

b) the lines affected shall be protected in accordance with the GE/RT8000/HB7 Rule Book; Handbook 7 General duties of a controller of site safety.

The method adopted for loading or unloading plant and materials from any vehicle shall not cause damage to the infrastructure.

11 Plant used on or in rail vehicles or rail trailers

Only use plant on or in rail vehicles or rail trailers if its use has been assessed and authorised at the planning stage, and any required control measures have been identified in the safe system of work.

Apply all the required control measures during work and assess the work and worksite throughout the operation for any change in conditions that could affect or require changes to the control measures.

12 Recovery of rail mounted plant

Only recover rail mounted plant which has failed on the track, in accordance with the approved recovery procedure for that plant, and any limitations on its Certificate of Engineering Acceptance.

Apply appropriate measures to prevent the runaway of any towed or propelled plant in the event of a coupling failure.

NOTE For some machines, it is necessary for the travel drive system to be disengaged and emergency plans will need to take account of this to prevent runaways e.g. by use of wheel scotches.

If you are involved with recovering on-track plant following an incident, then the requirements of NR/PLANT/0200/module P100 shall be applied.

13 Leaving plant unattended

Only leave on-track plant unattended in rail mode in accordance with the GE/RT8000/HB15 Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator, additionally making sure that:

a) the plant is brought to rest in a safe position;

b) it is free of any suspended load;

c) the engine or power is isolated to prevent unauthorised movement;

d) the plant is secured against vandalism or inappropriate use.

When leaving wheeled or tracked plant unattended, where practicable always park the plant off track:

a) clear of and parallel to, any adjacent railway lines;

b) with the parking brake applied and lights turned off;

c) secured against unauthorised entry or use with all energised controls locked out of use.

When leaving on-track machines or on-track plant unattended on site, consider whether any additional security is required, for example:

a) one or more wheels scotched on one or both sides;

Page 10 of 12





b) tail or slew locks are in place;

c) any pins or chains etc are located and stored.

When stabling on-track machines and on-track plant:

a) apply the parking brake(s);

b) properly stow and secure the plant in compliance with the machines operating instructions and any local instructions;

c) secure the plant against unauthorised entry or use.

Secure all small items or machine accessories in locked accommodation or chain them together.

14 Removing tools on completion of work

Before handing back a track possession, make sure that confirmation has been given that:

a) everyone is clear of the line and all tools and equipment have been removed or safely secured;

b) equipment that may have fouled the line has been moved and secured clear of the line.

15 Hot weather fire risks

Potential fire risks during hot weather should have been assessed and documented in the safe system of work (see also Section 4.6 of this module).

Where the type of work activity being undertaken involves a greater risk of fire, consider taking a water (H2O) fire extinguisher to site in addition to any other type of fire extinguisher indentified in the work activity risk assessment.

NOTE Some activities such as the use of abrasive wheels; rail cutters, grinders, welding equipment etc are more likely to cause an initialising spark that could start a fire.

If there is a fire on site, do not put yourself or others at risk. An initial attempt at immediately extinguishing a fire may be made providing it is small and safe to do so, otherwise raise the alarm and evacuate the area.

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Page 12 of 12

Issue record


1 March 2013

Owner


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[[[


Module P506 – On-track machines












Contents

0.1 Job roles 3


1 General principles 4

2 Exclusion zones 4


4 Working outside a possession 5

5 Preparing for transit 5

Page 2 of 6





0.1 Job roles


Machine Operator COSS ES Plant supplier

0.2 Risk mitigation




c) runaway/failure to stop on demand, e.g. OTP running away on a gradient;



Page 3 of 6





1 General principles

Do not rely upon the lights exhibited by an on-track machine to determine whether it is moving in any particular direction.

NOTE Whilst on-track machines normally display white lights to the front and red to the rear when moving on the track, they can show these lights in reverse if undertaking a wrong way movement.

Do not use an on-track machine for the movement of other rail vehicles unless a working and compatible brake system is connected and the machine is designed or adapted for that purpose.

If you are the machine operator, then

a) before commencing or changing the direction of movement of a machine, be sure that it is safe to do so and give ample warning of your intentions by using the horn in accordance with the convention used for on-track plant (see GE/RT8000/HB15 Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator).

b) if leaving the cab temporarily, make sure the machine has been brought to rest in a safe position and the hand brake is applied.

c) do not operate the machine with access panels or machine guards removed. Materials or equipment should not be carried on the machine unless it is safely stowed or secured.

d) do not allow other persons to travel on the machine unless provision has been specifically made for this purpose.

2 Exclusion zones

When working with on-track machines, appropriate exclusion zones (see NR/PLANT/0200/module P505) shall be put in place to prevent anyone entering an area of unacceptably high risk such as:

a) the cutter bar area of a ballast cleaner due to unexpected movement of ballast (commonly known as ground suck in);

b) the satellite on continuous action tampers;

c) the work head area of a stoneblower or tamping machine;

d) the slewing area of a cranes ballast weight or superstructure.


If on-track machines are to work under live OLE, then:

a) carry out a risk assessment in accordance with NR/SP/ELP/29987;

b) detail the methodology in the safe system of work (see NR/PLANT/0200/module P501);

c) observe the requirements for working in electrified areas (see NR/PLANT/0200/module P505);

d) set all height limiters to maintain a safe clearance to overhead line equipment.

e) do not climb above the warning line painted at cant rail height. In the absence of such a line, do not climb onto platforms or decks that are greater than 1.4m

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above rail level unless they are covered and approved for working beneath live overhead equipment.

NOTE The warning line at cant rail height is normally orange but can be black or white depending upon the background colour of the machine.

4 Working outside a possession

Only work an on-track machine outside a possession if it is allowed to do so and in accordance with the GE/RT8000/OTM Rule Book; Module OTM working of on-track machines (OTM).

5 Preparing for transit

Before allowing an on-track machine into traffic:

a) make sure all moveable elements are stowed and locked within gauge;

b) make sure that any travel drive systems have been disengaged and locked in the disengaged position as required;

c) carry out a running brake test in accordance with the GE/RT8000/OTM Rule Book; Module OTM working of on-track machines (OTM).;

d) carry out all checks required by the particular operating instructions for the machine to verify that the machine is ready for in train movements.

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Page 6 of 6

Issue record


1 March 2013

Owner


Compliance


Disclaimer


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[[[


Module P507 – On-track plant












Contents

0.1 Job roles 3



2 On and off tracking 4

2.1 Approved access points 4

2.2 Assessing site requirements 6

2.3 Recording site requirements 7

2.4 Placing machines on and off the track 7

2.5 Checking the infrastructure on completion of work 8


4 Use in poor braking conditions 8

5 Movement of multiple on-track plant 9

6 Low ride road-rail vehicles 10

7 Load lifting points 10

7.1 Using lifting points 10

7.2 Inspection and maintenance 11

8 Ballast ploughs 11

Figure 1 – Level crossing 4

Figure 2 – Depot or yard 4

Figure 3 – Secured timbers 4

Figure 4 – Consolidated ballast 5

Figure 5 – Examples of proprietary approved track access systems 5

Figure 6 – Example of ramp for entry/exit to worksite 6

Figure 7 – Road-rail vehicle approved to on/off track using side shift 7

Figure 8 – Effects of different track conditions on braking distances 9

Figure 9 – Example of a low ride type machine 10

Figure 10 – Typical ploughing operation 11

Page 2 of 12





0.1 Job roles


Machine Controller Machine Operator Crane Controller Plant Operator License Holders ES PICOP PICOS

0.2 Risk mitigation




c) runaway/failure to stop on demand, e.g. OTP running away on a gradient;




Page 3 of 12






Before use, check that on-track plant and attachments have current ‘in service’ labels or tags fitted, and that they are clearly visible.

Pre use checks are to be undertaken and observed by the machine operator and machine controller/crane controller as appropriate. Record any defects in the machine log book so that any rectification can be undertaken at the next maintenance event.

All staff working adjacent to a machine are to remain in view of the machine operator when the machine is operating.

All staff working in the vicinity of on-track plant are to be briefed with regard to the limits of operation and any movements taking place on site by the COSS in charge of the safe system of work for their workgroup.

Set up and test height and slew limiters before starting work. Height limiters are to be tested in an area of electrical safety.

2 On and off tracking

2.1 Approved access points

Road rail access points (RRAPs) are either semi-permanent or temporary (see also NR/PLANT/0200/module P301).

Figure 1 – Level crossing

Figure 2 – Depot or yard

Temporary RRAPs are used to access a possession or worksite and are removed before handing back the possession. If it is decided that a RRAP needs to be left in place, use a semi-permanent RRAP (see NR/PLANT/0200/module P301), obtain the prior approval of the Network Rail Track Maintenance Engineer to do this.

Routes to and from the on-track plant road transport delivery/holding area and the lineside shall be identified in accordance with NR/PLANT/0200/module P301.

Preferred locations to on/off or cross track on-track plant are;

a) Suitable level crossing (Figure 1);

b) Depot or yard where the road surface is level with rail top (Figure 2);

c) Secured timbers level with the rail head (Figure 3);

d) Consolidated ballast to at least the underside of the rail head within sidings (Figure 4);

e) Proprietary Network Rail product

Figure 3 – Secured timbers

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approved track access system (Figure 5).

NOTE 1 When using a level crossing as a RRAP, local control of the crossing may be required.

NOTE 2 Some on-track plant can be on/off or cross tracked at other locations using approved methods, e.g. side shift jack leg systems (Figure 7).

RRAPs mentioned in items c), d) and e) are provided in accordance with NR/PLANT/0200/module P301.

Provide rail head protection at any RRAP where this is necessary because of the type of on-track plant being used. An example of rail head protection is shown in Figure 5.

Figure 4 – Consolidated ballast

Rail Head Protector

Figure 5 – Examples of proprietary approved track access systems

If the rails and sleepers have been removed at a worksite where it is intended to on/off on-track plant, make provision to:

a) Allow the on-track plant to safely enter and exit the work site from the track. This can be done by providing adequate ramping at the beginning and end of the worksite (Figure 6);

b) Adequately support the end of the rail.

In the example shown in Figure 6, ballast has been provided:

a) In the four-foot and over both ends of the sleepers for at least the length of the machine, and;

b) As a ramp into the worksite.

As the machine approaches the worksite where the track has been removed, it is able to lift its rail guidance wheels and drive onto the ballast ramp and safely into the worksite.

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Figure 6 – Example of ramp for entry/exit to worksite

2.2 Assessing site requirements

When planning the safe system of work, carry out an assessment of requirements for all on/off and cross tracking movements as part of the pre-start site visit (see NR/PLANT/0200/module P502). In the assessment consider as a minimum:

a) possession arrangements and work site limits;

b) isolation limits of AC electrified lines and third and fourth rail systems;

c) cant and gradient throughout the work site;

d) level crossings, points and crossings;

e) adjacent lines;

f) limited clearances;

g) ground bearing capacity at potential RRAPs;

h) machine axle loading;

i) construction of ballast shoulders e.g. are they high, low, soft, etc;

j) state of cess e.g. is it deep or soft etc;

k) availability of level approach to RRAP where OLE is present;

l) infrastructure features e.g. axle counters, train protection warning system (TPWS), grids, etc;

m) signal & telecommunications (S&T) cables, overhead line equipment (OLE) bonding cables;

n) position of structures e.g. signal posts, OLE stanchions, bridges, buildings, tunnels, platforms, etc;

o) sleepers and sleeper mounted equipment;

p) overhead, surface and buried services (including those belonging to other 3rd parties);

q) surface troughing, track drainage systems / catch pits;

r) the sequence of multiple OTP access and movement requirements from the road transport delivery area to the lineside, and in and around the worksite;

s) positioning of jacking legs and supporting bases if using on-track plant with side shift or stillage rail mounting systems (See example in Figure 7);

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Figure 7 – Road-rail vehicle approved to on/off track using side shift

t) site specific methodology including the possible need for temporary removal and re-installation arrangements of the infrastructure;

u) requirements for access via 3rd party property, land and access roads including gaining appropriate permissions (see NR/PLANT/0200/module P301);

v) the provision for machines to safely exit and enter the formation or leave and return to the track where the rails have been removed (see Figure 6);

w) if using temporary RRAPs, the potential effects on the infrastructure by disturbing ballast shoulders or sleepers. In such cases you should consult with the local track engineer (see NR/PLANT/0200/module P301).

2.3 Recording site requirements

In the safe system of work identify:

a) all RRAPs to be used during the work;

b) the on/off and cross tracking methodology to be used at each RRAP;

c) whether there is a need for the operator to be assisted by an additional person(s) in the on/off or cross tracking process.

NOTE For Investment Projects work, this is a part of NR/L3/INI/CP0044, and for Infrastructure Maintenance, this is defined in NR/PLANT/0200/module P519. The methodology should be approved as required by these documents.

2.4 Placing machines on and off the track

Only place on-track plant on or off the track:

a) at approved road rail access points identified in the safe system of work, and;

b) in accordance with the appropriate operating instructions and Certificate of Engineering Acceptance for the particular machine.

If approved road rail access points identified by the safe system of work are not provided at the site, then report this to the Route Control Centre.

Page 7 of 12





Unless the rail wheels of the on-track plant are braked, at least one braked road axle is to remain in contact with the ground, rail head or rail wheel at all times when on or off tracking the on-track plant.

Check on-track plant for suitability and correct functionality before and immediately after placing on track. Results of these checks are to be recorded and retained in accordance with NR/L3/NDS/047/TMC08 or NR/L3/NDS/048/TMM003.

On-track plant found to have defective brakes, or brakes not compliant with the requirements of NR/L3/NDS/047/TMC08 or NR/L3/NDS/048/TMM003 shall be:

a) removed from the track and left in a position of safety or;

b) have one end off tracked to prevent inadvertent movement and have a red light fitted at both ends until it is removed to a position of safety or;

c) be secured with wheel-scotches and have a red light fitted at both ends until it is removed to a position of safety.

Remove any on-track plant with defective brakes from service, clearly marked as defective, and apply the process detailed in NR/PLANT/0200/module P100.

2.5 Checking the infrastructure on completion of work

Prior to departing the site, check in the vicinity of all RRAPs, including the route from the lineside access point to the track for:

a) any damage to the infrastructure caused by on or off tracking;

b) any damage to track components caused by on or off tracking;

c) that track geometry and track stability has not been affected by the on or off tracking process.

Advise the Engineering Supervisor (ES) of the outcome of the checks. The ES will report any damage to the PICOP and the Route Control Centre.


If on-track plant is to on or off track, work or travel under live OLE, then:

a) carry out a risk assessment in accordance with NR/SP/ELP/29987;

b) detail the methodology in the safe system of work (see NR/PLANT/0200/module P501);

c) observe the requirements for working in electrified areas (see NR/PLANT/0200/module P505);

d) set all height limiters to maintain a safe clearance to overhead line equipment.

Do not on or off track or work on-track plant in conductor rail areas without an isolation.

4 Use in poor braking conditions

The potential for extended stopping distances shall be considered at both the planning stage and whilst working on site in respect of:

a) any activity being undertaken on the same worksite which could affect the braking performance of a machine;

Page 8 of 12





b) the potential for rail head conditions to change during the period of work.

The safe system of work shall take into account extended braking distances when:

a) working on wet track;

b) working on contaminated (slippery) track;

c) working on gradients;

d) towing or propelling other vehicles.

Where rail head contamination or track conditions adversely affect braking distances:

a) reduce speed;

b) make allowances for extended stopping distances;

c) leave a greater distance between vehicles or other equipment on track;

d) carry out running brake tests at regular intervals during the shift to test the effectiveness of the brakes.

Figure 8 shows the potential effects caused by some of these factors on the braking distance of a typical road-rail vehicle. These distances can be considerably extended if the wheels of the vehicle stop rotating and slide along the rail head during a brake application.

If this condition occurs, optimum braking performance will not be achieved and a ‘release and reapply’ braking technique should be used to regain control of the machine.

To do this, slightly release the brake and then re-apply with marginally less pressure. If the wheels stop rotating again, repeat the process until you have the machine under control.

Figure 8 – Effects of different track conditions on braking distances

5 Movement of multiple on-track plant

Assess and plan any multiple on-track plant movements in advance, and include them within the safe system of work.

Carry out multiple movements in accordance with the GE/RT8000/HB15 Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator.

Typical braking distance on dry level track Extended braking distance on wet level track Extended braking distance on wet track down a gradient

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 Metres

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6 Low ride road-rail vehicles

When using Type 9c low ride road-rail vehicle (see Figure 9):

a) carry out an assessment of the track to be travelled during the pre-start site visit (see NR/PLANT/0200/module P502);

b) identify any S&T equipment or hot axle box detectors in the safe system of work that the road tyres may foul;

c) where practicable, temporarily remove any items from the track that could be damaged until the work has been completed.

Figure 9 – Example of a low ride type machine

Do not use Type 9c low ride road-rail vehicles in third or fourth rail areas unless the Certificate of Engineering Acceptance permits this.

Only travel at the speed permitted by the Certificate of Engineering Acceptance when driving Type 9c low ride road-rail vehicles over:

a) level crossings (all types);

b) S&C with raised checkrails;

c) bridges and viaducts with raised check / guard rails.

If the Certificate of Engineering Acceptance does not state a speed for these track conditions, then you should limit the speed to 5mph maximum.

7 Load lifting points

7.1 Using lifting points

Only use approved lifting points when working with on-track plant (see NR/PLANT/0200/module P300). If non-approved lifting points are fitted to a machine, arrange for them to be blanked off or removed.

Use only calibrated lifting points if the load being lifted could compromise either:

a) the structural integrity of the lifting point, or;

b) the structural integrity and/or stability of the machine being used.

Auxiliary lifting points are to be used only where their design will prevent overload of the lifting point and the machine being used.

NOTE When planning lifting operations, preference should always be given to the use of calibrated load lifting points over auxiliary load lifting points.

The location and safe working load (SWL) of approved lifting points will be shown in the operations manual. Do not lift or lower a load from any other part of the machine (e.g., bucket tooth etc).

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The RCI shall be switched on in lifting mode at all times during lifting operations.

Do not use on-track plant fitted with a bucket crowd cylinder for lifting duties if it is not fitted with burst hose protection and relies on the pressure in the crowding cylinder to support the load.

7.2 Inspection and maintenance

Carry out maintenance checks of the load lifting points in accordance with NR/PLANT/0200/module P700.

Visually inspect each load lifting point as part of the pre use machine check for:

a) any wear or deformation;

b) any impact damage;

c) correct and legible labelling.

Record any defects in the machine log book and do not use the lifting point unless it is in good order.

8 Ballast ploughs

When planning work with a ballast plough attached to a road-rail vehicle, the safe system of work shall consider the requirements of NR/PLANT/0200/module P501 and:

a) the proximity of the machine controller to the machine and equipment during the ballast ploughing;

b) the method of communication between the machine operator, machine controller and any other staff on the site;

c) that the road-rail vehicle and ballast plough are suitable for the amount of ballast to be regulated and that the safe system of work identifies this.

Before starting work:

a) carry out a pre-use inspection of all equipment to be used;

b) review and implement the safe system of work;

c) establish an exclusion zone around the machine and attachment whilst working;

Figure 10 – Typical ploughing operation

d) agree the means of communication between the operator and machine controller.

During work:

a) do not distract the operator while ploughing is in progress;

b) review and assess the worksite conditions on a regular basis;

c) do not carry out ploughing movements at speeds greater than walking pace.

Page 11 of 12





Page 12 of 12

Issue record


1 March 2013

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[[[


Module P508 Mobile elevating work platforms












Contents

0.1 Job roles 3


1 Planning the work 4

1.1 Selecting the right machine 4

1.2 Installing materials or equipment 4

1.3 Assessing the load 5

2 Safe system of work 6

2.1 General principles of operation 6

2.2 Before starting work 6

2.3 When working 6

3 Emergency and rescue procedure 7

4 Fitting additional equipment to a MEWP 7

5 Maintenance and thorough exam 7

6 Work restraint anchor points on MEWPs 8

7 Exiting the work platform away from stowed position 8

Table 1 – Example assessments when loading a MEWP work platform. 5

Page 2 of 9





0.1 Job roles


Machine Controller Machine Operator COSS ES Planner Maintainer/Fitter Linesman (or other non machine operator/controller personal) Plant Operator License Holders Machine manufacturer Machine converter

0.2 Risk mitigation



b) runaway/failure to stop on demand, e.g. OTP running away on a gradient.


d) damage to assets, e.g. RRV or its load hitting a passing train during ALO operation;


f) collision, e.g. collision between a RRV and an OTM;

g) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

Page 3 of 9





1 Planning the work

1.1 Selecting the right machine

There are many different types of mobile elevating work platforms (MEWPs) used on the railway infrastructure which broadly fall into the following categories:

a) vehicle mounted boom;

b) trailer mounted boom;

c) vertical scissor lift.

However, each of these types of MEWP can be further sub divided into those which have static lifting capabilities and those which have mobile or self propelled lifting capabilities. These can then be even further sub divided into those used on rail, road or both, in conjunction with road-rail vehicles, rail mounted maintenance machines, on track machines or road vehicles. The range therefore is large and it is important to make sure that a machine with the appropriate operating characteristics is chosen for the work to be undertaken. This process starts with thorough planning.

Before selecting the type of MEWP to be used, consider:

a) what work needs to be done;

b) what are the site conditions where the work is to be done including access to the site for machines, material and staff;

c) what machine operating characteristics are required to complete the work;

d) who will be involved with the particular work task;

e) what other work tasks may be ongoing on the same work site.

Road rail boom-type MEWPs generally have smaller work platforms and lower lift capacities than scissor lift platforms, and their work platforms can ‘bounce’ at height due to the boom structure flexing. This usually makes them unsuitable for use when installing heavy or bulky materials that may obstruct the function controls. In these cases, consider using a scissor lift, or a crane or telehandler in conjunction with the MEWP.

Some MEWPs have a variable capacity depending on the configuration of the work platform for example, platforms with side shift. Always consult the manufacturers' handbook and load charts for machine specific details in the planning process.

For further information on the selection and use of MEWPs, see BS 8460, HSE construction information sheet No 58 The selection and management of mobile elevating work platforms and the Construction Plant Hire Association document CPA 1002 Construction plant-hire association – Best practice guidance for MEWPs, avoiding trapping/crushing injuries to people in the platform.

1.2 Installing materials or equipment

During the planning stage, consider and make allowance for the following when using MEWPs to install material or equipment:

a) the weight, size and shape of the item(s) to be included in the work platform;

b) the number of people required in the work platform to handle and fit the item(s);

Page 4 of 9





c) any manual handling or weight distribution requirements within the work platform;

d) any additional items that may need to be transferred into the work platform whilst working at height, e.g. if adding an old item to the work platform before the new item is fitted;

e) access to the machine controls.

Use extreme caution when taking loads into the work platform at height. If the weight of the load is not known accurately it can lead to overloading or overturning of the MEWP. Load sensing systems do not provide protection in these situations.

1.3 Assessing the load

The safe working load (SWL) of a work platform will normally be shown on the platform and in the machines operating and technical data. This can be shown as either:

a) the maximum load that the work platform can carry, and/or;

b) the maximum number of persons and amount of equipment that can be carried.

NOTE The number of persons carried assumes each person weighs 80kgs and equipment includes tools and materials.

Table 1 shows examples of how the load on a work platform can be assessed and options if you exceed the SWL of the platform.

Examples for a work platform rated at SWL 300kg or 3 persons and 60kg of equipment

Example 1 Example 2 Example 3 Example 4

Operator 1 105kg 105kg 105kg 105kg

Operator 2 110kg 110kg None None

Operator 3 95kg None 95kg 95kg

Tools None 10kg 10kg 10kg

Material added at ground level

None 100kg 50kg None

Material added at height

None None 50kg 80kg

Total 310kg 325kg 310kg 290kg

Comments This is not acceptable even

though the platform is rated for 3 persons. You

should either have one less operator or obtain a larger

MEWP.

This is not acceptable. You should either use one less operator, reduce the amount of materials being lifted, or obtain a

larger MEWP.

This is not acceptable

because material is added when the platform is raised. This could happen

where old items are removed from the OLE before

new ones are fitted

This is acceptable even though the

total equipment is more than 60kg because only 2 operators are used and total

load is less than the platform SWL.

Table 1 – Example assessments when loading a MEWP work platform.

When planning the work (see also NR/PLANT/0200/module P503) consider the combined weight of staff and equipment to be carried and do not exceed the maximum SWL of the MEWP.

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Consider potential variations in the loading pattern for example:

a) if it is necessary to carry the maximum permitted number of persons, and one or more of those persons weigh more than 80kgs, then the amount of equipment carried will need to be reduced accordingly;

b) if fewer people than the maximum permitted are carried, then additional equipment can be carried providing the SWL of the work platform is not exceeded.

2 Safe system of work

2.1 General principles of operation

Only operate a MEWP using the controls in the work platform.

NOTE This would not apply in an emergency rescue situation.

Do not travel in an elevated work platform of a MEWP in working mode unless the machine has been specifically designed to be used in this way.

Do not travel in the work platform if movement of the MEWP along the track in travel mode is controlled from a separate position.

Make sure a person competent in the emergency rescue procedure (see Section 3 of this module) is available on the ground and close to the machine whenever the MEWP is in working mode.

MEWP operations are to be under the control of a machine controller, this includes:

a) movements along the track when the MEWP is in travel mode;

b) travel movements in road mode where any part of the MEWP can come within 3m of the running line;

c) working mode on rail or road where any part of the MEWP can come within 3m of the running line.

Communications between the machine controller and machine operator shall be in accordance with NR/PLANT/0200/module P505.

2.2 Before starting work

Check the SWL of the MEWP to be used is sufficient for the combined weight of persons and equipment to be carried.

Check the 'deadmans' control (usually a foot switch) is operating correctly and that the machine can be stopped in an emergency.

NOTE If there is any doubt about the positive operation of this control, the vehicle must not be used until it has been examined by the MEWP’s maintainer and passed as 'fit for use'.

2.3 When working

Wear and attach a work restraint harness (see also Section 6 of this module) at all times whilst in the work platform and do not stand on guardrails.

Look around before moving an elevated work platform to make sure that:

a) the platform will not hit or snag any part of the infrastructure.

NOTE Pay particular attention to any parts of the infrastructure that may have been temporarily suspended and not in their normal position.

Page 6 of 9





b) People will not become trapped. To avoid the risk of entrapment, do not raise the platform directly under a structure, instead:

i) raise the platform to the side of the structure to a height just above the desired work height, then

ii) lower and manoeuvre the platform towards or under the structure by either slewing the basket or travelling the machine in creep drive.

Do not allow equipment with cables or hoses attached, to hang on the outside of the platform. Pay particular attention to prevent objects striking or interfering with the controls of the MEWP.

Do not apply any manual forces, including sideway forces on the work platform that exceed those permitted by the manufacturer.

Never use the work platform to exert a horizontal force unless specifically permitted by the MEWP manufacturer.

3 Emergency and rescue procedure

Make sure there is an emergency and rescue plan in place whenever operating a MEWP that:

a) identifies site based personnel who would be able to lower the platform using the control panel or emergency descent system situated at ground level;

b) includes call out details for the service engineer or other person who is authorised to lower the work platform in the event of an emergency.

NOTE This is a requirement under SI 2005 No. 735 The Work at Height Regulations.

Call the emergency services immediately if an operator is trapped or has collapsed on the platform and cannot be communicated with.

Adopt the following sequence if a rescue operation is needed:

a) if the operator is unable to take control but there are other people in the work platform who are authorised as an operator, they may take control of the MEWP using the platform controls;

b) if the above is not possible, then a person at ground level can lower the work platform providing they are identified in the emergency and rescue plan.

4 Fitting additional equipment to a MEWP

Do not carry tools or materials on the work platform guardrails unless they are specifically designed to do so.

Do not carry tools or materials that extend beyond the limits of the work platform unless using an approved carrying attachment and the written permission of the MEWP manufacturer has been obtained.

Do not modify a MEWP to carry additional tools or material as this may render current safety certification invalid.

5 Maintenance and thorough exam

Carry out pre use checks in accordance with the instructions for the particular machine, and for on-track plant based MEWPs, in accordance with the requirements of NR/PLANT/0200/module P507.

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Check the report of the thorough examination for the MEWP and if it shows any defects seek confirmation from the MEWP owner or maintainer that they have been remedied.

NOTE MEWPs are subject to SI 1998 No. 2307 The Lifting Operations and Lifting Equipment Regulations (LOLER) and require to be thoroughly examined at least every 6 months by a competent person, or in accordance with an examination scheme drawn up by a competent person.

6 Work restraint anchor points on MEWPs

Do not use work restraint anchor points for fall arrest equipment.

NOTE In the majority of railway MEWP applications there is a limited height of work and hence fall arrest equipment is not recommended. A risk assessment will need to be carried out if fall arrest is considered necessary and this should include the use of MEWPs specifically designed for the use of this type of equipment.

The number of staff attached to an anchor point shall not exceed the number that it is rated for.

Visually check the anchor point(s) and fixings prior to use for any obvious signs of damage or excessive wear. Record any defects in the machine log book and do not use the anchor point unless it is in good order.

7 Exiting the work platform away from stowed position

Do not exit the work platform when it is away from the stowed position unless:

a) It is required under an emergency or rescue situation. This should be covered in the emergency and rescue procedure (see Section 3 of this module);

b) It has been determined by risk assessment carried out in accordance with BS 8460 as part of the planning process, that this is the safest and most effective means of accessing a particular location.

NOTE Exiting the platform at height is to be considered only after completing a detailed risk assessment which takes into account the availability of other more suitable access equipment and the practicability of providing alternative equipment on the work site.

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Module P509 Trailers and attachments












Contents

0.1 Job roles 3



2 Using trailers and attachments 4

2.1 General 4

2.2 Compatibility of trailers and attachments 5

2.3 Coupling and uncoupling of trailers 5

2.4 Coupling and uncoupling of attachments 6

2.5 Attaching and detaching a dozer blade trolley 7

3 Brake test requirements for trailers and attachments 7

3.1 Summary of requirements 7

3.2 Functional brake testing 7

3.3 Maintenance brake testing 8

Table 1 – Examples of typical trailer formations 6

Table 2 – Brake test requirements for trailers and attachments 7

Page 2 of 9





0.1 Job roles


Machine Controller Machine Operator Crane Controller COSS ES Planner Maintainer/Fitter Plant suppliers Machine/trailer convertors Trailer manufacturers

0.2 Risk mitigation



b) runaway/failure to stop on demand, e.g. OTP running away on a gradient.

c) damage to assets, e.g. RRV or its load hitting a passing train during ALO operation;



Page 3 of 9






This module applies to:

a) trailers and attachments with more than two rail wheels towed or propelled by on-track plant;

b) on-track plant that is towed as a trailer;

c) failed items of on-track plant that are being recovered when on Network Rail managed infrastructure.

This module does not apply to trailers with braking equipment to UIC specifications.

2 Using trailers and attachments

2.1 General

Trailers and attachments used on Network Rail managed infrastructure shall be approved for use in accordance with NR/L2/RSE/100/05.

Vehicles towed as a planned move shall be classed as a trailer and meet the requirements of a trailer.

Do not ride on any part of a trailer or its load unless it has been specifically designed for this purpose as per NR/PLANT/0200/module P505.

Dozer blade trolleys shall be marked with an identification number.

A functional parking brake test (see Section 3 of this Module) shall be carried out:

a) immediately after placing a trailer or attachment on the track and before releasing the trailer and;

b) after coupling or uncoupling a trailer or attachment (see Section 2.3 of this Module).

This test is fundamental to the safe use of these machines.

Do not use trailers or attachments on track if the parking brake is defective.

NOTE The reference to attachments in this instance, means attachments with more than two rail wheels.

Do not tow or propel trailers without a service brake at speeds in excess of 10mph.

Remove trailers or attachments that develop defective brakes in service from the track as soon as practicable. Do not disconnect them from the host machine until they have been removed, and note that it may be necessary to unload them first.

If the trailer or attachment cannot be lifted completely from the track, then lift one end from the track to prevent a runaway.

Only leave trailers or attachments unattended on track in accordance with the Rule Book GE/RT8000/HB15 - Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator. The requirement to check that the parking brake is correctly applied shall be undertaken by the machine or crane controller in accordance with Section 3 of this Module.

A DC isolation shall be in place at all times whilst a trailer is on the track in DC electrified line areas (3rd and/or 4th rail). This includes on and off tracking operations and is in addition to the possession.

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Certificates of engineering acceptance (EAC) for the trailer or attachment shall be available on site to the machine controller and/or crane controller. If the EAC is not available, then the trailer or attachment shall not be used.

2.2 Compatibility of trailers and attachments

Only tow or propel trailers or attachments that are compatible with the towing machine.

Only plan to couple trailers of different makes and/or model where the owner(s) have declared the brake systems to be compatible.

The maximum brake system operating pressure of the towing vehicle shall be:

a) Within the operating pressure range of the trailer or attachment to be towed;

b) Not greater than the maximum allowable operating pressure of the trailer or attachment to be towed.

The gross laden weight of a trailer consist fitted with operational service brakes will be determined by the maximum gross laden weight of the trailers, and the maximum towing capability of the towing vehicle as defined on it’s EAC.

The gross laden weight of a trailer consist not fitted with operational service brakes, or where all service brakes are not connected, shall not exceed 100% of the gross vehicle weight of the towing vehicle, or less if specified by the EAC.

Typical examples of trailer formations are shown in Table 1.

The maximum speed of a trailer consist shall be limited to the lowest maximum speed of any vehicle in the consist.

2.3 Coupling and uncoupling of trailers

The machine operator is responsible for carrying out the coupling and uncoupling procedure; the machine/crane controller shall be present to verify the procedure has been carried out correctly.

A functional brake test shall be carried out (see Section 3 of this Module) whenever a trailer is on tracked or uncoupled.

If a service brake is to be used, then a test of the service brake (or continuity test) shall be carried out:

a) in accordance with the manufacturers' instructions;

b) before the vehicle is used.

NOTE This test may be carried out by applying the service brake at the towing vehicle and verifying the pressure at the furthest most trailer.

Only use trailers if all the required brake tests are satisfactory.

When uncoupling trailers:

a) bring the vehicles to a stand;

b) apply the towing vehicle parking brake and stop the engine (where necessary);

Page 5 of 9





c) release the brake pressure (following the manufacturer’s procedure);

NOTE There is usually a time delay for line pressure to decay after stopping the engine.

d) disconnect the brake hose and restart the engine (where necessary);

e) undertake a functional parking brake test (see Section 3 of this Module) to verify that the parking brake is effective, uncouple the tow bar.

RIS-1530- PLT (RIS) compliant OTP towing RIS compliant trailer(s) fitted

with service and parking brake system.

Maximum permitted towing capability is defined on the EAC of the towing vehicle

GM/RT1300 (RGS) compliant OTP towing RGS compliant trailer(s) fitted

with parking brakes only.

Maximum permitted towing capability is 100% of the GVW of the towing vehicle. (This may be limited further by the EAC)

RIS compliant OTP towing RGS compliant trailer(s) fitted with parking

brakes only.

Maximum permitted towing capability is 100% of the weight of the towing vehicle. (This may be limited further by the EAC)

Any OTP towing any combination of trailers e.g. service brake/parking

brake trailers and parking brake only trailers.


RGS compliant OTP towing RIS compliant trailer(s) fitted with service

and parking brake systems.


Table 1 – Examples of typical trailer formations

2.4 Coupling and uncoupling of attachments

The machine operator is responsible for carrying out the coupling and uncoupling procedure; the machine/crane controller shall be present to verify the procedure has been carried out correctly.

When placing an attachment on track, carry out a functional brake test in accordance with the manufacturer’s instructions before releasing the attachment from the vehicle.

Parking Brake Service Brake


Parking Brake Parking Brake


Parking Brake



Parking Brake Parking Brake

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NOTE 1 The POL is responsible for confirming that the manufacturers' instructions are equivalent to those detailed for trailers in Section 3.2 of this module.

NOTE 2 Always assume that the braking mechanism is in the “off” position until the functional test has been completed.

Only use attachments if the required brake tests are satisfactory.

Off track all attachments into a safe position when not in use.

2.5 Attaching and detaching a dozer blade trolley

Only trained and competent staff are allowed to undertake the attaching and detaching procedures for these vehicles.

Before on-tracking a dozer, attach the trolley to the dozer blade in accordance with the manufacturer’s instructions. Off track the dozer before detaching the trolley.

The trolley can be left on the ballast or other suitable safe location but do not leave a trolley on the track on its own.

3 Brake test requirements for trailers and attachments

3.1 Summary of requirements

Carry out brake tests on trailers and attachments in accordance with Table 2.

Type of Test Applies to When

Functional parking brake test Trailers and Attachments

Immediately after placing an item on the track and before releasing the item, and

after coupling or uncoupling an item. Functional brake test Trailers and

Attachments Whenever a trailer is on tracked or uncoupled, and when placing an

attachment on track. Maintenance brake test Trailers and

Attachments In accordance with the approved maintenance plan for the trailer or

attachment Parking brake maintenance test Trailers and

Attachments In accordance with

NR/PLANT/0200/module P701 Service brake maintenance test Trailers and

Attachments In accordance with

NR/PLANT/0200/module P701 Table 2 – Brake test requirements for trailers and attachments

3.2 Functional brake testing

Functional parking brake tests and functional brake tests are required to confirm the integrity of the operational brake systems whenever a trailer or attachment is placed on the track, or uncoupled during operation.

Functional checks are recorded in accordance with NR/L3/NDS/047/TMC08 or NR/L3/NDS/048/TMM003.

If the brakes are found to be defective, remove the trailer or attachment from the track.

3.2.1 Functional testing when on-tracking

When placing a trailer or attachment on the track, before releasing it and connecting any brake hoses or cables etc; attempt to move it along the track by pulling it with lifting chains, or manually pushing it.

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The brakes shall resist the movement, i.e. the braked wheels shall not rotate.

NOTE Not all wheels are braked on some items, therefore only the braked wheels should resist movement.

3.2.2 Functional testing when coupling and uncoupling

When coupling an item (except where attachment of the tow bar will release the parking brake - see Note below list):

a) connect the trailer tow bar to the on-track plant, but do not connect the brake hoses or cables;

b) carry out a pull test and check that the brakes resist the movement;

c) connect up the brake hoses and cables;

d) release the trailer or attachment parking brake from the towing machine;

e) repeat the pull test allowing for any time delay in the brake system and check that the wheels now rotate freely.

NOTE On some mechanically braked trailers and attachments, the attachment of the tow bar will release the parking brake. In these circumstances, the functional brake test should be carried out without the tow bar attached, with the trailer or attachment restrained to prevent it from running away if the brakes are not functioning correctly.

When un-coupling an item (except where attachment of the tow bar will release the parking brake);

a) disconnect the brake hoses and cables to the towing vehicle, but do not disconnect the tow bar;

b) carry out a pull test and check that the brakes resist the movement.

3.3 Maintenance brake testing

Carry out maintenance brake tests of the parking brake and service brake in accordance with NR/PLANT/0200/module P701.

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Module P510 – Safe use of quick hitch systems












Contents

1 Types of quick hitch systems 3

2 Requirements of quick hitch systems used as lifting equipment 5

3 Labelling of quick hitch systems 7

4 Connection of quick hitch system and attachments 7

5 Using quick hitch systems 7

Figure 1 – Example of manual quick hitch system 4

Figure 2 – Example of semi-automatic quick hitch system 4

Figure 3 – Example of automatic quick hitch system 5

Figure 4 – Example of correct orientation of quick hitch system 6

Page 2 of 8





0.1 Job roles


Machine Controller Machine Operator COSS ES Planner Lift Planner Crane Controller Plant Suppliers Quick Hitch Manufacturers

0.2 Risk mitigation


a) compliance with legislation (LOLER, PUWER, HASAW).


c) staff injuries, e.g. Operator being trapped between machine and infrastructure or machine and machine.

Page 3 of 8





1 Types of quick hitch systems

There are currently 3 types of quick hitch systems (See also HSE publication SIM 02/2007/01).

a) A manual system (see Figure 1) that requires the operator to change the bucket or attachment manually by for example, winding a screw thread to open and close a latch, or use a bar to open a spring-actuated latch. This type of system cannot be operated from the operators cab.

Figure 1 – Example of manual quick hitch system

b) A semi-automatic system (see Figure 2) that uses a hydraulic ram to move the retaining latch, but requires the operator to leave the cab and manually insert a retaining bar in the hitch after operating the quick hitch latch. This bar works by locking the latch in its closed position and is often referred to as the “safety bar”. It cannot be inserted unless the latch is in its fully closed position.

A common type of quick hitch has 3 holes to accommodate a range of attachment pin centres. Once the quick hitch latch has been operated the safety bar must be inserted in the respective hole that restricts the latch from any opening movement. The quick hitch is designed so that only one hole is available for the safety bar so it is not possible to insert the bar in the wrong hole.

Bolt which has to be tightened when fitting attachment to quick hitch

Safety bar fitted in one of these holes

Figure 2 – Example of semi-automatic quick hitch system

Page 4 of 8





c) An automatic system (see Figure 3) that is operated entirely from the cab and usually has an independent locking system which functions automatically and which does not rely on hydraulic pressure to hold the latch in its closed position.

Figure 3 – Example of automatic quick hitch system

There is little standardisation of the pin size or distance between pins on the various quick hitch systems available, therefore:

a) at the planning stage, check with the supplier that any quick hitch system and the equipment to be attached are compatible and suitably certified;

b) before using, check that the quick hitch system is compatible with the attachment adaptor plate.

The quick hitch system can be a permanent or temporary installation on the host machine. Do not remove quick hitch systems where it forms part of the machines stability.

2 Requirements of quick hitch systems used as lifting equipment

Quick hitch systems used as lifting equipment shall be:

a) approved for this use by the quick hitch system manufacturer;

b) marked with a safe working load;

c) subject to thorough examination and test as appropriate, in accordance with SI 1998 No. 2307 - The Lifting Operations and Lifting Regulations 1998 (LOLER).

These requirements also apply to:

a) anything that is attached via the jaws of the quick hitch system that is used for lifting purposes;

b) adaptor plates used to enable a lifting accessory to be attached to a quick hitch system.

The machine owner shall record whether a quick hitch system is permanently or temporarily fitted to the host machine in the machines records.

Locking mechanism on fixed jaw

Page 5 of 8





For quick hitch systems that are permanently installed and used for lifting operations:

a) the thorough examination of both the host machine and the quick hitch system is undertaken on an annual basis;

b) the host machine record of thorough examination is to be carried on the machine at all times and shall include details of the quick hitch system;

c) the duty chart of the rated capacity indicator (RCI) fitted to the host machine shall take this in to account.

For quick hitch systems that are not permanently installed but are used for lifting operations:

a) the quick hitch system is considered as an accessory for lifting and shall be marked with a unique identification number and safe working load;

b) the thorough examination of the quick hitch system is undertaken on a 6 monthly basis and a copy of the record of thorough examination is to be carried on the machine that it is fitted to;

c) the duty chart of the RCI fitted to the host machine shall be annotated ‘these capacities to be reduced by nnnkg for the quick hitch system’, where ‘nnnkg’ is the mass of the quick hitch system fitted.

If a quick hitch system is to be permanently fitted to a machine that has previously been subject to engineering acceptance and therefore stability tested and duty tables produced etc, it shall be considered as a modification to the machine and approved in accordance with RIS-1530-PLT.

If a crowding ram on the host machine is not fitted with burst hose protection then the quick hitch shall be rotated such that the lifting point is directly under the dipper arm nose pin, as shown in Figure 4.

Figure 4 – Example of correct orientation of quick hitch system

Page 6 of 8





3 Labelling of quick hitch systems

Machines fitted with a quick hitch system shall be labelled adjacent to the quick hitch system, with one of the following options:

a) manual quick hitch fitted;

b) semi automatic quick hitch fitted SAFETY PIN REQUIRED;

c) automatic quick hitch fitted.

4 Connection of quick hitch system and attachments

Make sure that the adaptor plate is compatible with the quick hitch system in respect of pin diameter, pin centres, width between cheek plates and load rating.

Visually check that the quick hitch and any safety devices are correctly engaged, and that any necessary safety bar is correctly located. This check requires the machine operator to exit the cab and check the quick hitch system at ground level. This is the only way to confirm the integrity of the attachment and shall be undertaken each time connections are made.

NOTE The requirement for the operator to visually check locking arrangements applies to all types of quick hitch systems irrespective of whether the quick hitch is an automatic type or not.

5 Using quick hitch systems

Only use quick hitch systems if you have been trained and assessed as competent in their use, or in the control of their use, in accordance with NR/PLANT/0200/module P500.

Machine operators are responsible for:

a) using the quick hitch system in accordance with the manufacturers instructions;

b) using attachments known to be compatible with the quick hitch;

c) confirming that the quick hitch system is:

i) correctly coupled;

ii) that any safety lock is engaged;

iii) that any safety bar is in place;

See also Section 4 of this module.

Machine/crane controllers are responsible for:

a) being aware of whether a quick hitch system is fitted to the machine, and if so, that all records of thorough examination are in order (see Section 2 of this module);

b) confirming with the machine operator whether or not a safety bar is required;

c) confirming with the machine operator that pre work checks of the quick hitch system have been carried out.

d) observing that the machine operator has undertaken a physical check of the connection at each change of attachment (see Section 4 of this module).

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[[[


Module P511 – Flails and mulchers












Contents

0.1 Job roles 3


1 Planning the work 4

1.1 Potential hazards during work 4

1.2 Selecting the right machine 4

1.3 Emergency procedure 5

2 Before starting work 5

2.1 Check the machine 5

2.2 Check the site 5

3 Working the machines 6

3.1 During work 6

3.2 Obstacles 6

3.3 Flying debris 7

3.4 After work 7

Page 2 of 8





0.1 Job roles


Machine Controller Machine Operator COSS ES Planner Plant Supplier Machine Manufacturer Machine Converter

0.2 Risk mitigation





Page 3 of 8





1 Planning the work

1.1 Potential hazards during work

Consider potential hazards during flailing and mulching operations at the planning stage (see also NR/PLANT/0200/module P502) in order to develop a safe system of work that will address, for example:

a) machine operators or ground staff being hit by flying debris or ejected machine parts;

b) machine operators or ground staff being caught by moving parts (e.g. PTO shafts, cutting head parts, belt and pulleys, or blowers etc);

c) the machine coming into contact with overhead line equipment or other parts of the infrastructure;

d) ground staff being hit by the cutting head or machine boom during operation;

e) trapping hazards between the machinery and the infrastructure or vegetation during operation;

f) the host machine becoming unstable whilst working;

g) derailment of other vehicles due to debris on the rail;

h) members of the Public being hit by flying debris.

1.2 Selecting the right machine

Carry out a site visit during daylight hours prior to starting to any work to identify and document:

a) the range of work to be completed (i.e. the size of tree or scrub that is required to be cut, radius at which the machine will need to work etc);

b) Any potential obstructions to the flail, or any lineside equipment which may be damaged by the flail;

c) any large tree or scrub that is outside the capacity of the flail, and the arrangements to deal with this;

NOTE large trees or scrub may need to be cut down prior to work commencing. If this is not possible then such items should be regarded as obstructions.

d) the requirements of other modules in NR/PLANT/0200, typically P501, P502 and P505.

Machines used for flailing operations shall:

a) be fitted with an operator protective structure (OPS) appropriate to the work task;

NOTE An OPS is designed to minimise the risk of injury from flying debris entering the cab and can take the form of a framework with mesh grills, safety glazing or polycarbonate. The level of protection provided should be determined by the risk assessment, taking into account the operators need for good all-round visibility.

b) not have doors or windows removed;

c) have adequate hydraulic capacity or compatible power take-off (PTO) for the duties involved and the type of flail or mulcher being used;

Page 4 of 8





d) have suitable guards compliant with BS EN ISO 5674 fitted around any PTO;

e) have suitable guarding fitted to flailing mowers appropriate to the type of flailing operation being undertaken.

1.3 Emergency procedure

Include an emergency procedure in the safe system of work to deal with any injuries during work. The procedure should identify a designated person on site responsible for contacting the emergency services.

2 Before starting work

2.1 Check the machine

Examine the machine to verify that all safety features and equipment are in place and are in serviceable condition. As a minimum include checks that:

a) machines are fitted with protective glazing, metal mesh or polycarbonate guards to protect against thrown debris or parts;

b) guards are undamaged and have been maintained in accordance with the manufacturer’s instructions;

c) flails and their fixing heads are the right size for the task;

d) flails and their fixings are of the type recommended by the manufacturer, are securely attached, and that none of the flails are missing or damaged;

e) hydraulic pipes are carefully routed to avoid damage;

f) that machine fittings and couplings are in good condition;

g) where appropriate, the following are correctly fitted and in good condition:

i) ground roller or skid;

ii) rubber skirting or chain mail deflectors;

h) Front or rear-mounted flails and mulchers are fitted with cutting height adjustment and a pusher bar to prevent tall material from falling onto the vehicle cab;

i) all relevant safety/warning decals are in position and legible;

j) the Certificate of Engineering Acceptance does not restrict the use of the machine such that the operation cannot be carried out in the manner planned;

k) that machine limiters (where fitted) are set to the appropriate limit for safe working radius and cant through the worksite.

2.2 Check the site

Where appropriate, inspect the area to be cut and:

a) remove any wire, bottles, cans and other debris;

b) identify any hidden obstacles or variations of ground level.

NOTE Particular care should be taken when operating close to fences as discarded material may be lying in the undergrowth, and to the marking of obstructions if the work is to be undertaken at night.

Page 5 of 8





Where appropriate make sure the safe system of work includes instructions for:

a) preventing or limiting the discharge of debris into any watercourses, public areas and switch & crossings;

b) working in the vicinity of overhead line equipment including third party power lines that may cross the railway.

NOTE Do not allow any part of a machine to come within 15m of overhead electric power lines where the line voltage exceeds 33kV.

Set up an exclusion zone in accordance with the flail or mulcher manufacturer’s instructions with a minimum exclusion zone of 100m around the area being worked when flailing (see also NR/PLANT/0200/module P505). If the exclusion zone extends across other railway line(s), protect them in accordance with the GE/RT8000 - Rule Book.

3 Working the machines

3.1 During work

Only operate a flail or mulcher from the approved operating position.

Work at a safe speed taking account of the conditions (e.g. terrain, proximity to infrastructure equipment or obstacles).

Look out for obstructions and other hazards in the work area.

Run the flail or mulcher at the highest position that will give the desired cutting result, noting that two passes may be necessary in dense vegetation.

Where possible, operate flails and mulchers using a slewing motion, with the head at right angles to the operator's cab so that debris is not directed towards cab windows or the vehicle. If it is necessary to operate the head in line with the cab then cutting should always be away from the operator.

Maintain the exclusion zone when working and stop work if anyone enters the zone. If necessary, arrange for the exclusion zone to be patrolled by ground staff using suitable communications (see NR/PLANT/0200/module P505).

Do not leave a flail head running when the flail is not engaged in cutting vegetation.

Always stop the flail head from rotating prior to lifting if ballast is encountered.

Stop work and disengage the drive to the machine immediately if any part of the flail or mulcher becomes loose or is damaged.

Do not leave the vehicle cab until the cutting head has stopped rotating and has been lowered to the ground.

If you need to dismount from the machine, lower the cutting heads to a safe position, and stop the machine using the ‘safe stop’ procedure.

3.2 Obstacles

If an obstacle is encountered during cutting:

a) stop the flail or mulcher immediately;

b) reverse to disengage the obstacle;

c) where possible do not lift the cutting head until it is completely stationary;

Page 6 of 8





d) stop the machine using the ‘safe stop’ procedure (see Section 3.1) and inspect the flail or mulcher for damage. Only resume work if safe to do so.

Reduce speed when using forward-mounted flails or mulchers as visibility may be restricted and stop immediately if unusual vibration occurs.

3.3 Flying debris

Reduce the risk of flying debris by:

a) working at a slower speed;

b) making two or more passes over a work area.

Be aware of the risk of flying debris when ‘breaking out’ into open spaces.

3.4 After work

Remove debris from roads, public areas and switch & crossings, and excess debris from the infrastructure.

Secure machines in the travelling mode before transit on the railway.

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[[[


Module P512 – Powered cutters and saws












Contents

0.1 Job roles 3


0.3 Competence 3

1 Site conditions 4


3 Using machines - general considerations 4

4 Using a disc cutter 5

5 Using a chainsaw 5

6 After work 6

Page 2 of 7





0.1 Job roles


Portable, transportable and mobile plant operator COSS ES Planner Maintainer/Fitter

0.2 Risk mitigation





0.3 Competence

Only persons authorised in accordance with NR/L2/CTM/220 are to use powered cutters and saws on Network Rail managed infrastructure.

Page 3 of 7





1 Site conditions

Clear the work area where necessary of any obstructions before commencing work to make sure you can:

a) maintain a stable posture with proper footing whilst working;

b) do not need to overreach.

Beware of ground that is unstable or slippery due to loose ballast, cut foliage or water etc. Keep the work area clean and tidy.

Provide adequate lighting in the work area when necessary.


When preparing a safe system of work, take into account:

a) the work task to be completed;

b) the local conditions under which the task is be completed;

c) any protection arrangements necessary;

d) protection of other staff in the vicinity of the work area from:

i) flying debris;

ii) dust;

iii) noise;

e) arrangements for the safe re-fuelling of the plant (see also Module P505 of this manual)

f) any other appropriate requirements as detailed in this manual.

3 Using machines - general considerations


a) examine the machine to check there are no visible defects;

b) make sure there is sufficient fuel in the machine to complete a cut;

c) make sure the material to be cut is secure.

Whilst working:

a) always use both hands to work the machine;

b) damp down the material being cut if it produces a lot of dust and the machine being used is designed for wet cutting;

c) take care if working in damp or wet locations, or if exposed to heavy rain;

d) beware when cut material is very hot and/or sharp;

e) if using a machine overhead, beware of falling debris;

f) wear proper PPE when operating the machines.

Do not:

a) remove or renew cutting or grinding elements unless authorised to do so;

b) use machines in a flammable, explosive or oxygen-enriched environment;

c) remove guards;

d) leave a machine until it comes to a complete stop.

Page 4 of 7





4 Using a disc cutter

If you intend to use a disc cutter on a piece of rail forming part of the operational railway then:

a) the line shall be protected as set out in the Rule Book;

b) only machines fitted with a guide clamped to the rail are to be used;

c) appropriate precautions are to be taken when cutting:

i) running rails on electrified railways where the rail could be necessary to maintain traction return continuity (see Network Rail standards NR/L3/ELP/27237 Module NR/OLE F04 and NR/SP/ELP/29987);

ii) tensioned rail;

iii) rails not fitted or forming part of the track.

Make sure the disc is approved for use with the machine and is suitable for the material to be cut.

Check the cutting edge of the disc is in good condition without any chips, cracks or uneven wear.

Discs can be re-used as they wear down and do not need to be replaced until they are no longer large enough to make a useful cut, or they are damaged.

Use the disc cutter so that the direction of rotation takes debris and sparks away from the operator.

Do not force the machine when cutting; it will cut better and more safely at the rate for which it was designed. Apply an even pressure and keep the machine straight.

Do not use a disc cutter above chest height.

5 Using a chainsaw

Using a chainsaw is a high risk activity and shall not be conducted by people working alone.

Provision shall be made for a qualified First Aider and appropriate first aid supplies to be available on site during tree felling.

Work should preferably be performed during daylight hours, but if carried out at night, lighting levels shall be suitable & sufficient for the activity at all times. Lighting conditions shall be reviewed to check moving parts of the chainsaw are visible to the operator.

The use of chainsaws when working on Network Rail managed infrastructure is subject to specific authorisation levels as follows.

a) Holders of Network Rail Chainsaw 1 competence can:

• use a two-handed chainsaw with max guide bar length of 380mm;

• cross cut, i.e. cut sleepers or logs and branches that are NOT attached to a tree or a felled tree; and

• stack timber.

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b) Holders of Network Rail Chainsaw 2 competence can:

• carry out the activities outlined in Chainsaw 1, plus;

• fell a tree with a maximum circumference of 450mm measured at the base of the tree (maximum of 75mm above ground level); and

• sned (de-limb) a felled conifer tree.

Holders of Chainsaw 1 and Chainsaw 2 competencies shall not undertake the following operations unless they also hold the appropriate National Proficiency Tests Council (NPTC) City & Guilds Certificate of Competence:

a) process individual windblown trees egg sever individual uprooted trees including leaning, half blown, broken and hung up trees (NPTC unit CS34);

b) process multiple windblown trees egg sever multiple windblown trees including leaning, half blown, broken and hung up trees (NPTC unit CS35);

c) break down of hardwood crowns egg from felled tree to branch wood (NPTC unit CS37);

NOTE This is a draft competency.

d) Operate a chainsaw from a rope and harness (NPTC unit CS39);

e) carry out pruning operations (NPTC unit CS40);

f) undertake sectional felling egg dismantling operations (NPTC unit CS41);

g) re-pollarding trees at maximum height of 5m (NPTC unit CS46);

h) use a chainsaw from a MEWP (NPTC unit CS47);

i) use a powered pole pruner (NPTC unit CS48).

If you plan or supervise work with a chainsaw, make sure that operators allocated to a task hold the correct chainsaw competence.

If you are a chainsaw operator, only carry out tasks for which you hold a valid certificate of competence.

6 After work

After use, clean the machine and stow in a secure manner that will prevent damage to the machine and any harm being caused to staff moving in the vicinity of the machine.

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Module P513 – Mobile plant (non-rail mounted) and road vehicles












Contents

0.1 Job roles 3



2 Using plant ‘on or near the line’ or ‘lineside’ 4

3 Transporting plant and materials 4

4 Telehandlers 5

4.1 Telehandler principles 5

4.2 Types of telehandler 5

4.3 Lifting with telehandlers 5

Page 2 of 7





0.1 Job roles


Machine Operator Machine Controller Crane Controller Haulier Appointed Person Crane Supervisor Banksman COSS ES Planner Maintainer/Fitter Plant supplier

0.2 Risk mitigation



b) MEWPs becoming out of control, e.g. MEWP operator being crushed under a structure;


d) overturning, e.g. RRV overturning during lifting operations;

e) damage to assets, e.g. RRV or its load hitting a passing train during ALO operation;


Page 3 of 7






This module applies, but is not limited, to:

a) road vehicles and trailers;

b) tracked machines;

c) wheeled machines;

d) cranes on fixed bases;

e) road vehicles with knuckle boom cranes;

f) road-rail vehicles not in rail mode.

2 Using plant ‘on or near the line’ or ‘lineside’

If you intend to use any plant or vehicle in the area known as ‘on or near the line’ or ‘lineside’, then the safe system of work will need to consider whether any adjacent lines could be fouled during any part of the work activity;

NOTE This includes on and off loading of plant and materials as well as operation of the plant.

If adjacent lines could be fouled, then:

a) a line blockage shall be taken in accordance with the GE/RT8000/HB8 Rule Book; Handbook 8 IWA, COSS or PC blocking a line;

and

b) a machine or crane controller appropriate to the activity shall be appointed.

If the risk assessment demonstrates that adjacent lines will not be fouled, then the provisions of NR/PLANT/0200/module P501 shall be applied.

The planning process shall also verify that unless a line blockage is taken, then the intended route of any road vehicle will allow no part of a vehicle or any part of any load, to encroach closer than;

a) 1.25 metres to the closest railway line for line speeds up to and including 100 mph; or

b) 2.0 metres to the closest railway line for line speeds over 100 mph and up to and including 125 mph.

NOTE When planning the work activity to be undertaken, take account of any plant with jibs, booms, extending conveyors etc that is to be used, and the range to which such equipment and any associated loads can move.

Except in a protected designated parking area, unattended road vehicles shall be parked parallel to the railway line.

3 Transporting plant and materials

When transporting plant and materials to and from a work site, then loading and unloading shall:

a) where practicable, be undertaken by appropriate lifting equipment (e.g. lorry mounted cranes, tail lifts, fork lift trucks, etc) in preference to manual methods;

b) include a lifting plan for the operation which identifies appropriate lifting accessories for the plant or materials being loaded or unloaded;

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c) include a safe system of work (e.g. using ladders, harness, etc) where work is to be performed at height;

d) include the provision of suitable lighting where work is to be undertaken at night;

e) take account of the provisions in Module P501 if working in electrified areas;

Make sure the correct vehicle is chosen to move the selected plant or materials. This should consider physical size, shape and weight of the items to be moved, and the methodology of loading and unloading.

Do not load road vehicles beyond the cab of the vehicle. Rear overhangs are permitted, but if this exceeds two metres a marker board will be required.

4 Telehandlers

4.1 Telehandler principles

Telehandlers are generally designed to work fitted with forks when they are stationary and lifting on substantially flat, level and compacted ground. If a telehandler is used in other circumstances such as travelling with loads on the forks, travelling or lifting on slopes, or with attachments other than forks, the additional risks need to be reassessed.

4.2 Types of telehandler

4.2.1 Non-rotating telehandler

These machines consist of a wheeled chassis onto which is mounted a telescopic boom, pivoted on the chassis. The outer end of the boom is fitted with forks for handling loads. Levelling of the forks in the longitudinal plane, as the boom elevation changes, is carried out automatically.

These machines are able to transport loads from one part of a site to another and place the load at height. Many telehandlers are fitted with stabilizers to provide additional stability and enhance the machine's lifting capacity.

4.2.2 Rotating telehandler

Rotating telehandlers have all of the features of the non-rotating type with the addition of a rotating or slewing superstructure on which the boom and operator's cab are mounted.

These machines also have outriggers fitted at either end of the chassis which enable the entire chassis to be lifted clear of the ground for maximum stability.

The main advantages of these machines over the non-rotating type is compact chassis size, enhanced lifting height, increased stability and ease of placing loads without moving the chassis.

All telehandlers can be fitted with a wide range of attachments such as buckets, skips, work platforms and crane jibs.

4.3 Lifting with telehandlers

Telehandlers are subject to LOLER and as such require that all lifting operations are planned before work is undertaken.

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Lifting operations using telehandlers shall be planned in accordance with NR/PLANT/0200/module P503, and undertaken in accordance with NR/PLANT/0200/module P516. Tandem lifting with telehandlers is not permitted.

When planning work for telehandlers, consider the following in addition to the requirements of the previously mentioned modules.

• Is the site of adequate size for the use of telehandlers?

• Is a telehandler an appropriate machine for this application?

• What are the weight, dimensions and characteristics of both the telehandler and the load(s) to be lifted?

• What are the radii and height of lift required?

• How far will the loads have to be carried and over what sort of terrain?

• What are the number, frequency and types of lifting operation?

• What space is available for telehandler access, deployment, operation and stowage, including the space required for correct deployment of stabilizers?

• Is there a need for attachments such as buckets, work platforms or lifting hooks?

• What is the effect of the operating environment on the telehandler and vice versa?

• Is there a need for the telehandler to travel on public roads?

• Will the operator have adequate visibility for the location in which it will be used?

• Is a telehandler still an appropriate machine for this application?

For further information on the selection and use of telehandlers see Construction Plant Hire Association document CPA 1101 Construction plant-hire association - Safe use of telehandlers in construction.

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Module P514 – Hand-controlled trolleys












Contents

0.1 Job roles 3


1 Using trolleys 4


3 Pre use checks 5

4 Placing a trolley on and off the track 6

5 Maintenance 7

6 Requirements for particular types of trolley 7

6.1 Hand trolleys 7

6.2 Ironmen 7

6.3 Rail skates 8

6.4 Rail scooters 8

Figure 1 – Undertaking a pre use brake test 6

Table 1 – Estimated persons required to move a trolley on gradients 4 (5)

Page 2 of 9





0.1 Job roles


Portable, transportable and mobile plant operator COSS ES Planner Maintainer/Fitter Hand Trolley Controller Machine Operator Machine Controller Crane Controller Plant supplier

0.2 Risk mitigation






e) derailment, e.g. trailer being loaded incorrectly;


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1 Using trolleys

This module applies when using hand-controlled trolleys and other manually propelled equipment mounted on rail wheels or runners. All these items are referred to as trolleys.

Trolleys shall:

a) be accepted for use in accordance with NR/L2/RSE/100/05. Trolleys which do not have product acceptance shall not be used.

b) be used in accordance with the GE/RT8000/HB10 Rule Book; Handbook 10 Duties of the COSS and person in charge when using a hand trolley, manufacturer’s instructions and any limitations of use on the product acceptance certificate.

c) not be moved above a maximum speed of walking pace i.e. 3mph (5km/hr).

NOTE The brakes on this type of plant are generally only designed to cope with walking speeds. If the trolley is used at higher than walking speeds when on a gradient, there is a significant risk that the brakes will not prevent a runaway.

Use adequate manpower when pushing a trolley on a gradient.

Guidance for the recommended number of persons required is given in Table 1.

Moving rail only

Moving any load

Load

Gradient

3000kg (4) 2000kg 1500kg 1000kg 500kg

Up to 1 in 250 5 3 3 2 1

1 in 250 to 1 in 150 5 4 (2) 3 2 1

1 in 150 to 1 in 70 6 5 (2) 4 (2) 3 1

1 in 70 to 1 in 50 7 6 (2) 5 (2) 4 (2) 2

1 in 50 to 1 in 30 (1) 10 (3) 6 (2) 5 (2) 4 (2) 2

Table 1 – Estimated persons required to move a trolley on gradients (5)

NOTES

(1) Where authorised by local instruction.

(2) Not recommended except when moving rail.

(3) Not recommended.

(4) The ability to move loads above 3000kg (e.g. more than three 60 ft lengths of rail) is dependent on site conditions and requires to be risk assessed for each location.

(5) The number of estimated persons required is a theoretical value and assumes one person can push the trolley or load with both hands when moving on level track and firm footing.

Take into account the recommendations shown in Table 1 when planning the work, but remember they are indicative values only and may not always apply due to site conditions, state of the trolley or the ability of individuals present.

Always use the correct brake handle to operate the equipment.

Always push a trolley, not pull, when moving it along the track.

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Do not adjust or interfere with the braking mechanism of a trolley unless specifically authorised to do so.

Do not ride on any part of a trolley or its load.

Do not push or pull a trolley using on-track plant or on-track machines.

Do not use a trolley in third or fourth rail areas unless an isolation is in place.

Make sure that trolleys are loaded and unloaded correctly and in the right sequence in accordance with the manufacturer’s instructions or any limitations on the Product Acceptance Certificate. If required, secure loads appropriately.

Remove trolleys from the track to a position of safety on completion of work, and make sure they are appropriately secured where necessary.


When planning to use a trolley, consider:

a) the size and weight of items to be carried;

b) any particular loading sequence;

c) whether more than one trolley will be required to carry a single load;

d) the number of staff required to load and control the trolley (see Table 1);

e) site conditions on which it will be worked e.g. gradients, ballast shoulders, switches and crossings etc;

f) weather conditions e.g. wet or frosty sleepers etc.

Plan to check that the brakes operate correctly before placing a trolley on the track (see Section 5 of this module). Make provision for any trolley found with defective brakes, or one that has failed the brake test to be:

a) removed from the track and secured in a position of safety to prevent its use on the work site;

b) clearly marked as defective and processed in accordance with NR/PLANT/0200/module P100.

3 Pre use checks

Before assembling or placing a trolley on the track, check that:

a) each part of the trolley is labelled with unique identification, owners name and contact details;

b) where applicable, the maximum uniformly distributed load (UDL) is shown;

c) the maintenance brake test has not expired (see also NR/PLANT/0200/module P702).

Do not use the trolley if any of the above is missing or out of date.

Assembly of the trolley is to be undertaken by a competent person (normally the user) in accordance with the manufacturer’s instructions, and shall include:

a) use of the correct braking lever;

b) uitting push bars, side and end boards where applicable;

c) Verification that the assembled trolley is in good working order.

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Prior to the start of each shift and before placing a trolley on the track, verify that the trolley brakes are in full working order as follows.

a) Trolleys with braked wheels; attempt to turn the braked wheels using one hand as shown in Figure 1. The braked wheels shall resist movement. Always wear gloves for this task.

Figure 1 – Undertaking a pre use brake test

b) Trolleys where the design prevents unaccompanied movement; verify that the mechanism operates correctly.

NOTE For example, trolleys fitted with a restraining device that has to be supported in a raised position to allow movement of the trolley.

Withdraw any trolley from service that fails these pre-use checks. Label the trolley as defective and process in accordance with NR/PLANT/0200/module P100.

4 Placing a trolley on and off the track

Make sure that sufficient resources are available to handle a trolley when placing and removing it from the track. This includes carrying the trolley or trolley parts between a vehicle used to bring it to site and the track access point.

Check that the trolley brakes or holding devices are functioning correctly as soon as the trolley has been placed on the track as follows:

a) trolleys with braked wheels; carry out a push test to verify that the braked wheels do not rotate unless the brake lever is operated;

NOTE The brake lever must be in place when this test is carried out.

b) trolleys where the design prevents unaccompanied movement; check that the holding mechanism drops to the ballast when released.

NOTE For example, trolleys fitted with a restraining device that has to be supported in a raised position to allow movement of the trolley.

Withdraw any trolley from service that fails these post on-tracking checks. Label the trolley as defective and process in accordance with NR/PLANT/0200/module P100.

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5 Maintenance

Trolleys shall be subject to a defined maintenance regime as detailed in NR/PLANT/0200/module P702.

6 Requirements for particular types of trolley

6.1 Hand trolleys

This type of trolley provides a flat load area on which tools and material can be carried and transported along the track. They are also sometimes known as rail trolleys, track trolleys and plate layers trolleys.

The maximum load to be carried by any hand trolley is limited to 1000kg uniformly distributed across its load area.

NOTE This applies to any hand trolley used on Network Rail managed infrastructure irrespective of its manufacturer, type or capacity when in excess of 1000kg.

Reduce the load to be carried if the safe system of work has identified this should be done in consideration of the number of people who can comfortably push the trolley simultaneously (see Table 1), or the site conditions on which it is to be used.

Distribute the load uniformly across the trolley load area, and make sure that the brake handle is not obstructed.

Do not allow a load to overhang the sides of a trolley unless a risk assessment has been completed and any necessary protection of adjacent lines has been arranged in accordance with the Rule Book.

Do not carry any load that overhangs a single trolley:

a) by more than 50% of the trolley's deck length at one end and,

b) by not more than 100% of the trolleys deck length where the overhang is equal at both ends.

Carry the load over two trolleys if loads longer than this are to be transported, but do not use two trolleys with unlinked brakes to move a load unless the safe system of work permits this.

6.2 Ironmen

This type of trolley relates specifically to an item of plant that can be used to transport lengths of rail along the track.

Lift plans shall be prepared in accordance with NR/PLANT/0200/module P503 when using ‘Ironmen’ to move rail. This should include the estimated number of persons required to move the equipment and load (see Table 1).

When using ‘Ironmen’:

a) only use pairs of ‘Ironmen’ from the same manufacturer;

b) check that the brake levers are on the same side;

c) check that the frame locking pins are located and locked before movement and use;

d) check that the load is taken on the pull lifts in a controlled manner;

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e) check that some tension remains in the lifting tackle whilst the rail or switch & crossings is supported by the bottom beam;

f) turn the traversing wheel in small movements, do not spin;

g) take care when releasing the traversing wheel on canted track;

h) always move ‘Ironmen’ with the bottom beam in place and constantly monitor, especially on high cant curves.

6.3 Rail skates

This type of trolley consists of two double flanged wheels attached to a metal frame which forms a single unit that can be used to carry a load along a single rail. The design is such that it can be speedily lifted and removed, without dismantling, within the warning time given by a lookout.

The following applies where a rail skate is to be used without a line blockage.

a) Its use shall have been considered at the planning stage and written into the safe system of work;

b) It shall only be used where a position of safety for staff, the item being carried and the skate itself is immediately available;

c) It shall only be used for the movement of single items. The number of staff required to load the skate shall be in attendance at all times throughout the operation, both to lift off the load if required, and to maintain stability of the load in transit.

d) Skates shall only be used singularly. Their use in tandem on the same rail or in pairs (side by side on opposite rails) is prohibited.

e) Skates shall not be used to handle or transport rail.

6.4 Rail scooters

This type of trolley relates specifically to an item of plant that provides a manual leverage for lifting a load and uses the head of one rail to provide a running surface enabling the load to be transported along the track.

Protection of the line must be in place in accordance with the GE/RT8000/HB10 Rule Book; Handbook 10 Duties of the COSS and person in charge when using a hand trolley when using a rail scooter.

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Module P515 – Track jacks












Contents

0.1 Job roles 3


1 Track jacks 4

2 Operator pre use checks 5

3 Maintenance requirements 5

Table 1 – Operator daily/shift pre use checks 5

Page 2 of 6





0.1 Job roles


Trackman COSS ES Planner Maintainer/Fitter

0.2 Risk mitigation






Page 3 of 6





1 Track jacks

The safe system of work shall consider the type of jacks to be used, the method of placing and removing them from under the track, and the conditions under which they are to be used. Track jacks are categorised as follows.

Type 1 jacks

These jacks do not protrude above rail height or come within 50mm of the running edge when lifting the rail. They are lowered from full height to fully closed within 10 seconds under load.

Use these jacks:

a) with the line open to traffic providing that:

i) adequate warning of approaching trains is provided;

ii) the track is lowered for the passage of trains;

iii) the requirements regarding the unclipping of track are established and complied with;

or

b) with the line protected as set out in the GE/RT8000/HB8 - Rule Book; Handbook 8 IWA, COSS or PC blocking a line.

Type 2 jacks

These jacks will cause an obstruction to traffic when placed under the rail but are fitted with a quick release mechanism enabling the jack to be lowered from full height and removed from the track within a maximum of 10 seconds.

Use these jacks:

a) with the line open to traffic providing that:

i) the speed of trains is restricted to no more than 40 mph;

ii) a minimum of 35 seconds warning is provided;

iii) the requirements regarding the unclipping of track are established and complied with;

or

b) with the line protected as set out in GE/RT8000/HB8 - Rule Book; Handbook 8 IWA, COSS or PC blocking a line.

Type 3 and Type 4 jacks

These jacks will cause an obstruction to traffic when placed under the rail and cannot be quickly lowered from full height.

Only use these jacks when the line is protected as set out in Book GE/RT8000/HB8 - Rule Book; Handbook 8 IWA, COSS or PC blocking a line.

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2 Operator pre use checks

Only use track jacks when the checks in Table 1 have been satisfactorily completed. If defects are found, remove the jack from service and send for repair or disposal.

Type of Jack Pre Use Check Required

Check that the jack is clearly marked with; 1. A unique identification number; 2. The safe working load; 3. Due date for next maintenance, examination or test.

Check that the jack is in date for maintenance, thorough examination, or test as appropriate.

Inspect the operating handle for signs of damage, deformation or fracture.

All Jacks

Check that the handle can be inserted and removed from the jack body with ease.

Check the oil level and top up if necessary.

Check that the jack extends fully with no load applied, and releases with light foot pressure.

Inspect for damage to body or ram.

Hydraulic Jacks

Inspect for leaks.

Check that the jack extends fully with no load applied, and if a Type 1 or Type 2 jack, that it returns to the lowered position when released.

Mechanical Jacks

With the stem fully extended, inspect for damage to the; 1. Stem; 2. Ratchet teeth; 3. Carrying handle; 4. Body.

Table 1 – Operator daily/shift pre use checks

3 Maintenance requirements

Carry out maintenance of track jacks in accordance with NR/PLANT/0200/module P702.

Page 5 of 6





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Module P516 – Undertaking lifting operations












Contents

0.1 Job roles 3


1 Before starting work 4

2 Responsibilities on site 4

2.1 Responsibilities of a crane controller 4

2.2 Responsibilities of a crane operator 5

2.3 Responsibilities of a Slinger 7

3 Working on site 7

3.1 Communications 7

3.2 Operations 7

3.3 On-track plant lifting points 8

3.4 Attachments 8

3.5 Slinging 9

3.6 Tandem lifting 9

3.7 Work of a repetitive, low risk nature 9

3.8 Amending a lift plan on site 10

3.9 Failure of safety devices when working 10

4 Mobile elevating work platforms 10

5 Lifting track panels 10

6 Lifting and handling rail 11

7 Lifting with flexible intermediate bulk containers 11

8 Lifting with magnets 12

Page 2 of 14





0.1 Job roles


Machine Operator Crane Controller COSS ES Planner Maintainer/Fitter Principal Contractor Plant Operator License Holders Slinger Haulier Appointed Person Crane Supervisor

0.2 Risk mitigation



b) collision, e.g. collision between a RRV and an OTM;





Page 3 of 14





1 Before starting work

All lifting operations shall be under the control of a competent person (normally a crane controller) and carried out in accordance with an authorised safe system of work that includes a lift plan (see NR/PLANT/0200/module P503).

The crane controller or competent person shall:

a) be conversant with the safe system of work and the lift plan to be used;

b) brief all staff involved in the work task with the method of working;

c) brief all staff involved in the work task following any changes to the system of work (see Section 3.8 of this module).

It is important that each person on the worksite understands:

a) their role in the work task. This includes any staff arriving part way through the task;

b) the intended crane movements associated with the planned work task.

NOTE If a locomotive is attached to a crane, the locomotive driver should be briefed on the lift plan prior to start of work, made aware of signals to be used in the operation, and verbally instructed to commence operation and work to the signals given.

2 Responsibilities on site

2.1 Responsibilities of a crane controller

The crane controller or competent person shall:

a) be in a safe position throughout the lifting operation;

b) manage the safe control of the lifting operation;

c) maintain communication with the crane operator;

d) check that adjacent lines will not be fouled by the lifting equipment or the load unless suitable protection has been put in place in accordance with NR/PLANT/0200/module P501;

e) check that any associated vehicles (e.g. wagons) have been detached and properly secured at a safe distance as detailed in the lift plan;

f) make sure that the rated capacity of lifting equipment is not exceeded and report any inadvertent overloading to the equipment owner for them to notify the maintainer;

g) make sure that the work is controlled within the appropriate machine duty for:

i) the most severe track cant on which the lifting equipment will travel when operating in rail mode;

or

ii) the most severe slope/gradient on which the lifting equipment will travel when operating in road mode;

h) make sure that the correct mode for the load limiting device or rated capacity indicator (RCI) has been selected and locked where this facility exists;

NOTE A risk assessment should be carried out to determine whether there is a need to lock and remove the key from the machine (where applicable).

Page 4 of 14





i) check that the load is free and neither pinned down nor jammed in any way before lifting commences;

j) check that the load will not foul the sides or tops of openings or rigging when lifting or lowering a load through a hatchway;

k) make sure that the load is:

i) balanced when raised, and if not, that it is lowered and suitably balanced before resuming the lifting operation;

ii) not lifted higher than is necessary to clear obstructions

iii) not allowed to remain suspended longer than is necessary for the operation;

l) set up appropriate exclusion zones (see NR/PLANT/0200/module 505) and make sure that people do not stray into these areas. If there is a need to guide a load or prevent it from swinging, then this shall be achieved by the most appropriate and safe means e.g. attachment of bars or ropes and assistance of other slingers or staff etc;

m) make sure that when the crane is slewed towards the high side of a canted track or ground slope, that:

i) the load does not foul the crane (due to change of radius), or;

ii) that the boom is not brought inside the minimum working radius with the resulting danger of the crane falling backwards;

n) make sure that care is taken to prevent catching the load when chains or slings are being removed;

o) make sure that the cab or crane controls are not vacated whilst the lifting equipment is working;

p) make sure that the machine does not exceed a speed of 5mph whilst carrying suspended loads unless there are other limitations or conditions specified by EAC or OEM instructions.

2.2 Responsibilities of a crane operator

The crane operator shall:

a) Nnot start work until they have been briefed on the lift plan;

b) follow the instructions given by the crane controller or competent person;

c) carry out the following before commencing work:

i) a full functional travel brake test;

ii) a full functional machine test without load to check that all motions and safety devices are functioning correctly;

iii) select the appropriate duty settings for the RCI and/or other warning devices where fitted;

iv) If the crane is equipped with two hooks on a single jib, elevate the hook not in use to its maximum height and not permit any load or lifting accessory to be attached to it;

Page 5 of 14





d) before starting or changing the direction of a load movement, check that it is safe to do so and give warning of the intention to move. The horn code required by the Rule Book shall be used before moving on rail;

e) allow for the change in radius that will occur when:

i) the jib is slewed whilst on a gradient, canted track or sloping ground or;

ii) travelling the crane where the gradient, cant or slope changes;

NOTE the horizontal distance from the centre of the crane to the centre of the hook will decrease if the jib is over the high side, and increase if over the low side.

f) stop lifting operations before the limits of the crane are reached and not rely on safety devices to stop crane movements;

NOTE If a load becomes jammed during a lifting operation, you should cease operations and inform the crane controller immediately.

g) make sure that the load is carried as low as possible and not allowed to swing excessively when travelling with a load on the hook;

NOTE Swinging loads will not only increase the risk of overturning the crane, but also the risk of derailment due to wheel unloading.

h) not travel a road-rail excavator crane on rail with a load suspended from the hook unless it has been confirmed by the machine owner that it is suitable for this purpose;

NOTE Suitable machines will be fitted with an approved data panel required by RIS-1530-PLT Rail industry standard for engineering acceptance of on-track plant and associated equipment.

i) observe all system indications and warnings from the RCI and other safety monitoring devices whilst working, and be prepared to stop the operation at any time. Do not override or disregard warnings from these safety systems;

j) not allow any person to travel on the crane or any attachment fitted to it unless there is a position authorised for this purpose and appropriate instructions have been included in the safe system of work;

k) not leave the crane unattended at any time unless:

i) the load has been grounded in a safe position;

ii) the hook, lifting accessories and counterweight (where appropriate) have been placed in a safe position and;

iii) the parking brake has been applied;

l) not allow the crane to be used to move other plant or rolling stock unless it is specifically designed or modified for that purpose. In an emergency it is acceptable to tow an item of OTP with another vehicle of similar weight to clear the line, providing the Certificate of Engineering Acceptance states it has a towing capacity to do so;

m) prepare and operate the crane in accordance with the specific procedures for that crane;

n) if required to park an OTP crane, leave it in travelling mode and observe any particular requirements of the Rule Book GE/RT8000/HB15 - Rule Book;

Page 6 of 14





Handbook 15 Duties of the machine controller (MC) and on-track plant operator;

NOTE If leaving the crane for long periods, you should stop the engine to avoid unnecessary noise and fumes.

o) if required to park an OTM crane, apply the parking brake and any associated vehicles and disengage the travel gear where required by the rules, regulations and specific instructions appropriate to the particular crane.

2.3 Responsibilities of a Slinger

The slinger shall:

a) not start work until they have been briefed on the lift plan;

b) follow the instructions given by the crane controller or competent person;

c) relay instructions from the crane controller to the crane operator if instructed to do so by the crane controller.

NOTE This may be required where the crane controller cannot maintain direct communication with the crane operator.

d) carry out a pre-use check on the lifting accessories being used to make sure they are free from defects and within maintenance inspection date.

e) attach and detach the load to the crane using the appropriate accessory for lifting in accordance with the lift plan and the instructions given by the crane controller or competent person.

3 Working on site

3.1 Communications

Only use approved digital duplex voice communication systems (see NR/PLANT/0200/module P505) for communication between a crane controller and the machine operator(s) when undertaking lifting operations.

If hand signals are used to supplement the control of lifting operations, they shall conform to the guidelines set out in BS 7121-1.

3.2 Operations

Only trained and competent persons shall carry out lifting operations (see NR/PLANT/0200/module P500).

NOTE Certification should be carried personally and available for inspection at any time.

Carry out the work in accordance with the authorised safe system of work and lift plan including methods of communication and rehearsals where necessary.

Carry out practice lifts with no weight on the hook to confirm radius capability of the machine being used.

If changes to the lift plan are required on site, do this in accordance with Section 3.8 of this module.

When using outriggers, carryout an initial trial lift and re-pack the outriggers where necessary before slewing the crane.

Page 7 of 14





Always raise and lower loads vertically, and use lifting accessories in accordance with the manufacturer’s instructions making sure they are:

a) suitable for the lift being undertaken;

b) in a serviceable condition;

c) in date for statutory ‘Thorough Examination’.

Carry out all lifting operations with the RCI and other safety devices switched on, operational and fully functional and never override or disregard any warnings given by these systems. See Section 3.3 of this module when using attachments.

NOTE See also Section 3.9 of this module for exceptional circumstances in the event of RCI failure during operation.

Make sure that the limits of the selected duty will not be exceeded, particularly when landing a load which can increase the radius of a lift beyond the planned safe operating limits.

Do not work a machine fitted with a ‘motion cut’ system to the limits of the motion cut, but work inside the safe limits of the machine at all times.

NOTE If you are using a machine for a tandem lift, and the machine has an RCI with a 'Tandem Lift' duty which has been pre-selected, then the alarm and motion cut out will be activated at the planned down rated figure (see NR/PLANT/0200/module P503).

If the ‘motion cut’ is activated, it may not be possible to lower the load to the ground. In this situation, the crane controller shall:

a) cease all movements of the machine (or machines if undertaking a tandem lift) without lowering the load;

b) establish the reason for the ‘motion cut’ being activated (this is done in conjunction with the machines duty charts);

c) agree with the operator(s) a means of reducing the overload and move back to a more stable position;

d) where necessary, arrange for the lift plan to be amended (see Section 3.8 of this module) and brief the revised plan to all affected staff.

3.3 On-track plant lifting points

For detailed requirements regarding lifting points on on-track plant, refer to NR/PLANT/0200/module P507.

3.4 Attachments

Check the Certificate of Engineering Acceptance (EAC) of the machine being worked to determine whether the RCI should be switched on, or whether it can be switched off, whilst using a particular attachment.

Attachments that may be used in rail mode without an RCI (or with the RCI switched off) will be identified on the EAC either by make and model number, or by capacity and size (e.g. buckets).

In all other cases, the attachment shall be considered as a load, or part of the total load, and the RCI shall be switched on and operational.

Page 8 of 14





3.5 Slinging

When slinging loads, make sure that the load is safe and secure when raised from the ground. The basic principles of good slinging practice are:

a) the sling and its method of application shall be suitable for the load;

b) slings shall not damage the load, or be damaged by the load being lifted;

c) the method of attaching the sling shall prevent load movement;

d) the sling shall not be overloaded;

e) the load shall be balanced when lifted.

Prior to each lift, check that there are no signs of damage to the lifting slings. Remove any sling from service if there are any signs of damage or abrasion. To prevent damage, consider the fitting of protectors between the sling and the contact points with the load.

Further guidance on the selection of lifting slings is given in BS 6166-3.

3.6 Tandem lifting

When a tandem lift has been planned and authorised (see NR/PLANT/0200/module P503), it shall be carried out under the control of one competent person (normally the crane controller).

The person in charge of the tandem lift shall:

a) follow the authorised lift plan;

b) brief all affected staff of the plan and potential movements;

c) set up the method of communication with each crane operator;

d) make sure movements of the respective cranes are co-ordinated and controlled smoothly;

e) stop the operation in the event that any warnings or alarms are activated on either lifting machine and investigate the cause.

Machines used for tandem lifting shall:

a) have compatible characteristics e.g. load radius capacity, boom configuration, speed of operation etc;

b) be fitted with a load limiting device or RCI with a lift and carry duty.

If the tandem lift plan involves the use of panel grabs, then:

a) the machines shall be physically linked with a rigid bar and/or trailer(s), and/or;

b) a flexible link (chain or cable) of minimum length 500mm shall be fitted to both machines between the crane lifting point and the panel grab.

3.7 Work of a repetitive, low risk nature

Temporary control of a lifting operation may only be delegated by a crane controller to a slinger where all the following apply:

Page 9 of 14





a) the work being undertaken is of a repetitive and low risk nature (i.e. in yards or sidings);

b) the crane is not required to work where it or the load could foul a line on which trains are running;

c) the crane controller can maintain visual contact with the lifting operation;

d) the crane controller remains responsible for the lifting operation at all times.

If there is more than one slinger present, only one slinger shall be appointed to take temporary control and this person shall be clearly identified to the crane operator.

3.8 Amending a lift plan on site

Where circumstances dictate that a lift plan needs to be amended on site, this shall be undertaken by a competent lift planner.

NOTE It is preferred that a competent lift planner is on site during all lifting operations but this is not a necessity.

The person responsible for changing the lift plan shall:

a) work to the requirements of NR/PLANT/0200/module P503;

b) document and sign the amended lift plan;

c) make sure that the crane controller is conversant with the requirements of the revised lift plan.

Before re-starting work, the crane controller shall brief all affected staff on the requirements of the revised lift plan.

3.9 Failure of safety devices when working

If the rated capacity indicator (RCI) or load limiting device (LLD) fail whilst work is in progress, the lifting operation may continue in order to make the worksite safe if:

a) all of the relevant parameters of the lift are known and are within the limits of the authorised lift plan;

b) no further work is undertaken after making the site safe until the RCI or LLD has been repaired, tested and calibrated;

Any additional control measures that may be required shall be documented on the lift plan and briefed out to all relevant staff.

4 Mobile elevating work platforms

When using a mobile elevating work platform (MEWP), the requirements of NR/PLANT/0200/modules P503 and P508 shall be taken into account.

5 Lifting track panels

New or serviceable track panels shall only be lifted using specially designed accessories for lifting. It is permissible to lift scrap track panels with chain slings.

NOTE Lifting of track panels out of ballast can increase the load due to adhesion between ballast and sleepers. This is especially the case in winter or when ballast conditions are poor. A method of overcoming this is to jack the panel free before lifting.

Before lifting any track panel, the integrity of the rail fasteners shall be checked to confirm they are capable of supporting the weight of the sleepers. If the fasteners are

Page 10 of 14





in a poor state of repair, the panel shall be dismantled and removed as separate components.

Under no circumstances shall a hook be attached under the foot of the rail as a means of lifting the panel.

When selecting a sling for the lift, the requirements of Section 3.5 of this module and the following shall be taken into account:

a) weight of the track panel;

b) reduction in sling SWL due to type of sling used;

NOTE For example, if using multi-legged slings, the load in each leg will increase as the angle between the legs increases.

c) reduction in sling SWL due to method of attaching sling to load.

NOTE For example, if using a chain sling for the lifting of scrap track panels which is attached to the panel by the choke-hitch method (this was also known as 'Snickling').

Where the choke-hitch method is used, the SWL of the chain sling shall be twice that of the load to be lifted.

NOTE The use of the choke-hitch method may cause abrasion around the first five links in each chain and can lead to failure due to deformation of the chain links. When attaching the hook around the chain to form the choke-hitch, do not use force to move the hook closer to the load, but allow the bight to assume its natural angle which will be approximately 120 degrees.

6 Lifting and handling rail

For detailed requirements when lifting and handling rail, refer to NR/PLANT/0200/module P517.

7 Lifting with flexible intermediate bulk containers

When moving materials using four point flexible intermediate bulk containers (FIBCs) with cranes or hoists, then one of the following accessories for lifting shall be used:

a) an appropriate spreader bar fitted with safety hooks to prevent the bag loops from slipping off the hooks or;

b) a four leg sling or chain of a minimum 6 metre leg length fitted with safety hooks.

When the FIBC is lifted, the lifting loops shall be vertical without twists or knots.

NOTE All spreader bars are classed as lifting attachments so will have to comply with NR/PLANT/0200/module P700.

Never drag FIBCs. If it is necessary to re-right a FIBC that has toppled over onto its side, then do this using an endless fabric sling wound through all the lifting loops. Any attempt to lift the FIBC using fewer loops than those provided may result in the loops being torn off or damaged.

Only lift FIBCs if they have been stored in accordance with BS EN ISO 21898 and contain their original contents. All FIBCs should be disposed of after they have been emptied of their original contents.

NOTE FIBCs degrade through contact with water and in sun light as well as through other mechanisms.

Page 11 of 14





Further more detailed guidance on the use and handling of FIBCs can be obtained from the Flexible Intermediate Bulk Container Association (www.fibca.com).

8 Lifting with magnets

The selection of an appropriate magnet for the work task to be completed shall be considered during the planning process (see NR/PLANT/0200/module P503). If there is a need to change the authorised plan, this shall be done in accordance with Section 3.8 of this module.

NOTE Under SI 1998 No. 2307 - The Lifting Operations and Lifting Equipment Regulations 1998 (LOLER); magnetic lifting devices that are an integral part of a machine are classed as ‘lifting equipment’, whilst those that can be fitted to and taken off the lifting equipment are considered to be ‘accessories for lifting’.

Lifting equipment used for magnetic lifting duties shall be:

a) fitted with suitable warning devices and indicators to show when the magnet(s) are magnetised or operating at a reduced power level;

b) protected against failure of electrical supply e.g. by means of batteries which come into operation automatically on failure of mains supply. Such systems shall support the load for up to 20 minutes to enable it to be manually lowered to the ground;

NOTE This would not apply to the permanent magnet type.

c) fitted with suitable power failure warning devices for both mains supply and stand-by equipment ;

d) not capable of being energised if the stand-by equipment is below the required power level.

When lifting material from a stack (e.g. rail or plates), the magnetic field may be such that more material than required is magnetised and lifted, with those items furthest from the magnet liable to be easily displaced. A reduced-power or similar facility should be used to avoid lifting excess material.

When lifting bundled materials:

a) the magnetic equipment used shall be appropriate to the task;

b) the load shall not be lifted by any banding wire or straps used to contain the material;

c) the banding, strapping and jointing clips shall be of adequate strength to withstand the stresses from handling, and shall be sufficient in quantity and positioned to minimise the risk of the contents ‘peeling off’;

d) persons shall be prevented from entering any area where they could be injured if a bundle broke apart during lifting.

When using magnets:

a) always use the correct equipment and observe any limitations of the equipment being used;

NOTE For example, some magnets may be labelled ‘lift only one piece of material at a time’, ‘unsuitable for scrap handling’ etc;

b) do not use magnet lifts to handle containers of gases or liquids;

Page 12 of 14





c) check the material to be lifted matches that detailed on the lift plan;

d) make sure there is good contact between the surfaces of the magnet and the load. Magnetic efficiency can be affected by surface contamination;

e) take account of the flexibility of the load;

f) where possible, use magnets only for handling single items;

g) never exceed the SWL. Where more than one magnet is used, the applied load on each magnet shall not exceed that magnet’s SWL;

h) stop work if any person moves into the exclusion zone (see NR/PLANT/0200/module P505);

i) never travel with a loaded magnet if there is a risk of injury to any person should the load or part of it fall off. Travel routes shall be clearly defined in the authorised lift plan;

j) do not allow the load to ‘jump up’ onto the magnet at the start of lifting;

NOTE One way to avoid loads jumping onto magnets is to lower the de-energised magnet onto the load then switch on the power and allow it to settle for a few seconds to allow the magnetic field to reach its full strength

k) always travel with loaded magnets at the lowest height possible;

l) de-energise the magnet when not loaded and never leave a load hanging in the air;

NOTE Magnets should also be de-energised before unplugging to prevent a high back EMF being generated when they are switched off.

Further guidance on the use of magnets for lifting is given in HSE document OC234/16 Guidance on the safe use of magnetic lifting devices.

Page 13 of 14





Page 14 of 14

Issue record


1 March 2013

Owner


Compliance


Disclaimer


Supply


Copyright









[[[


Module P517 – Handling rail












Page 2 of 11

Contents

0.1 Job roles 3


1 General 4

2 Lifting rails 4

3 Landing rails 5

4 Dragging rail 5

5 Pre curved plain rail 6

6 Insulated rail joints 6

7 Pick and lift 6

8 Pick and carry 7

9 Thimbling rail 7

9.1 Thimbles 7

9.2 Planning for thimbling 7

9.3 Machine capacity and selection 8

9.4 Site preparation 8

9.5 Thimbling Process 8

Appendix A Methods for rail movement 10

Table 1 – Principle method of handling rail based on rail length 4





Page 3 of 11

0.1 Job roles


Machine Operator Crane Controller Machine Controller COSS ES Planner Lift Planner Plant Operator License Holders Plant supplier

0.2 Risk mitigation



b) collision, e.g. collision between a RRV and an OTM;









Page 4 of 11

1 General

Rail lifting operations are to be carried out in such a manner to prevent damage or distortion to the rails.

Only use lifting equipment to handle rail that has:

a) Network Rail approval (product acceptance) that is appropriate for the rail section, rail-head condition, method of lifting and proposed further use of the rail;

b) the capacity to undertake the duties proposed;

c) a rated capacity indicator fitted.

Plan and undertake lifting operations in accordance with NR/PLANT/0200/modules P503 and P516, using Table 1 to select the principle method of handling the rail.

Rail Length Pick & Lift

(see Section 7)

Pick & Carry

(see Section 8)

Thimbling

(see Section 9)

Lifting Accessory

Up to 6m Yes Yes No Chains, Camloks, Web slings

Approved rail lifting beams

6m to 20m Yes Yes No Beams required with 2 Camloks or Web-slings,

Approved rail lifting beams.

20m to 90m

Not Bullhead

Yes

Laterally only

No No

Above 90m

Not Bullhead

Yes

Laterally only

No Yes

Thimble

(Max. height of lift 500mm)

NOTE 1 Where the rail being lifting is bullhead section arrangements should be made to verify the rail can be retained safely in the upright position.

NOTE 2 Chains should not come into contact with any part of the rail during lifting operations.

Table 1 – Principle method of handling rail based on rail length

2 Lifting rails

Log grabs and grapples are not to be used when lifting new or serviceable rail, but may be used:

a) if they have been product accepted and meet legislation to handle rail and

b) where rail has been confirmed as scrap, and

c) only single 20ft sections of scrap rail are lifted at any one time.





Page 5 of 11

When lifting rails:

a) use a two point lift for rails longer than 6m;

b) take into account the requirements of Section 7.2 of this module when considering machine capability;

c) position rails for lifting using an approved turning bar, and constrain by wedges, chocks or approved rail clamps specifically designed for the rail section;

d) position lifting accessories at the centre of balance of the rail to be lifted such that when lifted, the rail is in a horizontal position;

Check the balance of the rail after it has been raised slightly off the ground. If imbalance is observed, lower the rail and reposition the lifting accessory to obtain a balanced lift;

NOTE When lifting rails involves the long welded rail train or thimbling operations this requirement does not apply.

e) lift rails in the “head up” position;

f) mark rails to be lifted with the lifting attachment points. Accessories for lifting shall be attached within 25mm of these marked points;

g) attach slings such that the rail will not twist as it is raised;

h) do not walk or stand under a rail when it is being raised or suspended.

3 Landing rails

When lowering and landing rails:

a) use timber bearers placed on the ballast whenever possible;

b) do not land onto unstable supports;

c) do not land on to infrastructure assets, such as cables, TPWS racks, AWS magnets etc, or in a position where they could be accidentally moved onto such equipment.

4 Dragging rail

Only drag rails when there is no other practicable alternative to move them.

Before the work is undertaken:

a) carry out a site visit to identify any hazards or site preparation work required;

b) complete a risk assessment and safe system of work for the task that considers as a minimum:

• the distance that the rail is to be moved;

• the site conditions which may affect the operation, e.g. cant, gradient, curve etc;

• any potential for damaging people, infrastructure, plant or line side equipment;

c) arrange to protect or remove any equipment in danger of being damaged during the work.





Page 6 of 11

Only drag rails:

a) on approved rollers placed under the rail and spaced such that the rail does not touch the infrastructure;

b) in the upright position within the ‘4 foot’ using an approved drag clamp attached to the machine towing eye.


a) the crane controller shall check the work plan for accuracy and verify that it matches the planned operation;

NOTE If it is found that the work plan is incorrect, operations should not commence until the plan has been amended and a risk assessment carried out on the relevant changes.

b) the machine operator and crane controller shall visually inspect the drag clamp to be used;

NOTE The drag clamp should be subject to a 6 monthly LOLER statutory examination and inspection.

c) set up an exclusion zone around the rail so that all ground personnel are at least three metres from the rail and at least 5 metres from the end of the rail.

When dragging rail:

a) do not exceed walking pace (3 mph) or a maximum distance of 200m in one planned movement;

b) do not move rail down a gradient unless a specific risk assessment has been carried out and control measures put in place;

c) the machine operator shall always be accompanied by a crane controller.

5 Pre curved plain rail

Only lift pre-curved rail using a two point lifting method or suitable lifting device.

Transport and handle pre-curved rail in the same manner as straight plain rail, but consider the position of the centre of gravity of the rail prior to any lift being carried out.

6 Insulated rail joints

Standard length insulated rail joints (IRJ’s) are to be handled using a lifting beam with a minimum of two lifting points.

NOTE Additional lifting points may be necessary if the IRJ is non-standard length.

Lift and handle the IRJ in a manner to prevent any damage occurring to the insulated joint.

7 Pick and lift

Only use lifting equipment fitted with a Rated Capacity Indicator (RCI) for static pick and lift duties (normally a road-rail excavator crane). Appendix A of this module provides guidance for the lift planner in selecting the principle method and nominal radius.

For rail lengths up to 20m, the rail shall be balanced and suitably restrained by either a controlled handling device or use of ‘tag’ lines. An initial lift shall be made to check balance and correct attachment of the lifting accessory, re-adjusting if necessary.





Page 7 of 11

When using a thimble for laterally moving rail lengths of over 20m, sufficient length shall remain on the ground to act as a restraint. All ground personnel shall be at least 3m from the rail and at least 5m from the end of the rail when the free end is being raised off the ground due to the risk of ‘rail whip’.

8 Pick and carry

Only use lifting equipment fitted with a RCI with ‘Lift and Carry’ capability for pick and carry duties (often a road-rail excavator crane).

An assessment of the cant encountered over the distance to be travelled with the load shall be carried out and the lifting equipment selected shall have the capacity for the most adverse cant identified.

For rail lengths up to 20m, the rail shall be gripped, balanced and suitably restrained by either a controlled handling device or use of ‘tag’ lines. An initial lift shall be made to check balance and correct attachment of the lifting accessory, re-adjusting if necessary.

Where practicable, the rail shall be kept parallel to the running line and as low as possible.

9 Thimbling rail

9.1 Thimbles

Thimbles are lifting accessories which shall:

a) have a safe working load of at least 2 tonne;

b) be capable of securely gripping the rail under the rail head and providing a pick and lift capability (see section 7 of this module);

c) be designed such that the rail cannot be accidentally released i.e. the integrity of the opening / closing circuits of a hydraulically operated thimble shall be protected to avoid accidental opening under load (e.g. hose failure).

d) be suspended either:

• directly from the main lifting hook, or

• from a dipper arm nose pin.

In both cases, the thimble shall be able to swivel freely.

9.2 Planning for thimbling

When using rail thimbles to move rail:

a) the lift plan shall be prepared in accordance with NR/PLANT/0200/module P503.

b) lifting equipment specified for the operation shall take into account the requirements of Section 9.3 of this Module;

c) the rail thimble shall be suitable for the type of rail being moved;

NOTE The majority of thimbles require the rail to be raised and placed on blocks to allow the thimble to be correctly closed around the rail. The lifting of the rail to place it on blocks can be carried out in a number of ways, one of which is to use the thimble located only under the head of the rail. The suitability of the thimble for this duty shall be determined and if not suitable other means of lifting the rail should be planned and allowed for.

d) the type, section and size of rail shall be determined;





Page 8 of 11

e) rails less than 100 m long shall not be moved by thimbling;

f) proprietary coated rail shall not be thimbled;

g) if the rail-head is badly lipped or side cut, thimbling shall not be used.

NOTE The condition of the rail should be determined during a site visit prior to planning the operation.

h) a crane controller specifically trained and authorised for thimbling shall be in control of the operation;

i) adjacent lines within 5 m from the end of the rail shall be protected.

NOTE Extreme caution should be taken at the end of the rail as there is a risk of rail whip as it lifts off the ground. This has the potential to cause injury to personnel and/or foul an adjacent line. Exclusion zones (see NR/PLANT/0200/module P505) should be enforced.

When planning the safe system of work, control measures shall be incorporated to avoid as a minimum:

a) overstressing the rail;

b) uncontrolled movement of the rail;

c) overturning the plant lifting the thimble;

d) damage to the infrastructure caused by the operation.

9.3 Machine capacity and selection

Lifting equipment selected for the task shall:

a) be fitted with an RCI with ‘Lift and Carry’ duty;

b) have a minimum lifting capacity of 2 tonne at a radius as defined in the lifting plan;

c) he capable of handling the length of rail to be lifted, from and to, the positions required.

9.4 Site preparation

All rail welds and other obstructions that cannot be removed shall be clearly marked, briefed to ground staff, and indicated to the crane operator before the thimbling operation progresses.

Pads, fastenings, bonds, fishplates, creep adjusters and other loose material shall be removed from rail or clearly marked. Sufficient blocks shall be available for:

a) landing rail;

b) passing obstructions;

c) use when attaching thimble.

9.5 Thimbling Process

Exclusion zones shall be applied to make sure that personnel are:

a) at least 3m from the rail being thimbled, and

b) at least 5m from the free end of the rail when the thimble approaches (or as defined in the Work Package Plan) due to the possibility of ‘rail whip’.





Page 9 of 11

The crane controller shall be satisfied that the thimble is correctly closed on the rail before commencing every lift during the thimbling operation.

Before moving a rail:

a) remove any attached ballast, mud or rail pads;

b) check and mark any further protrusions that cannot be easily removed which may snag the thimble;

NOTE Marking should be clearly visible to the Crane Controller and machine operator.

c) protect any signal, telecommunication or similar equipment close to the rail.

When an obstruction is reached, the rail shall be lowered onto blocks, the thimble opened and moved past before continuing with the operation.

During operation, the load on hook indicator shall be monitored and the load not allowed to exceed the safe working load of the thimble or the lifting equipment (this should be limited to a maximum of 2 tonne)

If the load approaches close to 2 tonnes this may indicate:

• when an obstruction is encountered (e.g., weld, pads, etc);

• that the rail is fixed in position (e.g., keyed up);

• that the rail is snagged in some other way.

In this event travel shall be stopped, the load lowered and the cause identified and rectified.

The rail shall be kept as low as possible at all times and shall not go above 0.5m. The amount of bend in the rail shall be kept to a minimum, especially at joints, so that the rail is not overstressed.

NOTE The height of the rail being thimbled will affect the load placed on the crane (the higher the rail is lifted the greater the load on the crane).

The operator shall orientate the crane to give maximum vision in the direction of travel and of the rail being handled.

The load shall be carried over the end of the crane undercarriage which has the greatest lift capacity.

NOTE For a road-rail excavator crane, this will normally be over the fixed axle end and should be taken into consideration when on-tracking the machine such that the thimbling operation is undertaken over the correct end of the machine.

Infrastructure restrictions (e.g. OLE) shall be considered as this may influence the load/radius capacity of the crane.

The speed of the thimbling operation shall be limited to walking pace (3mph max) such that the Crane Controller can observe and control the operation. This will include stopping the machine should the thimble approach any marked obstructions, snag any that have not been identified and removed, or if personnel encroach within the 3m and 5m exclusion zones.

When landing the rail, its stability shall be considered to permit safe release of the lifting accessory and avoidance of damage to existing track components.





Page 10 of 11

Appendix A Methods for rail movement

Rail Movement Direction - Away or Towards Machine

Method Nominal Radius

TOWARDS Thimbling Pick & Lift

3.85m 2.72m

AWAY Thimbling Pick & Lift

3.85m 2.72m


5.87m 4.15m

AWAY Pick & Lift 4.15m


5.45m 3.85m


TOWARDS Pick & Lift 5.06m





3.85m 2.72m

AWAY Thimbling Pick & Lift

3.85m 2.72m

TOWARDS Thimbling 5.87m










NOTE Nominal Radius is true machine radius at 45o when thimbling and 90o for ‘pick & lift’. Furthest rail position is considered as worst case and based on minimum 6 ft track interval. The radius will increase in proportion to the increase in interval above the minimum 6 ft.

Sleeper Ends

Sleeper Ends

Sleeper Ends

Sleeper

Sleeper

Machine

A 6 ft

Adjacent

Machine

B6 ft

Adjacent

Machine

C 6 ft

Adjacent

Machine

D 6 ft

Adjacent

Machine

E 6 ft

Adjacent

Machine

F 6 ft

Adjacent

Machine

G 6 ft

Adjacent

Machine

H 6 ft

Adjacent

Machine

I 6 ft

Adjacent

Machine

J 6 ft

Adjacent

Machine

K 6 ft

Adjacent





Page 11 of 11

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[[[


Module P518 – Loading trailers












Contents

0.1 Job roles 3


0.3 Competence 3


2 Trailer types 4

3 Stability of trailers and their loads 5

4 Loading and unloading trailers 6

5 Oversize loads 8

6 Overhanging loads 9

6.1 Carrying rails 9

6.2 Other Overhanging Loads 10

7 Load Retention 11

8 Loads subject to external forces 11

8.1 Cable drums and carriers 11

8.2 Wind Loading 12

8.3 Effect of Speed 12

9 Hazardous Loads 12

Figure 1 – Trailer with three point suspension arrangement 5

Figure 2 – Trailer with four point suspension arrangement 5

Figure 3 – Pyramid stacked load 6

Figure 4 – Stacked load using dunnage 6

Figure 5 – Restraint of loose materials 6

Figure 6 – Results of poor unloading sequence 6

Figure 7 – Loading sequence for a full trailer 7

Figure 8 – Loading sequence for a partial load 7

Figure 9 – Alternative loading sequence for a partial load 7

Figure 10 – Loading a trailer with limited load/outreach capacity 8

Figure 11 – Loading a second layer in a pyramid formation 8

Figure 12 – Illustration of load exceeding W6a gauge 9

Figure 13 – Carrying ‘30ft’ rails 10

Figure 14 – Carrying ‘60ft’ rails 10

Table 1 – Examples of cause, effect and prevention of trailer instability 5

Table 2 – Considerations when moving oversize loads 9

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0.1 Job roles


Machine Operator Crane Controller Machine Controller COSS ES Planner Plant Operator License Holders Trailer manufacturers Slinger

0.2 Risk mitigation







0.3 Competence

Persons planning and executing the loading of trailers shall have knowledge of:

a) assessing weight of materials and equipment and their centre of gravity;

b) infrastructure hazards, obstructions and W6a loading gauge;

c) capabilities of the trailers, limitations on the Certificate of Engineering Acceptance and manufacturers instructions;

d) load behaviour and principles of uniformly distributed loads (UDL);

e) load restraining devices and principles;

f) characteristics of different load materials (e.g. steel on steel);

g) use of chocks and dunnage.

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When loading trailers, or planning the use of trailers, take into account:

a) the maximum carrying capacity of the trailer;

b) any stated requirements for loading, unloading or distributing the load on the trailer (see Section 4 of this module);

c) the effect that cant and/or gradient may have on the trailer and load;

d) the effect that track geometry and switches and crossings may have on the load when travelling;

e) the effect that start up acceleration forces and braking may have on the load;

f) any limitations applied by the Certificate of Engineering Acceptance;

Loads carried by trailers shall:

a) be kept as low as possible to maintain maximum stability (see Section 3);

b) be uniformly distributed about the centre of the loading area to reduce the risk of derailment.

When trailers are loaded, a competent person shall verify that:

a) the load is stable and will not shift or fall;

b) the load will not present a risk of collision with persons, trains, or the infrastructure whilst travelling.

Give special consideration to loads:

a) that exceed W6a gauge (see Section 5);

b) that overhang or are carried over multiple trailers (see Section 6);

c) that may be subject to external forces (see Section 8);

d) that is hazardous (see Section 9).

Personnel are to be transported in accordance with NR/PLANT/0200/module P505.

Speed of movements, display of head and tail lights and forward visibility shall be in accordance with GE/RT8000/HB15 - Rule Book; Handbook 15 Duties of the machine controller (MC) and on-track plant operator. If an overhanging load obscures any light, an alternative is to be provided to maintain compliance with GE/RT8000 - Rule Book.

Make sure the load carrying area is free from debris before loading trailers.

Only use fibre straps when strapping rail down for transportation purposes.

2 Trailer types

There are two main trailer types that can affect the load distribution on a trailer.

a) A three point suspension arrangement with one oscillating axle where the load is concentrated as shown in Figure 1;

b) A four point suspension arrangement where the load is distributed evenly as shown in Figure 2.

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Fix

ed a

xle

end

Figure 1 – Trailer with three point suspension arrangement

Figure 2 – Trailer with four point suspension arrangement

Information regarding the use and limitations of individual trailers can be found:

a) in the appropriate operators manuals and training instructions;

b) on the vehicle (e.g. data panel showing speed, carrying capacity, etc);

c) in the Certificate of Engineering Acceptance.

3 Stability of trailers and their loads

Trailers and the loads they carry may become unstable for a number of reasons. Table 1 lists some examples that cause instability; the effects that instability can have; and the actions that can be taken to prevent instability.

Cause of Instability Effect of Instability Actions to Prevent Instability

a) Loads with a high centre of gravity such as lighting towers.

b) Uneven distribution of load.

c) Irregular shaped loads such as those with an offset centre of gravity.

d) Loads with a moving centre of gravity i.e. liquids.

e) Travelling over track cant, gradients, twist or S&C.

f) Harsh acceleration or braking.

a) The load and vehicle tip over.

b) The vehicle derails during movement.

c) The load topples or collapses.

a) Secure the load adequately.

b) Load the heaviest or largest items on the bottom and the lightest or smallest items on the top.

c) Verify that the loads centre of gravity is as near to the centre of the carrying vehicle as possible.

d) Reduce transit speed.

e) Use adequate dunnage between layers of material carried.

f) Use packing to support irregular shaped loads.

g) Secure any moving parts of the load.

h) Reposition loads as necessary during the unloading sequence, to maintain stability of the vehicle.

i) Use liquid tanks fitted with baffle plates.

Table 1 – Examples of cause, effect and prevention of trailer instability

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Figures 3, 4 and 5 show examples of good loading practice.

Note also, the gap between the trailer end and the sleeper stack in Figure 4.

Figure 3 – Pyramid stacked load

Figure 4 – Stacked load using dunnage

Figure 5 – Restraint of loose materials

4 Loading and unloading trailers

It is important that appropriate loading and unloading sequences are followed when using trailers to avoid:

a) The load toppling over or collapsing;

b) The load and trailer tipping over;

c) The trailer derailing during movement.

Figure 6 shows an example of poor unloading where materials have been off loaded at different points along the track resulting in an unbalanced trailer and derailment.

Figure 6 – Results of poor unloading sequence

Where specific loading and unloading sequences are given in the OEM or vehicle convertors literature, then these are to be followed. In the absence of any specific sequence, then the requirements of this module shall be observed.

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Make sure that trailers remain as evenly loaded as possible and remain stable during the loading and unloading sequence.

The loading patterns shown in Figures 7 to 11 inclusive will reduce the risks identified in Section 3 of this module.

The unloading sequence is the reverse of the loading sequence shown.

6 2 4

5 1 3

8

7

Figure 7 – Loading sequence for a full trailer

2 1 3

4

Figure 8 – Loading sequence for a partial load

3 1

4 2

Figure 9 – Alternative loading sequence for a partial load

Where a trailer is being loaded on the same track as a road-rail vehicle that does not have the lifting capacity to use all the loading area of the trailer, then the load is to be stacked symmetrically around the centre of the trailer as shown in Figure 10.

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Figure 10 – Loading a trailer with limited load/outreach capacity

When loading a second layer of materials onto a trailer, do this in a pyramid formation as shown in Figure 11.

Figure 11 – Loading a second layer in a pyramid formation

When loading or unloading mobile plant onto a trailer, make sure that:

a) the trailer being loaded has sufficient support to prevent tipping (i.e. jack legs);

b) an approved ramp and trailer combination are used for both loading and unloading;

c) the trailer has a maximum carrying capacity twice that of the mobile plant being loaded onto it;

d) protection has been put in place to prevent damage to the infrastructure.

e) a risk assessment has been completed and a SSOW is employed.

5 Oversize loads

On-track plant is normally built to W6a gauge which provides rail vehicles trailers and their loads with adequate clearance to prevent them from coming into contact with railway infrastructure and other rail vehicles.

NOTE Improved technology used in recent years to measure the infrastructure and analyse clearances to W6A has shown that there are many structures on the network that are foul to W6A gauge. Some structures are foul in the upper sector (more than 1100mm above rail level) but most are foul in the lower sector (such as platforms and underbridge girders). Further information on this can be found on the Network Rail web site.

Before exceeding W6a gauge with a load (see Figure 12), give consideration to either reducing the size of the load, or splitting the load into smaller component parts.

Where it is not possible to do this, then the loading arrangements shall be planned in advance. Include a site walk through as part of the pre-start site visit (see

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NR/PLANT/0200/module P502) and consider the factors in Table 2 to identify any limitations that may need to be included in the loading plan.

Figure 12 – Illustration of load exceeding W6a gauge

Gauge exceeded by load

W6a gauge profile

When travelling with oversize loads; Actions to consider;

a) Identify minimum clearances to the infrastructure throughout the route to be travelled.

b) Verify that adequate clearances can be maintained to other engineering trains, OTM or OTP movements on adjacent lines.

c) Declare the maximum permitted travel speed.

d) Consider the safety of staff during movements particularly in areas where clearances are restricted.

a) Pre-plan and document the movement as part of the safe system of work.

b) Reduce travel speed to walking pace.

c) Block adjacent lines to traffic on the side of the vehicle that W6a gauge is exceeded.

d) Stop engineering movements on the adjacent line whilst the load passes.

e) Re-position the load if necessary to pass restricted clearances.

Table 2 – Considerations when moving oversize loads

6 Overhanging loads

6.1 Carrying rails

Do not overhang rails at the end of a trailer by more than 3 metres, and allow a minimum clear space of 500mm at each side of the trailer.

Rails up to ‘30ft’ in length can be accommodated on one trailer, but rails longer than this need to be carried over multiple trailers spaced at no more than 5 metres apart.

Stack multiple layers of rails in a pyramid fashion to maintain stability of load and trailer, and use suitable dunnage between the layers.

When using multiple trailers, do not rigidly secure the rails to the trailers as this may cause derailment.

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Figures 13 and 14 show typically how ‘30ft’ and ‘60ft’ lengths of rail can be carried using trailers and the above principles.

500mm

3.0m max3.0m max

Dunnage

10 lengths

9 lengths

8 lengths

Figure 13 – Carrying ‘30ft’ rails

500mm

500mm500mm

500mm

3.0m max5.0m max3.0m max

Figure 14 – Carrying ‘60ft’ rails

6.2 Other overhanging loads

Use the principles in Section 6.1 for other types of overhanging load but consider adjusting the amount of overhang to account for:

a) the rigidity of the load and;

b) any potential gauge infringement including ground clearance.

Keep the load at least 100mm above rail level.

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7 Load retention

Always identify the need and appropriate method of securing a load at the planning stage, and make provision for the necessary equipment to be available at the loading point.

Methods of load restraint include:

• straps

• chains

• twist Locks

• ropes

• stanchions

• ballast boxes

• removable side boards

• chocks.

Consider the risk of damage to the load or trailer when using containment methods, and if the load is left loose within a box or the sides of a trailer that restraint may still be required.

Always fully restrain and secure wheeled plant or other vehicles carried on trailers, and where available, apply the parking brake.

8 Loads subject to external forces

8.1 Cable drums and carriers

Position and secure cable drum carrier frames on trailers in accordance with the trailer manufacturer’s, or carrier frame manufacturers, instructions. If such instructions are not available, observe the following principles.

a) Secure the cradle to a trailer using through-bolts, twist-locks, chains, straps, shackles or similar. Horizontal restraint only is not sufficient.

b) Where possible, position the drum centre of gravity over the trailer centre line to minimise the risk of destabilising the trailer.

c) When large or tall drums are used, take account of potential wind loads that could destabilise the trailer.

d) Where possible, angle the cradle towards the deployment area to reduce the potential for wire snagging.

Include in stability calculations:

a) the effect of loading and unloading a drum in a fully loaded condition;

b) operation of the trailer and drum in both full and empty conditions on worst track conditions that the host trailer is permitted to negotiate;

c) the effect of forces generated as a result of the cable snagging on the drum as it is being deployed.

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If personnel are required to stand on the trailer to operate the cable deployment equipment, the cable drum carrier and trailer assembly shall be approved in accordance with RIS-1530-PLT.

8.2 Wind loading

Give consideration to the securing of loads which have a large surface area that could be affected by wind or passing train draft.

8.3 Effect of speed

Speed of travel is a major factor in assessing whether or not restraint or containment of a load is necessary. A load that is unlikely to move whilst travelling at walking pace may present a more serious risk if travelling at a higher speed, or if an emergency brake application is applied.

If it is intended that loads are to be carried at speeds in excess of walking pace, appropriate assessments shall be made, maximum speeds documented in the safe system of work, and the Engineering Supervisor advised.

9 Hazardous loads

If it is intended to move hazardous loads, carryout an assessment of potential secondary risks that would be associated with the load should it become displaced or fall from the trailer. Where appropriate, this will include:

a) the environmental impact of fuel spillage from powered plant;

b) risk of fire or explosion from ruptured fuel tanks;

c) the transport of wheeled vehicles (bowsers, generators etc);

d) carriage of gas cylinders, etc;

e) any other hazardous substances.

Always fully restrain or secure powered plant or other potentially hazardous equipment before moving it on trailers or other plant.

Only carry gas cylinders in a secure cage or rack appropriate to the type of cylinder. Cylinders are to be carried upright and in all cases secured to prevent any potential movement.

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Page 13 of 13

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Module P519 – Planning for the use of on-track plant












Contents

0.1 Job roles 3


0.3 Competence 3

1 Procedure flow chart 4

2 Procedure 5

2.1 Identify work 5

2.2 Conduct site visit 5

2.3 Identify possession and isolation requirements 5

2.4 Draft OTP SSOW 6

2.5 Identify OTP 6

2.6 Prepare OTP SSOW 7

2.7 Order / book OTP 7

2.8 Planning completion 8

3 Records 8

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0.1 Job roles


Planner Lift Planner Competent Person Principal Contractor Plant Operator License Holders

0.2 Risk mitigation










0.3 Competence

If lifting is required as part of the work involving OTP, the OTP planner shall have the OTP Lift Planning competence. Competence shall be in Single Lift or Tandem Lift as appropriate.

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1 Procedure flow chart

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2 Procedure

2.1 Identify work

2.1.1 Planning

Work that is identified as needing to be delivered using OTP shall be planned in advance in accordance with NR/PLANT/0200/modules P502 and P503. Once identified, the requirement for the work shall be notified to the OTP Planner as soon as possible. For planning timescales, refer to NR/L2/NDS/202 and NR/L3/NDS/302.

2.1.2 The planner

An OTP Planner shall plan the Safe System Of Work (SSOW) for using OTP. However, if lifting is required as part of the work involving OTP, the OTP planner shall have the OTP Lifting Planning competence.

2.2 Conduct site visit

2.2.1 Requirement for a site visit

The requirements for a site visit are explained in NR/PLANT/0200/modules P502 and P503.

NOTE It is best practice for the site visit to be undertaken by the OTP Planner (OTP Planner with Lift Planner Competence when Lifting is involved).

2.2.2 Reference documentation

Not all information needed to plan the SSOW can typically be collected from the site visit alone and reference documentation such as the Hazard Directory, Marlin maps and load charts (showing typical weights) should be used to determine any missing information.

2.3 Identify possession and isolation requirements

2.3.1 Possessions, line blockages and fouling open lines

The nature of the work and the proximity to open lines will affect the need for a Possession of the Line, Line Blockage or Line Blockage with Additional Protection. A particular risk is to foul a line open to traffic when undertaking lifting operations and when on/off tracking.

An assessment of the risk shall be undertaken in accordance with NR/PLANT/0200/module P501.

2.3.2 Electrified lines

The nature of the work and the equipment needed will also affect the requirement for an isolation of the overhead line equipment (OLE).

For electrified lines with conductor rail systems, OTP shall not operate without an isolation.

2.3.3 Application for working under live OLE

Where an isolation of OLE is not available, or the work requires On/Off tracking, working or transit to take place under live OLE, the OTP Planner shall request permission from the Electrification and Plant Maintenance Engineer (E&PME). They shall provide information for consideration to the E&PME for approval in accordance

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with NR/SP/ELP/29987 by initiating form SMF/ME/0462 ‘OTP under live OLE authorisation form’.

2.4 Draft OTP SSOW

2.4.1 All OTP activities

To determine the most appropriate item of OTP for the work, the OTP Planner shall consider the range of work activities and the information obtained from any site visit(s) and reference documentation (Hazard Directory etc.) as well as local and personal knowledge. They shall notionally plan the sequence of work activities and devise risk controls that will be required at each stage based on the hazards identified. Whilst only a notional plan, the draft OTP SSOW shall be in documented form.

2.4.2 Additional Requirements for Lifting Activities

The OTP Planner with Lift Planner competence shall produce a Lift Plan as part of the OTP SSOW. To determine the most appropriate item of OTP for work involving lifting operations a competent Lift Planner shall consider the work activity and information obtained from site visit and reference documentation as well as local and personal knowledge.

Where rail is to be lifted this shall be planned in accordance with NR/PLANT/0200/module P517.

NOTE Lift Planner competence is not required to produce a Lift Plan for a MEWP except where additional lifting equipment has been fitted to the OTP and will be used. The full requirements for MEWPs are contained in NR/PLANT/0200/module P508.

2.5 Identify OTP

2.5.1 Identification

From the range of OTP available, the OTP Planner shall identify the machine with the capability to undertake the SSOW within its safe limits. In doing so, the OTP Planner shall check the Engineering Acceptance Certificate(s) of the OTP to check there are no restrictions on its use that would affect the work.

When planning lifting operations the Lift Planner shall consult the relevant information to confirm the machine will be capable of undertaking each lift, within its safe working limits.

Where Generic or Routine Lift Plans are available having been produced by a competent Lift Planner these may be used to help identify the OTP.

NOTE When identifying the most appropriate item of OTP it is best practice to consult with your OTP supplier who may be able to offer some expert guidance. They will also be able to provide information about any limitations or benefits associated with their range of machines.

2.5.2 OTP availability

Once the OTP has been selected, determine the availability of this machine from the supplier for the period the work is to take place. If the item of OTP desired is not available the supplier may be able to provide an alternative OTP.

If an alternative item of OTP is to be used the draft plan shall be revised by the OTP Planner (with Lift Planner competence when planning Lifting Operations) to confirm the new item identified can safely undertake the work activity as planned. If it is not

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possible, either the method of work needs to be re-planned or alternative OTP will have to be secured that can safely undertaken the work activity as planned.

2.6 Prepare OTP SSOW

2.6.1 Documentation

The OTP SSOW shall be documented by the OTP Planner and should record the significant hazards and controls to be put in place as a result of completing the risk assessment for the work to be undertaken. Network Rail Maintenance OTP SSOW shall be documented using the current maintenance Authorised OTP Work Plan form SMF/PL/0253.

2.6.2 OTP SSOW authorisation

2.6.2.1 The authoriser

The OTP SSOW shall be authorised by a suitably competent nominated Manager prior to ordering the OTP. In reviewing the OTP SSOW the authoriser is confirming that the proper planning process has been followed, the method of work is appropriate and that the selection of the OTP is robust.

NOTE The authoriser does not need to hold a Lift Planning Competence to authorise an OTP SSOW plan including a Lift Plan.

2.6.2.2 Not authorised

If the OTP SSOW is not authorised due to in appropriate choice of OTP or method of work, the OTP planner shall return to the planning stage and draft a new OTP SSOW. For minor changes update the OTP SSOW and re-submit for authorisation.

2.7 Order / book OTP

2.7.1 Placing the order

The OTP should be ordered no later than T-6.

If short notice work is identified, the OTP SSOW plan shall be authorised by a more senior manager than the nominated manager who would normally authorise the OTP SSOW before the OTP is ordered.

The OTP shall not be ordered until the OTP SSOW has been authorised.

A copy of the authorised OTP SSOW should be submitted with any order so that the OTP supplier can review the plan against the plant requested for suitability.

The OTP planner shall provide the person ordering the OTP with sufficient information about the work being planned to order the right item of OTP for the work.

2.7.2 Confirmation of the order

Contractual arrangements require OTP suppliers to confirm receipt of an order or acceptance of a call off order within 24hours of the order being placed and to confirm which plant is to be provided within a further 48hours.

If an alternative item of OTP is offered, the OTP SSOW shall be reviewed by an OTP Planner (with Lift Planner competence when planning Lifting Operations) to confirm the new item identified can safely undertake the work activity as planned. If it is not possible, either the method of work needs to be re-planned and the OTP SSOW

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shall be revised and re-authorised, or an alternative item of OTP will have to be secured that can safely undertake the work activity as planned.

Network Rail and the OTP supplier shall come to agreement about exactly where the plant is to be delivered to and when in accordance with NR/PLANT/0200/module P502.

2.8 Planning completion

Upon completion of the planning process the Crane Controller required to implement the OTP SSOW should be nominated. It is best practice for the OTP Planner to brief the Crane Controller on the plan, a site visit can be used as part of this briefing.

3 Records

All records of OTP SSOW shall be retained after use for 6 years in accordance with the Network Rail Corporate Retention Schedule NR/L3/INF02226/Schedules.

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Page 9 of 9

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Module P700 – Plant maintenance












Contents

0.1 Job roles 3


1 Maintenance plan 4

2 Statutory legislation and certification 4

2.1 Provision and Use of Work Equipment Regulations (PUWER) 4

2.2 Lifting Operations and Lifting Equipment Regulations (LOLER) 4

2.3 Modules and attachments including all cranes and MEWPs 4

3 Particular maintenance requirements 5

3.1 Lifting points including quick hitches 5

3.2 Work restraint anchor points 6

3.3 Machine limiting devices 6

3.4 Audible warnings 6

3.5 Operational maintenance 6

3.6 Safety-related defects 6

3.7 Facilities to carry out maintenance activities 6

0.1

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Job roles


Maintainer/Fitter Maintenance Contractor Plant Supplier

0.2 Risk mitigation





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1 Maintenance plan

Only plant with an approved maintenance plan and maintained to the plan can be used on Network Rail managed infrastructure.

a) On-Track Machine maintenance plans shall comply with GM/RT2400, GM/RT2004 and for Network Rail OTM NR/L2/RMVP/0090;

b) On-Track Machine wheelsets and their associated components are classed as safety critical components. Maintenance of these shall be carried out in accordance with GM/RT2466 and for Network Rail OTM NR/L2/RMVP/1332;

c) On-Track Plant maintenance plans shall comply with RIS-1530-PLT and for Network Rail OTP NR/L2/RMVP/0090;

d) Portable and Transportable Plant maintenance plans shall comply with RIS 1701-PLT.

For audit purposes retain all records of the maintenance undertaken. Include the templates for these records within each maintenance plan.

2 Statutory legislation and certification

2.1 Provision and Use of Work Equipment Regulations (PUWER)

All plant operated on Network Rail managed infrastructure shall comply with PUWER.

2.2 SI 1998 No. 2307 - Lifting Operations and Lifting Equipment Regulations (LOLER)

All plant used to carry out lifting operations shall comply with LOLER and be thoroughly examined:

a) In the case of lifting equipment used for lifting persons and all accessories for lifting as defined in LOLER at least every 6 months;

b) In the case of other lifting equipment including all load lifting points, anchor points and quick hitches where permanently installed at least every 12 months or;

c) In either case, in accordance with an examination scheme, and;

d) Whenever exceptional circumstances have occurred that may jeopardise the safety of the lifting equipment.

If appropriate to the purpose, lifting equipment is also to be inspected by a competent person at suitable intervals between thorough examinations.

2.3 Modules and attachments including all cranes and MEWPs

The Engineering Acceptance Certificate of the base vehicle will specify the only combinations of base vehicle and module or attachment type that can be used together.

Each combination of base vehicle and module or attachment shall have a LOLER thorough examination certificate where lifting operations can be carried out. Include

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the serial number of the base vehicle and module or attachment on the LOLER thorough examination certificate.

Fit modules or attachments to base vehicles in accordance with the manufacturer’s instructions.

NOTE Only competent people can fit modules or attachments.

To confirm the correct functionality of the base vehicle and module or attachment combination, carry out a functional check after attachment. Include the following checks during the functional check:

a) module or attachment and base vehicle combination are as identified on the valid and current EAC;

b) all appropriate control systems operate in accordance with the manufacturers operating instructions;

c) all fixings have been connected e.g. hydraulic connections, electrical connections, twist locks, bolts, etc;

d) functional check of all operating systems in accordance with manufacturers operating instructions;

e) module or attachment and base vehicle maintenance is in date;

f) visual check of all appropriate areas of the module or attachment and base vehicle.

Carry out a Thorough Examination following attachment of those modules or attachments that lift people or loads.

NOTE Only competent people can undertake thorough examinations.

Record the results of the Thorough Examination in the base vehicle log book and vehicle history file.

Form NR/PLANT/0200_F023 or equivalent can be used to record the results of the functional check and Thorough Examination. Add the completed form to the vehicle history file.

3 Particular maintenance requirements

3.1 Lifting points including quick hitches

All lifting points fitted to plant, including permanently attached quick hitches, shall be:

a) included in the machines maintenance plan;

b) thoroughly examined by a competent person at least every 12months.

The inspection and report shall include fitness for purpose, deformation and unacceptable wear, and shall detail each load lifting point and the serial number of the quick hitch. Wear limits shall be specified in the maintenance plan.

If a quick hitch is not permanently attached to a machine it is classed as a lifting accessory and shall have a Thorough Examination at least every 6 months (see Section 2.2 of this module).

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3.2 Work restraint anchor points

Include inspection of the work restraint anchor points as part of the machines maintenance plan. If any structural repair of restraint anchor points is undertaken, carry out testing in accordance with BS EN 280. An anchor point can not be used if any permanent deformation occurs.

Record the results of inspection and testing in the maintenance records.

3.3 Machine limiting devices

Maintain all limiting devices as listed below in accordance with the maintenance plan and the manufacturers’ instructions:

a) rated capacity indicator (RCI);

b) automated safe load indicator (ASLI);

c) load limiting devices;

d) slew limiting devices;

e) height limiting devices.

3.4 Audible warnings

Any audible warning devices or equipment that is fitted with audible warning shall be functionally tested to the maintenance plan or manufacturers instructions. If the sounds levels are different to those stated in the manufacturers instructions change the volume as per the maintenance plan or manufacturers instructions.

3.5 Operational maintenance

Specifically check that the fastenings of all items that are fitted to the frame or body are secure and where appropriate torque tightened to the torque value specified in the maintenance plan.

Replace all hydraulic hoses, pipes and seals that are bulging, cracked, leaking or worn.

The vehicle maintenance plan shall include or reference all the tasks contained in the original equipment manufacturers (OEM) maintenance manual. Carry out these tasks at the periodicities specified in the OEM maintenance manual.

Keep all signs or labels detailing safety instructions, notices or information clean and legible. Replace or touch up the sign or label if some of it is missing.

3.6 Safety-related defects

Report all safety-related defects found whilst carrying out maintenance, functional checks and Thorough Examination in accordance with NR/PLANT/0200/module P100.

3.7 Facilities to carry out maintenance activities

Carry out all maintenance of:

a) on-track machines in facilities that comply with NR/L2/RVE/01327;

b) on-track plant in facilities that comply with requirements in RIS-1530-PLT.

Include the facilities required to carry out maintenance of portable and transportable plant in the maintenance plan.

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Page 7 of 7

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[[[


Module P701 – On-track plant maintenance












Contents

0.1 Job roles 3


1 Vehicles with rubber tyres 4

2 Road-rail vehicle brake tests 4

2.1 Process flow chart 4

2.2 Test method 5

2.3 Test conditions 5

2.4 Routine maintenance brake test 5

2.5 Reference brake test 6

3 Trailer and attachment brake tests 7

3.1 Trailer or attachment parking brake test 7

3.2 Push pull brake test 8

3.3 Trailer or attachment service brake test 8

4 Rail wheels 8

Table 1 – Example of tabular calculation of maximum stopping distance 7

Table 2 – Trailer or attachment push pull test 8

Page 2 of 9





0.1 Job roles

This module is applicable to the following job roles, you must familiarise yourself with all of the clauses contained within it to understand your personal responsibilities. If you intend to carry out any of these roles you must be competent to do so:

Maintainer/Fitter Plant Supplier

0.2 Risk mitigation








Page 3 of 9





1 Vehicles with rubber tyres

Carry out the following checks on all rubber tyres at each maintenance event:

a) tyre pressure is as specified in the original equipment manufacturers (OEM) manual – adjust pressure to the correct level;

b) there is no damage in the tyre side wall – if damaged replace the tyre;

c) there is no tread missing – if tread is missing replace the tyre;

d) has tyre wear reached the limited specified in maintenance plan? – if worn to the limit replace the tyre;

e) tyres match across the vehicle – if they don’t match, change to comply with OEM or vehicle converter instructions.

NOTE Some OTP have four tyres on the front axle with the inner pair matching and the outer pair matching

2 Road-rail vehicle brake tests

2.1 Process flow chart

Start

Is manufacturer’s brake performance

data available?

Are reference brake test results available?

Carry out maintenance

brake test

Carry out reference brake

test

Compare test results to RIS-1530-PLT or

Reference Brake Test result

Calculate test results

No

No

Yes

Yes

End

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2.2 Test method

Carry out all road-rail vehicle (RRV) brake tests using this test method.

Accurately record the RRV speed during all brake tests. During the test calibrate the speed using a calibrated speed gun or similar device.

NOTE The operator should have a speed indicator or there should be an engineering control to limit the maximum speed.

Carry out the test using the orientation of RRV that has the worst stopping distance, record this in the test records.

Apply the brakes at the same point on the test track for each test. In all tests brake the RRV from a steady state speed. Stop applying power and apply full braking force at the brake application point.

Carry out each test a minimum of three times and until three results are within 10% of each other.

2.3 Test conditions

Only carry out RRV brake tests if these conditions have been met.

Carry out the brake test on dry and level track.

NOTE This allows for compliance with RIS-1530-PLT in a repeatable manor.

NOTE Level track is a gradient up to 1 in 750, gradients steeper than this are not considered level.

Remove all obvious railhead contamination including rust.

Use a length of track that is long enough to carry out the following:

a) acceleration up to steady state speed;

b) brake application;

c) deceleration under braking;

d) a suitable margin for error to account for unexpected reduced braking performance.

2.4 Routine maintenance brake test

Include the braking performance figures for each individual machine in the maintenance plan. If the braking performance figures aren’t in the maintenance plan carry out a reference brake test in place of the routine maintenance test.

Carry out a routine maintenance brake test as a minimum every 12 months but after all brake repairs, modifications or brake incidents.

NOTE This includes brake repairs carried out after brake test failure.

Measure and record the stopping distance of the un-laden machine without a trailing load from 10mph or maximum speed which ever is smaller. Form NR/PLANT/0200_F017 or equivalent can be used for this purpose.

Confirm that the machine does not exceed:

a) the maximum stopping distance stated in RIS-1530-PLT;

b) the stopping distance achieved in the reference brake test or previous routine maintenance brake test by more than 10%.

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If the RRV’s stopping distance is 10% greater than the reference or previous test, the reason shall be investigated and repaired or justified. Record the results on Form NR/PLANT/0200/F017 or equivalent.

2.5 Reference brake test

2.5.1 Step 1: measure

Measure and record the following stopping distances as part of the reference brake test:

a) machine at maximum speed;

b) machine at 10mph;

c) machine plus maximum service braked trailing load at maximum speed;

d) machine plus maximum unbraked trailing load at 10mph;

e) fully laden machine without trailing load at maximum speed.

Form NR/PLANT/0200/F016 or equivalent can be used for this purpose.

2.5.2 Step 2: calculate

Use the data collected during step 1, of the reference brake test, in the calculations below to calculate the maximum stopping distance of the RRV. Only use the calculated maximum stopping distance of the RRV in subsequent maintenance brake tests if the value is less than the stopping distance shown in RIS-1530-PLT.

a) Divide the stopping distance in RIS-1530-PLT by the measured stopping distance for each of the 5 tests.

b) Multiply the lowest value obtained in the first calculation with the brake distance measured in test “b” to find the maximum stopping distance of the RRV.

The calculation method is illustrated in Table 1.

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Stopping Distance (m) Test Parameters Initial Speed (mph) Required by RIS-

1530-PLT

(value A)

Measured during reference brake

test

(value B)

Brake Performance

Factor

(A ÷ B)

a) Machine at maximum speed

20 60 41.2 1.46

b) Machine at 10mph 10 18 8.2 N/A

c) Machine plus maximum service braked trailing load at maximum speed

15 36 26.3 1.37

d) Machine plus maximum unbraked trailing load at 10mph

10 18 15.1 1.19

e) Fully laden machine without trailing load at maximum speed

20 60 42.7 1.41

Maximum stopping distance for routine maintenance:

= 1.19 x 8.2

= 9.8 metres

Table 1 – Example of tabular calculation of maximum stopping distance

This is the lowest brake performance factor calculated from the reference brake test results. This will be sued to calculate the maximum stopping distance of the RRV for maintenance brake testing.

3 Trailer and attachment brake tests

3.1 Trailer or attachment parking brake test

Carry out a parking brake test on all trailers and attachments capable of carrying a load:

a) at least every 12 months;

b) following all brake repairs or approved modifications;

c) following any brake related incident.

Carry out the test in accordance with either the manufacturers’ brake test procedure, or the push-pull test procedure listed below, dependant upon which is the greater requirement.

Carry out brake tests on all attachments that have no load carrying capacity at least every 3 months. If the manufacturer has defined a specific brake test periodicity use that periodicity in preference to 3 months.

NOTE These attachments are fitted with braking systems where components enter into the ballast or the movement of brake block or pad can be seen. They include dozer blade trolleys.

This is the calculated stopping distance of the RRV, it is less than RIS-1530-PLT so can be used in future routine maintenance brake testing.

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At the 3 or 12 monthly brake test, check the brake system pressure using a calibrated test gauge.

Record results for the brake tests and retain in the machines maintenance records. Form NR/PLANT/0200_F015 or equivalent can be used for this purpose. The record shall be available to the Machine Controller on site.

If the trailer or attachment fails any brake test, or the brake system pressure is lower than the minimum stated in the maintenance plan, investigate and fix the cause. Retain all test results in the maintenance records.

3.2 Push pull brake test

The trailer or attachment shall withstand a push or pull force on a level surface of a minimum of:

Push-pull force to be applied to trailer or attachment

Parking brake type Certified speed of trailer or attachment

3% of gross weight Non breakaway brake N/A

6% of gross weight Breakaway brake 10mph



Table 2 – Trailer or attachment push pull test

During the test the wheels shall not turn or slide.

NOTE This may require the unit to be loaded to prevent wheel slide.

3.3 Trailer or attachment service brake test

Carry out a service brake test to the manufacturers service brake test procedure at least every 12 months, but after at all brake repairs, approved modifications, or a brake related incident. If the manufacturer has defined a specific brake test periodicity use that periodicity in preference to 12 months.

If the trailer or attachment fails any service brake test investigate and fix the cause. Record all test results in the maintenance records.

4 Rail wheels

Inspect all rail wheels as a minimum every 3 months to the requirements contained in the vehicles maintenance plan. Where damage or wear is identified that doesn’t meet the limits specified, repair where the limits allow or renew with new wheels. Always renew both wheels on an axle at the same time.

NOTE RIS-1530-PLT and GMGN2497 can also be used as reference to show the damage that can occur to wheels.

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[[[


Module P702 – Portable and transportable plant maintenance












Contents

0.1 Job roles 3


1 Manually propelled equipment 4

2 Track jack maintenance 4

2.1 Jack retraction speed 4

2.2 Functional testing 4

3 Rail wheels 5

4 Calibration 5

Page 2 of 6





0.1 Job roles


Maintainer/Fitter Maintenance Contractor Plant Supplier

0.2 Risk mitigation







Page 3 of 6





1 Manually propelled equipment

All manually propelled equipment shall be subject to a defined maintenance regime which as a minimum, shall meet the manufacturers recommendations.

Carry out a brake performance test on each item of manually propelled equipment at least each 3 months in accordance with the test specification provided by the manufacturer as part of Product Acceptance (see NR/PLANT/0200/module P300).

Where a maintenance brake test has not been provided by the manufacturer, test the brake performance to the braking distances stated in BS EN 13977.

Mark the due date of the next brake performance test in a visible location on all sections of the equipment that can be braked

If the equipment fails the brake performance test investigate and fix the cause. Record all test results in the maintenance records.

An example of a brake test record sheet is detailed in NR/PLANT/0200_F018.

2 Track jack maintenance

2.1 Jack retraction speed

Type 1 and Type 2 track jacks can only be used if they retract from maximum to minimum height:

a) on operation of the release mechanism or control;

b) in less than 10 seconds.

2.2 Functional testing

Complete a functional test at the following three events:

a) before first use;

b) at Thorough Examination;

NOTE Jacks are classed as lifting equipment in SI 1998 No. 2307 The Lifting Operations and Lifting Equipment Regulations (LOLER) and are therefore subject to a Thorough Examination at least every 12 months.

c) following repair.

As part of the functional test:

a) check that the jack will support the safe working load (SWL);

b) specifically for Type 1 jacks;

1) load the jack and check that the relief valve is set to SWL + 5%;

2) load jack to either 1% of SWL or 50kg which ever is least;

3) operate the release control;

4) check that the jack retracts from maximum to minimum height in less than 10 seconds.

c) specifically for Type 2 jacks;

1) carry out steps 2 to 4 inclusive of the Type 1 jack checks shown above.

Page 4 of 6





If any jack fails the retraction test, investigate the problem and repair as appropriate.

Record the results of all functional tests, Thorough Examinations and details of all repair work carried out.

3 Rail wheels

Inspect all rail wheels as a minimum every 3 months for damage, wear or deformation. Where damage, wear or deformation is identified that doesn’t meet the limits specified in the equipment maintenance plan, repair where the limits allow or renew with a new wheel. Always renew both wheels on an axle at the same time.

NOTE Whilst not specifically applicable to this type of plant, both RIS-1530-PLT and GMGN2497 can be used as reference to show the damage that can occur to wheels.

4 Calibration

Only equipment that is within its calibration date can be used to carry out work to the infrastructure. All calibration shall meet the requirements of NR/L2/RMVP/0172 and NR/L3/RMVP/0201.

Carry out functional testing as part of the calibration where appropriate.

Page 5 of 6





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[[[


Module P703 – Road rail access point maintenance












Contents

0.1 Job roles 3


1 Maintenance requirements 4

2 Acceptance of RRAP into Infrastructure Maintenance 4

Table 1 – Road-rail access point maintenance requirements 4

Page 2 of 5





0.1 Job roles


Trackman Track Maintenance Engineer Off Track Engineer Planner

0.2 Risk mitigation






Page 3 of 5





1 Maintenance requirements

Carry out maintenance of road-rail access points (RRAPs) according to the manufacturer’s instructions and the requirements in Table 1.

NOTE The requirements in Table 1 are additional to any specified in other Network Rail standards.

Infrastructure element Maintenance requirements

Signs Keep all safety instruction signs or labels clean and legible.

Replace or touch up the sign or label if some of it is missing.

Gates and gate posts Maintain all gates and gate posts in accordance with NR/L2/TRK/5100.

Road profile between the railway boundary and the RRAP

Maintain the road profile so that underside of the vehicles using it will not touch the ground.

RRAP surface Inspect the RRAP surface in accordance with NR/L2/SIG/19608 at 6 monthly intervals: complete Form LXi28: SURFACE SYSTEMS (crossing decking) for each inspection.

Drainage (associated with the access point) Keep clear of all debris to allow the water to be free flowing.

Rails, sleepers, fastenings and ballast Inspect and maintain the permanent way under the RRAP in accordance with NR/L2/TRK/001.

Permanent lighting (associated with the

access point)

Maintain the permanent lighting in accordance with NR/L2/ELP/27238.

Vegetation Keep vegetation under control such that visibility is not impaired for users, particularly at road junctions in accordance with NR/L1/TRK/05200 and NR/L2/TRK/5201.

Table 1 – Road-rail access point maintenance requirements

2 Acceptance of RRAP into Infrastructure Maintenance

Semi permanent RRAPs can only be authorised for use if they are recorded in Ellipse. Include the following in Ellipse for the maintenance schedule tasks.

a) Inspection of the RRAP surface at a minimum of every 6 months.

b) Removal of the RRAP surface to inspect the foot of the rail in accordance with NR/L2/TRK/001.

Include all details of the RRAP in:

a) Ellipse;

b) Hazard Directory.

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Documents

ISSUE Plant 0200 5 - shannonrail.comshannonrail.com/images3/plant0200-5.pdf · ISSUE NR/PLANT/0200 Infrastructure Plant Manual Publication Date: 2 March 2013 Plant 0200 5 Means of