Safety Hour Attendance Last Week – 67%
Close Calls Raised – 101 (Target = 100)
% of Close Calls in <90’s – 92% (Target = 85%)
This weeks call be we hosted on Webex.
Please use the following link to access the meeting:
https://networkrail.webex.com/meet/astewardson/
Dial in details will also be different this week:
0207 635 1801
Passcode: 877 665 20 #
Incidents last week
| 07/08/2017 03:42-05:01 Vauxhall |
Worksite Irregularity WON 19 Item 5 Possession The PICOP reported that when changing Item 5 from Part 1 to Part 2, two short circuiting straps blew off. The straps were required to be at 1m 32ch, but had been placed at 1m 34ch in error. There were no injuries and this incident is subject to an IP investigation. |
| 07/08/2017 23:55-13:34 Eastleigh East Yard |
7O43 Derailment DB Cargo reported that 7O43 had derailed whilst performing a shunt back into the East Stone Terminal. Upon inspection, the derailment had occurred at either 1C or 1D points and caused substantial damage to 1A points. The nature of the derailment is unknown currently and subject to further investigation. |
| 08/08/2017 12:40 Fratton / Portsmouth and Southsea |
Late reported staff assault A Lookout from Ganymede was looking out for a team, when youths began to throw stones (Small and Big) at him. He did not sustain any injuries and was re-positioned into a safer location. |
| 09/08/2017 05:13 Waterloo |
Staff accident A Wimbledon grinding team were lifting a frog grinder down onto the track from the platform, two men were at track level, while the third man was atop the platform. The men on the track were lowering the grinder to the track but it dropped faster than expected, causing one of the team members hands to be trapped between the grinder and the platform. The injured person sustained a deep cut on his small finger and was taken to the hospital. The injury was cleaned, x-rayed and stitched. There were no broken bones. He was then discharged and advised to come back after ten days to have stitches removed. The Golden Hour was applied and no absence from work was anticipated. This incident is subject to further investigation and the use of this grinder is under review to mitigate against further harm. |
| 09/08/2017 09:59-12:55 Vauxhall |
CAT A SPAD W107 – 5Y17 South West Trains empty coaching stock 5Y17 experienced a Cat A SPAD on W107 signal having read across to W109 signal showing a proceed aspect. The train passed the signal by approximately 5 metres. There was no allegation made toward the signalling equipment. This incident is subject to a review and follow up investigation. |
| 10/08/2017 02:01-12:34 Winchfield |
Possession Irregularity Item 70 The PICOP of Item 70 reported that two Vital Rail staff had incorrectly applied protection at Winchfield instead of Winchester. Initial investigations suggest that they had been suitably briefed and had used good protocols, until the error of being at the wrong station was realised. This incident is subject to further investigation by the Operations Delivery team. |
| 11/08/2017 21:31-23:47 Clapham Junction |
CAT A SPAD W153 – 2D67 South West Trains passenger service 2D67 experienced a Cat A SPAD on W153 signal having been distracted by a loud AWS warning. The train passed the signal by approximately 3 metres. There was no allegation made toward the signalling equipment. This incident is subject to a review and follow up investigation. |
| 08/08/2017 17:00 Addlestone Crossing |
Whilst loosening bolts on an Addlestone level crossing pedestal, Injured Person felt a sharp pain in lower back. The Injured Person assumed this to be a muscular injury, but hadn’t seen a specialist to confirm. Injured Person advised this was reported late as he didn’t get the opportunity to report at the time, due to the WICC informing the IP they were too busy. |
| 09/08/2017 02:15 Clapham Yard |
An ES and his assistant were instructed to place protection on Siding number 6 and to open hookswitch 8113. Following this, they were instructed to test and strap, adjacent to H/S 8113, but discovered that the 3rd rail was live. They then strapped the 3rd rail country side of shunt signal W1044, as it became apparent to them that this was where the strap was meant to be placed. The team believed this to be an error with the B2. PICOP was informed of the issue, who then raised the issue to the ECO. Team were then called back by the PICOP, asking what side of W1044 shunt signal the strap had been applied to, team informed the PICOP that it was country side of the 3rd rail. PICOP informed the team that the strap should be London side of W1044 shunt signal according to the ECO, despite the ES clarifying numerous times, that the con-rail was live and couldn’t be strapped there. ECO was adamant that it was a leaky hookswitch causing the live reading and not an energised 3rd rail. ES was then told the ECO would remove the breaker and that the ES was to test and apply his strap, adjacent to hookswitch 8113, even after stating this would blow the strap up. The strap was placed and team stood clear, as instructed and the breaker was put back in and consequently the strap was blown. This incident is subject to further investigation. |
Material
- IP Home Safe 9 August 17
- NRB1710 Safety Bulletin – VTS data to be used in speeding investigations
- VTS-FAQs-v5
- VTS Data Collection and Usage Assurance
- Lessons Learnt – Redhill
Information about what a SPAD is from last week
Category A Signals Passed At Danger (SPADs), where signals have been passed when a stop aspect, end of in-cab signalled movement authority, or indication (and any associated preceding cautionary indications) was displayed correctly and in sufficient time for the train to be stopped safely at the signal or end of in-cab movement authority.
- A SPAD (Previously Category A SPAD) is where the train proceeds beyond its authorised movement to an unauthorised movement.[8]
- A Technical SPAR (Previously Category B SPAD) is where the signal reverted to danger in front of the train due to an equipment failure or signaller error and the train was unable to stop before passing the signal.
- A Signaller SPAR (Previously Category C SPAD) is where the signal was replaced to danger in front of the train by the signaller in accordance with the rules and regulations and the train was unable to stop before passing the signal.
- A Runaway SPAR (Previously Category D SPAD) is where an unattended train or vehicles not attached to a traction unit run away past a signal at danger.
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