Guía Del Diseñador Roofsafe Rail

Designer’s
Guide
Always read and follow the warnings and instructions for use
© Copyright Capital Safety 2011
Issue No: 2
Issue Date: RoofSafe Rail
01/10/2011 Designer’s Guide
Contents
1.0 Foreword 3
2.0 General 4
2.1 Authorised Installers
2.2 Conformity 4
2.3 Work Restraint, Fall Arrest & Suspended Access 4
2.4 Recommended Free Space & Free Fall Diagram 7
2.5 Swing Fall 9
3.0 Site Assessment 10

3.1 Reviewing the Task 10
3.2 The Mounting Structure 11
3.3 Gaining Access to the System 11
3.4 Environmental Conditions 12
3.5 Environmental Impact 12
3.6 Rescue Planning 13
4.0 Designing Your System 16

4.1 Specifying the System 16
4.2 Forces on the System 19
4.3 Engineer’s Reference Table 22
5.0 Personal Protective Equipment 23
6.0 System Maintenance & Inspection 24
7.0 Reference Documents 28

7.1 Abbreviations and Definitions 28
7.2 Standards Table 29
7.3 Markings Explained 30
Issue No: 2
Issue Date: RoofSafe Rail 2
1. Foreword
It is important that this guide is read and fully understood before the RoofSafe Rail System
is installed or serviced. This Designer’s Guide discusses in detail the factors that must
be considered when designing, using and maintaining a RoofSafe Rail System. Incorrect
installation or servicing through failure to adhere to these instructions could result in
serious injury or death. It is the duty of the installer to ensure that the relevant standards
and legislation are adhered to when installing, commissioning and handing over the
system. In part these procedures fulfil the requirements in BS EN 795 and BS 7883
and is OSHA compliant, failure to comply with these procedures could result in non-
compliance with these standards. These procedures comply with the requirements in
Directive 89/686/EEC, failure to comply with these procedures could also result in non-
compliance with legal requirements. It is important that supervisors and management
ensure that personnel who they direct to install or service the RoofSafe Rail System
are trained by Capital Safety and that the training complies with the relevant national
standards, procedures and or guidelines.
This guide is an essential reference document for designing a RoofSafe Rail System.
Uniline® and RoofSafe® are registered trademarks of Capital Safety Group.
Issue No: 2
2. General
2.1 Authorised Installers

Only competent installers authorised by Capital Safety are allowed to install and service the
RoofSafe Rail Safety System.
2.2 Conformity
The RoofSafe Rail System is a horizontal rail system which is tested and where appropriate
certified in accordance with the requirements of European BS EN 795 (Class D) and the
Australian Standard AS/NZS 1891.2 and is OSHA compliant. It meets the requirements of
Council Directive 89/686/EEC by way of the UK transposition of 89/686/EEC: the Personal
Protective Equipment (EC Directive) Regulations 1992.
Components or parts are not to be altered, modified, dismantled (beyond that allowed in
this manual) or be replaced with items not supplied or manufactured by Capital Safety. This
action will invalidate the above certification and could result in serious or fatal consequences.
Parts or components not supplied by Capital Safety may be of inferior specification and may
cause incorrect operation of the system.
2.3 Work Restraint, Fall Arrest & Suspended Access

The RoofSafe Rail System is a complete fall protection system. It has been designed to solve
problems relating to falls from a height. All RoofSafe Rail Systems for structures must be
designed for fall arrest, although it is best to restrain the user to prevent an arrest occurring.
The RoofSafe Rail System can be used for both fall arrest and work restraint applications. For
fall arrest, the system can accommodate one user (per 3 metre span) and for fall restraint the
system can accommodate multiple users. In addition the rail can be used for rope access
work.
WORK RESTRAINT
The advantages with work restraint are that:
• W
orkers do not have to be subjected to the abrupt impact of an arrest as would be
the case in a fall arrest system, or risk falling into a hazard e.g. water or a hazardous
substance;
• The user cannot be injured from fall incidents.
Issue No: 2
• There is no need for any rescue provision.
• Personnel require less training.
In a work restraint system, to prevent the worker from entering an area where they could fall,
there are two dimensions which need to be strictly controlled:
• The lanyard length (range of travel) A (Fig 1)
• The distance from the rail to the fall hazard B (Fig 1)
For work restraint systems (Fig 1) it is vitally important that distance (A) does not exceed
distance (B) as this will allow a fall arrest scenario to occur.
Work Restraint Orientation Fall Arrest Orientation
Fig. 1 Fig. 2
A scale drawing should be made to ensure that the lanyard or other personal fall protection
equipment (including connectors) will always prevent the user from entering a fall arrest
situation. If the position of the fall hazard relative to the rail varies, this analysis should be
performed at various points along the length of the system. Where a rail runs perpendicular
to an edge of a roof, it must be terminated prior to the edge, so that the extremity of the
system acts as the restraint. If the system is terminated at the edge, there is the certainty of
free fall and this cannot be classed as work restraint.
FALL ARREST
Where a work restraint system cannot be employed, a fall-arrest system has to be used.
The disadvantage is that a worker has to fall before the system can operate (Fig 2) and arrest
the fall. This is achieved by applying a braking force to the worker for a few hundredths of
a second. The system ensures that the braking force is always kept below a level of 6kN
(1350lbs), providing that the worker is wearing a full body harness certified to the appropriate
national standard, and is connected to the carriage by a energy-absorbing lanyard certified
to the appropriate national standard.
Issue No: 2
SUSPENDED ACCESS
For difficult to access areas a suspended access system may be used to allow a trained
worker to abseil from the system (Fig 3). This type of system is best suited to short duration
light to medium duties, such as inspections, window cleaning, and light maintenance tasks.
The continuous RoofSafe Rail System gives the user the ability to easily position themselves
at any point along the system, via two carriages. The user can reposition themselves without
ever having to detach from the system, meaning the user is always protected. The user
should connect to the RoofSafe Rail via two carriages as prescribed in the rope access
standard BS 7985, ATM E2505 and Australian Rope Access Association Industry Code
2005. One carriage is for the abseil/descent rope and the other for fall arrest/back up safety
rope. The system must never be used without both carriages in place.
Suspended access systems should always be specified to be suitable for fall arrest, as there
is always the possibility that the user may fall on the system. Fixing points for suspended
access are positioned closer together in order to prevent deflection of the rail under load and
to reduce any risk of fastener fatigue caused by repetitive loading.
Fig. 3
Issue No: 2
2.4 Recommended Free Space & Free Fall Diagrams
It is important that the installer ensures that the necessary vertical distance required to arrest
the fall of a worker does not exceed the vertical distance available on site. In order to arrest
a worker, fall arrest systems dissipate the energy generated in the free fall by applying an
upward arresting force over a distance, the “arrest distance”. In order to prevent the possibility
of a collision, there must be sufficient free space directly under the worker for the fall to be
arrested in. The free space must be greater than the arrest distance. Free space means that
the path of the fall is free from obstacles.
The Recommended Free Space is the vertical distance measured from the RoofSafe Rail
to the ground level, the next lower substantive platform, or nearest significant obstacle,
depending upon the application. Application of the recommended free space (RFS) ensures
the safe arrest of a faller and avoids the possibility of a collision.
This can occur if:

• The wrong length of lanyard is being used.
• The operator is using an adjustable lanyard or rope and rope grab.
• The position of the system varies with respect to the edge of the roof.
The RFS is affected by the length of the free fall and the mass of the worker, as this will
determine the energy absorber deployment and rail deformation. Please refer to Capital
Safety’s Recommended Free Fall Space Calculation Sheet to calculate your RFS. Fig 4
provides an indication of what is taken into consideration within the calculation.
Fig. 4
Issue No: 2
Note: The calculation only applies to the RoofSafe Rail System when used with full body
harnesses, energy-absorbing lanyards and connectors.
In addition to an energy absorbing lanyard, rope and rope grabs can also provide a effective
fall protection solution to reduce the likely hood of a fall or reduce the free fall distance if a fall
does occur. Capital Safety will be pleased to advise on the correct selection of equipment in
relation to your planned installation and also supplies a range of these devices.
Free fall can also be minimised by considering where the system is to be positioned relative
to the intended work area in the horizontal plane. The safest fall arrest conditions occur when
the system is mounted as close as is practically possible to the work area as the lanyard
length (or other PPE length) can be kept to a minimum, minimising the fall distance.
DEFLECTION TABLE
Maximum deflection will occur if a user falls with full force, mid span when the rail is fixed at
0.8m (2.62 ft) centres. The data in the table below should be used as a guide.
Rail Deflection (mm) at 0.8m (2.62 ft) fixing centres

No. of users
On rivets or clamps
1 15 mm (0.59”)
2 25 mm (0.98”)
Data is typical for a 100kg (220lbs) user falling through 2.5m (8.2ft).
Issue No: 2
2.5 Swing fall
Swing falls can be fatal when working near a gable end. Fig 6.0 shows a worker using a
rope and grab at maximum extension near a gable end. In this case the flank length exceeds
the ridge height so if the user falls they have inadequate clearance to ground level (or other
obstruction).. Another risk is the slicing effect of the edge of the roof on the rope or lanyard
as the user falls. This situation must be avoided. The fall distance can be limited by installing
single point anchors, installing edge protection to the end elevation and by installing RoofSafe
Rail inboard of the roof eaves.
Fig. 6.0
Fig 6.1 shows the potential swing fall area and the inaccessible zones. Fig 6.2 shows how
the area of accessibility can be increased and swing fall potential limited by a single point
anchor.
A) Inaccessible zone A) Potential swing fall zone

B) Zone for potential swing fall B) User
E B C) User D A C) Lanyard
D) Lanyard D) RoofSafe Rail System
E) RoofSafe Rail System E) Single point anchor
D C A
E
C
B
A
Fig. 6.1 Fig. 6.2
Issue No: 2
3. Site Assessment
3.1 Reviewing the Task
Only installers authorised by Capital Safety are allowed to install and service the RoofSafe
Rail System.
SITE SURVEY
At the start of each project a site survey should be carried out to assess the type and
location of the system required. This should be done from a position of safety. Accurate
measurements should be taken to make sure that the system will fit the required area
correctly. A consideration should be given to the roof type as this will effect the type of fixing
which can be used. Special consideration should be given to systems where corners are
required, as this will affect the position of the fixings and spreader plates.
During a site survey the following information should be gathered:

• The purpose of the system / task to be performed.
• The maximum number of people that will be using the system at any one time.
• The structure the system is to be mounted to.
• Scale drawings of the structure or building (in digital format if available).
• The exact path of the system.
• A
ny special requirements from the architect or the customer such as, a specific type of
bracket, or particular considerations for historical buildings.
• The risks to the installers so that suitable risk controls during installation can be planned.
• The risks to the user gaining access to the system.
When seeking technical support on a specific job, the Capital Safety sales team will be able
to help you more quickly if you have the above information available as a minimum.
DRAWINGS
Only accurate scale drawings provided either by the architect of the structure, or drawn from
a comprehensive site survey should be used when detailing and specifying a RoofSafe Rail
System, to prevent changes needing to be made by the installer on site when the system is
fitted.
RISK ASSESSMENT/HAZARD ANALYSIS

A suitable and sufficient risk assessment should be produced in advance of any site access
and/or installation work, to ensure that risks to health and safety can be properly identified.
The appropriate control measures must be implemented to eliminate or mitigate any risks.
Access, installation and risk mitigation must be pre considered, discussed and detailed
within a ‘project’ method statement.
Issue No: 2
Where RoofSafe Rail lengths have to be cut and/or drilled on site always take adequate
safety precautions. Only use tooling/fixtures that will ensure a clean perpendicular cut and/
or accurately placed holes.
3.2 The Mounting Structure

RoofSafe Rail can be fitted to a:
• Bulb type standing seam roof
• Folded standing seam roof
• Built up roof
• Composite roof
Where compatibility between the structure and the system can not be verified by either
approval or a structural engineer, a tensile test must be performed on the structure in a
controlled environment. The details of the system and test results should be checked by a
structural engineer to ensure compatibility. The compatibility is normally proven by using a
Hydrajaws pull tester (code 7241125, Safety Eyebolt Kit MK 2) to verify the pullout load for
individual fasteners.
Later in the manual there are details of fasteners/anchors to suit your structure.
3.3 Gaining Access to the System

The entry point is defined as the point where the user can attach to the system. The exit
point is defined as the point where the user can detach from the system. The entry point
and the exit point can be at the same position. It is important to remember that the user is
not fully protected from a fall until the carriage is fully engaged onto the system, the tamper
proof/ plunger stop is fitted and the user is connected to the carriage. Where the carriage is
permanently fitted to the system the user is not fully protected until the connection between
the carriage, lanyard and harness is made.
In planning the configuration of the system, adequate consideration should always be given
to the positioning of the rail with regards to the above. The entry point should always be in
a safe area, i.e. free from fall hazards. Where this cannot be achieved, a secondary means
of fall protection needs to be installed to give protection whilst bridging the gap between the
access route and the RoofSafe Rail System. The same consideration needs to be made in
respect to the exit point, should it be in a different position to the entry point.
Issue No: 2
3.4 Environmental Conditions
BIMETALLIC CORROSION
Bimetallic corrosion (or Galvanic Corrosion) is the accelerated corrosion of one metal placed
in contact with a different more noble (less corroding) metal. It generally occurs around fixings
such as nuts and bolts, rivets or welds in situations where different metals are in contact
and can become wet. In the case of the RoofSafe Rail product stainless steel is more noble
than 6000 series aluminium alloy, but the two metals are close to one another in the nobility
table so corrosion is extremely unlikely. If any corrosion were to occur it would occur on the
less noble material,in this case the aluminium rail. Capital Safety use Stainless Steel A4 70
fasteners where ever possible as they offer excellent corrosion resistance for the wide range
of environments that we expose our systems to. “A4”signifies that the fastener is made from
the corrosion resistant austenitic stainless steel.“70” relates to 1/10th of the tensile strength
of the fastener. So a fastener with a rating of 70 has a tensile strength of 700 N/mm2.
ENVIRONMENTAL PERFORMANCE OF ROOFSAFE RAIL

RoofSafe Rail is extruded from 6000 series aluminium alloy. This grade of alloy is a high
strength alloy containing magnesium, manganese and silicon. The 6000 series alloy has the
highest strength and can be heat treated. The 6000 series alloys are used in applications
such as buildings, structures, machinery and process equipment applications.
The addition of manganese assists in controlling the grain structure whilst the magnesium
markedly increases the strength of aluminium without unduly decreasing the ductility. Capital
Safety has chosen to specify the heat treatment to the T6 condition. Alloys in T6 condition
generally have the highest strength without sacrificing other properties which are required
from the material in this application.
RoofSafe Rail is not coated as the 6000 series aluminium has excellent resistance to
atmospheric corrosion (often called weathering) and in many outdoor applications, such
alloys do not require shelter, protective coatings or maintenance. UniRail is also extruded
from 6000 series aluminium alloy and is anodised as standard, as it is frequently used in
more aggressive environments. Aluminium alloys of the 6000 series are resistant to corrosion
by many natural waters. The more important factors controlling the corrosivity of natural
waters to aluminium include water temperature, pH, and conductivity, availability of cathodic
reactant, presence or absence of heavy metals, and the corrosion potentials and pitting
potentials of the specific alloys.
The RoofSafe Rail will fit to a wide variety of roof types. Roofs vary greatly in their design,
structure and material composition. The RoofSafe Rail is not coated as standard, but a
powder coating can be specified to match a particular RAL colour or anodised to improve
the corrosion resistance. If you have concerns about specifying RoofSafe in a hazardous or
aggressive environments or on particular roof profile then contact Capital Safety for further
assistance.
Issue No: 2
THE EFFECT OF TEMPERATURE ON ROOFSAFE RAIL
The coefficient of thermal expansion of 6000 series aluminium alloy is relatively high at 23x10-
6/°C.
RoofSafe Rail is fixed at regular intervals to the seams or crowns of the roof so it does not
have the freedom to expand and contract. A change of temperature causes the rail to move
in all directions, therefore it is important to allow for a 2 - 3mm gap between joining rails
where possible. The largest change will be seen on the longest length, ( i.e. the length of the
rail at 3m) but as the rail is fixed in individual sections back the roof, it is not free to float and
hence grow as a continuous length of free material would.
The effects of temperature variations could induce stress in the rail and subsequently the
roof the rail is being fixed to. The worst case could be seen on a roof where the difference
between the coefficient of thermal expansion is greatest.
If the rail was fitted onto a steel roof, the difference in dimensional change can be seen
below:
A 3m length of RoofSafe rail exposed to temperature increase of 30° C will expand by:
30°C x 23 x 10-6 x 3m = 0.00207 m.( 2mm) (0.08”)
The equivalent expansion of the steel when exposed to a 30° C change:
30°C x 15 x 10-6 x 3m = 0.00135 m.( 1.35mm) ( 0.05”)
A difference in length of 0.65mm (0.025”)
For other coefficients of thermal expansion refer to the engineers reference table section 4.4.
In most cases the change in length will not be noticeable as the movement will be taken up
in the clearance around fixings, movement of clamps and flex in the roof sheet.
If you are installing in a location which sees large temperature variations (over 30°C) in 24
hours and only one element of the roof or rail is exposed to the change then it is worth
investigating an engineered solution which can accommodate this. Contact Capital Safety
for help to develop a solution for your project.
The safe operating temperature range for the RoofSafe product is -50°C (-58°F) to 150°C
(302°F) (excluding any rubber or plastic components). For specialist applications in extreme
temperatures contact Capital Safety.
Issue No: 2
3.5 Environmental Impact
As one the leading manufacturer’s of fall protection products Capital Safety are aware of
the impact that our products and services have on the environment. Capital Safety are
committed to understanding and communicating these impacts to our customers as part of
the continuous development of our environmental policy.
The aluminium economy is a circular economy. Aluminium is 100% recyclable without any
loss of its natural qualities. Recycling involves melting the scrap, a process that requires
only five percent of the energy used to produce aluminium from ore. In addition, recycling of
aluminium products only emits 5% of the greenhouse gases emitted in primary aluminium
production.
The extrusion of RoofSafe Rail starts with aluminium alloy Ingots, these are cut into billets
and then heated to extrusion temperature. Pressure is then applied to force billet through a
die. Once the profile emerges it is then cooled via air or water. Extrusion allows for metal to
be placed where it is needed most therefore maximising material use. Any waste aluminium
is recycled. Remelting facilities are enclosed to monitor and contain gas emissions during
the process.
3.6 Rescue Planning

The Working at Height regulations requires the employer to make specific provisions for
emergency planning. Work should be appropriately planned and previsions should be made
for emergency situations. The need for rapid and appropriate response following a fall must
not be ignored. Being suspended whilst unconscious for any length of time, in extreme
scenarios leads to death, therefore it is important that rescue planning is taken seriously.
It is important to establish whether you are planning for a “rescue” or an “evacuation” as this
can affect the equipment and training required. A rescue is usually the recovery of a casualty
by another person. An evacuation is typically carried out by a trapped user to escape from
a remote situation.
Having recognised the need for timely rescue and evacuation it is vital that adequate resources
are in place for each work site. Resources should include rescue/evacuation equipment and
personnel who have been trained to use the equipment. In addition to this, personnel should
receive first aid training to enable them to manage a victim who is unconscious or in medical
distress.
For further information visit www.capitalsafety.com
Issue No: 2
When planning a rescue/evacuation the following should be addressed:
• The safety of the person carrying out the rescue
• The anchor points to be used for the rescue equipment
• The suitability of the equipment for the specific rescue/evacuation scenario
• The method which will be used to attach the casualty
• The fall protection system which the casualty will be using
• The direction the casualty needs to be moved to get them to a position of safety
• The needs of the casualty following the rescue
• The number of people required for the rescue
• A method for effective communication between the rescuer and the casualty
• Be aware of the dangers of prolonged exposure to suspension in harness and post
rescue treatments.
When working at height a sensible strategy is to employ two workers for the task, so if one
falls, the other can assist in the rescue, or can summon help. High visibility clothing, whistles
and personal alarms are all items worthy of consideration. Before performing a rescue assess
the following:
• Assess the situation to make sure that a rescue needs to be performed
• Alert the emergency services
• Identify anchorage points
• Identify where the casualty will be moved to
• Make sure all members of the rescue team know their role within the procedure
Most procedures will recommend that the emergency services are called and informed
of the situation so the appropriate assistance can be mobilised. In many circumstances,
particularly in metropolitan areas, such a response may be sufficient, however in remote/
exposed situations the capability of the emergency services is limited. Operatives will require
the competence, equipment and procedures to initiate rescue and evacuation independently.
In which case the following factors should be explored:
• Consider Personal Protective Equipment, anchorages and procedures that reduce shock
loadings and fall distances.
• Pre position or have available access equipment such as Mobile Elevated Work Platforms
or platforms that will enable simple rescue and evacuation as required.
• Consider the use of specialist rescue and or evacuation devices - on the basis that they
will be infrequently used, operated by non professional trained operators and should
therefore be as ‘fail safe’ and technically simple as possible.
Capital Safety offer a range of rescue devices, contact Capital Safety for further details.
Issue No: 2
4. Designing Your System
4.1 Specifying the System
Only installers authorised by Capital Safety are allowed to install and service the RoofSafe
Rail System. The site assessment (section 3.0) in this manual should have answered the key
questions to enable the design of the systems.
To avoid excess cutting and drilling operations, and to avoid rail wastage it is recommended
that the full length of the rail sections are utilised wherever possible (3m, 118” lengths as
standard). Once a system layout has been completed a list of materials can be complied.
Pay particular attention to:
• Spreader Plate Measurements (allowing for clamp & crown widths).
• Angles of corners.
• Type and quantity of Rivets/Clamps to be used.
• T
he number of carriages to allow for the users, a rescue strategy and/or suspended
access.
JOINING RAIL
We recommend that the full system is arranged on the roof prior to fixing in position (see
installation instructions). The rail length and the position of the rail joins can then be located
between the roof crowns/seams (See Fig 7). This applies to fall arrest, fall restraint and
suspended access for joints and corners. Where possible the joint in the rail should be
located equally between the crowns/seams, thus reducing the cantilever effect on any one
crown or seam.
Recommended 2 – 3mm
Seam/Crown expansion gap
Rail Joint
Equal Distance
Fig. 7
Issue No: 2
CLAMPS & RIVETS
A key consideration in specifying the system lies in the holding down force of each section
of the rail. In calculating the holding down force we assume that the full force of the fall
is applied to one rail length (3m,118” ). Consider the number of rivets or clamps that are
required on a given profile in tension and shear. The tensile values you use should be based
on the pull out load of the rivet or the pull off load of the clamp. On most roof sheets it is the
roof that will fail before the clamp or rivet. Pull off loads for the clamps on given profiles are
featured in the reference section within this manual.
The rivet breaking strength is detailed on the datasheet. Rivet pull out values on specific roof
sheets are not freely available so pull out testing is often required to determine the strength
of the roof sheet. Our typical system layout for trapezoidal roofs is based on testing of the
rivet on a composite panel with a 0.4mm (0.016””) steel outer skin.
A 7.7mm Bulb tite rivet pulls out of this panel at 2kN (450 lbf) . The 7.7mm bulb tite rivet should
hold a minimum of 2kN in a given roof sheet. Based on this result our typical trapezoidal
system has a pull of load of 28kN (6,295 lbf). (14 rivets on a 3m length) x 2 kN = 28kN.
A 3m length must hold a minimum tensile pull off force of 24kN (5,395 lbf) per rail length
(3m), twice the maximum load seen when two users fall on the system generating a total
force of 12kN (2,698 lbf). When creating a layout refer to our typical layouts in the Technical
Datasheet Pack. You must follow the clamp and rivet configurations to ensure the system
meets the requirements detailed above.
ENVIRONMENT
Due consideration should be given to any localised environmental factors that may affect the
performance of the system or the requirements for inspection. Factors may include, but are
not limited to: extremes of temperature, exposure to chemicals or fumes which may cause
or accelerate corrosion, possibility of vibration or impacts from other equipment etc.
ORIENTATION
RoofSafe Rail is designed to be attached to the outer skin of a trapezoidal built up or
composite roof or a bulb type / folded standing seam roof. The Installation of the System
in a non horizontal attitude (e.g. on an incline) is NOT permitted for falling purposes ( e.g. in
those cases where it is essential that the carriage automatically locks onto the rail.) If the site
requires the system to be installed in a non horizontal attitude (e.g. to gain access to the roof
ridge please contact Capital Safety.)
It is important to take into consideration fall factors, the type of work that is being carried
out and where the worker needs to be positioned to carry out the work safely. The system
should be mounted in an orientation that gives the best possible protection without hindering
the users ability to work.
Issue No: 2
INSPECTION REQUIREMENTS
The frequency and type of inspection required can affect the specification of the system.
Under normal conditions the system must be inspected every 12 months in accordance
with Capital Safety’s Maintenance Check Sheet. The inspection should be conducted by an
approved Capital Safety installer. A system which will be used for suspended access should
be inspected every 6 months or in accordance with local government regulations. The same
inspection period applies for systems which are subjected to a highly corrosive environment.
Where access to the system for maintenance is limited you may need to use an elevated
work platform.
STRENGTH OF THE SUPPORTING STRUCTURE

The strength of the supporting structure needs to be assessed by a structural engineer
before the system is installed, it is important that the strength and the number of fixings used
are strong enough to support the loads transferred back to the structure.
Issue No: 2
4.2 Forces on the system
The RoofSafe System complies with the EN795 class D standard and is OSHA compliant. It
has also been tested extensively by Capital Safety. We find that a rail system reacts differently
from a traditional cable system. A cable system transfers high loads (Up a maximum of 20kN
(4,496lbf)) to the end anchors in the event of a dynamic load (fall) being applied.
The broad base of RoofSafe Rail prevents it bending in the same way as the UniRail product.
This means it reacts like a beam, sharing the load between all fixings directly attached to that
particular section of rail. This is a great advantage on roof sheets which can be only 0.4mm
thick.
Users of the system MUST all use Energy Absorbing Lanyards which conform to the
appropriate national standard. The lanyard has to limit the load on the user to less than 6kN
(1,350lbf). A load of 12kN (2,698lbf) could be applied if two users were to fall at exactly
the same time and their arrest force was transferred at the same time. The load of 12kN
(2,698lbf) is equally shared between the fixings securing the rail onto the roof sheet. In most
scenarios this is expressed as shear force on the fastener.
Figure 8 shows a length of RoofSafe Rail fixed with standing seam clamps. There is minimal
deformation seen in the rail when a dynamic load is applied at point A. When a static load
of 12kN (2,698lbf) is applied the rail will elastically deform typically no more than 25mm (1”)
across its length. Typically for the testing performed all of the peak energy generated in a
dynamic fall has been absorbed within 3/10th of a second.
Fig. 8
Issue No: 2
As part of the ongoing development of the RoofSafe Rail product we are now performing FEA
(Finite Element Analysis). The FEA highlights the stress levels in the product. This series of
images show the stresses at the clamps when a static load is applied. It is worth considering
that the dynamic load only applies an instantaneous load. The stress levels highlight the
intensity of the stress they do NOT indicate failure, they indicate where failure may occur
when more force is applied.
Fig. 9
Fig 9 shows a section through the rail and clamps. The Von Mises forces show the internal
stress from the horizontal shear load which is acting across the rail and brackets. The stress
level is slightly higher on the front fastener (fastener on the left) as it has a larger contact zone
than the fastener on the right.)
Fig. 10
Fig 10 highlights the stress distribution as a tensile load. Note the higher stress seen in the
rear fastener (fastener on the right) as the overturning moment attempts to pull the fastener
from the clamp.
Issue No: 2
STRESSES ON THE CARRIAGE AT 6KN
This FEA section shows the stress levels on the carriage at a load of 6kN (1,350lbf). The
most noticeable point is the comparative stress level in the rail relative to the stress on the
carriage. The stress distribution shows the rail is bending with an axial tensile force. The load
applied to the rail by the carriage is mid span, between clamps at 0.8m (2.62 ft) centres.
The rail is undergoing simple bending therefore the tensile and compressive forces are of
similar magnitude.
In the carriage the high stress level is again found at the local area of load transfer from one
component to another (Fig 11). The constraint holding the wheel to the rail and in turn the
shackle shows a high level of stress. This stress concentration will reduce when the contact
area increases due to elastic and plastic deformation of the components.
This confirms the physical test data gathered by Capital Safety on this system.
Fig. 11
Issue No: 2
4.4 Engineer’s Reference Table
6000 Series aluminium alloy Rail Section Metric Imperial (US)
Density 2.70 g/cc 0.0975 lb/in³

2
0.2% Proof Stress 255 MPa (minimum) 16.5 tonne / in
2
Ultimate Tensile Strength 295 MPa (minimum) 19.1 tonne / in
Elongation 10% Minimum 10% Minimum
-6 -6
Coefficient of Thermal Expansion for Aluminium 23 x 10 m/°C 12.3 x 10 in/°F
2
Cross Section Area 902.39mm2 0.774 in
Moment of Inertia Ixx = 128523mm4 0.309in4
Iyy = 1038581mm4 2.4966in4
Elastic Modulus 70GPa 1.46x109 lb/f2
Poisson Ratio 0.35
Coefficient of thermal linear expansion Aluminium 20 x 10-6 K-1
Concrete 12 x 10-6 K-1
Steel 15-16 x 10-6 K-1
Zinc 31 x 10-6 K-1
Brass 18 x 10-6 K-1
Issue No: 2
5. Personal Protective Equipment
All Personal Protective Equipment (PPE) used in conjunction with the RoofSafe Systems
should carry the following markings:
• CE mark or appropriate national certification (CSA, OSHA, AUS, NZ).
• Date of manufacture.
• Standard that it has been manufactured to.
Any harness to be used should be a full body harness. All lanyards used must have an
energy/shock absorbers.
Slings to be used with the system or as part of a work access provision, must be suitable
for use as Personal Protective Equipment. Only slings made from man made fibres such as
Polyamide or Polyester webbing are suitable for this application, and must have a minimum
breaking strength of 22kN (4,945.8 lbf).
Slings ropes and lanyards should never be connected directly to each other as movement
can cause excessive wear, a suitable connector such as a locking Karabiner should be
used.
Issue No: 2
6. System Maintenance & Inspection
The following instructions cover the servicing procedures for the RoofSafe Rail System. They
exclude the servicing requirements for anchors and Personal Protective Equipment such as
harnesses, energy-absorbing lanyards and connectors.
The table below sets out occasions when servicing may be required Type of servicing
and the type and content of service needed. required
Routine reasons (e.g. annual service under BS EN 365) A
Customer request (unscheduled) A
A defect or damage has arisen in use B
The system has sustained a fall arrest loading C
TYPE “A” SERVICING
A.1 Removal of the Carriage from System

In installations which have the tamper proof end stops, the carriage remains mounted to
the rail at all times. To gain access to the RoofSafe Rail System use a spare carriage or a
separate means of fall protection if necessary. Remove the carriages from the system by
removing the screws securing the tamper proof end stops.
A.2 Cleaning
If any part or component of the system needs cleaning prior to examination, proceed as
follows:
• C
arriage: To clean, immerse the carriage in a mix of hot water / mild detergent. The
carriage can then be rinsed and dried using a clean non-abrasive cloth. Solvents and
acidic based products must not be used for cleaning.
• R
ail: The carriage cleaning procedure can also be used to clean the rail. A fibre brush can
be used to remove dirt, etc. Never use wire brushes and never use solvents.
A.3 Examination of the Carriage

• Ensure that the connection between the energy-absorbing lanyard and the carriage
shackle is secure.
• E
nsure that the carriage shackle is free to pivot and that its securing pin is centrally locked
on the inside face.
• E
nsure that the four wheels are in place, undamaged and are able to rotate. Check that
each has its securing clip in place and that the wheel axle is not loose.
• E
nsure that the knurled knob is unscrewed sufficiently to prevent a restriction on the rail.
Check that the securing clip is in place.
Issue No: 2
• C
heck the carriage for obvious damage, such as cracks, heavy indentations or severe
corrosion. Remove any dirt from the inside face and bearing wheels. Remove the carriage
is it appears unserviceable.
• If the shackle requires lubrication, apply a light water repellent lubricant sparingly; avoid
contact with the carriage wheels, lanyard and harness. Do not use any type of lubricant
on the carriage wheels.
A.4 Preparation to the Examine Remainder of System

Depending upon the type of system, examine the tamper proof stops/plunger stops for
obvious defects such as cracks or heavy corrosion.
• T
amper Proof Stop: Hold the tamper proof stop and give it a sharp tug to ensure that it is
secure. Also check with a torque wrench that it is tightened to 15Nm (11.1 lbf).
• P
lunger Stop: On the plunger stop ensure that the plunger operates satisfactorily. replace
any defective articles.
Put on the safety harness to be used with the system in accordance with the manufacturers’
instructions. Connect one of the energy absorbing lanyards to the attachment point of the
harness and the other to the carriage.
A.5 Examination of Remainder of System

Walk along the RoofSafe Rail System and ensure that the carriage glides along the rail
without being impeded. Check that the system components are not defective. Ensure that
all joints are complete with fittings intact. In particular:
• R
ail: Check for any obvious damage such as cracks, heavy indentations, deformation or
severe corrosion. Deformation and indentations may be evidence of a fall.
• C
heck for chemical contamination (e.g. discolouration) and heat damage (e.g. weld
spatters). Particular attention should be paid to joints.
• E
nsure that the other system stop is firmly in place and that it prevents the carriage from
coming off the rail unintentionally. Check that the moulded rail end covers are not missing
or split.
• C
heck the security of the rail at regular intervals by giving it a sharp tug, pay particular
attention to joints. Look for external damage to the supporting structure, e.g. roof seams.
• C
heck that all joints are in line with their mating rail section and that the carriage cannot
come off at this point.
Issue No: 2
• C
heck all fixings which anchor the rail to the structure for obvious damage and ensure that
rivet heads are not protruding, clamp bolts are tightened and grub screws are torqued to
15Nm. Also check rails joints are secure. If a structural fixing is in question then remove
and replace.
Any defective parts should be marked and replaced as necessary. Refer to TYPE “B” Service
instructions for replacing rail components. Record that the servicing has been carried out on
the inspection/servicing sheet and system label.
IMPORTANT NOTE:
IF IT IS SUSPECTED THAT A FALL ARREST
HAS OCCURRED, CARRY OUT A TYPE “C” SERVICE
TYPE “B” SERVICING

Once the defect has been identified it must be assessed against the rejection criteria under
the Type “A” Service. Replace defective carriages as necessary. Replace rail sections/
components in accordance with the instructions below.
B.1 Damaged Rail sections

Determine the shortest distance to an end-rail assembly from the defective rail section.
Carefully drill out the rivets in all the rail sections covering this length, or remove clamps.
Remove the rail sections in the same order as originally riveted/clamped so that after the
defective rail section has been replaced they can to be secured in the correct sequence.
Rivet/clamp a new rail section in place following the original sequence in accordance with
the Installation Instructions. If the rail section is part of a joint, replace spigot pins with new
ones
After rectifying the defect, the whole system is to be checked in accordance with the Type
“A” Service, as there may be other defects unrelated to the incident.
Record that the servicing has been carried out on the inspection/servicing sheet and system
label.
WARNING !
THE FOLLOWING PROCEDURES ARE FOR REPLACING
DAMAGED OR DEFECTIVE COMPONENTS FOLLOWING NOTIFICATION THAT THE
SYSTEM IS UNSERVICEABLE.
DO NOT ATTACH TO THE SYSTEM
UNDER THESE CIRCUMSTANCES.
USE A SEPARATE SAFE MEANS OF FALL-PROTECTION
Issue No: 2
TYPE “C” SERVICING
Ascertain on which part of the system the fall took place. Depending upon the severity of the
fall this could be identifiable by markings on the rail section or by deformation. The persons
involved in the incident should also be able to give an indication.
The following actions are

to be carried out on the Action
component below:
Carriage(s), Lanyard(s), Dispose of and replace with new items
Harness(es)
Workplace structure to A specialist is to be called in to ascertain whether or not the structural fab-
which Roofsafe Rail System ric has been weakened as a result of the forces generated during the fall.
is attached Once it has been determined that the structural fabric is in a satisfactory
condition, anchor work can proceed.
Rail and Attaching Replace the section on which the fall took place and the two adjacent
Components sections* flanking the fall section.
If the fall occurred on a join replace the two adjacent sections* flanking the
join.
*That is each adjacent fully serviceable section either side of the fall sec-
tion.
All replacement work is to be carried out in accordance with servicing section B.1 above.
After carrying out all rectifying actions, the whole system is to be checked in accordance with
the Type “A” Service, as there may be other defects unrelated to the incident. Record that
the servicing has been carried out on the inspection/servicing sheet.
ANY DOUBTS WHICH EXIST REGARDING THE DESIGN, INSTALLATION AND/OR

SERVICING OF THE UNIRAIL SYSTEM SHOULD BE DISCUSSED WITH CAPITAL SAFETY
BEFORE COMMENCING WORK.
DO NOT PROCEED WITH AN INSTALLATION IF YOU ARE AT ALL UNCERTAIN.
CAPITAL SAFETY
TECHNICAL SUPPORT
Issue No: 2
7. Reference Documents
7.1 Abbreviations and Definitions
The following is a list of terms and their meanings as used in this publication
(Further standards are listed in section 7.2 of this guide):
BS EN 795 The European Standard for protection against falls from a height concerning
anchor device requirements and testing
lanyards
energy absorbers
BS EN 361 The European Standard for protection against falls from a height concerning full
body harnesses
connectors
BS EN 363 The European Standard for protection against falls from a height concerning fall
arrest systems
instructions for use and markings
BS 7883 Code of Practice for the application and use of anchor devices conforming to BS
EN 795
89/686/EEC EC Directive relating to Personal Protective Equipment design and test
SI 3139 Statutory Instrument 3139 The Personal Protective Equipment (EC Directive)
Regulations 1992 - the transposition of 89/686/EEC into UK National Law
OHSA 1926.502M (d) (15) (i) Fall protection systems criteria and practices.
Issue No: 2
7.2 Standards Table
European Standards Description Synopsis Test Data Available *
Standards /Documents
EN 795:1996 Protection against falls Class D: Comprises anchor device NEL Test certificate &
from a height- anchor employing horizontal rigid anchor rails Declaration of
devices- requirements Conformity
and testing
Dekra Annual
Conformity Certificate
US Standards
OSHA 1926.502M Fall protection systems (a) “General.” This appendix serves as a Declaration of
criteria and practices. non-mandatory guideline to assist em- Conformity
ployers comply with the requirements in
1926.502(d). Paragraphs (b), (c), (d) and
(e) of this Appendix describe test proce-
dures which may be used to determine
compliance with the requirements in
1926.502 (d)(15) (i). As noted in Appen-
dix D of this subpart, the test methods
listed here in Appendix C can also be
used to assist employers comply with
the requirements in 1926.502(e) (3) and
(4) for positioning device systems.
Australian/
New Zealand
Standards
AS/NZS 1891.2.2001 Industrial fall-arrest This Standard specifies design and Declaration of
systems and performance requirements for systems Conformity
devices Part 2: Horizontal and associated component hardware
lifeline and rail systems for horizontal lifelines and rails used
AS/NZS for fall-arrest purposes. The Standard
covers systems using either rigid rails or
flexible lines.
AS/NZS Industrial fall-arrest This Standard specifies requirements Declaration of
1891.4.2000 systems and and sets out recommendations for the Conformity
devices Part 4: Selection, selection, safe use and maintenance of
use and maintenance industrial fall-arrest systems and devices
based on the use of safety harnesses
(including belts), horizontal life lines and
rails, fall-arrest devices, and associated
lanyards, connectors, anchorages and
fittings...
* If copies of the test certificates are required please contact Capital Safety and quote certificate number.
Issue No: 2
7.3 Markings Explained
Carriage Sticker
1 Standards to which the system
conforms; EN 795: 1996 Class
D, OSHA Compliant and AS/
NZS1891.2
Protection against falls from a
1
height-Anchor devices. UniRail Carriage EN795:1996 Class D 2
7241006 3 OSHA Compliant
2 Read Instruction for use 5 4 www.capitalsafety.com AS/NZS1891.2
3 Part code and description
4 Web Address
5 Product Line logo
System Tag
Standards to which system

Installation Date / Installatiedatum / Fecha de instalación / Montagedatum /
1 Date d'installation / Data da instalação / Data installazione / Installationsdatum
Installed By / Geïnstalleerd door / Instalado Por / Montiert durch / Installateur / Instalado por / Installato da / Installerad av
conforms. 4 Contact Number / Contactnr. / Tel. de contacto / Kontakttelefon / Téléphone / Nº de Contacto / Numero contatto / Kontaktnummer
Min Ground Clearance (m) / Min. vrije valruimte (m) / Distancia minima hasta el suelo (m) / Mindestabstand zum Boden (m) /
6
Read Instructions for use

Hauteur libre minimale (m) / Altura mínima livre (mt) / Distanza libera minima da terra (m) / Min. höjd ovanför marken
2 rail Max Users Per Span / Max. aantal gebruikers per overspanning / Máximo de usuarios por vano / Höchstzahl der Benutzer pro
Spannweite / Nombre maximal d’utilisateurs par portée / Nº máximo de utilizadores por vão / N. utenti max. per sezione / Max. användare per skena
5 Max Users Per System / Max. aantal gebruikers per systeem / Máximo de usuarios por sistema / Maximale Benutzer pro
3 Web Address rail
System / Nombre maximal d’utilisateurs par système / Nº máximo de utilizadores por linha / N. utenti max. per sistema / Max. användare per system
Next Service Date / Datum volgende keuring / Próxima fecha de revisión /
1 Termin der nächsten Wartung / Prochaine date d’entretien / Data da
próxima Inspecção / Data prossima manutenzione / Nästa servicedatum
4 Product Line logo 2
EN795:1996 Class D
OSHA COMPLIANT
AS/NZS 1891.2 & 1891.4
System Serial No / Serienummer / Número de serie del sistema / Seriennummer des Systems /
Numéro de série / Nº de série do sistema / N. di serie sistema / Systemets serienr.
Use Energy Absorbing Lanyards / Gebruik energie-absorberende verbindingslijnen / Utilice acolladores de absorción de energía / Verwenden Sie falldämpfende
Brand Family
Sicherheits-/Anschlagseile / Utilisez des longes à absorption d’énergie / Usar cordas com amortecedor de energia / Utilizzare funi ad assorbimento d’energia /
5 www.capitalsafety.com Använd energiupptagande taljerep
6 System information to be filled in 3
by installer
Component Marks
1 Each Component is either
marked with a batch number or
given a unique GRN number
to enable traceability of parts.
1
Issue No: 2
Capital Safety Group, through our Uniline brand is the global market leader in the design and
manufacture of engineered fall protection systems. Through a combination of expert knowledge and
practical experience, we can help our customers reduce risk and increase safety when working at height.
Our comprehensive Uniline range of products offers fully compliant, practical solutions for structures of all
types, in all industries. Our ethos of delivering quality, service, training and support for our customers has
earned Uniline a deserved reputation for excellence around the world.
Operating through specialist safety companies globally, Uniline provides local support and installation
services to meet the specific safety objectives of all our customers.
If you need a safety solution for roof The products in our Horizontal systems range are
access during maintenance and some of the best know brands in fall protection
inspection tasks, then look no further safety. The versatility of these products combined
than Uniline’s Roofing product range. with Uniline’s expertise in fall protection ensures we
Our products, including roof anchors, can solve even the most complex of height safety
horizontal lifelines & horizontal rail problems in industry, construction, façade access
systems offer comprehensive protection and for all manner of building maintenance and
for workers on all types of roofs. inspection tasks.
The best vertical fall protection systems in A unique range of custom access
the world won’t let you down. The extensive products for challenging fall protection
development of this range of products for situations in transport and industry.
vertical structures including masts, towers, These solutions are structurally analysed
pylons, wind turbines, silos, bridges and and designed to our customers exact
chimney stacks ensures customers will needs and specifications.
enjoy the safest and most functional climbing
experience possible.
local distributor/systems integrator
Worldwide Locations
UK USA AUSTRALIA & NEW ZEALAND
5a Merse Road 3833 SALA Way 95 Derby Street
North Moons Moat Red Wing Silverwater
Redditch, Worcestershire MN 55066 NSW 2128
B98 9HL USA AUSTRALIA
UK freephone: 800 328 6146 freephone: 1800 245 002 (AUS)
t: +44 (0) 1527 548 000 t: +1 (651) 388 8282 freephone: 0800 212 505 (NZ)
f: +44 (0) 1527 591 000 f: +1 (651) 388 5065 t: +61 2 8753 7600
f: +61 2 8753 7603
EUROPE, MIDDLE EAST & AFRICA CANADA
Le Broc Center 260 Export Boulevard ASIA
Z.I. 1re Avenue – BP15 Mississauga No 6 Tuas Avenue 18
06511 Carros Le Broc Cedex Ontario L5S 1Y9 638892
FRANCE CANADA SINGAPORE
t: +33 (0)4 97 10 00 10 freephone: 800 387 7484 t: +(65) 65587758
f: +33 (0)4 93 08 79 70 t: +1 (905) 795 9333 f: +(65) 65587058
f: 888 387 7484
www.capitalsafety.eu
www.unilinesafety.com

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Designer’s

3.0 Site Assessment 10

4.0 Designing Your System 16

5.0 Personal Protective Equipment 23

6.0 System Maintenance & Inspection 24

7.0 Reference Documents 28

2.1 Authorised Installers

2.3 Work Restraint, Fall Arrest & Suspended Access

Work Restraint Orientation Fall Arrest Orientation

This can occur if:

Rail Deflection (mm) at 0.8m (2.62 ft) fixing centres

A) Inaccessible zone A) Potential swing fall zone

Fig. 6.1 Fig. 6.2

During a site survey the following information should be gathered:

RISK ASSESSMENT/HAZARD ANALYSIS

3.2 The Mounting Structure

3.3 Gaining Access to the System

ENVIRONMENTAL PERFORMANCE OF ROOFSAFE RAIL

3.6 Rescue Planning

STRENGTH OF THE SUPPORTING STRUCTURE

6000 Series aluminium alloy Rail Section Metric Imperial (US)

Density 2.70 g/cc 0.0975 lb/in³

TYPE “A” SERVICING

A.1 Removal of the Carriage from System

A.3 Examination of the Carriage

A.4 Preparation to the Examine Remainder of System

A.5 Examination of Remainder of System

TYPE “B” SERVICING

B.1 Damaged Rail sections

The following actions are

ANY DOUBTS WHICH EXIST REGARDING THE DESIGN, INSTALLATION AND/OR

DO NOT PROCEED WITH AN INSTALLATION IF YOU ARE AT ALL UNCERTAIN.

89/686/EEC EC Directive relating to Personal Protective Equipment design and test

Standards to which system

Read Instructions for use

6 System information to be filled in 3

local distributor/systems integrator

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