This invention relates to a safety rail system for installation on structures such as buildings and more particularly, but not exclusively, on the roofs of buildings. For example, the invention relates to a safety rail system which can be installed on a sloping roof either parallel to or perpendicular to a ridge of the roof.

Known roof safety systems fall into two categories: cable safety systems and safety rail systems.

The cable safety systems are fitted to structures by posts supporting the cable at regular intervals. A cable safety system is able to permit a user access to large areas of a structure such as a roof, and enables a user to change direction to access a particular region of the structure without the need to detach from the safety system. However, when a load is applied to the cable by a person attached to a safety line, the load is transferred through the cable into the posts and so into the structure, such as a roof. The loads are typically quite high and so can potentially damage the roof structure. Although cable systems are reasonably inexpensive to manufacture and install, they can also be rather obtrusive and impact upon the aesthetic qualities of a building or other structure. The use of cable safety systems is limited by the cable deflection that occurs when a person falls. This restricts the use of cable systems on relatively low level structures as a user may strike the ground before their fall is arrested. WO-A-02 44 496 describes a safety rail system which can be mounted along the length of a roof by fixing a rail to a roof sheet by simple fastening techniques . This known safety rail system uses a two-part extrusion in which two components are interconnected with staggered joints. A system employing staggered joints is expensive to manufacture and transport and is complicated to install on a structure such as a roof. It is in any event dangerous to work on elevated structures such as roofs and the need to carry multiple different components onto a roof and carry out a complicated installation procedure increases the danger unnecessarily. There are also alignment difficulties with the system because of the need to slide together the engaging extrusions and to offset their joints. Such a construction method restricts the manner in which the safety rail system can be installed on a structure and can result in an otherwise aesthetically pleasing structure becoming an eyesore, as other intrusive components may need to be added to make such a system safe and functional. Moreover, this known safety rail system only facilitates movement along a line parallel with the ridge of the building or other structure, restricting movement around the contours of the structure. Consequently, it is impractical to fit such a safety rail system to a significant number of structures because of the remaining hazards in the event of a fall .

There is therefore a need for a safety rail system which can be easily retrofitted to a structure such as a roof, which evenly distributes the loading to the roof structure, which eliminates the cable deflection that can occur in cable systems, which increases its potential for use on a wider range of structures, and which enables a user to navigate changes in direction without detachment.

Accordingly, the object of the present invention is to provide a safety rail system which overcomes or at least ameliorates the above mentioned disadvantages.

According to the present invention there is provided a safety rail system including at least two rail members arranged end-to-end and a spigot securing together adjacent rail members, wherein each rail member comprises:

a longitudinally extending rail, a longitudinally extending support flange formed integrally with the rail and adapted for securing the rail to a structure, and a profiled keyway extending in the longitudinal direction substantially entirely through the rail;

and wherein the spigot engages with the profiled keyway of adjacent rail members so as to secure the rail members together.

The spigot may be profiled so as to complement the profiled keyway, whereby relative motion between adjacent rail members is inhibited. The safety rail system may also include fastening means for securing the spigot relative to the rail member. The spigot may be provided with an axial bore. For example cable means, such as an electrical heating element, may extend through the profiled keyways of the rail members and through the bore of the at least one spigot .

The rail may have a cross-sectional configuration comprising two laterally extending portions which taper substantially to a point, the two portions being at an obtuse angle relative to each other so as to form a shallow V.

A support flange may extend on opposing longitudinal sides of the rail .

The safety rail system may include a longitudinally extending web between the rail and the support flange.

The safety rail system may include at least one spreader plate secured to and extending transversely of the support flange of at least one rail member.

The safety rail system may include a rail member connected to a connecting member, the connecting member comprising a longitudinally extending rail formed with a profiled keyway, and a profiled spigot interconnecting the connecting member with the rail member in a manner whereby relative rotation between the rail member and the connecting member is inhibited. The system may include two rail members interconnected by way of the connecting member, a profiled spigot interconnecting the connecting member with each of the rail members. The connecting member may have a cross-sectional configuration including two laterally extending portions which taper substantially to a point, the portions being at an obtuse angle relative to each other so as to form a shallow V. In one embodiment of the invention the connecting member has opposing longitudinal faces, each opposing face having a cross sectional configuration including two laterally extending portions which taper substantially to a point, the portions being at an obtuse angle relative to each other so as to form a shallow V.

The safety rail system may include a rail member connected to a bridging member, the bridging member comprising a longitudinally extending rail formed with a keyway, a substantially cylindrical spigot interconnecting the bridging member with the rail member in a manner whereby the bridging member is rotatable about the longitudinal axis thereof relative to the rail member. The bridging member may have a cross-sectional configuration including two laterally extending portions which taper substantially to a point, the two portions being at an obtuse angle relative to each other so as to form a shallow V. In one embodiment of the invention the bridging member has opposing longitudinal faces, each opposing face having a cross-sectional configuration including two laterally extending portions which taper substantially to a point, the portions being at an obtuse angle relative to each other so as to form a shallow V.

For a better understanding of the present invention and to show more clearly how it may be carried into effect reference will now be made, by way of example, to the accompanying drawings in which: Fig. 1 is a perspective view of one embodiment of a safety- rail system according to the present invention, fixed to a structure in the form of a building roof;

Fig. 2 is a perspective view of two adjacent sections of the safety rail system shown in Fig. 1;

Fig. 3 is a perspective view, partly cut away, of two adjacent sections of the safety rail system shown in Fig. 2;

Fig. 4 is a side view of part of the safety rail system shown in Fig. 1;

Fig. 5 is a side view, on a larger scale, of adjacent sections of the safety rail system shown in Fig. 4;

Fig. 6 is a perspective view of one embodiment of a spigot forming part of the safety rail system shown in Fig. 1;

Fig. 7 is a perspective view of another embodiment of a spigot forming part of the safety rail system shown in Fig. 1;

Fig. 8 is a perspective view of part of the safety rail system shown in Fig. 1 incorporating the spigot shown in Fig. 6;

Fig. 9 is a perspective view of an embodiment of the safety rail system according to the present invention fixed to two different types of structure; Fig. 10 is a perspective view of a bridging unit forming part of the safety rail system shown in Fig. 9;

Fig. 11 is a perspective view of the bridging unit of Fig. 10 incorporated into the safety rail system shown in Fig. 9;

Fig. 12 is an end view illustrating different rotational orientations of the bridging unit shown in Fig. 10;

Fig. 13 shows an embodiment of the safety rail system according to the present invention installed on a structure in the form of a hip corner of a roof;

Fig. 14 is a view on a larger scale of part of the safety rail system shown in Fig. 13; and

Fig. 15 is a view of part of a safety rail system according to the present invention showing a safety traveller attached to a safety rail.

Referring to Fig. 1 there is shown a safety rail system 2 including a first rail portion 20 secured to a structure in the form of a building surface 8 extending in a direction substantially perpendicular to the slope of the building surface 8 and including a second rail portion 22 extending in a direction substantially parallel to the slope of the building surface 8. The building surface 8 is typically a building roof and is typically a profiled roof comprising adjacent ridges 16 and valleys 18 extending along the line of maximum slope of the roof.

Each rail portion 20, 22 comprises a rail integral with a base, the base including flanges 6 for attaching the rail portion to a structure. There is a longitudinally extending web between the rail and the support flange. The rail has a cross-sectional configuration adapted to retain a traveller (Fig. 15) on the rail. As can be seen from Figs. 2 and 3 the rail is formed with two laterally extending portions which taper substantially to a point, the two portions being at an obtuse angle relative to each other so as to form a shallow V. Thus the traveller can be provided with wheels or rollers in known manner which engage with the upper and/or lower surfaces (as shown in the figures) of the laterally extruding portions.

In the first rail portion 20 holes 4 are drilled along the length of the lower flanges 6 of a base of the safety rail system 2 during installation, to allow the base of the safety rail system 2 to be fixed to the building surface 8. In the case of the rail portion 22 the safety rail system 2 is secured to the building surface 8 by way of a plurality of fastening spreader plates 10 which extend transversely of the rail portion 22 so as to bear on adjacent ridges 16 of the building surface 8. The fastening plates 10 are secured to the lower flanges 6 at intervals along the length of the safety rail system 2. Holes 12 are drilled in the fastening plates 10 during installation to enable the system to be fixed to the building surface 8. The fastening plates 10 or the flanges 6 of the rail system - S - 2 are fixed to the building roof using rivets or any other conventional fastener which may fasten by penetration of clamping, for example. The form of the flanges 6 and the pattern of fixings ensures that there is even load distribution in the system and so the roof should remain undamaged in the event of a fall. Fig. 1 also shows a preformed corner unit 24 joining the portions 20 and 22 allowing continuous movement by a user between rail portions. The safety rail system 2 has end stops 26 at its ends to prevent a traveller moving along the rail disengaging from the rail system.

The flanges 6 on each side of the rail are each provided with an upstanding ridge 7 which is spaced laterally from and extends substantially parallel to the rail. The upstanding ridges 7 ensure that wheels of the traveller (not shown) run smoothly and also inhibit the traveller from grounding out on the rail .

Referring to Fig. 2 there are shown two sections 28 of safety rail. Each safety rail section 28 may be made, for example, in the form of an aluminium or aluminium alloy extrusion, but may alternatively be made of other suitable materials such as composites or stainless steel. If desired the safety rail sections 28 may be provided with a suitable coating such as a powder coating or a PVC coating for bonding and sealing with suitable roofing materials. The safety rail system 2 is assembled from sections 28 of safety rail to form a continuous safety rail system along which a traveller (not shown) can move. A hollow female keyway 30 runs through the entire length of each safety rail section 28 and any corner unit 24. That is, keyway 30 is substantially cylindrical with a longitudinal recess extending from the periphery thereof in the manner of a keyhole. This allows the extruded safety rail sections 28, or a rail section 28 and a corner unit 24, to be joined together without the need to slidably engage two separate components. A male key spigot 32 runs within the hollow female keyway 30 between the adjacent safety rail sections 28 to join the adjacent sections. That is, the spigot 32 is substantially cylindrical and is formed with a longitudinal protrusion to engage with the recess formed in the keyway 30 to inhibit relative rotation between adjacent sections 28 or adjacent section 28 and corner unit 24. The male key spigot 32 can be secured in position during installation by grub screws 34.

Figs. 3 to 5 show adjacent sections 28 of safety rail joined to form a continuous piece of rail 36. The cutaway region of Fig. 3 shows the male key spigot 32 joining the two adjacent female keyways 30 and secured in place by grub screws 34, while the larger scale view of Fig. 5 shows the position of the securing grub screws 34 in more detail.

Fig. 6 shows the male key spigot 32. The key profile 42 fits into the corresponding hollow female keyway 30 shown in Fig. 2 and as such prevents relative rotation between the spigot 32 and the keyway 30 and therefore between adjacent sections 28 of the rail. As can be seen from Fig. 6 the spigot 32 is formed with a an axial bore 44 which allows a cable 46 (see Fig. 8) , for example in the form of an electrical heating element, to pass through the safety rail system 2. The purpose of the cable 46 will be explained in more detail hereinafter.

Fig. 7 shows a plain male spigot 40 of simple hollow cylindrical form. The lack of a key profile on this spigot allows it to rotate within the female keyway 30 and therefore allows relative rotation between adjacent sections 28 of rail. The bore 44 allows for passage of a cable 46 (see Fig. 8) through the spigot 40. The purpose of the spigot 40 will be explained in more detail hereinafter.

Fig. 8 shows part of one section 28 of safety rail. The male key spigot 32 is secured within the hollow female keyway 30 by grub screws 34. As can be seen the bore through the spigot 32 allows the passage of a cable 46, for example with the form of a heating element, through the spigot 32 and so through the entire safety rail system 2. The cable provides a defrosting system in adverse weather conditions. An additional use for the safety rail system is to act as a snow and debris trap, whilst allowing water to pass beneath the system by way of the roof valleys 18. If the cable 46 is a heating element then any snow trapped by the safety rail system can be dispersed as meltwater preventing an excessive buildup of snow on the building roof.

With reference to Fig. 9 there is shown a safety rail system 2 installed to run from a first structure 48, which is in this case the wall of a building, to a second structure 50, which is in this case the roof of a building, by means of a bridging unit 52 of safety rail 54. The bridging unit 52 also has a cross-sectional configuration adapted to retain a traveller. To this end one face of the bridging unit is formed with two laterally extending portions which taper substantially to a point, the two portions being at an obtuse angle relative to each other to form a shallow V. A second face of the bridging unit, opposite the first mentioned face, is similarly provided with laterally extending portions which taper substantially to a point, the two portions being at an obtuse angle relative to each other so as to form a shallow V. Thus the bridging unit 52 is provided with two opposed formations which are adapted to retain the traveller, making it easier to rotate the bridging unit in order that the traveller can pass on to or off the bridging unit . The safety rail sections 28, are secured to the structures as described in relation to Fig. 1, for example by means of either direct rivetting or other fastening to the structure surface, or by rivetting or otherwise securing to fastening plates which are subsequently rivetted or otherwise fastened to the structure surface. The rail sections 54 secured to the wall structure 48 are of a different form to the rail sections 28 secured to the roof structure 50. The rail sections 54 secured to the wall are of the same profile as the rail sections 28 but without the flanges 6. The wall mounted rail sections 54 are still provided with a hollow female keyway running along their length, and adjacent rail sections are butted up end to end and secured by the use of male spigot pins 32. The wall mounted rail sections 54 are secured to the wall 48 by means of a bracket or other conventional fastening. Fig. 10 shows the bridging unit 52 in more detail. As can be seen from Fig. 10 the bridging unit 52 comprises a section of rail without the flanges 6. Nevertheless, the bridging unit 52 is provided with a hollow female keyway 30 running along its length. The plain spigot 40 is inserted into the keyway 30 at each end of the bridging unit and the spigot is secured by grub screws 34. The use of the plain spigot 40 allows rotation of the bridging unit 52 relative to the adjacent rail sections. This is accomplished because, when the protruding end of the plain spigot 40 is inserted into the female keyway 30 of an adjacent rail section 28, 54, then the protruding end of the spigot 40 is not secured with grub screws 34 and the bridging unit 52 can be rotated relative to the adjacent static rail section 28 which is secured to the structure surface. The rotation can be in either a clockwise or anticlockwise direction.

Fig. 11 shows an arrangement as described above whereby the bridging unit 52 illustrated in Fig. 10 is attached to an adjacent rail section 28, 54. The use of the plain spigot 40, which is only secured by grub screws 34 in the bridging unit 52 and not the rail section 28, 54, allows rotation of the bridging unit 52 relative to the rail section 28, 54. The bridging unit 52 is connected at each end to rail sections 28, 54. As these rail sections 28 are secured to the structure surface it is not necessary from a safety aspect for the protruding ends of the plain spigot 40 to be secured inside the female keyway 30 of the rail sections 28, 54. Fig. 12 is an end view of the bridging unit 52 and shows the female keyway 30 and the plain spigot 40. The dashed lines indicate different rotational positions of the bridging unit .

As can be seen from Fig. 11, the bridging unit 52 is correctly aligned with one rail section 54 (the left hand side of Fig. 11) and is incorrectly aligned with the other rail section 28 (the right hand side of Fig. 11) . A traveller (not shown in Fig. 11) can pass between the left hand rail section 54 and the bridging unit 52 but cannot pass between the right hand rail section 28 and the bridging unit . However the bridging unit 52 can be rotated into the correct alignment with the right hand rail section 28 so the traveller can pass over the joint. This rotation can be achieved without the user having to disconnect from the safety rail system.

With reference to Figs. 13 and 14 there is shown part of a safety rail system 2 installed onto a roof with a hip corner. The curved corner unit 24 is used to conduct the rail around the corner of the roof and conveniently has a cross-sectional configuration the same as that of the bridging unit 52. A rotatable bridging unit 52 is positioned between each end of the corner unit 24 and the adjacent rail section 28 and allows a user to pass from one rail section to another by way of a bridging unit 52, the corner unit 24 and a further bridging unit 52 without having to disconnect from the safety rail system. The combination of rail sections 28, corner units 24 and bridging units 52 enables the safety rail system according to the present invention to be provided on a wide range of structures. Alternatively, a corner unit 24 may allow the safety rail system to pass over a ridge or valley of a roof structure.

Fig. 15 shows a traveller 62 adapted to roll or slide along the rail . This traveller incorporates rollers in a known manner to facilitate movement along the rail. The traveller 62 has an eye hook 64 to which a safety line can be attached.

The present invention provides a cost-effective safety rail system which can be used on a wide range of structures to enable a user to work in a potentially hazardous position. The safety rail system is relatively inexpensive and is easy to install because it uses a small number of simple components. The use of spreader plates and corner units, together with bridging units as necessary, allow the system to travel around the contours of the structure, thus ensuring a worker can remain safely attached to such a system at all times. If desired the safety rail system according to the present invention can mate with existing rail systems with the bridging unit acting as a form of linear turntable if necessary, allowing the traveller to pass from the existing system to the system according to the invention even if the systems are installed at different angles.

Modifications and variations to the present invention are possible. For example, the safety rail may have a different cross sectional shape, depending on the configuration of the traveller used. The shape of the female keyway and male spigot keys may also be different to that illustrated. The safety rail system may also be employed on a planar roof if spacer blocks are used beneath the base unit to allow the passage of water beneath the base unit.