Incident Prevention Magazine

Art Liggio

Breaking Down Barriers: Using Data as a Tool in the Driver Safety Communication Process

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Utility fleets today have access to a wide variety of valuable data from sources including telematics systems, motor vehicle records and crash statistics, all of which track drivers’ actions behind the wheel. With the vast amount of information available and the efficiency technology offers, it can be tempting to believe instilling safe driving behaviors in your organization’s drivers can be turned into an automated process.

The truth is that you can robotize behavioral change to a certain extent, but if you are using only automated processes, don’t expect them to make any true, long-lasting change. At best you will achieve the most basic level of driver compliance because in this scenario, the driver is not integral to the process but rather just the object of it. And as soon as you pull the plug on any technological monitoring of drivers, expect that evidence of risky driving habits will likely resurface in your next round of risk management reports.

The growing lure to rely almost exclusively on data inputs for managing safety – without including personal and direct involvement from the very drivers you expect to influence – creates a barrier to meaningful progress. It’s one that essentially positions drivers on one side as a problem to be controlled and management on the other side commanding that the drivers comply with the rules. This impersonal approach could lead to more severe incidents and higher crash rates in the future, which could mean increased injuries, fatalities, and revenue loss resulting from payouts and repair costs.

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Matt Edmonds, CUSP, CHST, CET

Establishing and Evaluating a Value-Driven Safety Culture

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“Safety” is a word many of use daily in our line of work. Within our organizations, we have safety manuals, safety procedures, safety meetings and even entire safety departments. But I often wonder how many times workers have truly considered the question, “What does safety mean to me?”

Safety is “the condition of being safe from undergoing or causing hurt, injury or loss,” as defined by Merriam-Webster. If you were to come up with your own definition of safety, what would it be? Some common responses I’ve heard include having the ability to go home at the end of each day, not getting injured and following all of the rules.

Whatever their definition of safety happens to be, most people don’t head to work each day planning to get hurt – but it does happen. And the reasons why often reflect the safety culture of the workplace. Relatedly, how an organization’s leadership team defines safety has an enormous impact on the company safety culture.

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Chip Darius, CUSP, OHST, CET, CSHO

Investigating and Documenting Slips, Trips and Falls

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People are affected by gravity at every moment of their existence. There is an ongoing struggle between this planet, which never stops trying to pull things to its center, and humans who are trying not to be overcome by the pull. In the battle against gravity, humans rely on balance, coordination, traction and decision-making. In work environments, employers are responsible for managing hazards; reducing or eliminating hazards that could cause slips, trips and falls; training employees; and investigating incidents to prevent recurrence. The remainder of this article will focus on the investigation and documentation of slips, trips and falls in the utility work environment.

Terminology and Goal
Clear definitions help guide us to clear outcomes, improved safety and reduced risk. People may refer to “slipstripsandfalls” as a single thing, but they are each distinctly different. Slips, trips and falls can occur alone or in combination.

The employer’s goal is to reduce risk of injuries and incidents by maintaining clean, dry, well-lit workplace walking surfaces with appropriate traction that matches the user’s expectations; managing footwear; eliminating trip hazards; avoiding slippery contamination; and training workers. 

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Skylar Ely

Building and Delivering Effective Safety Courses

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At some point, you most likely have heard a co-worker say, “Alright, it’s time for the safety meeting.” Immediately after that, you typically have heard grumbling from other co-workers who were not looking forward to a meeting they believed would be slow and painful. If you’re a safety trainer, you’re probably somewhat familiar with this response and routinely wonder, “What can I do to make my safety training sessions both informative and enjoyable?”

While there is no magical solution or formula, there are a few strategies that trainers can use that will allow trainings to become valuable events that engage trainees and deliver meaningful content.  

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Jim Vaughn, CUSP

Train the Trainer 101: OSHA, Training and Certification

The occupational safety and health industry and civil authorities require that employers provide training to employees. In the U.S., OSHA mandates safety training related to tasks assigned to employees. The agency often also requires the employer to certify that the training has been completed. In fact, if you have an incident requiring OSHA notification, the first question that will be asked is, “Was the employee trained for the task?” The second inquiry will be a request for documentation of the training, usually followed by an enforceable subpoena for those training records.

Training and certification of training are important for two reasons. The first is that training has clearly been demonstrated to reduce incidents and injuries to workers. Second, OSHA will hold employers accountable for the training they conduct. The penalties for willful violation of training requirements are rarely discussed, and I hesitate to do it here, but the record shows that if an employer does not train, and OSHA can show the employer knew training was required, the penalties are based on willful violation. Penalties for willful violations that result in fatalities can include jail time for the employer. In addition, if OSHA wins a willful violation case, the employer can expect charges of negligence under both civil and criminal liability standards. Don’t take this training responsibility lightly. I, like OSHA, would prefer employers be compliant for the welfare of the workforce because they are ethical and care about their employees. But if the threat of prosecution works, we still accomplish the desired outcome: a safer workplace.

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Danny Raines, CUSP

Voice of Experience: Saved by the Bond

In this edition of “Voice of Experience,” we’re going to examine a recent incident that helps to illustrate the point that when workers follow the rules of OSHA 29 CFR 1910.269(n), “Grounding for the protection of employees,” it can save lives.

Background Information
A transmission crew was assigned the task of transferring conductor and guys on the inside phase of a 115-kV three-pole angle. The pole had been set by another crew and was ready for the transfer; the three-pole-angle structure was sitting in a swampy area not accessible by trucks that day. The crew went in on a Marsh Master with tools to work on the structure.

A clearance had been arranged by the crew leader to de-energize and ground the 115-kV line. The switching order was reviewed and dispatched by a system operator at the origination point of the 115-kV line, about 25 miles west of the work location. There was a three-way GOAB switch approximately 25 miles east of the work location. The system operator was to initiate the switching order at the power plant. A crew person was assigned to open the GOAB switch. Two bucket trucks were assigned to ground on either side of the three-pole-angle midspan when the line was de-energized.

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Jim Vaughn, CUSP

August-September 2019 Q&A

Q: What is considered a forklift? We use wheel loaders equipped with accessory forks on our rights-of-way to unload and move poles and pole sections. We were told by our client’s safety inspector that the loader operators have to be certified as forklift operators because the loaders are equipped with forks. We have always used loaders and loader operators and never had an issue. Where do I find the information to resolve this issue?

A: OSHA refers to forklifts as powered industrial trucks or PITs, while the industry commonly calls them forklifts. OSHA’s construction standard has a section on material-handling equipment. The very last rule is 1926.602(d), “Powered industrial truck operator training.” The rule consists of a single note that states, “The requirements applicable to construction work under this paragraph are identical to those set forth at §1910.178(l) of this chapter.”

I have had people tell me that this rule means that operators of construction equipment using forks, like a loader, are required to be licensed or certified as a PIT operator. That is not the case. The PIT standard that contains forklift operation and training rules is found in the general industry rules. The second sentence of paragraph 1910.178(a)(1) states the following: “This section does not apply to compressed air or nonflammable compressed gas-operated industrial trucks, nor to farm vehicles, nor to vehicles intended primarily for earth moving or over-the-road hauling.” Wheel loaders are designed to move earth. They are not PITs even if they are equipped with forks.

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David McPeak, CUSP, CET, CHST, CSP, CSSM

Frontline Fundamentals: Coaching and Feedback that Maximize Performance

When I think of the truly great leaders I have had in my life and career, there is one common characteristic they share: the ability to effectively provide coaching and feedback with the primary goal of improving performance and the secondary goal of making me and the team better. Coaching and providing feedback are essential skills you must possess as a leader. They are critical to the success of your team and probably two of the best ways to gain influence and demonstrate C5 leadership (for a refresher on C5 leadership, visit https://incident-prevention.com/ip-articles/frontline-fundamentals-developing-a-complete-definition).

Demonstrating C5 Leadership
My son and I got involved with the Pinewood Derby when he was in Cub Scouts. Luckily for me, I have a friend whose son never lost a heat during his tenure as a Cub Scout. So, every year when it was time to make the derby car, I would call my friend and ask for advice on how I could help my son build his car (we all know the scouts do most of the work in Pinewood Derby construction). We would also seek his feedback during the construction process.

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