Driver compensation is usually measured in terms of an hourly wage or a rate based on travelled distances, but an array of additional incentives can play an important role in helping your fleet retain workers, lower fuel bills, and reduce accident claims.

In a recent study, for example, the US Federal Motor Carrier Safety Administration (FMCSA) concluded that safety incentives helped studied fleets reduce insurance claims, workers’ compensation claims and crashes by 65%.

“Incentive programs that offer progressively increasing safety bonuses for longer periods of crash-free operation would give drivers a material reason for staying with their employers rather than moving to another place of work, where they would have to start again to accumulate safety credits,” the administration added.

Traditionally, fleets pay safety bonuses equivalent to a cent per mile, but some will pay more than two or three cents, says Ray Barton, co-author of Incentive Programs for Enhancing Truck Safety and Productivity, a Canadian study into the issue.

“The companies that felt the strongest about their safety programs, they had both the financial incentives as well as the recognition incentives,” he adds. “The younger drivers prefer the idea of the money. People in the business a little longer, they liked the idea of the recognition.”

Barton points to his own wall of honours as proof, and a proudly displayed coffee cup that was offered for giving a presentation. “It doesn’t have to be a very expensive prize that goes with it. Just something that people can put up on their wall at home and the family can look at and be proud of,” he says.

In comparison, a financial incentive disappears once it’s spent. Financial rewards that are included in such a program should also be paid quarterly, the consultant says, noting that a driver can quickly become discouraged if a January accident shuts him out of a safety initiative for the rest of the year. “This way, if you do get into an accident, you get right back in the program quickly.”

Bonus cheques should also be kept separate from traditional pay, he adds. “Then drivers [become] more aware of it.”

Consider issuing incentives just before Christmas, or the beginning of the school year, when extra cash will be particularly appreciated.

The same approach can be effective when looking to achieve other measurable targets, such as improved fuel economy.

“If you put a fuel economy incentive in place, and you pay half the savings to the drivers, then you’re money ahead and the driver’s money ahead,” he suggests.

A fixed schedule of incentives can also play a role in reducing driver turnover.

“One of the firms, they paid their new drivers two cents a mile less than drivers who had been around a while. They had a huge turnover in the first six months,” Barton says, referring to research in his study. But it then added a safety incentive that accumulated for six months before it was paid out, and the turnover rate dropped to 20% from a traditional level of 70%.

Another company combined an array of incentives, including driver appreciation days, along with training that showed managers how to treat drivers with respect. That fleet’s annual turnover dropped to 30% from 100%.

“If you improve driver retention, you’ll reduce your accident costs,” Barton adds. “I’m not talking the spectacular, fiery crash.” But a driver more aware of a route will be less likely to dent fenders, snap mirrors or jump curbs.

Fleets, meanwhile, will enjoy another benefit. “In order to pay out the incentives, you have to keep good records, and that’s one of the great bonuses of an incentive program,” Barton says.

Of course, a program’s launch will be smoothest if you’ve already established a “baseline” of statistics from which to measure results, but that isn’t always possible.

“It’s great if you can have the before stuff,” he says, “but if you think you have a problem, you’re not going to sit around three years and measure data.”

A copy of Incentive Programs for Enhancing Truck Safety and Productivity can be downloaded from http://www.safety-council.org/news/sc/1999/incentive.htm.

Many of us have seen pictures like this regarding how NOT to use a forklift.   Today forklift or Powdered Industrial Trucks (OSHA 1910.178) is number 6 on the most fined violations of OSHA’s Top Ten list.

About a year ago I posted the Forklift Quiz and answers.  The OSHA training requirements incorporate safe operation, training program implementation, training program content, refresher training and evaluation, avoidance of duplicate training, and certification.  Trainees must be initially trained in the following truck-related and workplace-related topics:

TRUCK-RELATED

• Operating instructions, warnings and precautions for type of truck
• Similarities and differences to automobiles
• Control and instrumentation location and use
• Engine or motor operation
• Steering and maneuvering
• Visibility
• Fork and attachment limitations and use
• Vehicle capacity
• Vehicle stability
• Vehicle inspection and maintenance refueling or charging batteries
• Operating limitations
• Other operating instructions, warnings or precautions listed in the operator’s manual

WORKPLACE-RELATED

• Surface conditions where truck is used
• Load composition and stability
• Load stacking, unstacking and transport
• Pedestrian traffic
• Narrow aisle and restricted area operation
• Operation in hazardous locations
• Ramp and sloped surface operation
• Unique or potentially hazardous conditions
• Operating the vehicle in closed environments

Because powered industrial trucks are manufactured by different companies with various models available, the training must be specific to the operating characteristics of the specific powered industrial truck the employee will be using.

I was recently shopping at my local garden center and was watching the forklift operator move skids of soil and mulch.  The driver was not wearing a seatbelt, and had little regard for the shoppers or other employees his was operating the forklift near.  Twice he almost hit another employee with a skid load of soil.  Either the training was not complete or the safety person needed to become more aware of this conduct.  Either way it was an incident waiting to happen.

The new brochure for the 20th Annual Chicagoland Safety & Health Conference (Sept. 15 - 18) is now available in PDF form. 20th CSHC Brochure2.pdf  There are interesting Pre-Show seminars, great Keynote Speakers and over 45 current sessions. The brochure contains registration information, and fact about some of the speakers. Looking forward to seeing you there!  CEU credits will be available.

The Compliance Resource Center usually does not talk about products, however the Smart Monitor Series by Ericson can help the construction industry to help meet OSHA’s construction site gound fault protection.

Ericson Manufacturing announces the release of our newest “smart” series of electrical plugs and connectors. The Smart Monitor Series utilize a new “thinking” module which detects many common electrical problems including loss of earth ground which effects lack of compliance to OSHA’s Worksite Assured Grounding Program. The dual color RED & BLUE LEDS indicate correct or incorrect electrical conditions on the cordset. Smart Monitor Plugs & Connectors constantly monitors these conditions:

No Ground
Loss of Ground In Cord
Hot/Neutral Swap
Reverse Polarity
Hot on Ground
Open Neutral.
RED LEDs indicate an electrical problem (and lack of compliance to OSHA’s Worksite Safety Program), where as a bright BLUE indication shows the cord or supply is “Good-to-Go”.

Last April, The Compliance Resource Center reported that NIOSH, OSHA and NHCA (National Hearing Conservation Assoication), recently signed and agreement  to help prevent work-related hearing loss.
Now researchers at NIOSH’s Pittsburgh Research Laboratory have developed QuickFitWeb, an online tool to allow users to check their hearing protection in a minute or less. The site notes that ear muffs, ear plugs, and other hearing protection devices can reduce the risk of hearing loss, but only if the wearer gets a good fit and wears them properly. The NIOSH sound player tool allows users to perform a quick test of whether they are getting at least a minimal 15 decibel (dB) level of protection.

The test sounds are bands of random noise with a center frequency of 1000 Hz. This is the same type of sound used in standard hearing protector ratings including the “American National Standard Methods for Measuring the Real-Ear Attenuation of Hearing Protectors” (ANSI S12.6). Both tracks are the same, but the second track is 15 decibels (dB) louder than the first. Most hearing protectors will block or “attenuate” sound by more than 15 dB if they are the right size and shape to fit the ears and are worn correctly. A sound that is barely audible at a worker’s threshold of hearing without hearing protection should be inaudible though hearing protection even if it’s boosted by 15 dB.

To use the tool, visit www.cdc.gov/niosh/mining/topics/hearingloss/quickfitweb.htm.

There have been a lot of inquiries into how to ship hazardous material and questioning whether you can ship it at all with today’s transportation laws. The United States Department of Transportation (DOT) Pipeline and Hazardous Materials Safety Adminsitration heavily regulates the transportation of materials in the United States. Previously, we wrote about shipping hazardous by air with FedEx and/or UPS.

The specific regulations define hazardous materials and specify how to conduct practically every aspect of hazardous material shipping. The shipping of hazardous materials can pose a serious danger to anyone who might come in contact with the shipment. The inappropriate shipping of hazardous materials is a serious problem that can result in injury, loss of life, major fines, jail time, and damage to property. Therefore, it is critical that one carefully follow the rules so that any possible unsafe condition is minimized.

The D.O.T. can and does impose severe penalties for anyone who knowingly or unknowingly violates these regulations. Packages that contain hazardous materials need to be properly labeled for shipping and the label designates the type of hazard the material presents. Hazardous material items that are commonly shipped incorrectly are aerosol cans, cosmetics, perfumes, nail polish, lipsticks, alcohol, products containing alcohol such as cleaning products and even alcoholic beverages are considered dangerous. The following are the officially designated hazard categories:

o 1.1 - EXPLOSIVES 1.1
o 1.2 - EXPLOSIVES 1.2
o 1.3 - EXPLOSIVES 1.3
o 1.4 - EXPLOSIVES 1.4
o 1.5 - EXPLOSIVES 1.5
o 1.6 - EXPLOSIVES 1.6
o 2.1 - FLAMMABLE GAS
o 2.2 - NONFLAMMABLE GAS
o 2.3 - POISON GAS
o 3 - FLAMMABLE LIQUID
o 4.1 - FLAMMABLE SOLID
o 4.2 - SPONTANEOUSLY COMBUSTIBLE
o 4.3 - DANGEROUS WHEN WET
o 5.1 - OXIDIZER
o 5.2 - ORGANIC PEROXIDE
o 6.1 - POISON INHALATION HAZARD (zone A or B)
o 6.1 - POISON (other than inhalation hazard)
o 6.2 - INFECTIOUS SUBSTANCE
o 7 - RADIOACTIVE WHITE-I
o 7 - RADIOACTIVE YELLOW-II
o 7 - RADIOACTIVE YELLOW-III
o 7 - EMPTY (empty packages of radioactives)
o 8 - CORROSIVE
o 9 - CLASS 9

D.O.T. shipping labels are available for all of these categories. These shipping labels are 4″x 4″ and come on rolls of 500, have semi gloss face stock, permanent adhesive, and come on a 1″ inch core. They also have the ability to custom make these labels to have a special blank white region to write your own personal messages or instruction on. This region does not come on the stock labels. It has to be requested and it can be requested blank or with a message preprinted.

If your application calls for a little more durable label, there are several material solutions for you. They can offer several different films such as polyester, Kimdura, and polypropylene. These materials will withstand water, chemicals, UV rays, and other environmental factors that paper will not.

These special materials are not stock and would have to be custom made by most manufacturers. They would also have a 7-10 business day lead time. FedEx and UPS both offer shipping methods for hazardous material. They also offer guides that explain their rules and regulations for shipping these products.

Shipping hazardous material can be quick and easy as long as the appropriate steps are taken. Knowing how to ship hazardous material the correct way is important. Please pass this information to those that are interested in this topic.

The Compliance Resource Center offers on-site, function specific training for the shipping of hazardous materials (Hazmat 49 CFR, part 100-185) by ground, air and ocean.  The CR Center can also assist with hazardous materials audits, security plans, hazardous spill training and more. Contact us at info@thecrcenter.com or 847-298-3063.

Trains transporting the most toxic hazardous materials must use the safest, most secure route.   Railroads will be required to route every train carrying the most toxic and dangerous hazardous materials on the safest and most secure route under a new federal rule announced today by U.S. Secretary of Transportation Mary E. Peters.

Railroads will be required to route every train carrying the most toxic and dangerous hazardous materials on the safest and most secure route under a new federal rule announced today by U.S. Secretary of Transportation Mary E. Peters.

“This strong measure better ensures that rail shipments of hazardous materials will reach their final destinations safely and without incident,” said Secretary Peters, noting the rule applies to trains hauling Poison Inhalation Hazard ( PIH ) commodities such as chlorine and anhydrous ammonia which are heavily used in farming, water purification, and manufacturing.

Secretary Peters explained that beginning June 1, the rule requires railroads to conduct a comprehensive safety and security risk analysis of its primary route and any practicable alternative routes over which it has authority to operate. The analysis must consider information provided by local communities and a minimum of 27 risk factors like trip length, volume and type of hazmat being moved, existing safety measures along the route, and population density, she said. Railroads must implement their routing decisions based on these analyses by September 2009.

In addition, the rule includes several rail security provisions designed to guard against tampering with the rail hazmat car during transportation, the Secretary said.

The new rule complements the Department’s proposal last month to increase by 500 percent on average the amount of energy a rail hazmat tank car must absorb during a train accident before a catastrophic failure occurs, Secretary Peters said. This dramatic improvement in puncture resistance can be achieved with innovative designs, materials, and technologies available today and in combination with speed restrictions, she said.

“Stronger hazmat tank cars moving on the safest and most secure rail routes will enhance safety for people living in big cities and rural towns all across America,” Secretary Peters said.

The interim final rule on rail hazmat routing was developed by the Department’s Pipeline and Hazardous Materials Safety Administration in consultation with the Federal Railroad Administration, and fully complies with the provisions of the Implementing Recommendations of the 9/11 Commission Act of 2007.
 

A typical day in the life of the EH&S manager might go something like this:

Get in the office at 7 AM and go over all the previous days reports about any incident(s) that occurred.  Next you get that cup of coffee to spill over all those reports.  Now you check out the 50 or so E-mails of which at least 30 require a response.  Now it is time to walk the facility and do a short audit to make sure the people are wearing their PPE.  Go back and check more e-mails, and go over the budget for this month.  It’s 9AM and time for your first managers meeting of the day.  You report on 1 incident and what is happening to the employee.  Now back to the office to write your agenda for the weekly safety meeting and go over the OSHA 300 log.  After a short break you need to go over training records to see who needs what training and when can you get it done. Time to start designing a hazardous materials training class for new employeesas some of your MSDS sheets have changed.  Lunch, and then back to designing the training class you use to outsource, but not in this year’s budget.   Call coming in from the floor about a machine-guarding problem (no one hurt).  Have to go on the floor with maintenance to check the machine (lockout/tagout), they need it running for the production line.  Another call on the Nextel that employee requires minor first aid.  Go back to the office to call supervisors to schedule training, but hey are NOT happy to have to take people away from production.  Your boss calls and wants a report about safety to give to his/her boss.  Day almost over, you go back and check on machine to make sure it is properly guarded and find some flammable hazardous materials left out unattended.  Talk with supervisors about this and how to put them away correctly. 5:30PM, time to leave the building, but have to keep Nextel on just in case.  Oh no, I forgot to get the safety meeting agenda put together, well tomorrow is another day.

Here is who I was today:

• A manager
• An IT person
• Asafety person
• Administrative assistant
• A finance person
• An instructional designer
• A maintenance person
• A medic
• An arbitrator
• An employee
• Oh Ya! a family person too!!!

So what do you think, sound something like your day?  How many other jobs do you do that I left out?  Send a comment and we will compile a complete (as possible) of all the jobs a safety manager has to do.  Let’s hear from you.