A 46-year-old truck mechanic was changing the air chamber on a truck to re-build the air brake. To test his work, he asked the driver to start the truck. The driver started the engine from outside the truck. The truck should have been in neutral, but it was in gear and started to roll. The differential hit the mechanic in the shoulder, breaking his collar bone.

Because he had chocked the wheels, his life was saved. However, he was off work for 58 days and his claim cost over $9,000. Even though this is a task the mechanic does every day and a driver he trusts, he has learned from this experience. In his own words, he said that he will never be under the truck when it starts. And before working on a truck, he will make sure it’s in neutral, himself. That’s good advice.

The above information was derived from Publication No. 90-34-2009 (SHARP Program, Washington Dept. of Labor & Industries)

A number of years ago, Midwestern Insurance Alliance raised the bar for safety directors. When a driver got hurt on the job MIA was no longer content with the brief injury description provided on a workers’ compensation claim form, but instead began soliciting much more detailed information, regardless of how cut-and-dry the incident seemed. What was the condition of the equipment? What were the environmental factors? What was the sequence of events leading up to the incident? These questions (and more) were intended to identify the factors that contributed to each incident. To solicit this information, MIA asked safety directors to stop relying on the mental picture of the incident that they formulate when drivers explain what happened; and start asking drivers to physically demonstrate what happened (to the extent that it could be done safely). Lastly, we asked safety directors to get suggestions from the injured driver regarding how to prevent a similar incident from occurring again.

If you are doing these things, GREAT!!! But if you and your drivers are new to this approach, there may be an unintended and undesired consequence. Drivers may misinterpret what you’re doing and become defensive.

Regardless of what causes a driver to become defensive, understand that defensiveness presents a roadblock to cooperation and effective injury prevention efforts… particularly for trucking companies that must rely upon the cooperation of an unsupervised workforce. For that reason, it should be comforting to know that there are specific steps that can (and should) be taken to prevent a driver from becoming defensive when discussing a work-related injury.

First and foremost, before discussing an injury with a driver, take the time to put him at ease. Remind the driver that you are interested only in preventing a recurrence of the accident and that you can do this only with his assistance. Convince the driver that what you are seeking is a joint effort to prevent other accidents that could be far more serious.

Throughout the process, exercise caution not to make judgmental remarks. This will only put the person on the defensive and defeat the whole purpose of your inquiry.

Let the driver tell you what happened, in his own words. Don’t interrupt to clarify (”are you saying that…”), interpret (”in other words…”) or evaluate (”well now, in my opinion…”). If you don’t understand something, wait until the driver is finished and then ask. Then if you have questions, ask open-ended questions (ones that can’t be answered “yes” or “no”). That will get you much more information.

If possible, try to gather the details you need without asking “why” type questions (”Why were you doing…”, etc.), as “why” questions are likely to put the person on the defensive. Then, repeat the story, as you understand it. This will accomplish two things. First, it will let the driver be sure you understood what he meant (not just what was said). Second, it gives the driver a chance to hear what he said. Strangely, many of us don’t “listen to ourselves” while we are talking.

Lastly, end on a positive note. The best way to wind-up is by discussing corrective action that can be taken to prevent the incident from occurring again. Although you may have formed your own ideas of how to prevent future similar incidents, you will be well-served to get the insight of the driver who was injured. Chances are, he has given it more thought than you have. However, the manner in which you ask for his insight will very likely have a bearing upon how thoughtful and beneficial his response will be, and whether or not the he remembers your interaction with him as positive or negative.

Choose your words carefully. Don’t ask, “What could you have done to prevent this?” Instead, consider a more diplomatic approach by asking something like, “How can we use what happened to you to help new drivers avoid a similar injury?” This re-affirms what you stated at the onset, that your inquiry is a joint effort to prevent other accidents from happening in the future.

During their frequent visits seasoned insurance loss control consultants begin to identify trends or patterns in their clients’ safety management systems. Some are good – such as formal hiring practices or routine workplace inspections, while others may be substandard – such as inadequate supervision or inconsistent new hire training. Identifying these trends enables the consultant to commend or offer correction to a business owner with the ultimate purpose of injury avoidance and productivity.

One such trend in the transportation industry involves the company mechanics. Too often these employees are overlooked when it comes to occupational safety. There are several reasons why they are overlooked, and the results can be tragic, so don’t forget about your mechanics!

Reason #1 – Supervision: It would probably be better stated that the lack of adequate supervision is the problem. The number of mechanics is always much smaller than the number of drivers. The mechanics are working on site, while the drivers are out-of-sight. The occupational hazards faced by the mechanics are not as dangerous as those faced by the drivers. What’s the end result? The mechanics are ignored. Not totally, but they often don’t receive the type of supervision necessary to avoid loss.

Reason #2 – Training: Most often the “help wanted” announcement specifies that the company is looking for an experienced mechanic and when the applicant “confesses” during the interview he will describe his experiences, maybe even stretching the truth to get the job. So his polished interviewing skills got him the job, not his polished mechanical skills. Another factor comes into play. The mechanic may be fully qualified and experienced doing what he did from where he came, but what about at his new job – your company maintenance garage? Does he need to be trained on your policies and procedures? Absolutely!

Reason #3 – Tools: This issue is linked to both of those described above. If an employee is not familiar with the use of a tool, and he has not been trained in its use, then “undesirable events” will most likely result. Many of us have experienced this in our personal life. Do you remember the first time you used a tool/device and had absolutely no idea how it was supposed to be used? What did you do? Most likely you used it as you thought it should be used, and that may not have been correct or SAFE. Now you see the link to the Reasons # 1 and 2. This is not limited to new employees. New tools are frequently introduced into the workplace and this represents an uncontrolled hazard until the employee (user) is trained on its use.

Reason #4 – Work Environment: Where you work is just as important as how you work, what you work with and what level of supervision might be present. Fully competent mechanics who are placed in less than desirable work environments can get hurt. Inexperienced mechanics who are placed in less than desirable work environments will get hurt. So what is a less than desirable work environment? How about a facility without adequate lighting, space or equipment? Ever been in a garage where extension cords ran all over the place? How about using a forklift to temporarily hoist a vehicle while repairs are made? And what about performing repairs outside on an unlevel surface instead of in the garage on a hard, flat floor surface?

Summary: Don’t forget about your mechanics. Just because the cost to insure them is less than the cost to insure a driver – don’t forget about your mechanics. Just because they are next door in the garage – don’t forget about your mechanics. Just because their risk of injury is less than the risk faced by drivers – don’t forget about your mechanics. Select, train, equip and supervise properly. All employees are entitled to and deserve management’s attention – don’t forget about your mechanics.

Con-Way Freight launched their employee wellness program at several terminals in 2007 and is now expanding it to encompass 6,400 employees. According to an article on the Fleet Owner website the company has seen workplace injuries and workers’ compensation costs decrease by 80% and lost work days cut by 75% at locations in which they implemented the employee wellness program. In comments provided to Fleet Owner, Bob Petrancosta (VP of Safety for Con-Way Freight) credited the employee wellness program with helping lifelong smokers quitting smoking; helping employees lower chronic high blood pressure; and helping overweight employees shed pounds.

Because of its location, drivers who manually pull the fifth-wheel release without the aid of an assist-devise must stoop or squat and reach into the narrow area between the tractor frame and the trailer apron. While in that physically-awkward position, the driver must pull hard enough to release the king-pin. That can be a recipe for a shoulder, neck or back injury. Because it is difficult (if not impossible) to get solid footing and a secure stance while in that awkward position, a driver who pulls the fifth-wheel release by-hand increases the potential to fall backwards when a stubborn fifth-wheel finally gives.

The previous issue of Beyond the Cab suggested that air-operated fifth-wheel unlocking systems or newly-designed fifth-wheels that require less pulling force than standard fifth-wheel models may be a big part of the solution. Certainly these engineering advances should be strongly considered when defining specs for new trucks. However, the reality is that retrofitting existing trucks or purchasing new trucks with these devises represents a long-term solution. Implementing that long-term solution throughout the fleet may take 5 years or more.

Short-term solutions are needed to fill the gap. The good news is that there are a number of controls that can be employed to minimize drivers’ exposure to injuries associated with pulling the fifth-wheel release. The better news is that, as the safety director, you don’t have to pick just one. As a matter of fact, you are encouraged to use them all. In this issue of Beyond the Cab, we will take a more in-depth look at fifth-wheel hooks.

Fifth-wheel hooks are very likely the most commonly-considered control to address the hazard of pulling a semi’s fifth-wheel release. These are generally little more than a steel rod with a small hook on one end and a handle on the other end. In fact, many drivers fabricate their own out of rebar or stainless steel. By placing the hook onto the semi’s fifth-wheel release handle, a driver can stand erect while pulling, as opposed to the awkward posture described above.

Although the design concept is simple, not all fifth-wheel hooks are created equal. Whether a fifth-wheel hook is commercially-purchased or fabricated for personal use, drivers should be made aware that fifth-wheel hooks made of soft metal (such as aluminum) do not likely have the structural integrity for the job. In using an aluminum fifth-wheel hook, a number of drivers have fallen backwards onto the ground or thrust their elbow against an adjacent trailer because the hook portion of the devise straightened-out under the force on being used to pull a stubborn fifth-wheel release.

In addition to avoiding those fabricated from soft metals, before purchasing fifth-wheel hooks, determine the proper length by measuring the distance from the fifth-wheel release handle to the edge of the trailer. If the fifth-wheel hook is too short, a portion of the driver’s arm will still be under the trailer and he will not be able to stand erect when pulling. If the fifth-wheel hook is too long the driver may not have enough room to use it on those occasions in which there is limited space beside the trailer.

The specific configuration of the hook (the portion placed onto fifth-wheel release handle) is yet another consideration. Because some fifth-wheel releases have a latch mechanism, fifth-wheel hooks can be purchased with catches (Click here to see example). Under certain circumstances, hooks with a moderate bend are warranted, as opposed to those with a “J-shaped” hook on the end. Because hooks can get dirty from reaching under trailers, many drivers do not like to place the hooks back inside their cab. Instead, they store it behind their cab by dropping it through one of the holes in the catwalk (away from the driveshaft). This not only keeps a potentially dirty tool out of the cab, but makes it convenient to use every time. However, if this is how the hook is to be stored, the hook should likely have a 100-110° right angle bend so that it can be placed through the holes in the catwalk.

Although fifth-wheel hooks are an injury prevention tool, they have an ancillary benefit. The underside of the trailer is invariably dirty and greasy, even in the most pleasant of weather conditions. However, toss in some rain, snow or ice and the area between tractor frame and the trailer apron literally drips with slurry of road grime and grease. Many drivers have ruined shirts and jackets all the way up to their shoulder simply by reaching under a trailer to pull the fifth-wheel release. By keeping their arm from breaking the plane of the trailer, a driver not only helps avoid an injury, but also stays clean..

For the few drivers that pull van trailers with roll-up doors, a fifth-wheel hook can help prevent falls as well. Keeping the drivers’ feet on the ground, that same hook can be used to pull-down the trailer doors.

Some fifth-wheel hooks are marketed to also be used to pull the release for the sliding tandems. However that is a topic for a different issue of Beyond the Cab.

Do your drivers use fifth-wheel hooks? Have you ever asked them? A recent pole on Truck.Net revealed that 62% of drivers use fifth-wheel hooks religiously.

If you have further suggestions for controlling hazards associated with uncoupling trailers, we welcome your comments at losscontrol@midwesterninsurance.com. We also welcome comments on other non-driving hazards within the trucking industry and will post driver comments in future issues.

Copyright Ó2007 Midwestern Insurance Alliance

Midwestern Insurance Alliance, the exclusive workers’ compensation provider endorsed by the Kentucky Motor Transport Association (KMTA) and the Indiana Motor Truck Association (IMTA).

Although it’s not a complex task, uncoupling a trailer incorrectly can yield devastating results. For that reason, individuals new to the trucking industry are trained to follow very specific procedures. In large part, the uncoupling procedures included in driver training are intended to guard against dropping a trailer on raised landing gear, pulling airlines loose; or incurring other forms of property damage.

What driver training often fails to stress is the damage that can occur to the driver’s own body. Drivers pulling fifth-wheel releases can sustain shoulder, neck and back injuries. In an article in Dynamic Chiropractic entitled, “Upper Extremity Injuries in the Trucking Industry“ the authors indicate that injuries incurred from pulling a fifth-wheel release are often manifested as rotator cuff damage, subluxations (misaligned vertebrae) or lateral epicondylitis (tennis elbow).

Because of the location of the fifth-wheel release handle, drivers who manually pull the fifth-wheel release by hand must stoop or squat; reach into the narrow area between the tractor frame and the trailer apron; and then pull hard enough to release the king-pin. The amount of force required to pull the fifth-wheel release handle depends upon a number of factors, to include the fifth-wheel type; the degree to which the fifth-wheel has been properly maintained; and the frequency at which it is used. The force required to pull the fifth-wheel release can also be dependent on the positional relationship between the tractor and the trailer. Particularly when the tractor and trailer are not perfectly aligned, increased tension can be placed on the fifth wheel assembly, making it more difficult (sometimes nearly impossible) to pull the fifth-wheel release handle.

 

This picture shows a driver reaching under a trailer to pull a fifth-wheel release. Notice that the driver is in a position that may increase the potential for injury (relying upon small muscle groups in the arm and shoulder for pulling). Additionally, in that position, the driver is unable to effectively use the weight of his body for mechanical advantage.

For this particular hazard, air-operated fifth-wheel unlocking systems represent an engineering control. These devises permit the driver to control the uncoupling process from inside the cab with little more manual effort than pressing a button. These systems are designed to work only when the tractor and trailer are not in motion and the parking brake is engaged. When functioning properly, these devises completely eliminate the injury exposure to the driver’s shoulder, neck and back from pulling the manual fifth-wheel release. As such, air-operated fifth-wheel unlocking systems represent the most effective and most desirable control for this hazard. They are available both as options on new equipment and asretrofit kits for standard (manual release) fifth wheels.
retrofit kits for standard (manual release) fifth wheels.

Another mechanical means of addressing this hazard are newly-designed fifth-wheels that require less pulling force than standard fifth-wheel models. At 65 lbs. of pull-force, Fontaine’s No Slack II^® boasts to be easier to engage and disengage than any fifth-wheel on the market. As these still require drivers to manually pull the fifth-wheel release, they reduce (but do not eliminate) exposure to such injuries.

In the next issue of Beyond the Cab, other control strategies for addressing this hazard will be addressed, including the use of fifth-wheel release pulling devises; proper positioning of the power unit; executing proper body mechanics; and an effective preventative maintenance program. The next issue of Beyond the Cab will also reveal the results of an online poll that seeks to learn the percentage of drivers who have (and use) fifth-wheel release pulling devises.

If you have further suggestions for controlling hazards associated with uncoupling trailers, we welcome your comments at losscontrol@midwesterninsurance.com. We also welcome comments on other non-driving hazards within the trucking industry and will post driver comments in future issues.

Copyright Ó2007 Midwestern Insurance Alliance

Midwestern Insurance Alliance, the exclusive workers’ compensation provider endorsed by the Kentucky Motor Transport Association (KMTA) and the Indiana Motor Truck Association (IMTA).

I found this on YouTube and just had to post it here for the benefit of safety directors, trucking company owners and shop employees. Hat’s off to the folks at Star Leasing for their creativity! When was the last time that you had a safety meeting to address safety in your garage?

If you liked this one, they’ve got several others. Checkout Star Leasing Company’s YouTube Channel

If you haven’t already, checkout the new book by Barry Spurlock and Keith Wertz, CHOMP COMP: The Small Business Guide to Lower Workers’ Comp Premiums.

Unless you were there from open until close for all three days, and were able to limit the amount of time spent filling-out door-prize forms and watching various renditions of “Deal or No Deal,” it is unlikely that you saw everything that the Mid-America Trucking Show had to offer. I know I missed quite a bit. However my mission was limited. In fact, I attend the Mid-America Trucking Show each year intentionally planning to overlook many of the exhibits that most of the folks go to see. As the Loss Control Manager for Midwestern Insurance Alliance, I have a single-minded focus at the trucking show…. to find the products being promoted this year that will help prevent workers’ compensation claims within your business.

This article includes my top picks from the 2008 Mid-American Trucking Show (in no particular order). Each includes a link to the product’s website. If any link fails to direct you to the proper website, contact me at losscontrol@miains.com.

Ancra’s EZ Torque Winch is a creative innovation that can be expected to prevent injuries within the flatbed segment of the trucking industry. A replacement for conventional winches on flatbed trailers, the EZ Torque Winch makes winch bars obsolete, replacing winch bars with a removable hand crank that’s small enough to fit in your jacket pocket. Not only does this product remove the hazards of awkward postures, physical strain and the potential for the winch bar to slip out of the hole, it also keeps the driver close to the trailer – and hence lessens exposure to being struck by forklift or other vehicle. There are several other options from Ancra to minimize injury potential associated with tightening load-securement straps, including the Silver Cap (a ratchet winch) and a pneumatic winch. However my personal favorite (considering both functionality and cost) was the EZ Torque Winch.

If the EZ Toque Winch is too much of a financial burden to swallow at the moment; or if your drivers pull flatbed trailers that your company does not own, you may want to consider Kinedyne’s Ratchet Winch Bar. It is designed to work with a standard 4″ strap winch (or cable winch) and has a key to prevent the bar from slipping out of the winch while in use. A world of difference from a standard winch bar, Kinedyne’s Ratchet Winch Bar significantly minimizes awkward postures, such as overhead reaching to tighten load securement straps

Getting on and off of trailers is a necessity for virtually every flatbed driver. For drivers pulling van trailers or refers there is often a reason to get in/out of the trailer as well. Unfortunately, most trailers are not equipped with steps and handholds to make this task easy. Instead many drivers crawl up and jump down. There are a variety of portable and permanent steps and ladders to help drivers prevent drivers from falling while climbing on/off trailers. Safe-T-Steps is a new product on the market and has several advantages over many that have been available in the past. Not the least of these features is the size, weight and cost. It is small enough and light enough that drivers will actually use it, and it is inexpensive enough that company owners and independent drivers can afford it.

What About Your Mechanics

Although the bulk of your employees are likely truck drivers, let’s not forget your mechanics. After all they have significant injury exposures that are quite different than those of truck drivers. The following 3 products are my picks to prevent injures to your mechanics.

BlueTork is a new product from Chicago Pneumatic that combines the functionality of an impact wrench with that of a torque wrench. This tool is marketed to reduce vibration, noise and physical manual effort as compared with the traditional approach of using an impact wrench and a torque wrench to tighten wheel lugs. They also get my vote for the most unique website of the products listed in my top picks.

Another creative innovation that may prevent injuries within your truck/trailer maintenance is Gaither Tool Company’s Bead Booster GB-8A. This product has a couple unique features: an automatic valve with a foot pedal release mechanism, and a built-in tire stand that automatically sets the bottom bead allowing for use of lower air pressures. If you are not familiar with Gaither’s other tubeless truck tire tools, you are encouraged to spend some time on their website or even look to www.YouTube.com for some online videos of their products.

My final pick from the 2008 Mid-America Trucking Show is SafeTec’s X-Deck Platform. All too often to reach elevated areas in the truck maintenance garage involves using a stepladder or even an extension ladder. The forces created by side-reaching often causes ladders to fall and the results can be tragic. By providing a work platform and a more stable footing, SafeTec’s X-Deck Platform is clearly a safer alternative.

Whether you made it to the 2008 Mid-America Trucking Show or not, I’d love to hear your opinion. Have you used these products? Would you recommend them? How about other products – What other tools or equipment are you familiar with that might prevent a driver or mechanic within a trucking company from being injured on the job?

If you are a safety director within a trucking company your effectiveness is heavily dependent upon the actions of your company’s drivers, mechanics and other employees. However, even in trucking companies that place a strong emphasis upon injury prevention, some employees engage in “at-risk” behaviors, such as jumping from the steps of the cab, “yanking” a fifth wheel release while in an awkward position, or not using proper body mechanics while lifting. Frustrated, many safety directors see safety meetings as the only solution. But their frustration grows, as they realize that doing more of the same has little impact.

The truth is that the trucking industry presents some unique challenges relating to injury prevention. Not the least of these challenges is a workforce that carries-out their daily job duties away from the company facility while (for the most part) working alone. The reality is that the unique characteristics of the trucking industry are screaming for creativity and innovation within the safety management system. That may be stretching the personal comfort boundaries for safety directors who have been promoting safety essentially the same way for years. Nonetheless, safety directors who are serious about preventing employee injuries simply must think “outside the box.”

Many injuries in the trucking industry (an indeed in all industries) result from employees engaging in “at-risk behaviors” (behaviors that increase the likelihood of injury). As such, among the primary objectives for safety directors within trucking companies should be (1) to ensure that employees are aware of at-risk behaviors associated with their job tasks; and (2) to shape the behavior of employees so that drivers voluntarily avoid at-risk behaviors. In practical terms, the objectives should be for drivers to voluntarily and consistently face the cab and firmly grip the handholds when exiting their cab; to anticipate a shifted load when opening their trailer doors; to avoid awkward posture and yanking to release the slider pins, etc.

This interactive newsletter provides a look at how one outside the box solution can work to produce results in a trucking company. The method is simple both in concept and implementation. In fact, safety directors should find this much easier than conducting a safety meeting (although it is not intended to replace safety meetings).

Keep in mind – this is only one approach to shaping employee behavior in a work environment in which direct supervision is difficult (if not impossible). There are hundreds of others – limited only by your creativity. In fact, at the end of this article, you will be encouraged to share some ideas of your own (including those that you have tried, and those you have not).

This particular outside the box solution is a self-assessment exercise for your drivers. To use this approach, you (the safety director) must first identify 3 to 5 at-risk behaviors that you want your drivers to avoid. These at-risk behaviors should be printed on a 3×5 card in a manner as to enable drivers to respond using True/False, multiple-choice or a Likert scale (see examples below). Each driver should be given a handful of these cards, and should be instructed to fill-out one card at the end of each workday for two weeks (or some other period that you deem to be appropriate). It should be explained to drivers that there is no benefit to completing the questionnaire inaccurately. There is no prize for the “right answer” and no punishment for the “wrong answer.” What you are seeking are truthful answers. At the end of the workday (or upon returning to the company facility for OTR drivers), the driver should drop his completed card(s) into a designated box to keep his responses anonymous.

At-Risk Behavior Self-Assessment

Today I used both handholds when getting in and out of my truck.

(Rarely ) 1 2 3 4 5 6 7 8 9 10 (Always)

When uncoupling my trailer today, I used a hook to avoid awkward posture.

• Yes
  
• No
  
• N/A – Did not uncouple trailer today.
  

Upon opening my trailer doors today, I stood to the side to avoid being struck if the freight was to fall out.

• True
  
• False.
  

Does this just sound too simplistic to work? On the surface, this may appear like a waste of time; or simply another form that drivers will pencil-whip. But it can help achieve the two goals mentioned above… (1) to ensure that employees are aware of at-risk behaviors associated with their job tasks; and (2) to shape the behavior of employees so that they voluntarily avoid those at-risk behaviors.

One explanation for why such a simple process may produce desirable effects is that we are each wired to remember things to which we are repeatedly exposed. If drivers follow your instructions and complete the self-assessment form daily, they are being exposed to the same message over and over for a solid 2 week period (or however long you choose to use this process).

Another reason that this process may help produce the desired effects is that it requires the involvement of each driver. Unfortunately, during safety meetings there are likely employees who mentally drift-off (daydream) and miss a portion of what is being discussed. By engaging the employees through the use of these simple self-assessment forms, you increase the likelihood that individual drivers will reflect upon those specific at-risk behaviors and intentionally avoid them.

Lastly, when employees know management is paying attention, many improve their behavior to meet or exceed expectations. In short, the mere fact that drivers are being asked to report on their behavior could have a strong enough effect to influence their behavior.

Note the above three reasons that this approach works. Interestingly, the success of this innovative approach is not dependent upon drivers answering the questions truthfully. Regardless of what the drivers write on the self-evaluation forms, the goal is to impact what they “do,” and there’s reason to believe that this works. If you are fortunate enough to get truthful answers, by all means use that information to help identify strengths and weaknesses within your safety management system.

As a safety director of a trucking company, you don’t have the luxury of direct supervision, nor do you exercise control over much of the work setting. If you want to succeed in impacting voluntary driver behavior, you’re going to need to think outside the box.

Now is time to hear from you! Click on the [Comments] link below and share your insight and experience with your peers. What innovative ideas do you have for advancing injury-prevention within a trucking company? Are there any that you have attempted and found some level of success? Are there any that you attempted but discontinued because they did not yield the results you were seeking? If you were to use the approach suggested in this article, what additional questions would you pose to drivers?

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