“Please Do Not Lick Me”

A favorite BBQ place of mine, Mainely Meat on Mt. Desert Island in Maine,  has a silhouette of a Sasquatch in the middle of its outside dining area.  It’s a fun thing to put the kids next to for a picture.  One day, last summer, I was seated behind the Sasquatch and noticed some writing on the back.  It said “Please don’t lick me.”  It was one of those things that I was not going to be able to let go of without finding out the story.

“Please Do Not Lick Me” written on back of Sasquatch – all because someone licked Sasquatch.

When I asked the waitress, she said that they felt that they had to place the instructions on Sasquatch after they brought out an order to a table, only to find somebody licking Sasquatch.  She finished the story with “I never thought I’d have to tell people to not lick a big wooden silhouette of Sasquatch.” 

At that point, I looked at a friend who was dining with us and we both laughed.  He is a park ranger and we have both sat down numerous times to share stories of people doing silly things that should have never happened in the first place.

I was sharing this story recently when I was out in the field doing interviews of personnel to write a job description for a public works department.  The two employees laughed, started to say that something like that would never happen, and then began to remember some things that they have seen and agreed with my comment that most rules are put in place because of somebody doing something that wasn’t the brightest idea.

At the most simple level, we all deal with this when buying electronics and footwear.  Almost all shoes come with a silica gel pack to absorb moisture emblazoned with the instructions “Do Not Eat”.  The gel packs are not poisonous but the beads don’t break down and can become a choking hazard – this happens more frequently than one would expect.

Often, TV commercials have disclaimers to remind viewers that a car or motorcycle was driven at high performance levels on closed tracks and that you shouldn’t try it at home or if you aren’t a professional stunt driver.

A warning statement because somebody might try to travel back to the future in a Delorean.

Recently, popular culture has had several products that have been involved in dangerous fads, such as eating Tide pods.  It doesn’t take much to know that consuming a Tide pod is a bad idea but some people still tried it anyway.  With the recent pandemic, this has extended to drinking bleach or consuming other chemicals in hopes of preventing an infection.

There is a great Twitter feed, @safetyphoto that reinforces the concept that sometimes we need to remind people not to do something – even though we think that nobody would try doing it.  If you’ve had the thought that nobody would be dumb enough to try a certain action, you probably need a sign because it isn’t a matter of if, it is a matter of when.  In the field, I have had people explain to me how they perform certain tasks and then they stop to think for a minute about the process they shared.  That pause is typically followed with “You don’t work for OSHA, do you?”

Feel free to share your stories of “things you thought people wouldn’t do” in the comments. 

Bringing Back School Buses After The Shelter In Place

It has been a guessing game in many states as to how the 2020-2021 school year is going to start at the end of this summer.  While many are focused on how to physically distance the classrooms, handle lunches, run physical education classes, and keep classrooms disinfected, there is another area that needs to be addressed well before teachers and students return to the school grounds. 

Many school districts parked their buses in their transportation department parking lots back in the middle of March when shelter in place orders went into effect.   They have now been sitting for longer than they would during a typical summer break – and many schools use their buses during the summer to transport students involved in extended school year programs.  Long term non-use of the school vehicles can cause many different problems when they are brought back into usage. 

“Buses are vehicles. Vehicles aren’t meant to sit, they are meant to move.”

– Mike Werner, Director of Fleet Maintenance for Cobb County schools during a recent podcast.

This means that while the administration and faculty are determining the best way to address the return to school guidance provided by the state, the transportation staff needs to be assessing the mechanical status of their bus fleet and preparing them for whatever the upcoming school year may bring. 

Keep in mind that if schools are running split sessions on a daily basis, the amount of mileage and general wear and tear on the fleet of buses will be double.  This may also cause a change to maintenance intervals when compared to a typical school year. 

Transportation directors and their mechanics/maintenance staff should look at starting their bus evaluation program earlier than they may typically start during a normal summer.  They need to plan to address issues of logistics for personnel, bus inspections and maintenance, and plan for issues related to cleaning and disinfecting vehicles.

Guidelines for the logistics of keeping your transportation staff healthy include:

  • Determine whether changes need to be made in scheduling your mechanics to allow them to practice appropriate physical distancing (keeping in mind that this is not always possible when performing tasks that require two people to perform).
  • If you have more than one shift of mechanics, build a 15 minute “break” into the end of each shift for mechanics to write notes about vehicles that are being repaired rather than having them verbally update the second shift.
  • If there is a shared breakroom for mechanics and drivers, separate the room into individual areas to reduce mixing of mechanics and drivers.  Reduce the number of chairs and tables as appropriate to encourage physical distancing.  Try to encourage one way use of entrances when possible – create a “one way traffic flow”.
  • Plan for appropriate pre-screening procedures based on established public heath guidelines for your region.  If temperature checks are required, make sure that this is built into the plan for someone to be available to screen bus drivers before their shifts and that they are aware of the time that the drivers will need to be screened.
  • Determine how the vehicle maintenance schedules will need to be adjusted for vehicle inspections and required maintenance based on updated school schedules.
  • Determine how changes in usage and schedules will impact onsite parts inventories.
  • Plan now for the possibility that as buses are put back into operation that there may be shortages of required parts due to the fact that buses have sat for extended periods through out the country.

Vehicles that have been sitting for the last several months will need:

  • A solid review of the electrical and mechanical systems by your maintenance staff which should include a test ride with a duration of 20-25 minutes for each vehicle which will allow the mechanics to complete an “eyes and ears” inspection in addition to checking fluid levels and voltage levels.
  • A check of the engine bay for evidence of animal infestation as well as checking wiring throughout the vehicle for damage by mice or other rodents.
  • A check of not only the visual condition of the tires but ensuring that there is still a good seal.
  • A check of the charging system as well as checking the batteries for damage due to parasitic discharge.
  • After the vehicle has been taken for a test drive, it should be checked for fluid leaks due to seals that may have dried out during the last several months.
  • Parts such as wiper blades may have dried out over the last several months
  • Check emergency buzzer switches as well as other switches that may have contacts that have failed over time. 
  • Lightbulbs (both interior and exterior) may need increased replacement.
  • Plan for having your mechanics and/or drivers routinely drive the vehicles after they are inspected until school restarts so that seals do not dry out and any problems can be addressed.  Do not let them sit after they have been inspected.  Establish a set driving route so that all vehicles are getting the same amount of operational time – approximately 20-25 minutes.

Cleaning and disinfecting of buses will need to be readdressed:

  • Communicate with your school community (teachers, students, families) about how you are cleaning and disinfecting the vehicles in terms of schedule as well as the agents used so that they are more comfortable with the process.
  • Remember that different surfaces react differently to each type of disinfectant.  The strongest chemical may not be the best for every situation.
  • Using the wrong chemical solution on instrument gauge clusters can cause the lens over the cluster to fog up.
  • Using bleach on seatbelts will shorten the safety lifespan of seatbelts by breaking down the fibers of the seatbelt.  The damage may not be visible but it can decrease the strength of the fibers. 
  • Make sure that there is adequate ventilation when cleaning and disinfecting – for the cleaners on the bus as well as the mechanics if the bus is being cleaned and disinfected indoors.
  • Clean bus floors first so that dirt and dust on the floor is not spread into the air as the cleaning staff moves about the bus.
  • Remember that cleaning and disinfecting a school bus is a four step process:
    • Clean – cleaning helps to remove the dirt and residue that can hide pathogens (bacteria, viruses, etc.)
    • Disinfect – Disinfectants are used to either kill/deactivate or disrupt the reproductive cycle of any pathogens that are left after the cleaning phase.  Please note that each disinfectant agent has a specified dwell time (time that the surface is wet with the agent) for each type of pathogen.  Information can be obtained by the manufacturer or if being used for disinfecting surfaces for coronavirus prevention on the EPA’s List N.
    • Rinse – The rinse phases is important as it helps to remove any chemical residues from the cleaning and disinfecting phases that may cause irritation to drivers and/or students who ride the bus.
    • Dry – Dry the surfaces that have been cleaned, disinfected, and rinsed.

Returning students to school is going to be a big project for all stakeholders. Transportation of the students is just one part and this post has been a small discussion of some of the issues that will need to be addressed by district personnel that are tasked with transportation issues. Transportation of students is a difficult situation in the best of times with issues of budgets, driver shortages, and scheduling. Over the next couple of weeks, we will provide additional posts to help identify areas that may help in terms of getting school transportation back up to speed safely.

Don’t Forget Hand Sanitizer May Be Flammable

Last week, the Mechanical Contractors Association of America put out a reminder that hand sanitizers that contain alcohol are flammable.

Current guidance from the Centers for Disease Control suggests that individuals in clinical settings should be using hand sanitizer (an alcohol based hand rub with greater than 60% ethanol or greater than 70% isopropyl alcohol) due to greater compliance over soap and water.  If hands are visibly soiled or if an alcohol based hand rub are not available, hands should be washed with soap and water for at least 20 seconds.

When using an alcohol based hand rub, you need to make sure that your hands are dry and all of the alcohol has evaporated off before touching anything.  The MCAA put out the reminder that hand sanitizers with alcohol are flammable due to an incident where an employee used hand sanitizer per guidelines to sanitize his hands.  However, the alcohol had not evaporated off of his hands when he touched a metal surface.  The remaining alcohol in the hand sanitizer on his hands was ignited by static electricity.  The employee was able to get to a sink and extinguish the flames however he suffered first and second degree burns on his hands.

When using hand sanitizer please be aware of any risks of flames or sparks and make sure that you allow your hands to fully dry before touching anything that can generate a spark or a static discharge.

20-038-Hand-Sanitizer-Hazard

20-038-Hand-Sanitizer-Hazard

What Infection Control Practices Will Come To Your Workplace?

The Smithfield plant in Sioux Falls, South Dakota is the largest current coronavirus hotspot in the United States (over 600 positive cases related to the plant as of today). When states reopen for business, there are going to need to be changes in how businesses operate in terms of physical distancing of employees. Gov. Murphy of NJ is already talking about restaurants operating at about 50% capacity to provide physical distancing of customers and employees (along with employees wearing masks).  Many stores have gone to special hours to protect their customers who are at greatest risk.

cvs at risk customers

PPE (masks, etc.) are typically considered by safety professionals as a line of last defense in protecting an individual after exhausting the usage of elimination and substitution.

ppe pyramidElimination involves whether a task has to be done – can the task step be eliminated?  That may be no longer performing a task onsite by getting a completed component from another vendor or eliminating areas of the production floor where people may congregate with no value added function.   Substitution looks at whether a different process can be used to make the same process safer.  Both of these are effective but may take more time to implement – and in the current situation may be difficult with reduced supply chains both nationally and internationally.

Companies will need to look at engineering controls such as physical distancing, protective barriers (such as the plexiglass shields now being used to protect retail cashiers in food stores) and administrative controls such as altering production rates, staggering shifts to reduce employees onsite at a given time, and temperature check points before entering a job site. Both engineering and administrative controls will be impacted by ability to decontaminate areas between shifts.   Companies will need to incorporate a combination of these controls.

In practical application, medical offices and personal care offices will need to look at changing how some services are performed (telemedicine becomes a great tool for both substitution and elimination controls – does the person need to be seen or can they be treated by telemedicine) as well as administrative and engineering controls (spacing out appointments, having people wait in cars or changing the waiting areas to increase personal distancing).

There will be a new normal when people return to business. It remains to be seen what that new normal will be for each business.    What do you think will be changed at your work site?

Never Too Early To Start Teaching Basic Safety

Sometimes the fun activities that our kids become involved in provide lessons well beyond what we would expect. Some of these lessons are well known – many sports help to teach kids discipline and teamwork. Scouting helps to teach a variety of basic principles including many involving safety – I know that my son and his friends took all of the lessons from earning their Whittling Chips seriously. We still hear them reminding each other of the blood circle (for those without scouts, this is the circle that one can make with an extended arm and a carving knife – the rule is everyone needs to be out of each other’s blood circle).

Over the last couple of months, I’ve realized that my son’s newest hobby is teaching him many advanced safety lessons that will carry over well when gets older. Much of it is safety training that should be taught to adults on worksites.

My 11 year old son recently acquired a Traxxas Slash RC car through a lot of saving and a lot of chores. While learning how to cut the grass and the associated safety issues with lawn mowers is a post for a different day, this whole process has been a learning experience for him.

One of the chores was cutting the grass, which helped to teach him about lawn mower safety and the use of some basic PPE – eye protection and ear protection. Most modern lawn mowers include their own version of a simple “lock out tag out” in that an additional handle needs to be held in the closed position to operate and if it is let go, the mower shuts down. This is a good start to understanding that certain tools should only be energized when being operated in a safe manner.

When he received his Slash, he learned several new safety concepts. The first has to do with batteries and charging. His slightly older cousin, who is also involved in RC cars, had warned him that you need to be careful with Lithium Ion RC car batteries. With a little bit of extra research, my son has learned that you need to physically inspect the battery pack on a regular basis to make sure that there is no physical damage to the battery. Each time he either plugs in the battery or unplugs the battery, he checks the battery to make sure that there are no bulges in the battery or damage to the battery that causes the casing to open. He has also learned that care needs to be taken in charging batteries through using appropriate battery chargers and using a fire resistant battery charging case to reduce the risk of damage in the event of problems.  Everything in the list below while directed towards the use of an RC car can be applied to most tools used in the workplace:

  • Never leave batteries to charge unattended.
  • Remove the batteries from the model while charging.
  • Allow the battery packs to cool off between runs (before charging).
  • Always unplug the battery from the electronic speed control when the model is not in use and when it is being stored or transported.
  • Do not use battery packs that have been damaged in any way.
  • Do not use battery packs that have damaged wiring, exposed wiring, or a damaged connector

The second concept is an extension of the “lock out tag out” concept that I mentioned earlier is getting reinforced for him with his RC car. RC cars are paired to their controllers which allows multiple cars to be operated by multiple users in the same area. As a result, he has learned that when he is turning on his car, the controller gets turned on before the speed controller on the car is powered on. This prevents the car from running out of control when it is turned on. While this is not “lock out tag out” in the traditional sense, it has taught him to always think about procedures when turning things on and off as well as making sure that motors and controls are de-energized before working on them.

The third concept that he has learned from using his RC car involves situational awareness. At the most basic level, he has learned to know the limits of the radio control of his car both from radio distance and visual limitations so that he does not operate the car unsafely in a way that can hurt other people or damage other property or his car. More importantly, he has learned to be aware of any potential issues in the area in which he is operating his car – he has developed a solid idea of whether he has enough room to operate the car or if there are objects in the area that represent a danger to himself, others, or his car.

I’m glad that he is learning these in a way that he is able to understand how basic safety rules work and is able to understand the next phases of those rules. This learning process has been helpful because it is not just me as a parent putting a rule in place. He sees the rules in the manual for his car and has begun to understand how they keep him safe, keep others around him safe, and protect his investment in his car.  The fact that he is learning them while having fun makes me hopeful that they will continually be reinforced for him – I know that I have seen him explain these concepts to friends when they use his car.

traxxasDSC_0098-Recovereda

NTSB Recommends Annual Physical Performance Testing of School Bus Drivers

Yellow school bus. Vector illustrationShortly before the holidays, the NTSB offered a blog post that included recommendations for school bus operators as a result of the investigation into a December 2017 school bus accident in Oakland, Iowa.   The tragic accident took the lives of a school bus driver and a 16 year old student when the exhaust pipe of the bus was blocked by the side of a drainage ditch. While all of the bus exits – emergency non-emergency – were operational, the report suggests that the student and driver succumbed to smoke inhalation when the student may have been attempting to help get the bus driver off of the bus.

In November 2017, the driver had visited his doctor due to complaints of pain and stated that “he could walk if he used a cane or crutches, that he experienced pain that prevented his sitting for more than 30 minutes (or standing for more than 10 minutes), and that he was sleeping less than 4 hours a night.” The school bus driver had been scheduled for a lower back surgery that would have occurred just 2 days after the fatal bus accident due to complaints of chronic lower back pain with weakness of his right leg. 

The NTSB final report notes that the school district was aware of his physical disabilities and his scheduled surgery but did not remove him from service. In addition to his physical complaints, numerous complaints about his driving performance were provided to the school district previous to the event but not documented.  However, finding number 9 concludes:

“It is likely that the bus driver’s progressive chronic back disease, which caused severe chronic pain, impaired his ability to evacuate the school bus himself or to assist the passenger to evacuate.”

The report also notes that the school district did not follow the district’s own requirements defining physical abilities of school bus drivers including appropriate fit for duty clearance of a driver that was not able to perform the required safety duties of the position.

Finding number 10 states:

“The use of physical performance tests on both a routine and as-needed basis can help identify physically unfit drivers who have a valid medical certificate but who might not be able to perform required safety duties, especially in an emergency.”

It is important to remember that a valid medical certificate does not necessarily indicate that the holder can perform the essential postural and physical demands of a specific position. The valid medical certificate only indicates that the holder meets the 4 non-discretionary standards (vision, hearing, epilepsy, diabetes mellitus) and 9 discretionary standards (hypertension, cardiovascular disease, respiratory function, loss of limb, limb impairment, neuromusculoskeletal dysfunction, mental disorders, drug use, and alcoholism) as outlined in 49 CFR 391.41.   The valid medical certificate indicates that a physician has determined them to meet the 13 standards but does not include a functional abilities test based on the essential minimum postural and physical demands of a position based on validated measurements of the required tasks.

Finding number 10 provides the basis for the following recommendation, which is directed to 44 states including New Jersey, made in the report:

“Revise your school bus driver requirements so that all drivers must pass a physical performance test on hiring and at least annually, and also whenever a driver’s physical condition changes in a manner that could affect his or her ability to physically perform school bus driver duties, including helping passengers evacuate a bus in an emergency.” (Emphasis mine)

School bus drivers perform a variety of tasks, in addition to driving the bus, that have specific postural and physical requirements, including:

  • Range of motion/strength to enter/exit the bus from the front side entrance, rear exit, or the wheel chair entrance.
  • Check roof top emergency exits (reaching to 72+ inches and applying vertical pushing and pulling forces) as part of the daily pre-drive inspection.
  • Maneuvering and securing (bending, kneeling, reaching) of wheelchairs when driving students who utilize wheelchairs.
  • The ability to bend/kneel to check under seats as well as view underneath bus.
  • The physical ability to provide assistance in seating/securing (seatbelts) for special needs students in the event that a bus aide is not provided for this task.
  • The physical ability to help move a physically incapacitated passenger from the bus in the event that the passenger needs to be moved to safety prior to the arrival of trained first responders.

Many states, including New Jersey, suffer from a shortage of school bus drivers. However, the NTSB report states:

“The NTSB is also aware that many medically certified school bus drivers with safe driving records have physical limitations that could prevent them from passing a PPT. However, the consequences of a driver not being able to evacuate a school bus or assist passengers in an emergency cannot be ignored.” (emphasis mine)

Additional recommendations by the NTSB include:

  • Appropriate fire suppression systems in the engine compartment
  • Usage of 911 emergency buttons as opposed to radioing the transportation supervisor (The driver of the bus contacted the transportation supervisor by phone after the fire started rather than calling 911.  The call to 911 was not immediately placed by the transporation staff but by the student’s mother  after the family was notified.)
  • Making sure that students, teachers, and other district employees are trained in evacuating through all of the exits, including manually operated loading doors, in the event that a bus driver becomes incapacitated.

Gary Vee, ROI, and workplace safety

In a recent podcast, Gary Vaynerchuk talked about Return on Investment (ROI) and the fact that ROI isn’t necessarily driven by what is spent but “is predicated on how good you are at it”.

This is so important in the area of occupational health and safety. Often, companies will purchase equipment with the best of intentions in mind – make the job easier for the employees and reduce the potential risk of injuries. But what happens once the equipment is installed and the trainers leave? This is an issue more often than not, on initiatives large and small.

Several years ago, I was doing an ergonomic walkthrough at a large retail grocery store. Towards the end of the visit, we were standing near the check out lanes. As we were talking, I noticed that one cashier was fairly tall – a little over 6 feet – but the cashier next to him was an older woman who was just a little over 5 feet. A few minutes before, the safety manager had explained that they had purchased adjustable monitors for the cashiers to be able to see the items that had been rung up. As I was looking at these cashiers, I noticed that both had their monitors set to exactly the same height. Despite the best efforts of the employer to provide equipment to make the job easier and safer, the employees weren’t using it. They did not adjust the monitor heights.

While filling out consent forms for a fit for duty functional capacity evaluation, a recent claimant repositioned himself in a chair in the lobby of our office that allowed me to see his feet. I noticed that one foot was in a walking boot. This was an unexpected piece of information. As I asked him about the walking boot, I learned that he had been working modified duty in the boot which was for treatment for a significant medical issue related to his foot. Both the condition and the walking boot required a quick call to the employer who he had not told about the walking boot. This employer provides safety shoes for their employees as it is a safety requirement for the position. Due to the fact that the walking boot was black as were the issued safety shoes, nobody had noticed the walking boot. A quick routine check of PPE when supervisors meet with employees throughout the day/week would have resolved this issue which could have resulted in greater medical issues for the employee.

For any project, whether it is a safety initiative such as safety equipment or equipment modifications or programs such as post-offer pre-employment or return to work testing, it all comes down to how good you are the program that you are putting in place. This requires constantly paying attention to how the program is running. Are supervisors making sure that employees are following safety guidelines? Are you making sure that your post-offer physical ability testing or return to work programs are based on accurate job descriptions? When developing a new safety initiative, make sure that you include follow-up and oversight in your planning to ensure that you get the ROI that you are expecting.

**  For those looking for the specific podcast, it is the December 4, 2019 episode entitled “You’re Not Going To Know Where To Start”

 

What Should We Do Wednesday – 10/9/19

In the past, I have covered different incidents that point out how things could be done differently under the guise of “What Not To Do Wednesday” blog posts.  This morning, I read an article that was written after the safe resolution of a training flight that included a mechanical failure.  In “Elevator Failure at 4,500 Feet”, instructor pilot Rich Wyeroski recounts a flight in which the elevator on the horizontal stabilizer had a malfunction while the plane was in flight.  Wyeroski provides a solid recounting of the steps that he took to safely bring the plane down after the student pilot reported difficulty with the controls.  In the article, he states that his reason for writing the article is a concern that this incident, particular to Cessna 150 airplanes built between 1959 and 1970, could occur again without a hardware modification to upgrade the elevator hardware to the same standard as Cessna 152 planes as well as some Cessna 150 planes that were later.     He also discusses the importance of training to deal with potential emergencies such as this to ensure that pilots:

“Always try and stay calm during an emergency. Don’t do anything until you assess the situation and then react slowly. (The only time I would deviate from the above recommendation is if the aircraft is on fire!)”

Wyeroski, who is not only an experienced pilot, instructor pilot, and instructor for A&P mechanics, gave a great breakdown on how the flight was handled and possible solutions.  But, my reason for bringing up this aviation article was the comments section.  Some of the comments argued that a pre-flight inspection should have caught this and that a request for planes to have the attachment system for the elevators in the older Cessna 150 models is a little too much for something that happens rarely.

The thought process of those who stated that it should have been caught in the pre-flight inspection really stuck with me when I was reading the article.  Several people did note that it would be easy to miss (either by a lack of a thorough pre-flight inspection or by seeming ok during the pre-flight but loosening in flight).  The author noted in a comment that no issues were noted during pre-flight or during a recent annual inspection.

Without Wyeroski’s recount, this near fatal flight would not be a learning experience except for those who dig through NTSB case files.OLYMPUS DIGITAL CAMERA

One of the problems in safety and workers compensation is that all too often, only the incidents that cause injuries are reported/recorded and potentially used to effect some level of change within a worksite.  Sometimes, it is because only the people involved know about the incident because of not being required to report/record or even check in with occupational health.  But these “near misses” are important to take the time and look into more deeply.  Many times, the lessons learned from a “near miss incident”  can provide the information necessary to change either policies/procedures and or change/adjust equipment to prevent future incidents.  Wyeroski even notes in the comments that one lesson that he learned from this incident was to contact Air Traffic Control rather than the local Unicom operator to make sure that the Fire Department was ready and at the runway when he landed (apparently, the Unicom operator was unable to get the fire department to understand the urgency of the request and the risk of a fatal crash).

Photo by Adrian Pingstone, Wikimedia Commons

 

Friday Five – 8/2/19

The Friday Five is a set of five links that I have come across this week that pertain to ergonomics, occupational health, safety, human performance, or human factors.  For whatever reason, I found them interesting, but they are provided with minimal or no commentary and are not meant to be endorsement for a given product or research paper.

Diane Gyi et al. have created a new anthropometry data set for plus sized workers.  With increasing obesity levels, this new dataset is very important as many of the original data sets  that were utilized were based on measurements of military personnel.  A course from The Back School on ergonomics for plus sized workers was a good reminder for me that this category requires some different ergonomic considerations because there are some different biomechanical needs when setting up or correcting workstations.  It was also a good reminder that this category is not necessarily about obesity – the plus sized worker category includes anyone that is outside of the normative data sets, regardless of the reason why they fall outside of the normative data.  (When I originally took the course, it reminded me of The Incredibles when Bob tries to become a non-super hero, stuffing himself into the small car or into his cubicle at work).

Dominique Larouche et al. look at the issue of safe handling techniques for paramedics when transferring patients from stair chairs to stretchers.  One of the interesting points is that they believe that training needs to be oriented more towards the ability to adapt work techniques based on the environment and on the work teammates.

Joshua Zheng Rui Ting et al. investigated the effect of an ergonomics/exercise intervention compared to an ergonomics/health promotion intervention on workability levels in the office worker population.   For the general population, there was no significant difference in results.  But for a subgroup of office workers who reported neck pain (greater than 3/10 at start of study), the ergonomics and exercise intervention group demonstrated trending improvements in workability when compared to the ergonomics/health promotion group, if they completed at least 70% of the exercise sessions.

Peter Love et al. dealt with the difficulties in establishing operational guidelines for construction safety when the information on injuries is not readily available to use to set best practice guidelines.

Kaitlin Gallagher et al. noted that walking breaks can help to reduce low back pain that is induced by prolonged standing.   Walking and moving is something that I have been an advocate of for a long time.  Walking is not only great to break up prolonged postures (sitting or standing) but the overall movement is helpful for preventing other health issues as well.

 

What Not To Do Wednesday – 5/24/17

Some days, what not to do is right in front of you.  When I was walking from the parking lot into the building, I noticed the ladder leaning against the building to access the roof.  The first thing that jumped out at me was the fact that the top of the ladder was extended just barely beyond the top edge of the wall.  It was not anywhere close to the minimum 3 feet that it should have extended past the access point between the ladder and the roof.

I went inside and grabbed my business partner to point out the ladder, but also to show him the new NIOSH Ladder Safety App.  It’s a simple but useful app that I’ve used out in the field on a couple of previous occasions to document fixed ladders on a worksite.  The nice thing about it is that it has a measuring tool that can tell you whether a ladder is placed at too shallow an angle, the appropriate angle, or too steep an angle.  When I placed my phone on the ladder, the ladder was at too shallow an angle – 72 degrees.  The shallow angle placement of the ladder is compounded by the fact that the feet of the ladder are placed on a downward sloping section of pavement.  Between the shallow angle, sloped pavement, and lack of ladder extension beyond the access point, this is a catastrophe waiting to happen.

Correcting these mistakes is a simple fix:

  • Extend the ladder further – there is still plenty of extension left in this ladder.
  • Check the angle of the ladder to make sure that it isn’t too shallow or too steep.  The NIOSH Ladder Safety App is free and easy to use.  Almost everyone has a smart phone so there is no excuse not to use the app.