This Winter 2001 IVES Update Newsletter edition features Interpretations for the Real Word, a question on operator workbooks, new Spanish training material, accident reports and more.
Interpretations for the Real World
This article focuses on a response that we got from OR-OSHA regarding an “Ask Bob” question. The question came from a fire fighter in Oregon that was wondering what he had to do to train his emergency/disaster response people so that they could “legally” operate the entire range of equipment that they might come across in the course of their jobs. The concern here is compliance with OSHA’s site and equipment operator training requirements.
After considering the question for some time, we decided that we could not give this person an answer that would contain any detail, at least none that would help him as we did not want to simply spit back a quote from the regulations to him. We decided to pose the question to OR-OSHA in an attempt to get an answer right from the source. They gave us a very good answer, here it is:
“Thank you for your inquiry and interest in occupational safety and health. Operator certification (1910.178(l)((6)) is not so much truck and site specific as it is knowledge and skill specific. The goal of the training is to make sure that every operator is competent on every truck they operate, in every environment they work and with every load they carry. In order for your department’s special team to meet the intended performance level of the standard, there must be competency on every type of truck that may be used, on every surface that may be operated on, and with every load or use that may be encountered.
Such competency may be achieved by each individual on the team, or it may be achieved through a team effort by training individual team members on different trucks, and then making sure that no one operates outside their training.
While the safety of fire fighters and first responders is always a top priority, OR-OSHA recognizes that sometimes during an emergency response that the “letter of the law” cannot always be complied with. During such times of initial emergency response OR-OSHA relies on the high level of training and discipline of fire fighters to keep their focus on, and in line with the intent of the standards. In other words, fire fighters and first responders have people to rescue and lives to save, and emergency situations don’t always allow the general industry standards to be applied.
That’s why OAR437-002-0182, Oregon Rules for Fire Fighters, is written the way it is, why it emphasizes training and supervision, and why compliance with this standard (even during the initial response) is so important. As soon as the initial emergency is over and the site is secured to some degree, then all applicable standards need to be followed.”
We thought that was a very interesting response for a number of reasons. First of all the reference to the operator training requirement being “not so much truck and site specific as it is knowledge and skill specific.” This is a very practical interpretation that takes into account the ‘real world’ conditions that users of powered industrial trucks face every day. Kudos to OR-OSHA for that! We have posed similar questions to other State OSH representatives and simply received a quote from the training standard in return rather than a for real honest to gosh interpretation that we can actually work with. Don’t misunderstand us, we believe that the requirements of the PIT training standard are well considered but it fits best within organizations that use the same equipment for a constant application on an ongoing basis. In other words, the standard works best at sites where things don’t change all that much day to day.
Another very interesting aspect of this response was OR-OSHA’s mention of the fact that the “letter of the law” could not always be complied with. Kudos again! The realization and admission of the fact that the world can sometimes deal us a situation that calls for immediate action for the greater good which might give us cause to abandon convention and/or dare I say, regulation, is admirable indeed.
In summation, it is refreshing to see succinct and reasonable interpretation of legal doctrine coming from a regulatory authority such as OR-OSHA. We hope that this type of useful interchange between the public and the various authorities will become the norm rather than the exception.
Be Careful Out There! (BC, Canada)
We have noticed that, in the past few years, there are more and more people out there who are offering their services as trainers after successfully completing the Standard and Custom Instructor Programs that we offer. In fact, on many occasions, instructor candidates have asked me if it would be okay to deliver operator training classes to employers other than their own, once they successfully complete the course.
This question always makes me shudder because I am never sure that these people fully realize the position they are putting themselves in by going outside their respective companies to perform training. Generally, I tell them that they can indeed do that, but they should seriously consider the following issues.
First of all, there is liability out there, lots of it. Once you step out from under the umbrella of your company, you are on your own, and in some cases, your employers do not allow their employees to “moonlight” or work elsewhere.
Remember that while you are delivering training at your place of work, you are acting on behalf of your employer. In fact, the employer takes all responsibility for the training that you provide. But once you put yourself out there as an independent provider, the responsibility is all yours. That could have some very serious consequences if, while you are conducting the class, you or somebody else gets hurt, or worse.
Aside from all of the wonderful things that the WCB might do, there is also the possibility of litigation (legal proceedings or even court) after the fact. Very serious stuff, indeed. At Ives, we spend thousands of dollars each year on various types of insurance that help protect us from liability problems ranging from accidents to errors and omissions.
Another issue to be aware of is the fact that you or your business must become associated with the Private Post Secondary Institute if you are offering training to the public. This institution’s main purpose is to protect the public from disreputable training providers and educators that deliver a sub-standard “product” (and who may offer no means by which the public can get their money back). An association with the Private Post Secondary Institute is one of the first things that the WCB will want to confirm with an independent contractor during any kind of inspection and/or investigation. It isn’t cheap but it is necessary.
Of course, one of the most important things to consider when providing a product or service and collecting earnings from it, is income tax. If you’re out there making money, you have to pay the piper, the federal government. Income tax evasion, even if it is unintentional, is a felony offense, and in a worst case scenario it could mean jail time.
So, once again, it is possible to deliver operator training independently from your company; however, I must stress that you should consider the ramifications very carefully before venturing out there on your own. It can get quite nasty if things go wrong.
Do I have to cover everything that’s in the operator workbook even if it doesn’t apply where I work? I’m mostly thinking of propane, as we just don’t use it here.
If a particular subject does not apply at your site then technically, it does not need to be covered, just be absolutely sure that it doesn’t apply! You could still cover off the answers to the questions in the book without going in to great detail and save the detailed instruction for things that actually apply on site. That’s what I usually do…time permitting.
Remember that no matter what the fuel of choice is on site, there are always common things that apply. Items such as personal protective equipment (PPE), securing the machine for fueling (parking and shut down), where the fuel actually goes, and observing the rules about ignition sources in refueling and battery recharging areas (where ventilation is significant) plus any site policies that may apply. All of these items will apply to any situation and must be conveyed to operators.
Spanish Material Now Available
Ives is happy to announce the arrival of five new Spanish language Operator Compliance Packages for the Counterbalanced, Rough Terrain, Narrow Aisle and Pallet Truck, as well as the combined Aerial Lifts Operator Compliance Package. The lift truck operator Re-certification Notepad and overhead transparencies will also be available in Spanish. See the enclosed insert for more information or call us at 1-800-643-1144.
The End of an Era
Although we knew that this day would come, we have been quietly dreading it the way one usually dreads the departure of a great friend. We find ourselves torn by the mixed emotions that range from happiness for a friend that has reached a milestone in their life to profound sadness in the realization that they won’t be around anymore. So, it is with great happiness and sadness that we announce the retirement of Ron Elliott on December 31, 2001.
Way back, when Colin Ives, the founder of the company, realized that things had grown to the point where he could no longer do it all, he made the decision to hire somebody to help shoulder the load. The person that he hired was Ron Elliott, and he could not have made a better decision.
Over the years, Ron established himself as a peerless instructor and as an architect of the company whose style and methods would shape the identity of Ives. From course materials development to the training of new instructors, Ron’s influence has imprinted itself on just about everything that we do. His countless attributes and contributions led to his becoming the very template of integrity and ability that is the signature of Ives programs and instructors.
“I remember when I first came to Ives,” recalls Managing Director of Ives, Rob Vetter. “I thought I knew a thing or two about equipment and instructing people — until I met Ron. My first training session with the man was the most valuable and humbling experience of my career! I thought of actually hanging it up right then and there — I thought there was no way that I would ever be even half as good as he was. But in his usual style, Ron was able to pass along huge volumes of knowledge and inspiration to me. I don’t think that I could have done it without him; I really owe him a lot.”
So how do you thank someone who has given so much and raised the bar in so many ways? Well, the only thing that we can do that would have any meaning is to honor him by doing everything possible to maintain the level that he has set, to follow his example of striving to be the best we can be all the time. If we can do these things, then his influence remains with us.
Ron will most certainly go down in the history of Ives as the ultimate icon of what an instructor ought to be. The combination of qualities that came together in Ron is one of those rarities in nature that is never repeated, and we consider ourselves lucky to have had the opportunity to work with him, and just to have known him. Take good care of yourself Ron, may health and happiness be your constant companions.
Security & Safety Update
At Ives, we are currently reviewing all possible measures to ensure the safety and security of all our employees and the service we provide to you, our valued customer. The terrorist attacks of September 11th and the recent Anthrax threats, however, present some new challenges.
Due to these recent events all our personnel, and the personnel of our shipping partners, are at a heightened state of alert. Rigorous security checks on all packages entering and leaving not only our facility but facilities across the nation, from airports to post offices, can sometimes extend shipping times, as the procedures taken with every package are quite extensive and time consuming. What this provides you with is the assurance that each package is tracked from the time it is packed until it arrives at your doorstep.
Once the package leaves our warehouse, our shipping partners capture all package information and enter it into their network. Through the use of the technology within their infrastructure, we have the ability to track the progress of a package and know its whereabouts at any time.
One of the best measures that can be implemented to ensure on-time delivery is to take the following precautions:
Confirm that the shipping information on your package is complete and correct, and remember to please take all the security factors into consideration when planning your next order.
Most importantly, try to add 5 to 10 days to the order time, if possible.
This will ensure that your product will arrive safe, and on time.
Accident Report October 12, 2001 – Air Force sergeant is 1st reported US death in strikes
THE ASSOCIATED PRESS – An Air Force sergeant was killed in a heavy equipment accident in the Arabian Peninsula, becoming the first announced American death in Operation Enduring Freedom, military officials said Thursday.
Master Sgt. Evander Earl Andrews, who died Wednesday, was assigned to the 366th Civil Engineer Squadron at Mountain Home Air Force Base in Idaho. He was originally from Solon, Maine, the base said.
Maj. Eldon Hardwick from the Army National Guard headquarters in Augusta, Maine, said the accident happened in Aludeid, Qatar, and involved a forklift. Qatar is on a peninsula jutting off Saudi Arabia in the Persian Gulf.
Lt. Col. Dave Lapan, a Defense Department spokesman at MacDill Air Force Base, said Andrews was at a “forward deployed location” supporting the campaign.
A woman who answered the telephone Thursday at Andrews’ home in Mountain Home said Andrews’ wife, Judy, might speak to the media later.
His parents, Odber and Mary Andrews, live in Solon, in western Maine. Three Air Force officers arrived at the family home at 1:30 a.m. to tell the family about the accident, said Dassie Andrews Jackson, who is Evander Andrews’ aunt.
Andrews, 36, joined the Air Force after high school, she said. He and his wife had four children.
Gary Tibbetts of Athens, Maine, said he and Andrews were best friends since high school.
Tibbetts was best man at the Andrews’ wedding in 1990. “He was a good man, and I don’t use the term lightly,” Tibbetts said. “He was generous to a fault.”
You Won't Believe This!
The forklift operators at an extremely busy loading dock were under intense pressure to move product that was unloaded off of ships to highway trailers. I don’t know if you’ve ever worked in this type of situation, but it costs a whole lot of money to moor a ship to the dock, so any delays are very costly indeed. To put it mildly, the forklift operators (and everybody else) move at a fast pace.
One day, one of the operators was operating way too fast for the conditions he was in and, in his haste, accidentally drove the forklift off the dock. Fortunately, he was able to jump clear of the plummeting truck and landed harmlessly in the water, while the forklift did what comes naturally to it when placed in water…it sank!
In an effort to recover their sunken treasure, the company contracted a crane and diver to locate the machine and haul it out of the drink. The diver went down with a cable to hook onto the machine. Observers were surprised when he returned to the surface rather quickly. When they asked if he had located the lost forklift and attached a line, he replied that there was, in fact, three forklifts on the bottom and then asked which one he should attach the line to!
If only they made forklifts that could float!
Instructor IQ Answers
A – Since the mast was titled back as the load was lowered, the load will actually be moving forward as it comes down toward the bottom. This will cause the combined center of gravity of the truck to move forward as well. Because the load was described as being a “bit too heavy,” the CCG is probably further forward that it ought to be. When the CCG gets close enough to the drive axle, the truck will get “light” at the back end and will begin to teeter and eventually nose right over if the situation is not reversed (e.g., raise the load back up).
A – The reason that the upper controls of an aerial lift did not work on a fully functional unit is because the operator did not turn the key switch over from the lower control position to the upper control position, a very common occurrence.
A – The instructor uses the practical evaluation to gather information about the operator’s training. The instructor needs the information that the evaluation gathers, regardless of whether they pass or fail. A practical evaluation can indicate if additional training may be required (e.g., the operator fails_ and how much additional training would be appropriate (did the operator fail miserably or just barely?). The evaluation can also illuminate particular areas that may need attention and where to focus additional training (e.g., pre-shift, loading, unloading, etc.).
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