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E d i t o r ’ s N OT E
w
elcome once again!
“A carriage without horse will go, Disaster fill the world with woe”. This rhyme formed part of the book of prophecies published in 1559 by Mother Shifton who lived in the time of Nostradamus and also had gifts of foresight and prophecy. Since that time these horseless carriages which are now called automobiles have caused great pain and suffering. Our region has not been spared this modern day epidemic. The global status report on road safety published by the World Health Organization (WHO) indicates that worldwide the total number of road traffic deaths remains unacceptably high at 1.24 million per year. As I write this editor’s note the headline in one of the daily newspapers reads “Four friends die in car accident”. This almost seems like a daily occurrence and in some cases we have started to accept it as a part of life. Road Safety is not a sexy topic so while it headlines it does not stay in the mainstream media to create the public outcry that is required. The WHO statistics show that for every 1 person who dies in a road traffic crash, 20 are injured and 1 in 20 of those injured are left with a disability. In this issue we focus on Road Safety and the effects of road crashes and the resultant injuries and fatalities. As usual we draw your attention to the well-researched articles on the subject such as the feature article by Mark Corbin entitled Improving Caribbean Road Safety. Another very interesting article looks at the Mini Bus culture in the region and the many road safety issues associated with regional road transportation. The featured HSE professional is Mrs. Sharmane Roland-Bowen who has been at the forefront of road safety in Barbados and has contributed to the reduction of road fatalities in the region. As we approach the 7th anniversary of the publication I take this opportunity to thank those of you who have supported us throughout the years and we look forward to your continued support. A special thank you is extended to our Editorial Board past and present who gave and are presently giving freely of their time to ensure the high quality publication our readers have become accustomed to. Thank you.
Janice Smith Editor-in-Chief 2
P.8 April 2015
Contents
8. Improving Caribbean Road Safety
Towards a Framework for the Caribbean Part 1 of a Two part Series
P. 25
18. The Role of the Crash Investigator in Reducing Traffic Collisions
25. Road Safety and the Caribbean Mini Bus Culture: Taming a Monster
30. The Dangers of Driving While Distracted 34. The Effects of Poor Safety culture and its Role in the Failure to Report Near Misses in the Oil and Gas Industry in Trinidad and Tobago Part II of a Two Part Series.
P. 50
Environmenta
Spot ight
ISSUE 28
45. Camera Trapping at the Asa Wright Nature Centre
46. Walking: A Safe Exercise
PUBLISHER Jaric Environment, Safety and Health Services Limited. EDITOR IN CHIEF Janice Smith EDITOR Appleloniah Kipps EDITORIAL BOARD Kandiss Edwards Dr. Anthony J. Joseph Eric Kipps Devitra Maharaj-Dash Magdalene Robin
P. 46 Health Corner
WRITERS Cherma St. Clair Kimberly Cho Foon Mark R. Corbin
Alphonso Grennell Colin Gaskin Kenute Hare Eric Kipps Shamfa Q. Philips
CREATIVE DIRECTOR Kenneth Henry GRAPHIC DESIGNER Stefan Francis PHOTOGRAPHY Shutterstock BUSINESS ADDRESS The HSE Quarterly Lot 5B Trincity Industrial Estate, Trinicity Email: thehsequarterly@jaricesh.com Website: www.jaricesh.com The opinions expressed in the HSE Quarterly do not necessarily reect those of the editor, publishers or their agents.
Who is Jaric St. Vincent Ltd. Jaric St. Vincent was established to offer unique, safety, health, environment and quality consulting and training services built on the unparalleled base of knowledge, experience and global resources of Jaric ESH (Trinidad) Ltd, to facilitate our Eastern Caribbean clientele. When the decision was made that we expand into the wider Caribbean region, St. Vincent was a natural selection. The establishment of Jaric St. Vincent Ltd seeks to deliver to the business community and by extension the people of St. Vincent the quality services and training that has been provided throughout the Region by its parent company Jaric ESH (Trinidad) Ltd over the past 16 years.
consultancy and training services. Some programs we plan to introduce to St. Vincent include Road Safety and Fleet Management, Emergency Preparedness and Response, HACCP, Emergency Care, Confined Space Entry and Rescue, Simulated Fire Fighting and HAZWOPER, to name a few. Occupational health and safety awareness is taking root throughout the Caribbean and soon compliance would become mandatory. Jaric St. Vincent can aid companies in becoming compliant, we have over 150 years combined experience in the field which ensures that only the highest quality of training and service will be provided to the people of St. Vincent and the Grenadines.
In addition to our core suite of services, Jaric St. Vincent Ltd will offer a wide range We look forward to working with you. of professional and business development
IMPROVING CARIBBEAN ROAD SAFETY Towards a Framework for the Caribbean Part 1 of a Two Part Series By Mark R. Corbin
Preface When I w as approached b y Dr. Samuel J oseph o f the Latin A merica and Caribbean Road Danger Reduction Forum about undertaking this piece of work I felt it was important that I gave some of my time back to the Caribbean and in particular to this important issue of road safety. Whilst I have lived and w orked i n the United K ingdom f or over a decade, t he Caribbean i s never far away from my mind. Even closer is the subject of road safety, as I understand first Being safe on the roads as we undertake our everyday duties and activities is the responsibility of all of us. The small economies of the Caribbean are not able to invest high levels of capital into r esolving m any o f the problems that exist. There are competing demands from all sections o f society and i n many c ases r oad s afety can sometimes be s een a s a low level priority. With the United Nations declaring the period 2011 – 2020 as the Decade of Action for Road Safety, this is an enormous opportunity for the Caribbean. W e must ensure that we clearly articulate the problems we are experiencing in road safety, we must be united as a block of nations and we must do better at securing investment to address our problems. The challenge that we face is huge especially given the current global economic and financial challenges. We however cannot allow this to stand in the way of seeking to achieve long term sustainable improvements to r oad s afety, i n order t o ensure a safer society across t he Caribbean. It is my hope that the recommendations that I have included in this report will allow the Latin America and Caribbean Road Danger Reduction Forum to have renewed optimism in making the case for improving road safety across the region. 8
Development of this report
which to build and take the road safety sector in the Caribbean forward.
SETTING THE SCENE This report seeks to review road safety in the Caribbean and provide direction for the Latin America and Caribbean Road Danger Reduction Forum (LACRDRF) as part of the United Nation’s Decade of Action for Road Safety 2011 – 2020. It aims to highlight the existing problems and provide the approach to introduce change and implement road safety initiatives to reduce road fatalities and injuries on Caribbean roads. The ultimate vision of the roads sector in the Caribbean is for a region where people are safer as participants in a mobile society with reduced risk of death and injuries from motor vehicle collisions.
At present road safety in the region is America and Caribbean block of Caribbean and specifically 15 Caricom
Caribbean partners the vision below has been devised. It could be achieved by road safety methods used successfully across the world.
These islands have a combined people. to take ownership will also be crucial for It is important that the islands of the Caribbean learn from the experience road safety problems (CISEV, 2012), thereby encouraging inward investment to address the problems being experienced on roads in the region.
with a safer future. The delivery of the vision must be monitored through improvements to such as fewer impacts from road deaths and injuries; improved road infrastructure; and improved vehicle safety features.
The Vision For long-term sustainable improvements to road safety to ensure a safer society across the Caribbean THE ROAD SAFETY PROBLEM
among people aged 5 years and above.
Caribbean Problem
projected close to 1.9 million –
(LAC) region have the highest road
caused by malaria and tuberculosis combined (CGRS, 2009). Despite the scale of this worsening global problem, many people remain unaware of the threat and
region in the world. Each year 122,000
Global Problem l approximately 1.24 million people on the world’s roads every year (WHO, 2013). This is the equivalent of over 3,500 deaths per day and for every death there are estimated to be between 20-50 serious road The World Health Organisation (WHO) will have become the principal cause of premature death and physical disability
America and the Caribbean, with road $18.9billion USD annually or typically Product (IADB, 2012).
what is more important, the vital measures required in reducing the problem. 9
As a result, these injuries impose substantial economic costs on developing nations in this region; often exceeding the total development assistance they and injuries also bear unacceptable high social, economic and human costs to societies as they translate into pain and resources and lost productivity. Comparing the performance of Latin American and the Caribbean nations during the Decade of Action will however show a picture of inconclusive results.
16.8 per 100,000 compared to 20.7 per 100,000 for the Caribbean. This means that not only is the true Caribbean road safety problem partially hidden, but also is potentially worse than current available figures suggest.
CURRENT APPROACH TO ROAD SAFETY IN THE CARIBBEAN
The data from the 7 Caribbean nations also raises another very real problem. There are significant gaps relating to data from many other islands, which inevitably lead to further inaccurate reporting of the Caribbean position.
Governance
A recent study by the Inter American Development Bank illustrated an average road fatality rate of 17 deaths per 100,000 in Latin America and the Caribbean (IADB, 2012). This average road fatality rate is composed of data that is currently readily available from 18 Latin American countries and only 7 Caribbean nations (Guyana, Suriname, Trinidad and Tobago, Barbados, Jamaica, Bahamas and The Dominican Republic).
The lack of available quality data across the Caribbean hinders region-wide understanding of the real
In isolation, the average fatality rate for Latin American countries is recorded at
social and political problems and impacts of road safety.
injuries are having on the Caribbean as a whole. The lack of empirical data also represents a significant factor in the Caribbean’s ability to formulate suitable road safety policies which
Each year 122,000 people are killed on roads across and the Caribbean. 10
Across the Caribbean there is currently no single agency that directly co-ordinates and drives the strategic overview and guidance on road safety for the Caribbean Islands; instead each Caribbean Island has its own internal structures in place to address issues of road safety. As a result, there is an absence of consistent methods for road safety data collection and cooperation towards an overarching strategy, targets and implementation across the Caribbean. Opportunities to fund and improve road safety remain limited in most islands due in part to the lack of a consistent and cooperative approach. The Caribbean Islands have varying political powers and structures, with a mixture of sovereign independent states and overseas territories of the United States, Great Britain, France and The Netherlands. Despite this, within most Caribbean islands responsibility for road safety is centred within existing government arrangements, which in the majority of cases forms part of the transport portfolio under the Minister of Transport. Across the transport portfolio few Caribbean nations have in place an over-arching Transport Strategy where road safety could be a key component.
In some islands road safety is being addressed in a high profile way through the introduction of National Road Safety Councils (NRSC) as part of the WHO recommendations (WHO, 2004). NRSCs have been established in islands including Barbados, Guyana, Jamaica, Trinidad and Tobago and Cayman Islands and are formed of public and private sector representatives. Work is ongoing to establish a NRSC in Saint Lucia and Belize is seeking to establish its NRSC before December 2013 (CRSSG, 2013). In other areas the private sector, including motoring organisations, provides funding for campaigns that are largely promoted by NGOs, which has proven to be in some islands like Barbados. Within many Caribbean islands, technical specialists also exist who possess a good understanding of the national road safety problems, as well as voluntary organisations that operate peripherally. Despite the creation of NRSCs, private sector assistance and presence of specialists and voluntary organisations, arrangements and cooperation across these various groups involved in road safety needs strengthening in order to provide improved benefits and reductions collisions on Caribbean in road roads. Whilst there is currently no single road safety agency acting across the Caribbean, there is no shortage of organisations which cooperate at levels where road safety is peripheral to their remit and demonstrate that such cooperation can be achieved despite varying political structures. These include:
Caribbean Community (Caricom) an organisation of 15 Caribbean nations whose main purpose is to promote economic integration and cooperation amongst its members. Organisation of Eastern Caribbean States (OECS) - 9 member nations that are mostly located in the eastern Caribbean, who work closely on economic harmonisation, integration, protection and human and legal rights. Association of Caribbean States (ACS) - a 25 member state organisation formed to promote greater trade between the nations enhance transport, develop sustainable tourism and promote and facilitate greater and more responses to local natural disasters. Funding Resources Like many small developing states around the world, Caribbean governments have to balance priorities for its citizens and choose where scarce resources are spent. The transport sector, as with other Government departments in such areas, face pressures on small budgets needed to address ever-increasing problems. Whilst the majority of partner territories have road safety objectives focused on engineering, enforcement and education, it has been to deliver consistent results particularly in engineering and enforcement which are expensive to resolve through Government action alone. This means that issues such as road safety are not always receiving the level of resources or a sustained investment programme that is address the required to problems that exist. This in many cases is leading to worsening situations on the ground and inconsistent trends.
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A cross the Caribbean Islands there are many factors which contribute to deaths on roads
“Daddy we made it and you would be so proud” Antoinette Chase
FACES BEHIND THE NUMBERS
Antoinette’s Real Life Story "Nov 19th 1990 is a day that will forever be etched in my mind. It was the day my step-dad was killed in a horrible vehicular collision whilst working. He was 40 years old. Daddy was making a delivery in the north when the truck he was driving collided with a bus. We (my family) were told that daddy exited from a ‘blind corner’ and the bus came around that corner at such a speed that it crashed into the van causing it to flip onto its side. Eye-witnesses reported that the bus didn’t stop for quite some distance (150 yards) from the collision. Daddy and two other passengers were thrown in directions onto the street. According to a shopkeeper, he was dispatching some customers when he heard a loud crash. He ran outside to see a man skating down the road and added “I knew he wasn’t going to live.” That evening I went to the library after school. Someone came to me and asked “Girl, what are you doing here? Your father was killed in an accident earlier today!” I was flabbergasted! I remember asking the librarian to use the phone. I called my mother at work to confirm the news I had just heard but she wasn’t there and her workmate said to me “whatever you heard is true.” I went numb; I was despaired; I was afraid
12
and at the same time angry. This was not the first time someone in the family died but that was the way it felt. I became withdrawn for a long time. I tried to cope with losing a man I saw and interacted with all my life. Just like that he was gone! My mother was devastated as well as my three younger brothers. At that time we were ages 16, 15, 12 – my and 10. Everything was mother was now both mummy and daddy - having to raise four children on her own. In addition, it really crippled her she had to be as strong as she could be for her children. It was hard for all of us to adjust. He and my mother loved to listen to oldies music and most Sundays he would take us on a picnic. Driving to and from those picnics my brothers and I had to listen to those oldies. To this day we happily recall those Sunday drives. We used to look forward to those picnics because they were fun, they were our family time. My life was never the same again after we lost Daddy!"
THE CURRENT SITUATION The safety of road users and the reduction of casualties from road collisions remains an important goal for all partners. However, the most significant challenge in the Caribbean region towards understanding and addressing this problem surrounds the area of data collection; particularly the methods to obtain, capture and retain data and the consistency of these methods across all islands to ensure data is accurate and reliable for the region. A comparison of data over an extended period to determine deaths, seriously injured casualties and information relating to high risk groups is not always readily available or in a compatible format. This current challenge makes it extremely Whilst work is ongoing to ensure all Caribbean Islands participate and become active partners in delivering the vision, a number of Caribbean partners have been able to participate in informing the development of this report through their existing data provision. These partners are defined into two data groups who have informed the data analysis as set out in Tables 1 and 2 below. Table 1 - Data Partners
Data Partners Definition Data Analysis Includes
Caribbean partners who have readily available data for the number of road fatalities covering the 10 year period of 2001 to 2011 This data allows for analysis of the general over-arching road fatality trend for the Caribbean region. Antigua and Barbuda, The Bahamas, Barbados, Cayman Islands, Grenada, Guyana, Jamaica, St. Lucia, St. Kitts and Nevis, Suriname, Trinidad and Tobago.
Table 2 - Core Data Group
Core Data Group Definition
Caribbean partners who have readily available data for the number of road fatalities which is segregated into road users and age groups covering the 5 year period of 2007 to 2011
Data Analysis
This data allows for detailed analysis of the types of users
Includes
Barbados, Cayman Islands, Guyana, Jamaica, Suriname, Trinidad.
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DATA ANALYSIS Historic deaths For the 10-year period 2001 – 2011 the Data Partners recorded a total of 9,651 deaths attributable to motor vehicle collisions across the eleven nations. The recorded number of deaths on roads increased year on year from 2001 up to and including 2004. There was a decrease in the number of deaths in 2005, but this was followed by the highest number of deaths for the decade in 2006, when 970 people were killed. Since this peak in 2006, the number of deaths has fallen steadily up to 2011. The 720 deaths recorded in 2011 represented a fall in fatalities by 13% when compared to the previous year (2010). Overall there was a 6% reduction in the number of people killed from 2001 to 2011 CRSSG, 2013).
In analysing island specific data, the impacts on vulnerable road user groups does vary, being more prominent in some more than others. For example, for the period of 2007 to 2011 vulnerable road users represented:
ROAD DEATHS 2001 -2011 2001
766
2002
857
2003
921
2004 2005 Years 5
• 66% of road fatalities (576) in Guyana (GNRSC, 2013)
934 872
2006
970
2007
NO. OF DEATHS
897 924
2008
916
2009
• 31% of road fatalities (341) in Trinidad (Arrive Alive, 2013)
828
2010 720
2011 0
500
250
750
A number of islands across the Caribbean are excluded from these figures, as they simply do not have the historic data collection recorded or readily available. Had these islands been included it is possible that a completely trend could have emerged, which is likely to be worse in terms of the level of fatalities and the cumulative reduction.
2007 – 2011. Where the data is available, vulnerable road user groups such as pedestrians, pedal-cyclists, motor-cyclists and pillion-riders accounted for almost half - 1,885 (49%) of these road deaths. The impact on vulnerable road user groups is significant across these partner nations with pedestrian deaths reaching a high of 260 in 2007. Death amongst pedestrians was twice as high as that of motor-cyclists and three times more than pedal-cyclist.
The Core Data Group partners recorded a total of 3,861 deaths during the period
• 60% of road fatalities (218) in Suriname10 moped drivers comprising 35% of these (SRA, 2013) • 54% of road fatalities (892) in Jamaica (NRSCJ, 2013)
Figure 2 - Road deaths by user type Road deaths by road user type 2007 - 2011 (selected islands only) 800
Vehicle occupants such as drivers and passengers were the second largest cted group accounting for 1,609 (42%) of those killed during the five-year period. Other deaths, which weren’t categorised, accounted for a further 367 (9%) of all road deaths.
ected Age Groups The analysis of fatal collisions involving erent categories of age groups and in particular young drivers age less than 17, was not possible. Whilst there is a small sample of evidence available from a few islands, analysis of this would not allow for any meaningful conclusions to be drawn. Anecdotally it is thought that the number of adult male drivers represent a large proportion of those killed during the period 2001 – 2011.
Annual Fatality Rates In 2011 the annual fatality rate resulting from road collisions across the large (those with populations greater than 100,000) partner nations was 12.0 deaths per 100,000 individuals. For the smaller nations (with less than 100,000 population) such as the Cayman Islands and St. Kitts and Nevis the fatality rate was 1.2 per 10,000 individuals.
600
400
200
0 2007
2008
2009
2010
2011
Years Pillion Rider
Cyclist
Motorcyclists
Pedestrians
Car Occupant
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Across those nations with populations greater than 100,000 there has been a steady decline in this fatality rate figure since 2007. The most consistent decline is in Jamaica where deaths per 100,000 have fallen from 13.5 to 10.7 during the fiveyear period 2007 to 2011 (National Road Safety Council Jamaica, 2013).
18 18
16.3 15 13
Annual fatality rate
12 12
6
0 207
2008
2009
2010
2011
Years
Caribbean Best Practice Jamaica has led the way in best practice across the Caribbean region in the area of data management, and the system in place allows for full analysis of those user by road groups being directly collisions. Some data is also available from Trinidad, Guyana, Suriname and Barbados. The Jamaican model though stands out as the best in the region and is well placed to support other partner territories in building their data management systems.
Across the Caribbean Islands there are many factors which contribute to deaths on roads. There is however further work required to ensure that these factors are being accurately recorded. There is a similar issue relating to how user the data regarding groups is captured. This issue impacts on the way policy is subsequently formulated within the transport sector. As the contributory
15
factors and impacts on various groups in society are not always recorded in a consistent format, it can be to assess the needs of the various Islands. Although the evidence presented here indicates that there have been reductions in the number of people killed since 2006, unless investment in education, engineering, enforcement and smart technologies are introduced this downward trend is unlikely to be sustained. Ensuring that the islands of the Caribbean can address the issue of safer roads for all will continue to be a major challenge. Areas such as vehicle standards require significant focus to bring the standards of vehicles imported into the Caribbean on par with similar models sold elsewhere in the developed world. Achieving behaviour change away from the established entrenched behaviours of drivers, motorcyclists, pedal-cyclists and pedestrians will also pose a threat to any long-term success. In addition, the enforcement of laws to address persistent speeding people driving without licenses and drink and drug driving will also remain areas that will require further government input and more robust enforcement. In Part II of this series the writer explores changing attitudes toward road safety and sustainable solutions for improving road safety in the region.
References Arrive Alive.2013. Fatal Road T
Accidents 2006 to 2012.
Caribbean Road Safety Stakeholder Group.2013. CISEV.2012. Cost of T I njuries i n Latin A merica, Ibero-American R oad Safety Conference (CISEV) Bogota, Colombia . Commission for Global Road Safety. 2 009.Make R oads Safe report: A New Priority for Sustainable Development Guyana National Road Safety Council. 2013. Summary of Accidents for the past 13 Years 2000 – 2012. Inter American D evelopment Bank.2012. Road Safety Strategy – deaths in Latin America IDB Closing the Gap: Reducing road and the Caribbean, Action Plan 2010 – 2015. National Road Safety Council Jamaica.2013. Road Crash Fatalities by Category 1991 – 2011. Road Safety Strategy – IDB Closing the Gap: Reducing road deaths i n Latin A merica and t he Caribbean, A ction P lan 2010 – 2015, Inter American Development Bank, Washington, 2012. Suriname Roads A uthority. 2 013. The M onthly Number o f Deceased Persons Due to Road T Accidents. WHO.2013.Global Status Report on Road Safety, Geneva. WHO. 2 004.World R eport on R oad T Geneva.
I njury P revention,
Issue 28 Tips – Road Safety for Pedestrians Pedestrians are the second largest group of road user fatalities. The following are tips to improve pedestrian safety: • Always use pedestrian crossings • Never assume that an approaching vehicle can see you, or will stop for you • Wait until all vehicles have stopped before you cross • At intersections, check for turning vehicles before you leave the curb, and while you are crossing the road • Avoid crossing between parked cars or at the front or back of buses • Wear bright, light coloured clothing at night or in reduced visibility conditions • Avoid using a mobile phone or portable media player (so you can hear vehicles and concentrate on crossing the road) • At traffic lights, make sure that vehicles stop before you start to cross, and don’t enter the road if vehicles are moving through thecrossing • Just as with drunk drivers the majority of alcoholaffected pedestrians are killed in peak social drinking times – betweenThursday night andSunday morning • If you plan to drink, make sure you have organised a way to get home safely Source: NSW Centre for Road Safety, 2013
For further information contact: info@caribbeanroadsafety.org www.facebook.com/caribbeanroadsafety Follow on Twitter @ caribbeanroads
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St.Vincent Ltd. Darryl Gaines, Master Trainer, National Safety Council, U.S.A.
th
7 Regional Road Safety Conference 2015
St. Vincent and the Grenadines Understanding the Issue; Identifying Solutions
Paula Fletcher,
Executive Director, National Road Safety Council , Jamaica
27th & 28th May, 2015 Eric Kipps, This conference will bring together stakeholders in road and vehicle safety in order to promote means that will help improve our road safety statistics and draw attention to emerging safety issues associated with Tourism. It will address a wide range of topics and will provide the latest information and advances in highway safety, drug and alcohol induced driving, crash scene management and much more.
Registration deadline: 8th May, 2015
Venue: Hotel Alexandrina, Prospect, St. Vincent & the Grenadines For Further Information Contact:
Telephone: 1-784-534 - 2380 E-mail: jaricsvg@gmail.com
Managing Director, Jaric ESH, Trinidad
Michael Crankshaw, Managing Director, Fleet Cube International, South Africa
The Role of the Crash Investigator in Reducing Traffic Collisions By Kenute Hare Director, Road Safety Ministry of Transport, Works and Housing Jamaica
Introduction The role of the Crash Investigator is very important in any sustained effort to stem the tide of traffic crashes that presently affect the socio-economic fabric of societies. Ever since the invention of the motor vehicle, mankind has been grappling with the negative effects of traffic crashes. It therefore means that in order for mankind to seriously address the contemporary traffic safety issues, the role of the Crash Investigator is going to be of serious concern, especially in order to address the 1.5 million persons who are being killed in the traffic environment on an annual basis.
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The time for action is now, as States are being required to ensure that the Pillars of the United Nations Decade of Action for Road Safety (2011-2020) are fully entrenched: • Road Safety Management • Safer Roads and Mobility • Safer Vehicles • Safer Road Users • Post-Crash Response Nation States will be required to ensure that the necessary mechanisms are put in place so that they are equipped with Crash Investigators who are able to effect quality investigation of traffic collisions. Quality Crash Investigators are predicated on the fact that they are properly trained to carry out these very important tasks. It should be mandatory that all Traffic Officers are proficient in Mathematics and Physics, as these two subject areas are very important in the Collision Investigation Process. Crash Investigators, to be taken seriously, must ensure that they have these two subjects covered, as the investigation of traffic collisions are predicated on the laws of Physics, specifically mechanics, pressure and light. Collisions are always subjected to some laws of Physics, so this must be explained. The role of the Collision Investigator is very crucial as we seek to ensure that the appropriate surgery is executed to address the particular traffic safety issue. The Investigator must also be aware of the following issues in the traffic investigation process: • Determining seating positions • Role of energy and momentum • Importance and relevance of Newton’s Laws of Motion • Identification and analysis of tyre marks left at the crash scene • Examine lamps of motor vehicles involved in collisions • Role of gradient and super-elevation • Dynamics of pedestrians and pedal cyclists • Dealing with special collisions: − Heavy vehicles − Motorcycles These are just some of the areas that the Crash Investigator will be exposed to in the traffic environment, thus it is imperative that they are technically equipped. It is from the investigation of traffic collisions that the analysis is executed. This means that without quality investigation, the analysis will be flawed. It is prudent to ensure that the following persons are trained in a sustainable manner, to ensure that they know exactly how to execute the task: • Police Officers • Engineers • Motor Vehicle Examiners • Statistical Analysts
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framework in place that would allow for the continuity of the crash investigation processes. Officers should be exposed to various Crash Conferences and there should be continued Training for new persons who are involved in the process. Since most of the persons investigating traffic collisions are Police Officers and Insurance Investigators, the required institutional framework must be in place to ensure these investigations are carried out according to Contemporary Standards. For States who are contemplating improving their capacity to investigate traffic collisions, my suggestion would be for them to ensure that the issue of Crash Scene Management, Analysis and Investigation are treated with fundamental importance before officers get involved in the hard calculations of:
These persons are normally required to provide expert evidence, making it important for them to be properly trained. Once Crash Investigators are able to deal with these collisions, Road Safety Officials will have a better understanding of what is happening in the environment, thus putting the engineers and other professionals in a much better position to make the necessary adjustments. This will ensure that they are able to apply the correct procedure to the prevailing issues. Crash Investigators are required to carry out investigations in a systematics manner, classified in three (3) Phases: • Pre-Crash Phase •Crash Phase • Post-Crash Phase
• Speed from Skid Marks or Yaw Marks • Damage Energy • Momentum • Pedestrian/Bicycle Collisions
It is very important that they are able to determine the various stages of the collision, which are:
Once again, it is very important that Crash Investigators are proficient in Physics and/or the Mechanics component of Applied Mathematics. Failure to do so will make it difficult for one to properly reconstruct the collision. Crash Investigators collect very important data from the Collision Scene which must be analysed. The Crash Investigator is the first line of attack in the assault against traffic collisions, but they must be empowered to effectively carry out this very important task.
• Point of Possible Perception • Point of Actual Perception • Point of No Escape • Point of Impact • Point of Rest Once the Investigator is able to investigate traffic crashes, it is important that organisations put the necessary institutional 20
The job of an Investigator is very interesting and I would encourage students of Physics and Mathematics to seriously consider a career in this area. Though broad, it is open to specialisation. One thing I must admit is that when I was going to High School and was being exposed to Applied Mathematics, especially the Mechanics Component, I did not know that one day I would be using it in a natural manner. Crash investigators are required to investigate fatal and serious collisions in some jurisdictions. In other jurisdictions they are also responsible for investigating collisions involving government vehicles. It depends on the Scope, but I am certain that it can be extremely rewarding knowing that it is based on the data gathered from the investigation that the analysis was executed.
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Target Group • All levels of management • Safety practitioners • Safety committee members • Field officers • Administrative staff
Risk Assessment Training Course Content • Principles of risk assessment • Legislation governing risk assessments • Employers' legal obligations • Identification of hazards and risk • Evaluating and calculating risk • Recording and reviewing assessments • Understanding documentation and terminology • Practical risk assessments • Risk assessment registers • Hierarchy of control • Selection of control measures • Special risk areas
Register Today
Certification On successful completion of this course participants will receive a National Association of Safety Professionals Certificate and Card. It is recommended that this certificate be renewed every 3 years.
T: 868-221-4100 or 868-223-1198 F: 868-222-2147 52
Website:www.jaricesh.com Email: Jaric@email.com
Road Safety and the Caribbean Mini Bus Culture: Taming a Monster By Eric Kipps, Road Safety Consultant
“A developed country is not a place where the poor have cars. It’s where the rich use public transport.”, said Enrique Penalosa, former Mayor of Bogotá, Colombia. A very profound statement in the context of public transport. This is just another dissimilarity between developed, developing and underdeveloped countries. In our region the opposite holds true. Here the rich have cars and the poor take public transport.
many different names in different countries like the Maxi Taxi in Trinidad, Robots in Jamaica, the ZR’s in Barbados or just Bus/Van in some islands. These names describe the most common mode of transport in the region. This however is not just a Caribbean thing but a low income country transport situation. The Caribbean like other low income countries suffers from grossly underdeveloped public transport systems which have given rise to many informal modes of transport consisting of privately-owned buses, converted pick-up trucks and mini buses which have evolved to fill the gap.
From Jamaica in the north to Suriname in the south, countries in the Caribbean share a common threat to their safety. I make particular reference to the public transport system provided by the Mini bus. They are referred to by 25
Examples of Mini buses include: • The Matatu in Kenya • The Light Buses of Hong Kong • The Mini buses of Singapore • Manila’s Jeepneys • The Colt of Jakarta • The Dolmus mini buses of Istanbul • The Dala Dala of Tanzania • The Tro-tro of Ghana • The Haitian Taptap • The Molue (moving morgues) and Danfo (flying coffins) of Nigeria • The Taxis of South Africa and Uganda
T
hese modes of transport have been able to flourish because the low fares charged are affordable to poor people. One of the most comprehensive studies on bus transit was commissioned by the World Bank in the late 1980s. The study noted that in several instances, private ownership of public transit offered cheaper service in the developing world when state-operated transit operators underwent a decline in service. The vehicles are also convenient, as they will stop anywhere to pick up or drop off passengers, and they do not adhere to any fixed time schedules. Against these advantages for poorer people in terms of mobility, there is a marked lack of safety. The vehicles are generally overloaded with passengers and goods. The drivers speed, are aggressive in their road behaviour and lack respect for other road users. The long hours that drivers are forced to work result in fatigue, sleep deprivation and reckless driving. In an article published in the Jamaican observer on Sunday, May 18, 2014, Garfield Higgins said that “scores of Jamaicans were emotionally, socially and physically incapacitated by the minibus system that existed from 1974 into the1990s”. Essentially the transportation system created a necessity for hundreds of people to take a bath – for one reason or another – after taking a bus ride, he said. In an interview with The Sunday Gleaner Head of the Police Traffic Division, Senior Superintendent Radcliff Lewis, urged motorists to avoid the illegal or robot taxis. He made the call after nine persons were injured in an early-morning traffic accident with some seriously so, Lewis said “When a person takes a robot taxi, the only thing they can get is injury and nothing more because those vehicles are not licensed to carry passengers”. He said persons from his division have met with officials of the insurance industry on several occasions and given them the names and vehicle numbers of the robot taxis. “I have told them not to insure these vehicles and the insurance companies still continue to insure these vehicles. So what I have decided to do is to advise the injured persons to sue the insurance companies,” said Lewis. “I’m prepared to go to court on their behalf because is full time now that we deal with these undisciplined drivers. Everybody is speaking about these men. They have no respect for the law, they have no respect for the road-traffic laws and they have no respect for people’s lives.”
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A travel advisory for Barbados described the ZR pronounced Zed-R as “a great choice for travelling along the island’s south coast. Travelling by ZR van is quite an experience as they are known for their high speed, loud music, sudden stops and packing in as many passengers as possible.” A country report used by Americans stated “Mini buses have been involved in the majority of fatal vehicular accidents in recent years, and official Americans are barred from using them. You should use taxis for transportation”, the article advised.
Like in other regions, safety issues associated with the Mini bus have many times proven to be deadly. Research shows that thousands of persons have lost their lives or have been seriously injured in crashes involving these Mini buses. In recent times in the Caribbean region we have had some very horrible crashes which have resulted in a great number of lives lost. In October 2010 a vehicular accident in Susannah village, Corentyne Berbice, claimed the lives of thirteen persons and hospital authorities said that at least five others were critically injured. Officials at the New Amsterdam Hospital said that a baby was among those killed when a truck collided with a Mini bus. Reports said that the Mini bus had been speeding in heavy rainfall. In November 2012, as many as eighteen persons lost their lives when a Mini bus plunged over a cliff in St. Lucia. St. Vincent joined the
countries in the Caribbean who have had multiple fatality crashes when a Mini bus with as many as twenty persons plunged into the sea in January 2015, claiming the lives of five children with two still unaccounted for. The carnage continued in February 2015, when a Minivan plunged into a river killing five pre-teens and a teacher. These are just some of the recent examples of the deadly effects of the mini buses in the Caribbean. In this two part article I will look at the probable causes and solutions to this serious but largely under stated problem with our transport system in the Caribbean. The Cause of the Problem To better understand the issue we must first look at the genesis of the Mini bus 27
in the region. Public transport in the region is almost exclusively supplied by a relatively fragmented private sector. The pattern of decline of the public transport sector was similar in many developing countries, between 1960 and 1990. Many of the government run public transport services crashed our were significantly impacted by a combination of high costs of operation and budgetary incapacity. The story of the Jamaica Omnibus Service (JOS) is a prime example. Robert Cervero in his book Informal Transport in the Developing World give clear insight into the JOS. The service started in the late 50’s but in the late 1970s the government was faced with declining revenues at the JOS, they decided to implement a hybrid mishmash of Robots (Mini buses) route taxis alongside the Jolly Joseph buses. By the time the Jamaica Labour
Party government came to power in 1980, the system was in chaos and Prime Minister Edward Seaga’s free market approach was to make the JOS inoperable and hand the system over to an association of bus operators who ran the system into the ground as a law unto themselves. According to Garfield Higgins in his Observer article “the problem developed as a consequence of economic problems of the time causing the scheduling of buses to fall apart, frequent breakdowns became commonplace, and management of the service went south. This created a vacuum, which was filled by enterprising owners of small buses and taxis who delivered a comparatively faster and ‘reliable’, but largely illegal service. By 1983, the illegal service all but conquered the Corporate Area transportation. Likewise ‘Modern’ Trinidad and Tobago is suffocating in the fumes and the noise of cars, trucks, vans and buses. Perhaps it is a just punishment for scrapping the coastal steamers, trams and trains. The entire railway system, was scrapped in 1966, one year after the last train ran to San Fernando, making way for the motor car in its various incarnations, which had been on the scene since 1900. The public transport service was in the most part inefficient and like Jamaica gave rise to the modern maxi taxi. The Robots, Maxi Taxi, Mini bus and Vans have over the years developed a poor safety record with frequent accidents which most times have ended in fatal consequences. Fierce competition for customers invites, chaotic and collectively damaging driving behavior. Poor customer service was also common place with commuters subjected to verbal, physical and psychological abuse at the hands of the drivers and conductors; a feature of the service. In Jamaica and Trinidad and Tobago operators have been known to kick everyone off their vehicles, turn around and head the opposite direction when there is more money to be made going the other way. The drive to maximize personal gain, regardless of how others might be impacted, leads to such unscrupulous behavior. Due to hyper-competition, operators are notorious for driving aggressively and recklessly. Many are guilty of cutting off cars to pick up passengers, blocking lanes to load and unload passengers, overloading, operating unsafe vehicles, ignoring red lights and excessive cruising and hawking for customers. Some operators knowingly and openly disobey 28
traffic rules, though in fairness, flagrant violation of traffic laws is common place in our region, not just among bus operators. Others are simply unaware of traffic rules because they have no driver training and are illiterate. Literacy is one of the key issues as many of the operators in particular the Conductors or Touts as they are referred to in Trinidad and Tobago cannot read, write or communicate effectively with passengers. It is quite evident that there are many unqualified and incompetent drivers who are not fit to drive taxis and buses. In many countries there is, no programme for identifying and taking them out of the driving seats. No countrywide computer database has been established to authenticate their drivers’ licences. Additionally, long, hard working hours cause driver fatigue, a significant contributor to accidents. Safety is also compromised when too many passengers are allowed to board. Overcrowding puts children, the elderly and the frail in harm’s way when vehicles are abruptly stopped. It also invites pickpocketing and bullying. The widespread use of poorly maintained vehicles run on under-inflated bald tires, only increase the risk of accidents. In some of the smaller islands the mixed traffic operations many times result in serious injuries and fatalities. Taming the Monster Because of the great demand for public transport, it plays a critical role in sustaining and improving the welfare of citizens by providing mobility to millions across the region. This however must not overshadow the need for safe and
comfortable travel. There have been several studies done on the safety, environmental and social impacts of public informal forms of transport in the developing world. The one common consensus is that if left unregulated it will only get worse. Developing countries require new approaches to addressing their transportation problems. These countries must make these approaches country-specific. In addition, they must realise that solutions designed for cities of developed countries cannot directly be applied developing countries. However, developing countries can and should learn from the mistakes already made in developed countries (like the United States) where unbalanced transportation systems are exacting enormous costs. In part two of this article we would explore some of the solutions that have already been employed by different countries in the region. We will look at their effectiveness and also look at solutions to the monster that is the Mini bus. References Jacobs G.D., and Hutchinson, P.1973. A study of accident rates in developing countries, Crowthorne, Transport and Road Research Laboratory, 546. Robert Cervero.nd. Informal Transport in the Developing World.
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The Dangers of Driving While Distracted By Alphonso Grennell Defensive Driving Consultant Grennell’s Driving School Jamaica
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s one drives, walks, or rides on our roads one cannot help but see the various driving distractions that drivers have subjected themselves to. These distractions vary from reading the newspaper, having breakfast, putting on make-up, watching DVD programmes, men gazing at females, attending to children in the back of the vehicle and the widespread use of cellular phones; for both talking and texting. What is Distracted Driving? Dictionary.com defines distraction as “Having one’s attention diverted and being rendered incapable of behaving or reacting in a normal manner”.
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To put it another way a distraction is anything that:
Researchers are finding that inattention and distractions may play bigger roles in traffic crashes than anyone imagined. Calming a fussing child in the back or front seat (note - children under 12 years old should sit in the back seat in their appropriate restraint), putting in a CD or tape, eating on the run, using a cell phone and looking at GPS equipment; all these activities interfere with safe driving.
• Takes your eyes off the road – a visual distraction • Takes your mind off the road – a cognitive distraction • Takes your hand off the wheel – a manual distraction Driving is a risky activity. Each year, more than 300 people are killed in motor vehicle crashes and several more hundreds are injured in Jamaica. In the USA, over 40,000 people are killed in motor vehicle collisions and over 3 million people are injured annually (New York IPIRP 2011). Research in the USA indicates that almost 85 % of crashes and 65 % of nearcrashes happen within three seconds of some form of driver distraction. Multitasking is a contributing factor in 93% of crashes and minor collisions.
“Distraction is a huge problem,” said Michael Goodman, chief of the driver behavioural research and simulation division of the National Highway Traffic Safety Administration, (NHTSA). Goodman added, unlike alcohol and drugs, driver distraction can’t be detected in blood or breath tests. Interpreting distraction’s role in a crash often depends on the driver admitting his/her actions or survivors in a crash giving information about the incident.
What distracts us? It would appear that driving distractions figure prominently in motor vehicle collisions based on the experiences shared by drivers in Defensive Driving Courses. The types of distractions vary from an intense conversation in the vehicle to as bizarre as feeding an animal.
What may surprise you is the number of things we do in our cars that take our attention away from the primary task of driving: • Passenger related • Internal Distractions (not vehicle or passenger related) • Wireless devices • Vehicle related • Inattention to forward roadway • Dining • Smoking • Day Dreaming • External distraction • Personal Hygiene
Hang up and drive I want to use the rest of this article to address cellular phone distractions. Jamaica has three major telecommunications companies that provide cellular phones and one of these companies claim a customer base of over two million. This volume of cell phone availability will lead to a greater use of cell phones while driving unless drivers are educated as to the unsafe use of cell phones while driving. Drivers must make a conscious decision not to use cell phones while driving. Also, the government of the day should put in place legislation to forbid drivers from using their cell phones while driving.
In the October 2008 publication of Ebony under the heading, ‘Most Americans Admit to Driving While Distracted’, according to a survey by Nationwide Insurance in the USA, more than 80% of Americans talk on the phone while driving and 40% between the ages of 16 and 30 send and receive text messages while driving. Drivers need to realize that there is no such thing as safe “driving while distracted (DWD)”. According to the National Highway Transportation Safety Administration, in the same article, driving while distracted accounts for 80% of road crashes in the U.S.A.
Most countries have some level of prohibitions on cell phone use while driving. In Australia, cell phone use while driving is banned in all states and fines varies. In Ireland, handheld cell phone use while driving is banned, with a fine of US$380 and/or up to 3 months imprisonment on a third offence. Hands free kits are allowed, although that is subject to review. In Norway offenders are fined over US$600 per infraction (Cellular News 2011).
In the summer of 2003, the Governors Highway Safety Association (GHSA) joined the America Automobile Association (A.A.A), and its foundation for traffic safety in announcing research from the university of North Carolina showing that reading, writing, eating, adjusting the radio/ CD/tape, interacting with others in the car, grooming, as well as cell phones use, were major distractions. Employing incar video cameras to observe how drivers behave, the study concluded that all drivers in the study had been distracted to some degree, 90% by something outside the car and 100% by something inside the car. All distractions are potentially dangerous. Driving is a full time job and it demands 100% attention from the driver.
Using hands-free phones may not increase safety. Several studies have found that the process of conversing is more distracting than the act of manipulating the phones. “Its cognitive distraction that’s the really important one,” said Frances Bents, vice president of Dynamic Sciences Inc., an Annapolis, Md., Engineering and Transportation Safety Research firm. A study, released in 2001 by the University of Montreal Transportation Safety Laboratory, concluded that cell phone users experienced as high 38% higher risk of crashes – a risk that increases as cell phone use increases. The study used questionnaires, cell phone records and crash reports for 36,000 participants. One-third of the men and half the women said phoning interfered with 31
Crash rates for teen drivers are much higher because teens are the most inexperienced drivers, the group most likely to use a cell phone, and the group most likely to text message while driving (Edgar Snyder, 2011).
their driving. Frances Bents said she agrees that cell phones are cause for concern. “The use of cell phones has been shown to be singularity distracting in human factors research,” Bents said. Drivers can be distracted by what hear, see, handle or think about. “Cell phones are the very first activity to incorporate all four types of distractions,” Bents said. A participant in one of my defensive driving courses shared an experience of a crash he had because he was using a cell phone while driving. He said that, he looked down at his phone to see the telephone number (a common practice) and before he could look up he ran into the back of another vehicle. The damage to the third party vehicle cost JD$45,000.00. The use of the cell phone has caused drivers to drive slower than normal, turn without giving appropriate signals, veer from their lanes, brake suddenly, and to be inattentive while driving. Some states of the USA do not permit drivers between the ages of 18 or 21 to operate a motor vehicle while using a cell phone. In Jamaica it is not uncommon for bus drivers transporting passengers to talk on their cell phones. This type of
behaviour should never be tolerated from our public passenger vehicle drivers. The relevant authority must do something about this unsafe behaviour. Bus drivers should not be permitted to drive and use a cell phone. If the call is very important, why not pull off the road and take the call. This is far safer. Does cell phone use while driving cause traffic crashes? Research shows that a driver is four - six times more likely to be in a crash while talking on a cell phone. Crash rates for teen drivers are much higher because teens are the most inexperienced drivers, the group most likely to use a cell phone, and the group most likely to text message while driving (Edgar Snyder, 2011). Is it safe to use a hands-free cell phone (headset, speaker phone or other device) while driving? Hands-free phones are not risk-free. Studies show that hands-free cell phones distract drivers to the same extent as hand-held phones. Why? Because it is the conversation that distracts the driver – not the device. Research indicates that whether it is a hands-free of hand-held phone, the distraction is significant enough to 32
decrease a driver’s performance. This can cause a driver to miss key visual and audio cues needed to avoid a crash. Is talking on a cell phone any worse than having a conversation with a passenger in the car? Any activity a driver engages in distracts him or her from the primary task of driving. Some research findings comparing cell phone use to passenger conversations while driving show each to be equally risky. While others show cell phone use to be more risky. A significant difference between the two is the fact that a passenger can monitor the driving situation along with the driver and pause for, or alert the driver to potential hazards, whereas a person on the other end of a phone conversation is unaware of the roadway situation.
Safety Tips to Avoid Distracted Driving Before You Drive: • Be familiar with the controls in your vehicle. • Adjust vehicle controls such as seat, mirrors, radio, heat, or air conditioning. • Plan ahead. Read maps and check traffic conditions. • Secure your pet properly in a carrier or safety belt harness to avoid having it interfere with your driving. • Program directions into your navigation system. Enable the voice-activated function. • Do not send or read text messages. • Do not multitask—read, write notes, eat, or drink. • Do not make or answer cell phone calls. Pull over to a safe area, especially in hazardous conditions. • Do not look at a navigation system map. While You Drive: • Pull over to a safe area to care for children. • Do not reach down or behind your seat, pick up items from the floor, open the glove box, or clean the inside windows • Avoid emotional conversations. • Pull over to a safe area to make or receive a phone call, even if you use a hands-free device. • Never read or send text messages while driving. • Do not steer with your knees or feet. • Do not do several tasks, such as reading, writing notes, eat or drinking a beverage while driving. In conclusion, there is no distraction and/or phone call that is worth a life. It’s more an issue of individual responsibility. When you’re behind the wheel, you have to make safety your top priority. Therefore; “On the Road, Off the Phone”. References Cellular News. 2011. Countries that Ban Cell Phones While Driving. http://www.cellular-news.com/car_bans/(accessed June 8, 2011). Dictionary.com. 2011. Distraction. http://dictionary.reference. com/browse/distraction (accessed June 9, 2011). New York Internet Point and Insurance Reduction Program. 2011. The Traffic Safety Problem. http://www. newyorkdefensivedriving.com/course_sample.html?p=1 (accessed June 9, 2011). Edgar Snyder and Associates. 2011. Car Accident Cell Phone Statistics.http://www.edgarsnyder.com/car-accident/cellphone/statistics.html (acessed June 8, 2011).
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Industry in Trinidad and Tobago Part II of a Two Part Series... By Shamfa Q. Phillips BSc., MSc.
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When a company speaks of middle management and leadership skills, then it is noted that management plays a pivoted role in the developments and commitment of safety culture in the organisation.
Results
• The HSE Reports
Introduction
• Orientation, Induction and Onboard Policy
This study aimed to examine the factors that contribute to a poor safety culture in the oil and gas industry in Trinidad and Tobago. Essentially, the focus may be reduced to the broad question, “What is the nature of the safety culture in the oil and gas industry?” The findings are presented based on the evidence that emerged using the methodology described in Chapter 3. Data presented focuses on the themes that emerged during the course of the study and throughout the process of analysis. These themes were identified as follows: organisational commitment, employee participation, communication and incident reporting. This section outlines the themes that emerged and proposed answers to the research questions posed. The results of document analysis, interviews and observational walk-abouts are presented for both companies. Findings and Analysis The ABC Group of Companies The following Occupational Safety and Health (OSH) documents were reviewed: • Occupational Safety and Health Policy • Accident Reporting Structure
• Emergency Plan • Risk Assessment Documents Accident Reporting Structure ABC’s accident reporting procedure is guided by the company’s accident report manual which states that all accidents, even minor ones should be reported and supervisors complete a detailed report of the accident within 24 hours of the occurrence of the accident. Findings of HSE Reports for the years 2008, 2009 & 2010 Accident and Lost Time Accidents (LTAs) In the introductory paragraph of its 2008 report, the company reported that inroads were made in the areas of training, injury prevention, JSAs, confined space entry requirements, HSE awareness, housekeeping improvements, contractor safety management, environmental compliance and OSH compliance. The company also recorded a 91 per cent reduction in lost days and 464 days without a LTA. In 2009, however, the company noted an increase in the 35
number of accidents with six LTAs, as against zero for 2008. This increase was noted in spite of the fact that the company stated that inroads were made in the same areas as identified in its 2008 report. The 2008 annual report shows that there were a total of 15 accidents, 0 LTAs and 73 days lost. In 2009, the accident count remained at 15 cases with an increase of LTAs from 0 to 6, an overall increase of 21.6 per cent. Total days lost for the period increased to 338. In both years, accidents involved upper body, primarily to the hand and fingers. In 2010, accidents were reduced to 11 with a total of 4 lost time and a total of 644. Training Sessions In all three years, the company offered HSE training to its employees which spanned areas including HSEQ Training, Scaffolding and Forklift Training, First Aid Training, Gas Testing, Chlorine Safety Training, STOP Awareness, Confined Space Training, Ambulance Driver Practical and Environmental Refresher Training. The training man days totalled 765.05 in 2008; 758.52 man days in 2009 and 493.39 man days in 2010. In 2008, the company hosted HSEQ Orientation Sessions to a total of 731 of ABC and contractor employees; in 2009 HSEQ Orientation Sessions were increased to 901; in 2010 however, 796 personnel received training.
HSE Events
HSE Project Reports
In an attempt to increase the overall awareness of its employees the company’s annual report recorded a number of HSE safety events such as Safety Stand Down, Emergency Fire Drill, Occupational Health and Safety Visits, AMCHAM HSSE Conference and Exhibition. In 2008, three Occupational Health and Safety Visits were recorded for the year whereas in 2009, no visits by the agency were recorded. In the third quarter of 2010 however, ABC received a visit from the Occupational Safety and Health Agency.
The company indentified a number of ongoing HSE projects:
EHSE Committee Meetings According to the company’s report, ESHE Committee Meetings were scheduled for the last Wednesday of each month. There were a total of 12 meetings, one each month in 2009 and 2010. In 2008 however, a number (not stated) of the EHSE meetings were cancelled due to the unavailability of key personnel. HSE Inspection, Audits & Surveys Various inspections and surveys were carried out throughout the year to ensure as best as possible that all equipment, facilities and the environment associated with day to day activities were in good order. Inspections were carried out in the following areas: ambulance, fire cabinet and hydrants, first aid kits and guards. The reports for the 3 years underscored the number of safety walks completed as scheduled for each quarter. In 2008, all of the 11 safety walks scheduled for the 1st three quarters of the year were conducted. In the 4th quarter however, only 7 of the 11 safety walks scheduled were completed. Similarly in 2009 and 2010, all 11 safety walks were completed as scheduled except for the 4th quarter where 10 of the 11 schedule visits were completed.
i. JSAs – continued with the JSA inventory; over 2129 JSAs were audited in 2008; 1264 in 2009. Auditing, review and preparation of JSAs is a continuous exercise. JSA are now available in a public folder for employee’s perusal. ii. OSH compliance – the review of ABC’s OSH Gap analysis revealed that ABC is in 71% compliance with the OSH Act of 2004 as amended. The company is presently taking steps to close the gap identified. OSH compliance action log was developed. The 2009 report did not refer to the company’s OSH compliance status. iii. Permit to work system – a procedure was developed to govern the permit to work process; an accompanying training program was also developed and scheduled to out in the 1st Quarter 2009. Presently, the new “Confined Space and Hot Work” Permit forms and also “Permission to Use Hoist” forms are in use in the field. iv. Identification Card – the contractor passes continued to be processed by ABC Police and they are being distributed to the contractors.
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v. Safety Monitor Program – continued STOP Training program for Safety Monitors. In the 2009 report, there was no reference to the company’s OSH compliance status. In that year, the company developed a procedure to govern the permit to work process. This included a training programme which was scheduled to become operational in 2010. The company also developed a risk assessment project plan; a plant emergency siren was installed and commissioned at a village in the South Western area of Trinidad and commenced a review of its HSE procedures. This review continued into 2010. Safety Detention In 2008, there were no records of safety detention or injuries which resulted in LTAs. In 2009, there were three (3) safety detentions and a further three (3) remained outstanding. In 2010, four (4) safety detentions were held. Toolbox Meetings In all of the three years under review, the company held toolbox meeting on a daily basis prior to the start of work in all 32 sections which includes all of two villages located in the south western and south eastern area in Trinidad.
HSE Contracts
issue was forwarded to the P&D Manager for action. In 2009, internal complaints were made mostly with respect to dusting. These internal complaints have been investigated and raised as non-conformities which were closed out. Externally a complaint lodged regarding dusting at a family’s home. No reference was made to environmental concerns in 2010.
The 2008 report outlined a number of contracts to be renewed. It also stated that the duration of the contract was reduced from 3 years to one year. Scope of work included: removal of dogs, pest control, fogging of mosquitoes, sanitac services and pressure vessel and hoist certification. These contracts were renewed in 2009 and 2010.
ABC’s Orientation, Induction and On-boarding Policy Environmental Records The ABC’s Group Orientation, Induction and On-board Policy outlines the process involved for introducing staff to its vision, values and practices. Permanent employees are required to participate in a 12-day orientation prior to the first day of their official assignment and are also required to participate in a two-year on-boarding programme. The On-boarding process involves the long-term assimilation of the new employee into the organisation. This On-boarding programme comprises of 1) Town hall style meetings, 2) face to face meetings with the employee manager and direct supervisor and 3) a buddy system. One of the objectives of the programme included, “to ensure that there is a clear understanding of the job, as defined in the job description, and how duties are carried out with safe work practices to avoid the possibility of injury to the employees or others”. The ABC’s Buddy System entails the assignment of a buddy (a long standing employee), who partners with the new employee during his/her first year of employment. The buddy will offer advice and guidance to help foster and promote the professional development of the new employee.
In 2008, the company recorded seven closed out and five outstanding NCRs. These NCRs were listed as heavy dusting/ venting, drainage and poor housekeeping. In 2009 however, the company noted that there were twenty-five closed out NCRs and three outstanding NCRs. These NCRs were listed as documentation, waste management and dusting. The company also attended to such areas as sound pressure level monitoring, ambient air, wastewater quality and legal issues. In the area of environmental communication, the company received both internal and external complaints. Internally, complaints were made mostly with respect to dusting from the reject hopper and the kiln 3 cooler area. These internal complaints have been investigated and raised as non-conformities which are to be closed out. Two external complaints were also received: 1) one involving a complaint of dust from the quarry made by a villager. Corrective measures were taken, and 2) a complaint was made to the Environmental Management Authority (EMA) by a villager who reported that there was excessive dust from the ABC facility entering their home. A site visit was made and the 37
ABC’s Emergency Response Plan The Emergency Response Plan clearly outlines how employees should respond in the event of all major disasters, natural or manmade that may arise. These disasters include: storm, hurricane, flood, earthquakes, bomb threats, fires and explosion, utilities outage, natural gas release and riot and civil commotion. Risk Assessment Guiding Document This document identifies the relevant risks associated with the jobs to be undertaken and recommendations to mitigate these risks. The assessment is presented in a matrix form – where “categories” are presented horizontally and the “severity of the risk” is presented vertically. Categories are listed as unlikely, seldom, occasionally, likely and frequent. Severity of risk is listed as negligible, marginal, critical and catastrophic. Observational Report This section describes the researcher’s observation of the plant. This observation and walk-through was focused on the following areas: communication of safety and protocols and hazards, hazards at floor level/below the knee, hazards above knee/head, lighting and related hazards, use of personal protective equipment (PPE), housekeeping practices and organisational systems. The researcher’s observations are recorded as follows: i.
Communication of safety protocols & hazards: Communication is more for plant staff. The administrative staff are not well informed of the organisation’s safety protocols and hazards and it is not impressed on them to know it. This can result in a lack of knowledge to perform certain tasks, for example evacuation procedures and the knowledge of different alarm sounds and what they signify.
ii. Hazards at floor level/below the knee: Communication of dangers is high. There are a lot of signs
posted to remind employees of their roles and responsibility in the safety process. Safety officers are on site at all times to ensure that there are no developed hazards whilst at work. Floors are in good condition. All workers were equipped with the required PPE. If a new PPE is required, employees are seen going to the HSE department or asking their supervisor for the required PPE. iii. Hazards above knee/head: All floors are acceptable, even in the work area. All stair cases have signs indicating the need to hold onto the handrails whilst ascending and descending. The surface is of a non slippery type in the event that there is a spill. Also walkways are not entirely smooth. This ensures that staff wearing shoes with heels or smooth soles, is protected. All walkways are lined with yellow paint and crossings are stripped with yellow and black boxes. iv. Lighting & Related Hazards: there could be some improvement in this area. Especially on the plant, however in spite of this, the buildings have good lighting. 38
v.
Use of PPE: PPE is acceptable. No problems are observed with regards to this aspect as all employees were seen using proper PPE.
vi. Housekeeping Practices: there could be some improvement in this area especially in the trucking area, but overall the work environment is kept clean. There are objects obstructing (e.g. boxes) hallways, staircases, or access to fire extinguishers. There are bins on site for proper disposal as well. vii. Organisational Systems: the only improvement needed is that supervisors should pay more attention to the safety of their employees. Additionally employees should be participating more at training sessions. However reporting processes are high, as seen in some of the forms of accidents reported. Evidence of management’s commitment is observed by its response to risk assessments, safety meetings and monthly reports.
The XYZ Gas Company Ltd
• Job Safety Analysis
Observational Report
Review of XYZ’s HSE Documentation included:
• Safety meetings – each supervisor will be required to hold a fifteen minutes safety meeting at least once a week;
The researcher conducted a similar walk through as was conducted at ABC. Again, the researcher’s walkthrough was guided by the following key points: communication of safety and protocols and hazards, hazards at floor level/below the knee, hazards above knee/head, lighting and related hazards, use of personal protective equipment (PPE), housekeeping practices and organisational systems. The following is a record of the researcher’s observations:
• Occupational Safety and Health Policy • Incident Reporting Investigating and Analysis Procedure • Risk Assessment Documents • XYZ’s Safety Programme • XYZ’s Recorded On-site Accident Statistics • Interview Responses • Observational Reports Incident Reporting Investigating and Analysis Procedure This procedural document was developed to ensure that all incidents associated with business related activities or Company property, including Near Misses, Hazards and Occupational Illness are reported, categorised and analysed to minimise impact, prevent recurrence and improve effectiveness of the HSSE management system.
• Monthly reports • An employee safety committee • Safety inspections • A near-miss/accident reporting procedure • Environment management • Pre-employment medical • First aid programme • Emergency planning XYZ’s Recorded On-site Accident Statistics
All reported on-site accidents were grouped by month and nature of the accidents. The records for the three year period 2008 to2010 showed that there was an overall reduction of accidents from 475 in 2008 to 326 in 2009 to 295 in 2010. In 2008, XYZ recorded the highest number of XYZ’s Safety Programme incidence (142) in the area of slips, trips or falls of the persons. In 2009, The company’s safety programme the highest number of incidences (91) includes the following: in the area of struck by falling objects • A safety training, education and or hand tools. In 2010, the highest awareness programme - each number of incidents (83) was recorded employee on the date of his in the area of stepping on, striking employment will receive a safety against, or struck by objects excluding induction concerning relevant falling objects. information about existing safety rules, emergency procedures and potential hazards in the work area or location; 39
of safety i. Communication protocols & hazards: Employees were seen communicating with one another on the job site. There were safety signs and hazard warning signs strategically posted as well as detailed orientation for new visitors. ii. Hazards at floor level/below the knee: Signs for alerting of possible dangers were observed. The plant however is located deep in the in a forest in the south eastern part of Trinidad, and there is a big open area. Floors are made of a material which ensures proper grip with safety boots. All workers on plant are constantly checked by safety inspectors, for PPE, such as safety gloves, hard hats, safety glasses and proper protective shoes. iii. Hazards above knee/head: In the control room area, there are no shelves and only tables. This could be viewed as a good practice so that it prevents head injuries to workers who may be bending. iv. Condition of Floors/Stairways/ Ramps: All floors comprise of
non slip material. All staircases have signs indicating the need to hold onto the handrails whilst ascending and descending. The surface is of a non slip material in the event that there is a spill. Also, walkways are not entirely smooth so that staff with heels or smooth soles are less likely to fall. The distance from the plant to the control room is long, and the area is flat. v. Lighting & Related Hazards: High aerial lighting was observed in the plant however in the night there are some visibility issues around certain vessels. vi. Use of PPE: all employees were seen using required PPE for the site. Employees without proper PPE were not allowed to pass the main gate which permits access to the plant. vii. Housekeeping Practices: there are bins on site for proper disposal. There is evidence that a lot of maintenance work has been conducted on the plant’s vessels. A number of old equipment has also been decommissioned. Housekeeping practices are displayed in the office area which aligns to OHS guidelines. viii. Organisational Systems: safety meetings are held everyday on site before all jobs are started. The work permits and risk assessment are used as reference guides to discuss the type of job and risks involved. Training is available for all employees, however contractors are recommended for training based on the work area. Discussion of Results In the literature review, the researcher underscored the importance of engendering a positive safety culture in any organisation. Poor safety cultures severely undermine a system’s protection and increases employee’s vulnerabilities to incidences/accidents
such as slips, trips and falls or even more grave accidents. Overall practices, policies and protocols were within industry recommended HSE systems. In the case of the ABC Group, we observed that the company embraced a positive safety culture and was generally rated quite highly on many of the themes, by the interviewee or reports. These positive reflections are consistent with the reduction in onsite accidents. If we were to refer to the literature, we would observe that the themes identified in this analysis were also identified in the literature by Reason (1998), Gadds and Collins (2000) and HSE (2005) as critical elements in the development of a company’s safety culture.
with incident reporting. Overall, we observe that the accident reporting structure did allow for the immediate reporting accidents, as well as, for the investigation of same. This is consistent with the interview response which revealed that the current reporting structure was designed in such a way that employees felt that they could submit reports of accidents without fear of reprisal. Also emerging within this theme was a sub-theme – the culture of learning, where we found that the results of investigations fed into the development of remedies to avert similar incidences in the future.
With respect to organisational commitment, ABC showed a lot of development of policies and protocols; they held regular safety meetings, displayed a high commitment to safety assessments, checks and audits and responded in a timely fashion to accident reports and investigation. For the theme communication, analysis revealed that although the company employed various means to communicate with their employees for example, flyers and news stand, there was still some disconnect with respect to the actual transfer of information. Recognising the limitation in its communication strategy, we observed where the company made efforts to improve its dissemination strategy through the implementation of newer techniques such as the introduction of a safety village.
Although the company received an above average rating with respect to its safety culture, a number of deficiencies were identified. Firstly, the company’s annual report indicated that the review of its current OSH policies remained ongoing for two years, 2009 and 2010. There is definitely need for a timely turnaround of these projects of this nature as it impacts on other aspects of the safety culture within the organisation. Secondly, the researcher observed that although there is a high degree of buy-in by upper management and lower level employees, there remains a low level of commitment among middle managers. Thirdly, though the elements of a just reporting culture exist, it is still not clearly outlined. The researcher found that this process, particularly, the culture of learning, needs to be better articulated. Finally, there is still need for improvement with respect to the dissemination of information across the organisation.
With respect to employee participation/ consultation in the development and maintenance of health and safety, we observe that the employees in the lower rung were rated quite high for their involvement in safety issues. There was also a high level of involvement by Trade Union representatives in the OSH process, for example in audits and walk -abouts. It was noted however, that middle managers and supervisors did not display a similar or high level of participation and involvement. The company was also rated favourably
The safety policies, practices and protocol were also rated positively in the case of XYZ Gas Company. Examination of relevant documentation by the company revealed that overall; the organisation expressed a high commitment to safety. Additionally, what was particularly notable was that the accident statistics decreased progressively from 475 to 326 to 295 over the three year period 2008 to 2010. In the area of organisational commitment, the company established the relevant OSH protocols, held regular safety meetings,
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engaged in regular audits and safety checks and responded speedily to reports of accidents. Likewise, the degree of communication was quite high. The company’s health and safety policies were well articulated to all members of staff at all levels throughout the organisation. Generally, employees demonstrated a high commitment to overall safety, as well as, personal safety. The company was also rated well with respect to incident reporting, management’s response to reports, investigation duration, as well as, learning from the outcome of these investigations.
willingness to partake in safety related activities. The findings of these two case studies reveal that the safety culture within these organisations are not necessarily poor but within the specific OHS guildelines which related to a good safety culture. This reality is best illustrated through themes such as communication, organisational commitment, employee participation and incident reporting. The operationalisation of these themes led to the development of the strong culture within these organisations. However, although these factors all paid an important role in the development and maintenance of the safety culture within these organisations, the study also highlighted areas that required improvement. These areas included the level of commitment displayed by middle management, improvement the information dissemination process and the need for increased focus on the incident reporting and investigation process with the view of a developing a culture of learning.
Research Question: To determine the effects of poor safety culture in the oil industry and its role in the failure to report near misses for accidents: a case study of two oil and gas companies in T& T. In response to the overall research question, the findings of the case studies indicated that the safety culture within these organisations were above average. The relevant safety policies and protocols were established in both organisations. Evidence of adherence to these policies and procedures were derived via observational walk-abouts, interview responses and via the reduction of reported accidents. Research Sub-Question 1: What are the factors that contribute to a poor safety culture in these organisations? The findings of the study indicated that both organisations carried well established safety protocols and practices and as such could not be rated as a “poor” safety practices. Because of this, the researcher is unable to identify, outside of the literature, the factors that account for poor safety practices. The study however, allows the researcher to identify areas of weaknesses in safety culture practices in both organisations, which if rectified can strengthen the safety culture in both organisations. The areas of weaknesses were the degree of commitment among middle managers, improvement in the communication process and clear articulation of a learning culture. Research Question 2: To determine the attitudinal characteristics and perceptions that contributes to poor safety culture in these organisations. Though not explicitly stated, it can be implied through the interview responses that the key attitudinal characteristics were the demonstration of ‘buy-in’ and commitment to the safety process are critical attitudinal characteristics. These characteristics should be demonstrated by all individuals throughout the organisation, regardless of one’s position within the organisation. Evidence of these characteristics is observed through their degree of involvement and 41
Conclusion Since this study was a non-experimental study and was only conducted in two (2) companies within the large oil and gas industry in Trinidad and Tobago, the results cannot be generalised to other companies. The research methodology applied however was good since the interviews session gave the ability to probe for more information based on the responses. The opportunity given to the researchers to observe behaviours was easier than measuring values and beliefs. There is a clear consensus amongst safety practitioners that workers attitudes towards safety make a difference. What is clear in this research, was the attitudes or safety culture of the workers in the companies that affected the safety operations. These attitudes thus reflect on the overall development and maintenance of the safety culture within these organisations. When a company speaks of middle management and leadership skills, then it is noted that management plays a pivoted role in the developments and commitment of safety culture in the organisation. If there are gaps in middle management and leadership skills as identified in both ABC Group and XYZ Gas, then it contributes to a poor safety culture presently, thereby increasing the record of risks of accidents/ near misses. The researcher concluded that the safety cultures in ABC Group and XYZ Gas were not necessarily poor but identified gaps in the safety management system that needs to be addressed. As mentioned earlier, Ooshaksararaie et. al. (2009, 162) identified five major components of safety culture; (1) organisation commitment, (2) Management involvement, (3) employee empowerment, (4) reporting systems and (5) rewarding systems. Although both cases were above average in the four out of five components they both fell short in the management involvement and some aspects of employee empowerment, which may have contributed to the different accident / incident reports received in the company over the years. Ideally there were gaps identified in these two (2) cases, which are summarised in the following section which focuses on
the gaps indentified in the both cases and gives recommendations based on the research. Recommendations It is clear that the study did not identify a necessarily poor safety culture in the companies. It is also understood that the researcher was limited to two (2) companies. If we look at Diaz-Cabrera et al. (2007), view on assessing safety culture, he hypothesised that the instrument might not capture safety culture in its entirety given the many aspects of safety culture. This by no means is fictional. Both companies showed an above average score of positive safety culture, however there are a short comings that were identified after analysis where improvements can be made. ABC Group and XYZ Gas showed that there are some shortcomings in terms of communication at middle management stages. Employees were aware of the safety polices and procedures but the general idea of safety strengthening should be followed through by middle management. This can be done by rolling out training to middle managers in communications skills and supervisory practices. Continued emphasis should be place on reporting all accidents from minor first aids to more serious accidents given that employees may believe that reporting an accident may result in some form of disciplinary action. Emphasis should not only be placed on reporting accidents but safety awareness focus groups with all staff and not just field staff. The use of an incentives program can be developed for the reporting of accidents and near misses so that there is a rewarding aspect attached to it. In the case of legislation in Trinidad and Tobago, there needs to be more work with respect to the guiding document to which companies abide by. The accident reporting procedure should be tightened in the way feedback is given to the companies who have reported accidents. 42
Finally, a more in depth research into the safety culture in all oil and gas industries should be carried by the Ministry of Labour, with full co-operation of all the companies within the sector, since this research could not show that there are poor safety practices in the sector based only on the research of two (2) companies. References Angrosino, M. V., & Perez, K. A. M. D. 2003)=. ‘Rethinking observation: From method to Context’, In N. K. Denzin &Y. S. Lincoln (eds.), Collecting and interpreting qualitative materials, Thousand Oaks: Sage Publications, 107-154. Birley, G. and Moreland, N. 1998. A practical guide to academic research, London: Kogan Page Limited. Cohen, L. Manion, L. and Morrison, K. 2000. Research methods in education, London: Routledge Falmer. Creswell, J. W. 2003. Research design: Qualitative, quantitative, and mixed methods approaches, 2nd ed., Thousand Oaks: CA: Sage. Gadd, S. and Collins, A. M. 2002. Safety culture: a review of literature. http://www. hse.gov.uk/research/hsl_pdf/2002/hsl0225.pdf (accessed October 12, 2011). Gain Working Group E .2004. A roadmap to a just culture: enhancing the safety environment. http://flightsafety.org/files/ just_culture.pdf (accessed October 10, 2011). Harling, K. .2002. An overview of case study. http://www.farmfoundation. org/news/articlefiles/284-1_harling.pdf (accessed October 13, 2011). Health and Safety Executive .2002. Evaluating the effectiveness of the Health and Safety Executive’s Health and Safety Climate Survey Tool. Prepared by the Kiel Centre for the Health and Safety Executive. http://www.hse.gov. uk/research/rrpdf/rr042.pdf (accessed October 10, 2011).
Health and Safety Executive .2005. A review of safety culture and safety climate literature for development of the safety culture inspection toolkit . Prepared by Human Engineering for the Health and Safety Executive 2005. http://www.hse.gov. uk/research/rrpdf/rr367.pdf (accessed October 9, 2011). Hudson, P .n.d. Safety management and safety culture the long, hard and winding road. http://www.caa.lv/UserFiles/ File/SMS/Read%20first%20quick%20 overview/Hudson%20Long%20Hard%20 Winding%20Road.pdf (accessed October 13, 2011). Merriam, S.B .1998. Qualitative research and case study applications in education, San Francisco: Jossey-Bass Publishers. Ministry of Labour, Small and Mirco Enterprises .2007. Services . http://www. molsmed.gov.tt/Services/OSHADivision/ tabid/259/Default.aspx (accessedOctober 13, 2011). Ministry of Legal Affairs,Trinidad andTobago .2004. Occupational Safety and Health ActNo1 of 2004 . http://sta.uwi.edu/hse/ OSHA2004.pdf (accessed October 13, 2011).
Ooshaksaraie, M., Majid, A. A., Yasir, M. S. & Yahaya, R. 2009. Safety culture evaluation in the metal products industry in Iran. Journal of Social Science. vol.11, no.1, 160-168. http://www.eurojournals. com/ejss_11_1_13.pdf (accessed October 13, 2011). Reason, J .1998. Achieving safety culture: theory and practice. Work and Stress , vol.12, no.3, pp. 293-306. http:// www.raes-hfg.com/reports/21may09Po t e n t i a l / 2 1 m a y 0 9 -J Re a s o n . p d f (accessed October 10, 2011). Smith, A. P. and Wadsworth, E.J. K. .2009. Safety culture, advice and performance: the association between safety culture and safety performance, health and wellbeing at an individual level, and safety culture, competent occupational safety and health advice, and safety performance at a corporate level [online]. Report submitted to the IOSH Research Committee. http://www.behavioral-safety.com/ articles/cardiff_safety_culture_report.pdf (accessed 13 October 2011). Shenton, A.2004. Strategies for ensuring trustworthiness in qualitative research
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projects. Education for Information. Vol. 22, pp.63-75. http://www.angelfire. com/theforce/shu_cohort_viii/images/ Trustworthypaper.pdf (accessed October 13, 2011). Silverman, D .2010. Doing qualitative research: a practical guide handbook, Thousand Oaks: California. TFODE. 2011. Blowout (oil). http://enc.tfode. com/Blowout_(oil) (accessed October 13, 2011). West, L .2011. The 10 Worst Oil Spills in History. http://environment.about.com/od/ environmentalevents/tp/worst-oil-spills. htm (accessed October 10, 2011). Wiegmann, D.A., Zhang, H., von Thaden, T., Sharma, G. and Mitchell, A. 2002. A synthesis of safety culture and safety climate research. Technical ReportARL-02-3/FAA-02-2 . Prepared for FederalAviationAdministration Atlantic City International Airport, NJ. http://www.humanfactors.illinois.edu/ Reports&PapersPDFs/TechReport/02-03. pdf (accessed October 10, 2011). Yin, R. 2009. Case Study Research: design and methods, Thousand Oaks: California.
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Camera Trapping at the Asa Wright Nature Centre By Kimberly Cho Foon Conservation Officer Asa Wright Nature Centre Camera Trapping has become an extremely useful tool in conservation. It involves the use of a remotely activated camera that is equipped with a sensor which can detect the presence of an animal often either by movement or temperature. These camera traps provide a non-invasive method for capturing wild animals on film and are particularly advantageous for recording elusive species such as the Ocelot and the Red Brocket Deer which researchers may often find difficult to study in the field. They have been quite useful in research and when the correct methodology is applied, can be used to estimate population size and density, study habitat usage and detect rare species. Cameras are placed in strategic positions on trees or other structures where there is the best chance of getting the images needed. The data gained from this type of research can be very valuable in conservation management as it reveals trends and detailed information that provide insight into conservation issues.
about what is out there. Camera trapping has also been catching on elsewhere in Trinidad and Tobago and many more of our forested areas are now being monitored using this very useful piece of equipment. With the establishment of more research studies, we will soon be well equipped with the knowledge needed to protect more of the rich biodiversity we find here. Figure 1 – Camera Trap Photo of a Tamandua
One of the Asa Wright Nature Centre’s Board members, Mike Rutherford, set up a number of camera traps over a year ago to find out exactly what type of animals have been roaming about our site. What we found was nothing short of amazing. There is a much wider range of mammals within our grounds than one might expect. During the day, the Agoutis come out to forage and at night the nocturnal animals that we seldom see start to make their appearances. Lappes, Armadillos, Tamanduas, Crab-eating Raccoons, Opossums and Manicou are just a few of the night creatures that we have observed in our photos, but perhaps the most exciting were the Ocelots. We knew that they were present but it had been quite some time since they had been seen by anyone. Of course the handy camera traps were able to get the job done and even got a fantastic shot of a mother and juvenile Ocelot.
Figure 2 – Camera Trap Photo of an Armadillo
Some camera traps can also take videos of animals passing by. It is interesting to see exactly what they are up to when on our site. We’ve found some interesting activity thus far including two Agoutis finding themselves in an epic brawl with one another. With time, we hope to develop a number of research questions that can be answered using our camera trapping data. For now, the cameras have proven to be extremely beneficial in telling us 45
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Walking: A Safe Exercise
By Cherma St Clair MSc, PGCE, BA (Hons), V300, DipMid, RN Lead Nurse Practice Development, London, UK benefits of regular exercise T heandhealth physical activity are hard to ignore, and can be yours regardless of your age, sex or physical ability. Walking is simple, free and one of the easiest ways to get more active, lose weight and become healthier. All you need is comfortable supportive shoes and loose fitting clothing. It is underrated as a form of exercise, however walking is ideal for people of all ages and fitness levels who want to become active as inactivity can be a silent killer. Regular walking has been shown to reduce the risk of chronic illnesses such as Heart Disease, Type 2 Diabetes, Asthma and some Cancers. A thirty (30) minute walk can improve your mood, boosts your energy and promotes better sleep. In addition walking can be great fun. To benefit from risk reduction of chronic illnesses, walking at a moderate intensity (aerobic activity) is needed. It is recommended to start slowly and build up to your target level, and it has to be more than a stroll. Toward the end of your walk, gradually slow down your pace to cool down and finish off with a few gentle stretches. For long walks, be sure to keep hydrated. In a small backpack, do have water and a healthy snack - fruit of choice will do. Use sunscreen and a sun hat if needed.
Having said this, how safe are our roads, pathways and pavements for walking and enjoying that stroll with your friend? Time and time again we are reminded of fatal tragedies resulting from road accidents, one third of which are pedestrians. We become used to the physical injuries sustained by the victims of road accidents, but the associated psychological trauma and damage is less talked about. Becoming afraid to walk, without doubt has a negative impact on well-being. What is of utmost importance is that our roads, including pavements and pathways are safe. Research has shown that almost all road accidents and incidents happen as a result of a lapse in human judgement. All road users are travellers on foot some of the time, therefore we all have personal responsibility to employ safety measures, take sensible precautions and make safe judgement. Some safety walking tips are listed below. • Walk facing oncoming traffic to avoid curb crawlers. • Cross the road safely- look both directions before crossing. • If in a group, walk in a single file. • Be visible – wear bright colours when walking in the daytime and light colours and reflective clothing or a reflective vest at night. • Choose your walking route – always take the route you know best and try to use 46
well-lit, busy streets. Avoid danger spots like quiet or poorly lit areas • Keep your mind on your surroundings – remember if you are wearing headphones you will not hear trouble approaching. • Try to keep both hands free and don’t walk with your hands in your pockets. • If a vehicle pulls up suddenly alongside you, turn and walk in the other direction – you can turn much faster than a car. Road safety is everyone business. Do enjoy taking more walks, rely less on vehicles for short journeys if you can and keep fit and active. References Better Health Channel. 2015. www. b e t t e r h e a l t h .v i c . g o v. a u / b h c v 2 (accessed February 5, 2015). Royal Society for the Prevention of Accidents.2015. Road Safety –Advice, Information and Resources. www. rospa.com/roadsafety (accessed February 5, 2015). Royal Society for the Prevention of Accidents.2015. What is the most common cause of road accidents? www.rospa.com/fags/detail.aspx (accessed February 5, 2015) .
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Sharmane Roland-Bowen Road Safety Advocate and Consultant, Barbados
Sharmane Roland-Bowen is known as one of Barbados’ most vocal road safety advocates. She has been advocating for road safety awareness in Barbados for the past 13 years and in 2008 was elected the President of the Barbados Road Safety Association – a Non-Profit, Non Governmental Organisation NGO. This election made her the first female president of the Association. Sharmane also serves as the Sub Committee Chair (Pillar 4 Safe Road User Behaviour) on the Barbados National Road Safety Council. The Council is headed by The Prime Minister of Barbados with the Ministers of Transport and Works and Health as Co-Chairs. This Council was set up in 2012 to fulfil the recommendation of World Health Organisation towards the Decade of Action for Road Safety (2011 – 2020) to assist in the reduction of accidents and fatalities on our roads. She is the founder and Managing Director of the Alpha 126 Traffic School in Barbados. This School offers training for new drivers, defensive driver programs, training for persons who drive for work, mature driver training and rehabilitation/improvement for traffic violators and at fault accident victims. The Alpha 126 Traffic School is the first of its kind in Barbados and she aims to make it the preferred choice of persons wishing to pursue driver training. Sharmane has been and continues to be the dominant force behind the acknowledgement of the World Day of Remembrance for Road Traffic Victims in Barbados which has been observed in Barbados since 2009. With a vision for the formation of a Regional Road Safety Body and for Road Safety to be placed on the Agenda at Caricom, Sharmane endeavours to achieve this objective. She also hopes to one day have driver training for occupational drivers become a part of the Competency Based Training Qualification in Barbados and the wider region.
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Issue No. 29 is “The Cost of Accidents”
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