Issue 30 by TheHSEQuarterly

Health, Safety and Environment

ISSUE 30 D ECEMBER

2015

Consultancy  Risk Assessment  Safety Policy Development  Accident Investigation  Emergency Response Planning  Safety Management Systems Implementation  Fleet Audits

Facilities Available for Meetings, Seminars, Conferences and Training

Training  Defensive Driving  First Aid, CPR & AED  Confined Space Entry & Rescue  Basic & Industrial Firefighting  Forklift Operator  Accident Investigation Technician  Risk Assessment  First Responder  Scaffold User  Professional Truck Driver  Certified Emergency Vehicle Operator  Certified Fleet Mangenment  PLEA 10hr  NASP 10 & 30 hour Marine Industry  NASP 10 & 30 hour General & Construction Industry

HEAD OFFICE Lot. 5B Trincity Industrial Estate, Trincity, Trinidad W.I Tel: 868-221-4100/ 223-1198 Fax: 868-222-2147

TOBAGO BRANCH #98 Norma Drive Birchwood Triangle, Lowlands Tobago W.I Tel: 868-631-0987 Fax: 868-631-0547 CONTACT Website: www.jaricesh.com Email: jaric@email.com or inf o@jaricesh.com

Publishers of the HSE Quarterly Magazine

Trincity, Trinidad W.I.

afety Mate is the leading Emergency Instruction Device developed for the lay responder. Safety Mate is a portable and interactive electronic safety device, providing a reliable and convenient way to reinforce emergency response knowledge and skills. Safety Mate gives users confidence to respond with accuracy when an actual emergency occurs.

P.9 December 2015

Contents

9. What We Cannot Always See From Our Cars Can Hurt Us.

13. Inside The Mind Of An Aggressive P. 25

Driver

18. Accident Management Programmes 22. Occupational Illness Reporting; Reasources For Improvement

P. 50

ISSUE 30

28. Automotive Fuels: What You May Know And What You May Not Know

36. Hygiene and Handwashing

PUBLISHER Jaric Environment, Safety and Health Services Limited. EDITOR IN CHIEF Janice Smith EDITOR Appleloniah Kipps EDITORIAL BOARD Dr. Anthony J. Joseph Devitra Maharaj-Dash Eric Kipps Kandiss Edwards Magdalene Robin

P. 36 Health Corner

WRITERS Caleb Edwards Cherma St. Clair Eric Kipps Joseph Ramsarran Lenita Joseph Mark R. Corbin Norma Cherry-Fevier CREATIVE DIRECTOR Kenneth Henry GRAPHIC DESIGNER Stefan Francis PHOTOGRAPHY Shutterstock Steve Taylor 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 reďŹ&#x201A;ect those of the editor, publishers or their agents.

8 Regional Road Safety Conference 2016 Barbados “Exploring Realistic Solutions for Regional Road Safety”

Save the Date

25th & 26th May, 2016

What We Cannot Always See From Our Cars Can Hurt Us! By Hema Ramsundar Environment Specialist Environment Unit Caribbean Industrial Research Institute (CARIRI)

How Many Of Us Know Or Really Care About What Comes Out Of Our Tail Pipe?

Most of us who do are probably most concerned with what we can get charged for ... that is, ‘visible vapours’ as listed in the First Schedule of the Motor Vehicles and Road Traffic (Enforcement and Administration) Act (Chap. 48:52) which carries a $200 fine. The environmentalists among us are well aware that vehicle emissions consist of several ‘nasties’ which, collectively, pollute our urban air, and which have probably been causing respiratory problems in susceptible persons for years. A fine indicator of our cumulative air pollution is the thick grayish brown ‘smog’ that hangs around the Beetham Estate on cool mornings, from time to time. For ease of discussion, the pollutants contained in our vehicle emissions can be classed as ‘primary’ and includes the unburnt fuel (with volatile organic compounds), carbon monoxide and dioxide, nitrogen oxides, dust (or particulates) and sulphurous oxides. Some of these react with sunlight during the day 9

to give rise to ‘secondary’ pollutants including ground level ozone and peroxyacetyl nitrate (or PAN), which are strong respiratory irritants. All of the emissions also contribute to the pool of greenhouse gases, which can bring about climate change and with it, disastrous consequences for a small island state like ours. Trinidad and Tobago is among the most industrialised of the Caribbean states, and among the most prosperous economically. Like most other industrialised countries, the main source of urban air pollution comes from vehicular emissions. A United Nations Environmental Program (UNEP) report on Latin American and Caribbean Passenger Vehicle Standards and Fleets (UNEP 2007) ranked Trinidad and Tobago second (superseded by Barbados based on 2003 data), for number of motor vehicles owned (based on estimated 1998 data) per 1000 people. Barbados however, unlike Trinidad, has begun to introduce hybrid vehicles into its fleet to

Sulphurdioxide, released from the combustion of petrol, inducesconstriction of the bronchial passage in healthy individuals as well as those with compromised respiratory ÈÎÈÉºÂÈ ºËºÃ ¶É ºÍÅÄÈÊÇº É¾Âº Ä» ÁºÈÈ É½¶Ã ĲËº } ~ minutes. curb production of the primary pollutants, whilst Trinidad and Tobago continues to import and sell petrol vehicles almost exclusively. A cursory visual assessment of the traffic volumes in Barbados and in Trinidad could probably dispute the findings of the UNEP 2007 report, putting Trinidad and Tobago in first place! Most of the developed world has initiated measures since the 1980’s to measure and curb vehicular emissions with good reason. These pollutants can have serious harmful health effects and there is little we can do to control the quality of air we breathe outdoors, other than nipping the pollution source in the bud! There are numerous studies that all point to the direct correlation between levels of ambient air pollutants, including particulates and levels of nitrogen oxides to incidences of allergic respiratory disease and asthma cases at hospitals. The scientific evidence suggests that the air pollutants promote airway sensitisation by damaging the mucosal lining of the respiratory tract, thus increasing access of pollutants to the tissues causing irritation and precipitating respiratory allergic responses. A study in Hong Kong (Ko et

al. 2007) indicated that despite similar pollution levels in warm temperatures (≥200C) and cold seasons (≤200C), asthmatic hospital visits were higher in the colder season. Here too, good correlations were made with levels of airborne pollutants and asthmatic hospital visits. The higher incidences in the cold season are probably because in cooler conditions, hot air pollutants stay nearer ground level for longer periods. Ozone, formed from the reaction of nitrous oxides and hydrocarbons in sunlight, is one of the most common of the oxidising pollutants from vehicular emissions. Levels of ozone and nitrogen have been linked to increased deaths from respiratory illness and hospital admissions for asthma in both children and adults (D’Amato et al., 2005).

systems even at exposure times of less than five (5) minutes! Particulate material – PM (from smoke and dust as we know it) is the most serious of the air pollutants that comes out of our vehicles. Besides being a nuisance in causing visibility reduction, particulates can get into our lungs. Fine particulates (PM less than 10µm diameter PM10) are inhalable, but much of it is trapped by the natural defences of the respiratory system (nasal hairs, ciliary activity in respiratory passageway).

Nitrogen dioxide is most significant as a pollutant in its role as an ozone precursor. In itself, it has deleterious effects on individuals that are already compromise respiratory systems.

Respirable particulates (PM less than 2.5µm diameter - PM2.5) can bypass the natural respiratory defence mechanisms and gain entry into the air sacs of the lungs (alveoli). Here, it occupies space which would otherwise be used for gaseous exchange. Chemicals that are adsorbed onto these particulates are another matter. Depending on the nature of the adsorbed chemicals, these can induce harm to the lung tissues or gain access to the bloodstream.

Sulphur dioxide, released from the combustion of petrol, induces constriction of the bronchial passage (bronchoconstriction) in healthy individuals as well as those with compromised respiratory

Respirable PM (PM2.5) with volatile hydrocarbons adsorbed are typical in emissions from diesel-fuelled vehicular exhaust, in fact, diesel exhaust accounts for about 90% of the PM2.5 found in air pollution.

These particles can contain more than 18,000 different organic compounds adsorbed onto it which gives it a hydrophobic (repelled by water) character. This characteristic causes the diesel particles to be deposited on the mucosal lining, where the adsorbed chemicals easily diffuse into the cell membranes and tissues. The consequences can range from sensitisation and irritation to carcinogenic effects. A 2003 local study (Ivey, Simeon and Monteil, 2003) found an increased incidence of asthma related illness at hospital emergency rooms, particularly during the wet season, but that other environmental factors were probably also responsible for the increased acute asthma incidents besides climate. The study also reported that the prevalence of asthma among school-aged Caribbean children was at the upper end of the global scale, with respiratory illness occurring in about 25% of 12-15 year olds in Trinidad. The â&#x20AC;&#x2DC;Other Environmental Factorâ&#x20AC;&#x2122; hinted at in the Ivey, Simeon and Monteil (2003) study probably referred to air pollutants, which, we have neither the means to measure or to curb. Vehicular traffic is in all likelihood not going to go away in the near future. The rapid-rail project is probably not going to be operational

for another ten (10) years, and other low emission mass transportation has not yet entered the thought processes of those that can bring it about. Even the compressed natural gas (CNG) initiative which was purported as a less polluting alternative has fallen down. On the bright side, the Environmental ManagementAuthority (EMA) piloted a project in 2000 to test the emissions of motor vehicles. The result of this project was used by the Trinidad and Tobago Bureau of Standards in 2001 in the development of the standard guidelines for the vehicle emissions (TTS 558:2001). I envisaged that the 2001 standard would be incorporated into the legislation, at minimum, setting criteria for imported vehicles and for emissions from vehicles at varying ages that were in use locally, for pollutants such as carbon monoxide, volatile hydrocarbons and particulates. The draft Air Pollution Rules (EMA 2005) introduced by the EMA, with the last period for public comment ending back in November 2005, does not incorporate point source emissions from vehicle exhaust fumes. But legislation for neither this, nor for the incorporation of the TTS 558:2001 standard into the Motor Vehicle and Road Traffic Act (Chapter 48:50) has occurred. The net 11

effect being that the TTS 558:2001 is a voluntary standard, which few persons know about, and not law, so no-one has to abide by it. So, what do we do as drivers and/or contributors of vehicle air pollutants if we are concerned about our respiratory health and that of our children? One thing is to make sure that we do regular check-ups and tune ups on our vehicles so they work well. Another is car-pooling. A third thing could be that we get ourselves a copy of the Vehicle Emission Standard TTS 558:2001, read it, share it with others. We can clamour for a more efficient public transportation system, as well as for these vehicles to be maintained and operated with minimal emissions. We can question why no progress has been made to introduce the necessary legislation to reduce vehicular emissions. We can keep abreast of trendier, new and consistently more affordable technology for hybrid vehicles as it become available. For the more political of us, we could lobby for the setting up of an ambient air monitoring network in Trinidad and Tobago, just like other countries that have sought to measure and curb the air pollution problem. Why not? It should all be in the vision for 2020!

References Dâ&#x20AC;&#x2122;Amato G., G. Liccardi, M. Dâ&#x20AC;&#x2122;Amato and S. Holgate. 2005. Environmental risk factors and allergic bronchial asthma. Clinical and Experimental Allergy 35: 1113-1124. Environmental Management Authority. 2005. Draft Rules: The Air Pollution Rules 2005. [March 04, 2008]. Available online: <http://ema. co.tt/docs/legal/plan/air_pollution_ rules_2005.pdf> Ivey M.A., D.T. Simeon and M.A. Monteil. 2003. Climatic variables are associated with seasonal acute asthma admissions to accident and emergency room facilities in Trinidad,

West Indies. Clinical and Experimental Allergy 33: 1526-1530. Ko F.W.S., W. Tam, T.W. Wong, C.K.W.Lai, G.W.K Wong, T.F. Leung, S.S.S. Ng and D.S.C Hui. 2007. Effects of air pollution on asthma hospitalization rates in different age groups in Hong Kong. Clinical and Experimental Allergy 37: 1312-1319.

UNEP. 2007. Latin America and the Caribbean Passenger Vehicles Standards and Fleets. [March 04, 2008]. Available online: <http://unep. org/pcfv/MatrixLACVEHFeb07.pdf>

The Motor Vehicles and Road Traffic (Enforcement and Administration) Act. Chapter 48:52. Laws of Trinidad and Tobago. Trinidad and Tobago Bureau of Standards. 2001. TTS 558 Motor VehiclesExhaust Emissions Specifications

We Now Provide: Modelling and Simulation of pedestrians (and vehicles) during a variety of emergency scenarios. Traditionally, emergency response plans were tested by conducting live drills, to establish facility user response a nd c ompliance with e valuation time l imits and other standards. Caribbean, using t he l atest technology t o simulate c rowd a nd vehicle movements. Images from forum8.com

Phone: 868 -225 - 6926 Website: www.caritransltd.com caritrans@gmail.com

12 52

LAURENCE L. SOLOMON BSc. MSc. MAPETT, FIOSH Industrial Systems Engineer, Health And Safety Consultant

Laurence L. Solomon is currently a Senior Lecturer and Head of the Occupational Safety, Health and Environment Department at the Cipriani College of Labour and Co-operative Studies. He has a background of professional experiences in the private as well as public sector in Trinidad and Tobago. He was an Industrial Safety Officer at the Ministry of Labour for ten (10) years. Mr Solomon holds a Master of Science degree from Ohio State University, Columbus, Ohio, U.S.A, where he pursued Industrial and Systems Engineering (majoring in Safety Engineering). He has a Bachelor of Science degree from London University, England in Mathematics (Special). In addition, he completed a Royal Society of the Prevention of Accidents (ROSPA) course entitled “Monitoring for Health Hazards at Work” in Birmingham England. Mr. Solomon is a Fellow of the British Institute of Occupational Safety and Health (FIOSH), former President of the British Institute of Occupational Safety and Health (Caribbean Branch) and former President of the Safety Council of Trinidad and Tobago. Mr.Solomon’s historical experience and expertise spans various fields including Construction, Telecommunications and Manufacturing.

Professor in Mathematics at Ohio State University, provided services as a Health, Safety and Environmental Consultant and Lecturer, inter alia, for organisations such as: • The Water and Sewerage Authority of Trinidad and Tobago (Health and Safety Audits) • Trinidad and Tobago National Petroleum Company Limited (Health and Safety Audits) • Methanex (Safety Training Observation Programme (STOP)) • Land Coast, Aruba (Safety Representative) • The Ministry of Energy (Health and Safety Training) • The National Gas Company of Trinidad and Tobago (Accident Investigation) • The University of the West Indies School of Continuing Studies (Health and Safety Training) • National Flour Mills (Safety Manager) • Carib Brewery Limited (Safety Consultant) Mr. Solomon has in excess of forty (40) years in the field of Health and Safety. He obtained his accreditation as a Programme Organiser from NEBOSH in 1994 and has trained most of the safety professionals in Trinidad and Tobago.

Mr. Solomon, who was also an Associate

The Confined Spaced Space Entry and Resue Program offers comprehensive coverage of OSha 29 CFR 1910. 146 and meets all applicable training standards. The five day course introduces the student to the requirements of entry procedures as stated in the OSHA regulation. Participants are exposed to â&#x20AC;&#x153;Hands-onâ&#x20AC;? practical training with our mobile simulator. Resuer safety; team evaluation; pre-planning; supplied air breathing systems; atmospheric monitoring; communications systems; personal protrective equipment; patient packaging; tripods and other artificail high anchor points; lock-out, tag-out; rope systems for confined space assessment, and more.

11 12 13

4. This animal is responsible for most of the land pollution.

1. Derived from living matter.

6. Synthetic material that has cuase the gratest bomb in

2. The act of off loading large amounts of waste products or unused materials.

manufacturing.

3. Causing or capable of causing death or illness if taken into the body.

7. We must protect our _____________ for the future generation.

5. The three R's Reduce, Reuse and ___________.

9. The search, uses and processing of this resource has cause for massive pollution.

6. The_____ kingdom has suffered mostly in the past decades.

11. the deterioration of an object. 13. A distinct compound or substance, especially one which has been artificially prepared or purified. 14. A naturally occurring chemical compound with a covalently double bonded that is release from living cells. 15. This product when used incorrectly leads to land contamination

33 21

8. A finite resource is call ____________. 10. The part of the earth's surface that is not covered by water. 12. The name given to a combination of 2 atoms Hydrogen and 1 atom of Oxygen

Occupational ILLNESS REPORTING: Resources For Improvement By John Hart Ihmas Industrial Hygiene Systems and Services Seventeenth century physician Bernardino Ramazzini is known as the Father of Occupational Medicine primarily because of his ground-breaking studies on the diseases suffered by workers. His own observations and evaluation of existing information in that area culminated into the publication De Morbis Artificum Diatriba (Diseases of Workers) which was printed first in 1700. However, in spite of the extensive history evident of the long existence of occupational disease, it is widely acknowledged that there is a grave concern of under-reporting with respect to work-related diseases throughout the developed, developing and under-developed countries of the world. Underreporting of these cases may result in a lack of national attention and resources needed to be allocated to certain work-related diseases, deficiencies in the care given to affected workers and a continuation (and even exacerbation) of the workplace conditions causing those diseases.

It must be noted that the focus is not borne on the need to assure the scientific validity of the data collected (although this is certainly desirable) but rather on the absence of an integral human resource team capable of aiding in the prevention and minimisation of the incidents of occupationallyrelated diseases. Such qualified and knowledgeable personnel, able to identify occupational disease, form a part of the solution to the widespread problem of under-reporting. Moreover, being equipped to treat the identified ailment, the team can suggest corrective measures, thereby altogether achieving the aim of improving the working conditions and ultimately the health and wellbeing of workers. Generally, the first port of call for a sick person is the general physician.At this point, it logically is assumed that recognition of the work-relatedness of the ailment should take place. However, very often this is not the case. Such an oversight may be due to a lack of specialised training in the field of occupational medicine and therefore an attendant lack of awareness on the part of the physician. Additionally, a lack of time spent on patient evaluation may be a cause. While the pressures on the modern-day, general practitioner are well known, it is not acceptable that some patients “fall through the cracks” as a result. Measures must be implemented to ensure that the work-relatedness of ailments are not ignored. To

overcome this, the attending physician should request the comprehensive occupational history of every “worker-patient”, regardless of the apparent simplicity in diagnosing and treating the disease. The belief that the role of the general practitioner is a critical one, with respect to the recognition and identification of work-related diseases, has gained widespread acceptance. Thankfully, this has resulted in the need to make easily available, materials and tools designed to enhance the general physcian’s knowledge and awareness of occupational illness and therefore his or her ability to diagnose and effectively treat the disease. A useful starting point would be the on-line publication article titled “Recognizing Occupational Disease–Taking an Effective Occupational History”.

exceed demand, the subsequent rise in the availability of qualified occupational health personnel can lead to the next step of ensuring the accessibility to such services to all workers. This model is established well in many developed countries with Belgium, Germany, Finland, France and the Netherlands making the obligatory arrangements.

Enhanced and proactive resources meant to prevent the diseases should accompany improvements in the recognition and treatment of occupational diseases by members of the medical profession. Improvements in the recognition and treatment of occupational diseases by members of the medical profession should be accompanied by enhanced and proactive resources meant to prevent the diseases. In the Furthermore, in light of the past, occupational health was necessity for an improvement of represented primarily by the the general practitioner’s skills, safety officer, at the workplacethere is the unmet demand for an level. This individual, until fairly increase in both the availability recently, may not have been and uptake of specific training exposed to any formal education and qualification as pertains to and training in the required the discipline of occupational field. Exacerbating the matter, health. Should supply satisfy and was the focus of traditional 23

safety which was dependent on the prevention of accidents by ensuring the implementation of safe working procedures and the utilisation of tools and personal protective equipment (PPE). Today, two indispensable professionals supplement the presence of the safety officer–the Occupational Health Nurse and the Occupational Hygienist (or the Industrial Hygienist as termed in North America). These associated professionals perform essential roles in the prevention of work-related illness.

removal of the worker from the hazardous area leads to a reduction of the overall noise dose received by the inflicted worker. The duty of the Hygienist involves that of “anticipating, recognising, evaluating and controlling health hazards in the working environment with the objective of protecting worker health and well-being and safeguarding the community at large” (International Occupational Hygiene Association [IOHA]). The Occupational Hygienist therefore is able to aid the physician in the diagnosis and subsequent treatment of workrelated illnesses through his or her knowledge of the working environment, work procedures and processes. The work environment may include an awareness of work exposure to high levels of noise or vibration, harmful chemicals or other physical hazards, including ergonomic and psycho-social stressors etc.), as well as work procedures and process. The Hygienist is then intelligently equipped to serve in a capacity to appropriate an identity to the disease. Thus, from a professional perspective, the Occupational Hygienist along with, the Occupational Physician and the Occupational Health Nurses have a critical role in not only disease recognition and treatment but also in prevention.

Stationed at the workplace, and therefore more acquainted with working conditions, the Occupational Health Nurse can conduct the relevant screening examinations on worker groups, based on the degree of exposure. These examinations would assist in identifying workrelated disorders at a very early, and sometimes reversible, stage. With respect to noise exposure, one such medical check-up would involve periodic audiometric testing that will reveal in its measures the hearing capability of workers. Where testing indicates hearing impairment, remedial measures can be implemented. These measures can be facilitated via the adoption of risk control procedures (elimination, substitution, engineering, administration and PPE use). For instance, the 24

In any attempt to reduce the incidence of workrelated diseases and to improve the recognition and treatment of such, the roles of the employer and the trade union cannot be overlooked. The employer may see the reporting of work-related illnesses as an admission of liability, a notion that may have some credence based on experiences in North America. Partly out of a desire to overcome this, such reporting has been made mandatory through national legislation in many countries including (and more recently) Trinidad and Tobago. Occupational disease prevention is facilitated through the increased level of awareness among employers, unions and employees concerning the nature of work-related illnesses and the need for improved working conditions, practices and appropriate PPE use. Despite legislation however, which still must be bolstered by an appropriate level of enforcement activity, the extent of under-reporting is thought by many to be at an unacceptable level. Trade Unions and other worker organisations must therefore embark on awareness campaigns, with the goal of improving the health and well-being of workers in the workplace. As such, ill-health reporting should be seen as an invaluable input to this process rather than as a punitive tool against employers. The long-term benefit–a reduction in both the direct and indirect costs associated with worker ill health– should be seen as being far greater than any shortterm losses due to fines and worker compensation awards. Of course, where there is deliberate under-reporting, either directly by the employer or indirectly through pressure being brought to bear on the employee (and in constrained economic situations this is a very real threat), appropriate sanctions must be implemented.

countries of the world; it is very much a problem in the developed world as well. The positive side of this however is that there is information readily available on the models designed to address occupational ill-health overall. A recommend study meant to explore the models (their various approaches and degree of success) can provide invaluable guidance. The importance of proper reporting as a means of ameliorating of employees’ health and working conditions has been wellestablished. The way forward involves measures implemented to encourage this, the least of these being the development of the human resource base in the interrelated occupational health disciplines of occupational medicine, occupational health nursing and occupational hygiene. References International Occupational Hygiene Association (IOHA). “What is Occupational Hygiene?” http:// www.ioha.net/ioha/ohdefinition-3.htm.

It is evident that the under-reporting of occupational ill-health is not a problem that is confined to the developing and under-developed

Congratulations on your achievement ! Defensive Driving Course Left Side of Road

Instructor of the Year Award 2014

Eric Kipps Jaric ESH Ltd.

The National Safety Council Announces

Defensive Driving Course Instructor Award On September 26, 2015, as a part of the 50th Anniversary Celebration of the Defensive Driving Courses International Advisory Committee during National Safety Council’s Annual Safety Congress and Exposition in Atlanta, GA. Eric Kipps of JARIC Environment, Safety and Health Services Limited of Trinidad and Tobago will be awarded the Council’s Defensive Driving Course Left Side of Road Instructor of the Year 2014 Award. This award is based on the personal best performance of the instructor as evaluated by the instructor’s students, and supervisors. Mr. Kipps was selected from the National Safety Council’s 9,000 certiﬁed Defensive Driving Course instructors worldwide. This is Mr. Kipps second time receiving this award.

By Linel Waldron

his is one of the most controversial topics for discussion. There are scientifically related facts pertaining to this subject including many principles of chemistry and physics. From the beginning, fossil fuels have been integral ingredients of automobile fuels. The term fossil refers to dead beings under the earth’s surface for extremely long periods. A scientific theory based on a principle known as biogenics suggests that longterm decay and decomposition of plant and animal matter deep below the earth’s surface at temperatures of 200-400°F (93204ºC) is the basis of crude oil formation. Decomposed matter at these temperatures and at extremely high pressures combined with natural chemicals and salt water create what is known as crude oil. Crude oil also known as petroleum is oil in its unrefined state. Crude oil is either land or deep-sea drilled and brought to the surface to be stored in tanks. There can be impurities found in crude oil and various quantities of other metals like nickel, iron and chromium. Many of these are among low concentrations of sulphur (0-7%), oxygen (0-2%) and nitrogen (0-1%). Some of these metals and other substances can cause undesirable and even harmful characteristics in automobile fuels when produced, hence the reason they must be reduced or removed as required. A process of refining is required to remove or reduce these undesirable substances. This

process begins with a procedure known as distillation. Distillation engages the use of a unit known as a fractioning tower. This tower separates crude oil into several petroleum products through a process of heat and pressures, within its chamber at different levels. Products like gasoline, diesel fuel, kerosene, natural gas and various types of motor oils are produced at different levels in the fractioning tower. The process begins with crude oil first passing through a desalter which removes corrosive salt from it. The oil is then furnace-heated to a temperature of around 800ºF (427ºC) upon entering the fractioning tower. The fractioning tower process is quite unique in that temperature is hotter at the bottom and progressively cooler at higher levels. A published source states that one barrel of crude oil can produce the following: Gasoline 46.2%, Kerosene 2.1%, Jet fuel 7.4%, Gas oil and distillates 22%, Residual fuel oil 6.6% and other products and losses 15.7%.This, according to the book Auto Fuel Systems, by James E. Duffy and Howard Bud Smith, is suggested to be an average yield. Gasoline produced at this stage is still not ideally suited for use in automobiles. It requires a further process, namely refining, and the addition of special additives. 28

Antioxidants also assists greatly in high antiknock (octane number) Levels thoughout the fuel’s operational heating range hydrocarbon components which are useful in the production of unleaded gasoline.

gasoline to basically improve or maintain performance and storage characteristics. This requirement is ideally profound • Alkylation; like a reverse of in light of the fact that as vehicle cracking procedure, this process owners and operators we desire is carried out in that smaller the best from our vehicles when hydrocarbons are converted it relates to essential details, into larger ones. This process is for example fuel economy and referred to as one of the main performance. There is also an processes in the production ongoing worldwide concern Gasoline refinement is done of high quality (high octane) over noise and exhaust emission levels thus requiring constant in several phases. These (none gasoline in large quantities. upgrades in fuel qualities, sequential) are as follows: • Polymerisation; this stage because poor fuel grades can • Catalytic cracking; this is a very is similar to alkylation; it to greatly contribute to such. Gasoline additives themselves common refinery process where produces gasoline from larger hydrocarbons. The only short are special chemicals added the application of moderate heat and chemical catalyst (usually a coming when compared to the to gasoline with the objective special clay powder) to change process of alkylation, gasoline of including highly required heavy petroleum fractions into produced at this stage has qualities, characteristics and additional products. These are lighter ones. A catalyst defined inferior anti-knock qualities. as follows: is any substance that assists in a chemical process or reaction • Reforming; a final process in without entering into the gasoline refinement is referred • Antioxidants: these chemicals to as reforming, as proclaimed are added for the purpose reaction itself. by petroleum engineers. It of reducing the formation of • Thermal cracking; at this stage involves the changing of low gasoline gum which can greatly extreme heat and pressures octane gasoline into higher affect both the fuel stored in the of 1000ºF (538°C) and 1000psi octane gasoline. This process vehicle’s tank and the entire fuel (6.894kPa) respectively are is mainly referred to as petrol system causing problems like applied to break up larger gasoline or gasoline upgrade refining. filter blockage, vehicle stuttering hydrocarbons into smaller ones. Straight run gasoline produced or breaking down. This process has almost been at the fractioning tower does totally replaced by catalytic not in many circumstances meet Antioxidants are added to cracking. There is also Hydro the requirements of engine gasoline to satisfy the following cracking which is a refinement manufacturers; hence the reason expectations: form vapours at low temperatures to enable quick process where hydrocarbon refining is required. Turning our attention to starts in such conditions, and cracking or separation occurs in the presence hydrogen gas additives, a question is asked: vaporise increasingly as engine’s and a catalyst. This process what additives are included and intake manifold temperature produces large percentages of why? Additives are mixed into rises. This is for fast warm-ups, 29

smooth acceleration and even fuel distribution among the cylinders of the engine. It must also have proper vaporising characteristics in accordance with the climate and altitude where the vehicle is operated thus preventing vapour lock and boiling of fuel in pumps and delivery lines. Antioxidants must also contain very little excessively high-boiling hydrocarbons as to ensure good fuel distribution and freedom from crankcase (commonly known as oil pan) oil dilution, thus reducing air pollution during the process of crankcase ventilation. Antioxidants also assists greatly in high antiknock (octane number) levels throughout the fuel’s operational heating range, reducing fuel knock or detonation at all speeds and load conditions. Detonation as it relates to an engine can be described as the spontaneous or violently uncontrolled burning of a fuel during the combustion process. An engine’s combustion process operates in the same manner as the basic fire triangle heat, oxygen and the combustible substance, except for the fact that the fuel must ignite within

the triangle at a specific period, not before or after. Another significant cause of detonation is fuel starvation at high speeds, which can be caused by an enthusiastic mechanic over modifying his or her engine by installing too large a capacity turbo-charger where the vehicle’s fuel system’s, delivery pressure is inadequate for such thereby causing engine destruction.

said when copper comes into contact with chemicals in the gasoline the copper can act as a catalyst causing an increase in oxidation.

• Deposit modifiers: additives that prevent carbon deposits from building up in an engine are of this type. These additives are either organic or metallic compounds containing phosphorous. When carbon deposits build up in the • Octane numbers: they range combustion chamber they can between 88 and 98. Research cause many disturbances like has indicated that the higher engine knock or detonation. the octane number the slower the fuel burns, thus reducing These deposits can also become detonation. Presently in Trinidad hot spots thereby causing we have only two octane grades premature ignition in combustion available: 92 and 95. A minimum chambers which can damage octane requirement by most an engine over a period of time auto-manufacturers today is 92. simply because premature Antioxidants must also reduce combustion can be considered gum content, as to prevent valve incomplete combustion.Another sticking and engine deposits, dangerous activity caused by and lower the sulphur content, carbon deposits is dieseling or thereby preventing corrosion run-on. This occurs when an and unpleasant odours. They engine is switched off but it still must also have good stability runs for a few seconds before against oxidation to prevent it stops usually with a heavy deterioration and gum formation knock. in storage. The term dieseling refers to • Metal deactivators: these are the fact that in diesel engines commonly used directly with combustion takes place without antioxidants more so where the aid of an electric spark, only copper fuel lines are used. It is inertial heat developed during

the compression of air needs to enter the cylinder; this is something that we will discuss later. • Scavengers: such additives, as their name suggest, clean carbon deposits from combustion chambers when mixed with antioxidants. Scavengers along with combustion-chamber heat breaks down heavy lead deposits into gas vapours for easy expulsion into the exhaust system. • Antirust agents: these additives simply reduce rust and corrosion while in storage capacity, delivery lines, fuel pumps and carburettors or fuel injectors.

problems like hesitance in performance, decreased fuel economy and increased exhaust emissions. The periodic spraying of products like Gum-Solve and other fuel system cleaners into the engine’s air inlet are also a form of detergents.

because of environmental concerns and requirements.

• Anti-icing additives: in countries where extremely cold temperatures are experienced, atmospheric air is said to contain considerable amounts of water, studies carried out have indicated 0.4 lb per 1000 cu. ft. When this cold air rushes into a carburettor or fuel injection’s throttle body, inlet ice formation can occur. To avoid this, these additives, also described as fuel anti-freeze, are used. There are two types of anti-icing additives mixed with gasoline: one has antifreeze properties while the other is a surface-coating which prevents ice from sticking to the carburettor, throttle body plates or butterfly valves.

• Anti-knock additives: these use metallic substances like tetraethyl lead (TEL) or tetramethyl lead (TML) as antiknock additives have been common for quite some time. This is primarily because lead increases ignition qualities (octane ratings) in gasoline. Leaded-gasoline use is almost phased out within recent times; however another compound, namely manganese, is the anti-knock additive added to unleaded gasoline. Manganese is said to raise octane levels without causing any harmful effects to the environment.

• Detergents: mainly used to prevent carbon build-up in areas like carburettor throttle plate and fuel injection throttle bodies, detergents aid these sections of the vehicle’s fuel system subject’s fuel to very challenging conditions like heat, cold, moisture and crankcase • Lubricants: The most common vapours. lubricant added to gasoline is lead. Lead is said to greatly • A build-up of carbon deposits reduce wear on engine parts like in the throttle valve area can cylinder head valve seats, valve cause excessively high-idle faces, piston rings and cylinder speeds, sticking accelerator walls or liners. Today we use what positions and other drivability is known as unleaded gasoline

• Dyes: dyes are mixed into gasoline primarily for the purpose of identification; colour coding prevents the mix-up of different gasoline types.

• Aftermarket additives: commonly referred to as fuel conditioners, these are available at many service stations and spare part outlets. When a vehicle owner chooses to purchase one of these additives or conditioners, care must be taken in that some manufacturers do not recommend their use,

because they may contain certain chemicals that may be determined by vehicle manufacturers to be very harmful to their engines. The fact is unleaded gasoline still contains a little lead but some scientists claim that it contains no lead at all. Modern day engines are manufactured with specially-hardened materials so as to withstand the excessive heat that they will be exposed to due to the use of unleaded gasoline Another fact is that the catalytic converter placed in the exhaust system of modern vehicles require the use of unleaded gasoline, simply because the use of leaded gasoline will cause premature failure of the catalytic converter. A catalytic converter is also said to be a secondary combustion chamber in that it converts carbon monoxide into carbon dioxide. Catalytic converters are manufactured with special materials that can be damaged by lead particulates. One can agree that the most interesting topics today involves gasoline tests and ratings in

Trinidad and Tobago (T&T) because of the recent price increase of premium 95 octane grade gasoline. Many people think that by using the cheaper and lower octane of 92 they are burning less. This is quite an unlikely probability since scientific studies have shown that the higher the octane grade the lesser the burning. The question then arises concerning the complete accuracy of our octane grades. Rapid burning of gasoline causes knocks or detonation. Studies have again shown where an engine that is properly tuned and in good mechanical order, but still experiences detonation, may require a higher octane grade of gasoline. Octane numbers are tested in relation to two categories: road and research. Considering octane rating tests in detail, we see where road octane is determined by road test conditions, while research octane is determined by laboratory test methods. Accurate octane is determined by the test results of research octane added to that of road octane then dividing them by two. Apart

from

gasoline 32

are other fuels being used in automobiles, the most common of them is diesel. Diesel fuel is used mostly in heavy and commercial vehicles. The origin of the diesel engine comes from its inventor Rudolf Diesel who was born to German parents in France in 1858. Diesel engine use is becoming more popular in car and light vehicles lately. The mass production of diesel-powered cars and light vehicles started with European manufacturers like Mercedes Benz and Volkswagen. Today, it has made its way into the main stream of almost all light vehicle manufacturers.

Diesel fuel, like its gasoline counterpart, must meet several requirements. Let us begin with cetane. Compared to octane in gasoline, cetane is referred to as the ignition quality. From a relative point of view, a diesel engineâ&#x20AC;&#x2122;s combustion process occurs without the aid of a spark plug as in the case of its gasoline counterpart. Combustion in the diesel engine occurs simply by the compressed and heated air there in the engineâ&#x20AC;&#x2122;s cylinder just prior

to the fuel being injected at an extremely high pressure. This is why you can hear some engineers refer to the diesel engine as the compression ignition engine. Diesel fuel is required to have what is known as good auto-ignition qualities; hence an appropriate cetane grade is very important. A good cetane grade apart from having good autoignition qualities also assists greatly in cold starting conditions. The higher the cetane grade, the higher the ignition quality. The internationally required minimum cetane grade by most manufacturers is 45. Higher cetane grades also contribute to noise reduction and lower smoke emissions. We are yet to be told what cetane is offered at the pumps of our filling stations. Studies show, as of 10/10/96, Mercedes Benz stated where their engines would require a cetane of not less than 60. One fact, when comparing diesel fuel to gasoline, is that good cetane grade fuel of higher numbers will burn faster as opposed to good octane grade of also higher numbers which will burn slower. This is so because diesel fuel is an oil-based fuel, therefore requiring it to be burned quicker as to reduce residual content remaining in the engine’s combustion chamber.

gasoline that has 876,000 BTUs per cubic foot. When considering other fuels we see in T&T where there is a strong view shared by many that the installation of compressed natural gas (CNG) kits in our vehicle can be an economically wise choice. This may be true, but regard these facts: CNG studies, though proving CNG to be an environmentallyfriendly fuel, further indicated that it contains some impurities among its constituent heavy and light gases. From a scientific perspective, it is highly recommended that CNG be further refined and added to other gases to become liquefied petroleum gas (LPG) which is more suited for an engine’s combustion chamber. Another noticeable fact is noted in that when a vehicle operates on CNG, there is noticeably a considerable loss of power. This may be so because of the possibility of low heat or energy value of this fuel when compared to gasoline.

Vehicle owners have mainly concerned themselves with only the cost of fuel as the medium for choice as it relates to their vehicle’s engine type. There is nothing wrong with this except that one must look further, in areas of long-term maintenance costs and operational requirements. Motorists may be There are other requirements or standards when surprised to know that there are differences in dealing with diesel. This fuel should have a very maintenance and operational requirements as it low sulphur content of no greater than 0.05%. relates to an engine’s fuel type. The local petroleum company should indicate to us what the content of sulphur is in our fuel. High References sulphur content in diesel fuel is highly corrosive causing untimely wear and damage to fuel lines, Duffy, J.E., and H. Bud Smith. 1987. Auto Fuels: pumps and injectors. This may be the reason why Auto Fuel Systems. Illinois: Goodheart-Willcox so many of our diesel engines smoke so much. Company Incorporated. Another requirement is volatility rate which indicates the ease of fuel vaporisation when Mercedes-Benz AG. 1994. New Features Trucks exposed to high temperatures. The volatility rate 1994: Introduction into Service. Stuttgart: is affected by the fuel’s viscosity which refers to its Mercedes-Benz AG. thickness or resistance to flow. Along with volatility rate, heat value should be regarded. This can be described as the energy value of the fuel in BTUs or British thermal units. Diesel fuel as researched has a higher heat value than gasoline when they are compared. Diesel fuel has an energy value of 995.000 BTUs per cubic foot as compared to 33

TIPS Never leave food unattended on a stove. Keep cooking ar eas fr ee of flammable objects such as potholders and towels. Avoid wearing clothes with long, loose-fitting sleeves when cooking. Never smoke in bed or leave bu rning cigar ettes unattended. Do not empty smouldering ashes in a trash can, and keep ashtrays away fr om upholster ed fu rniture and curtains. Keep all matches and lighters out of r each of childr en. Sto re them up high, pr eferably in a locked cabinet. Install smoke alarms on every floor of the home, particularly near r ooms in which people sleep. Test all smoke alarms every month to ensu re they work properly. Devise a family fi re escape plan and practice it every 6 months. In the plan, describe at least two di fferent ways each family member can escape every r oom, and designate a safe place in fr ont of the home for family members to meet after escaping a fi re. If possible, install or retrofit fir e sprinklers into home.

Context

Hygiene and Handwashing By Cherma St Clair MSc, PGCE, BA (Hons), V300, DipMid, RN Lead Nurse Practice Development, London, UK

Hygiene relates to healthy practices, includes cleanliness or cleaning processes as one of several inputs. The exercise of proper hygiene; personal and occupational should be one of the essential practices of our daily lives. Within a health care delivery organisation, hand hygiene is critical in minimising and preventing the spread of bacterial and viral illnesses and diseases. The cleanliness of an individualâ&#x20AC;&#x2122;s hands is one of the most essential and basic hygiene practices within industries and homes. In everyday activities our hands frequently get dirty, on which micro-organisms are likely to attach to, along with dirt. There are many communicable diseases that follow the route of faecal-oral transmission and proper hand hygiene plays a critical role in preventing this type of transmission. Hygienic hand washing involves the mechanical removal of microorganisms from contaminated hand surfaces using soap and water. Hand washing is more than a quick rinse under a tap or running water. Hands should be washed for fifteen to thirty seconds, then, they should be dried thoroughly before engaging in any further activities. Detailed below is a step by step process of a good hand washing technique: 1. Wet hands with clean water then lather with soap 2. Rub your hands together vigorously and scrub all surfaces up to your wrists, including between your fingers and around your thumb 3. Clean under your finger nails using a soft brush 4. Continue rubbing hands together for 15 to 20 seconds 36

(Remember it is the soap along with the scrubbing action that helps to dislodge and remove germs)

C H 14

O R G A N 8 N V I R O C N R E S T R N E M I C W A R B O B L E S T I

D H U M A M P I O N M E G 9 O

U C T I

N 6

P N I O

A L N

D I

C I

D E S

P O I L A S T I O T N O 10 L U A S N 12 D W A T X I D E R

R E C Y C L E

Electrical Contractors For All Wiring Needs Domestic, Commercial And Industrial

PRIDE ELECTRICS LTD

DO IT WITH PRIDE 69A Enterprise Street Enterprise Chaguanas. 502014 Trinidad and Tobago

Phone: (868) 789- 7383 Cell: (868) 485 1083 Fax: (868) 672- 3759 Email: Prideelectricsltd@gmail.com 38

Opening Hours: Mon Fri 10am 6pm Sat 10am 5pm

Tobago: 868-639-9643 Shiran Plaza, Shirvan

30 39

Trinidad: 868-476-1082 Piarco Plaza, Piarco

ALL ROOMS ARE EQUIPPED WITH: Wireless Internet Multimedia projector and screen White board Flipchart board Catering services (upon request)

868-221-4100 or 868-223-1198

Available exclusively where leading books and magazines are sold locally and regionally!

AVAILABLE ON http://issuu.com/thehsequarterly

Who we are ? The HSE Quarterly magazine specialises in interactive, illuminating advertising. Our ad designs and magazine layouts increases brand awareness, ad recall along with purchase intent from customers. We combine leading research and technology to create an intelligent design.

What can we do for you? Weâ&#x20AC;&#x2122;ve been producing high quality work for a Corporate market. We create the WOW factor with every design , ensuring your products jump out ahead of all your competition.

Who is our target market? We have a solid subscription based clientele within many different industries.

Whatâ&#x20AC;&#x2122;s the cost? Low cost, robust quality advertising solutions with a multitude of ad sizes to fit your budget. Cost never compromises quality.

Any discounts? First time customers get a complimentary 15% discount off our affordably priced ads.

Where can you find us? Our brand reach is nationwide and throughout the English-speaking Caribbean at exclusive bookstores, news stands, magazine racks and hotels.

Telephone: (868) 221-4100 or 223-1198 Fax: (868) 222-2147

Email: thehsequarterly@jaricesh.com Website: www.jaricesh.com

Writing

for Change

“Being a writer is a very peculiar sort of a job: it's always you versus a blank sheet of paper (or a blank screen) and quite often the blank piece of paper wins.” ~ Neil Gaiman

Submission Guidelines

Your original articles in basic and applied research, case studies, critical reviews and essays can be articles published in the HSE Quarterly. The publication is keen to convey to the Caribbean, and beyond, the knowledge and experience that you possess in order to foster a deeper understanding and present a uniquely accurate view of health, safety and the environment.

Below are the terms set to ensure that the magazine continues to set an excellent standard of written work that conforms to the practice of ethics, fairness and quality of content: • There is no limit on the number of articles that can be submitted. • The articles should be word processed or type written, and of good quality English. • It is recommended that entries should be proof-read. • The accuracy of information presented (i.e. of case studies, tables, charts etc.), formatting style and presentation should be maintained. • Articles entered may be submitted with or without visual aids (e.g. diagrams or photographs). Please ensure that these visual aids are in a jpeg format. • The text word limit should not exceed 1500-2500 words. Illustrative materials will not be included in the word count. • The materials (both text and images) offered should be properly referenced: including the author’s and/or illustrator’s full name and any copyright details. Material should be titled and dated. All information containing any factual data should be referenced. • When referencing, the Chicago 15th edition citation style should be used. • Plagiarism will not be tolerated. Where necessary, information used should be cited and referenced. • Articles will be edited. In such instances we will ensure that the integrity of your work is preserved. • Aspiring writers and interested persons can submit documents via e-mail, C.D., or post

E-mail address: thehsequarterly@jaricesh.com Postal address: Jaric Environment, Safety and Health Services Limited Lot 5B Trincity Industrial Estate Trinicity Trinidad and Tobago West Indies Tel: 868-221-4100 Fax: 868-222-2147 • With every submission please include your full name, e-mail address and telephone numbers, occupational or academic status/position and vocational or academic institutions of which you are a part. • You will be sent a declaration statement which you will be required to complete. Please note that Jaric ESH does not intend to claim your intellectual property as our own.

Issue No. 30 is “Renewable Resources”

The deadline for all entries is August 21st, 2015 Issue No. 31 is “Risk Assessment”

The deadline for all entries is October 31st, 2015 42