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2018 Kamloops — wrap-up newsletter

Above: A warm welcome to the Tk’emlúps te Secwep̓emc traditional territory was provided by Councillor Nacoma George. Their traditional territory stretches from the Columbia River valley along the Rocky Mountains, west to the Fraser River, and south to the Arrow Lakes. Nacoma said he recalled his grandfather falling trees and logging and his many injuries. He shared his hope that everyone would get lots out of the conference, “for you and your employ-ees”. Left: Nick Arkle, Gorman Brothers, was MC for the day.

The challenge: How will you apply what you learned here today? Rob Moonen, CEO, BC Forest Safety Council said in the 1970s and 1980s it was not un-common to have up to 80 fatalities a year so we have come a long way, but still have a way to go.

He said there had been 10 fatalities in each of 2016 and 2017, but there were changes emerging in the types of fatalities and seri-ous injuries.

Still, 27.3 of every 100 fallers (there are approximately 2,500 fallers in BC) were injured in 2016, but unlike years in the past when many fallers died, an emerging trend is that 50% of fatalities were now log truck drivers.

“That is very concerning. It is the highest risk to our industry and our social license, and what I believe we need to address,” said Rob.

He added that fatigue was a very difficult challenge to tackle, and commended indus-try for looking at the issue to find meaning-ful solutions. On the behavioural front, Rob

said that we were all leaders in how we impact how people work around us. Each of us sets the example for colleagues and co-workers.

When you look at why people are still getting injured, he said that some of these incidents involve not wearing seatbelts. “The law requires it, company rules require

it and just the simple act of putting on a seatbelt would have saved five lives in the past two years. Sometimes it is difficult to tell someone but everyone has to wear a seatbelt. Rob retold a story about four peo-ple in a vehicle and just one was not wear-ing a seatbelt. No-one survived because the one person who was not wearing their seat-belt caused traumatic injuries to the other occupants. “That one person was the cause of all the fatalities.”

Rob Moonen set the stage with a recap of industry safety performance.

SAVE LIVES

Always wear your

seatbelt and never get

in a vehicle unless

everyone is wearing

their seatbelts!

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Q: Why do safe organizations

fail?

A: They become delusional — trapped into complacency

— believing safety management systems and controls are fail-proof

SAFEmap’s Corrie Pitzer tackled the effects of safety management system complacency and dependency

Corrie said that in North America, we have never been as protected by safety systems than we are now, but fatality rates are going up. Why?

“Something has been happening in the last 10 years and I think we are heading to-wards hitting a wall,” he said

Albert Einstein said: “The world we have created is a product of our thinking. It can-not be changed without changing our thinking.” Corrie said he was hoping to help people change their thinking today about safety.

The Titanic was the most advanced piece of engineering to ever hit the water. It was deemed superior and unsinkable.

If we could rewrite history, back in 1912, if the Titanic had not been delayed for 1.5 hours, they would have gotten to their destination, missed the iceberg and made a record sailing time.

Disasters at “safe” organizations happen regularly, said Corrie, citing 6,424 deaths over the past 10 years at organizations that were viewed as safety leaders, committed to safety as a core value and proud of their achievements. Why? Corrie believes there are seven reasons that create a sense of delusion. These are:

1. myth of simplicity

We over-simplify safety. We say ‘safety is

common sense’; ‘expect the unexpected’, and perhaps the most dangerous one of all ‘accidents are preventable’. Corrie then makes the audience do the same calcula-tions that led to the Chenobyl disaster … and the majority of the audience all made the same mistake in simple math.

2. illusion of risk control

The reality is you cannot calculate in your mind what is not quantifiable. Having re-dundancy can create over-confidence. (Reference: Redundancy-induced overcon-fidence — Vaughn 1996)

3. error of human error

Humans are fallible. Four things:

a) rushing

b) frustration

c) fatigue and

d) complacency …

results in mind off job; eyes off task; poor grip; and/or in line of fire.

Corrie showed a picture of a fork in a coffee mug; but logical assumption is that everyone thinks it is a spoon. Similar incor-rect, yet logical, assumptions have preced-ed some significant workplace incidents and fatalities, for example, Piper Alpha.

There was an assumption — based on precedent and operating procedure — that other rigs in the area continued production because they believed that the fire would

be put out; assumed they could keep pro-ducing, but what they didn’t know is that earlier in the day the fire pumps that were normally on auto had been turned to man-ual because there had been divers in the water and the switches had not been turned back to auto to put out the fire.

4. cult of compliance

The SOP/SWP is the holy grail of safety. There would be chaos on the roads, for example, if we didn’t all follow a compli-ance system, but the trap is that we all become more and more dependent on those systems, that we stop thinking and we become part of a cult of compliance. We just follow the rules and the proce-dures and stop questioning and thinking critically and independently.

Corrie shared several traffic incident exam-ples where pedestrians become so sure they can just cross when it is green they step out and get crushed by a distracted driver.

Today, all industries are more regulated, have more safety compliance standards than ever before, yet, compliance leads to blindness.

5. paralysis of protection

Sharing the evolution of protective clothing during the 100 year English-French war, Corrie says safety professionals need to be wary and not paralyzed by protection and engineered controls.

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Corrie explained how what seemed like a great idea at the time for remote proximity sensors for road crew workers near asphalt rollers (in Australia), did not proceed be-cause in research the sensors were making the workers less aware of their surround-ings — they were dependent on the ma-chine to stop rather than continuing to look over their shoulders to self-assess how close the roller had gotten to them.

Corrie said proximity systems are every-where now – and there is nothing wrong with them as technology is the way of the future, but we have to be sure to bring “the human back” into play because that is the most powerful safety tool we have.

6. trap of targets

Nothing in safety has been as powerful as establishing a target of zero incidents … but again if it becomes cult-like it creates be-haviours we are not ready for, warns Cor-rie.

Referring to the Titanic, Corrie said the goal was to break a shipping record – zero acci-dents was going to get the captain there …

perfectly sound logic, but it creates the safety trap.

To explain the safety trap, Corrie asked everyone in the audience: how do you know that you travelled safely to this ven-ue today? Because we are here? This is the measurement that we have within organi-zations today — no-one is injured, but is zero injuries actually safe?

Corrie said one may have travelled by road and experienced a near miss of a car going through an intersection; yet if we focus on numbers and slogans we become delusion-al that safety is going well. His point being that while we strive for zero, zero is not safe.

He argues that one cannot use zero as a measure of an achievement in safety. The danger is we become deluded by numbers and safety triangles.

Rather, there is no logical link between near misses/small incidents and serious incidents. They are different things and we need different focuses on both.

“We can be so focused on small things that

we don’t see the big things,” said Corrie, sharing what William Cameron said about keeping count, that the things that we are counting don’t matter, and the things that we should be counting, can’t be counted.

7. delusion of invulnerability

Corrie said that shortly before the BP Deep Horizons incident, the group had celebrat-ed seven years without injury on the rig. Corrie asked everyone: do you believe for a minute that in seven years on an oil rig there wasn’t one incident of some kind?

Corrie warned that pretention and a focus on safety reporting becomes like fake news and puts more and more pressure on the person at the front end of the business not to report. He said it happens in the smart-est, most advanced corporations today and no-one should fall into the trap.

In safety, we mustn’t allow what gets measured, to get manipulated.

“We have to be open and talk about risks in our workplaces and not shut people down,” said Corrie.

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Ken Pedersen, supply manager for Canfor Forest Management Group, received the 1st MaryAnne Arcand Memorial Safety Award at the Inte-rior Safety Conference (ISC) held in May 2018 in Kamloops, part of the 60th Interior Logging Association’s annual convention and trade show.

Ken was presented with the award by Matt Franks and Steve Mueller, on behalf of the ISC.

Steve explained that the award would be made annually and that nominations would be considered about an individual or group of individuals who had demonstrated out-standing work in improving the health and safety of forestry workers in BC’s interior, with a special focus on log hauling and for-est worker health – an area that was near and dear to the late MaryAnne Arcand’s heart. She died from cancer just over four years ago and is remembered affectionately as bulldozer, “mom”, friend and safety champion who gave tirelessly of her time to further safety. MaryAnne was especially driven to support the safety, health and wellness of log haulers.

Matt and Steve said it was fitting that Ken be the first recipient of the award. Ken is a founding member of the Trucking and Harvesting Advi-sory Group (TAG) which formed in 2013 and has al-ways been a strong supporter of improving safety within the industry, demonstrated by his leadership with TAG as well as with his employer, Canfor. Ken has not only supported key initiatives through TAG but has also engaged Canfor’s senior leadership in that sup-port as well. Since 2013,

Ken has driven many safety and per-formance initiatives within Canfor and industry, including:

Improvement of incident data collection and analysis

Development of a road marshal/safety compliance officer program

Implementation of GPS monitoring

Development of log truck overweights management program

Support of log truck driver fatigue best practices

Support of 60 long hauling safety seminars

Implementation of industry log haul-ing training standards

Implementation of log hauling pro-fessional assessment and endorse-

ment program for existing drivers

Participation and endorsement of log securement/loader assist best prac-tices.

In accepting the award, Ken expressed his appreciation. “Thank you, I appreciate it very much. I have been fortunate to work for a great company like Canfor and have really enjoyed being on TAG.”

Ken Pedersen is first recipient of the annual MaryAnne Arcand Memorial Safety Award

(From left) Matt Franks and Steve Mueller, present the MaryAnne Arcand Memorial Award to Ken Pedersen.

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Managing fatigue at work

Robert Higdon, of Fatigue Science, said the company was working with the Trucking and Harvesting Adviso-ry Group (TAG) and the forest industry to help develop and share tangible and practical tools to help influence behavioural change that will limit fatigue’s effects on safety and wellness in the forest industry.

Pat Byrne, Fatigue Science founder, was working with WorkSafeBC when he heard that his nephew had died following a fatigue relat-ed motor vehicle incident in Alberta. “There weren’t mobile apps or technology at the time, but there was a lot of science and Pat had the idea that science could help predict fatigue and could make its way into products, services and insights that could pre-vent similar incidents in the future,” explained Robert.

He said a lot of the incidents that Corrie had referred to in his key-note safety presentation also had fatigue factors for cause.

Robert added that the single greatest cause of incidents across a wide range of high risk industries, was fatigue. In fact, he said that up to 40% of all transportation incidents, are fatigued related.

So what is fatigue?

He said fatigue is not just being tired; it is a specific physiological condition caused by a lack of sleep and our wakefulness outside of normal daylight hours.

We humans, as a species, are programed for being awake during daylight hours. Fatigue hinders the brain’s ability to interact with the body. Physiologically, it has similar effects as alcohol.

There are both emotional and cognitive effects. Health, safety and performance are all impacted by fatigue.

Fatigue Science is based on over 25 years of research by the US army research lab and the company has licensed the model to get it out of the research lab to support industries and workers in the workplace.

Six things influence fatigue: Quantity of sleep Quality of sleep Consistency in timing in sleep patterns Cumulative sleep debt Time of day Circadian rhythm

It’s important to remember that it is not just about last night’s sleep. Better sleep doesn’t happen overnight. It takes regular, con-sistent, good sleep patterns over time to replace sleep deficits and reach optimal sleep-performance patterns.

What is considered ideal sleep?

Seven or more hours of sleep. Ideally 95% efficiency with few if any awakenings. Falling asleep during the same cycle each night is im-portant too.

The SAFTETM Model analyzes sleep in order to predict the impacts of fatigue that affect real-world safety outcomes. The less fatigue the better the reaction time and lapse index scores. This is im-portant because research has established that drivers are nine times more likely to excessively speed and four times more likely to brake harshly when fatigued.

What causes your fatigue to fluctuate during a shift?

If doing a day shift and getting a relatively good sleep, on average workers have a 80s-90s score on the model. But, on night shifts it’s normal for anyone even a good sleeper to fall below 70 after mid-night due to ones circadian rhythm. Awareness of this is important.

Rates in forestry have been found to be higher than other indus-tries and there is three times more fatigue in night shifts due in part to loggers having increased variability of shift schedules.

How do we reduce workers’ fatigue?

1.Better schedules; reducing variability and uncertainty.

2. Better sleep; the TAG is rolling out 200 Readibands to help pro-mote better sleep. Getting better sleep is not a one-size fits all. Of 100 people, only 10% have optimal sleep. The majority of people are in the middle, with sub-optimal sleep habits and then about 15% likely have a sleep disorder. Of those, only 1% have been diag-nosed and are receiving treatment.

The Readiband is designed to help every type of sleeper better manage their sleep, showing how to tailor sleep habit optimization according to their needs. The app helps with sleep planning, sleep hygiene and sleep environment.

Tips include drinking water during the day and not at night so you don’t wake up; taking control of light, sound and temperature when you sleep; and, because you can see your score, it helps mo-tivate you to improve your score each sleep and experiment with the small steps and changes you can make to help you sleep better, and wake, safer, healthier and less fatigued.

Robert Higdon, of Fatigue Science, explains the Readiband technology and phone app to Glen Bjorklund. TAG member employees who wanted to volunteer to test out the technology all received Readibands as part of a fatigue study.

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Professional log truck drivers and the loom-ing safety crisis Greg Munden, of Munden Ventures Ltd. in Kamloops, shared his person-al perspective on the state of the log hauling industry.

He said the plight of the contractor and the professional driver are the biggest issues that industry has to deal with; ahead of all the other things, from the softwood lumber deals and tariffs to land use planning, per-mitting, etc. “Ahead of all the other things that are coming down the pipe,” said Greg. “And I think safety conditions are going to suffer as a result.”

He said that currently there were as many employed in the high tech sector as in for-estry, mining and fishing combined in BC. Tourism is exploding, manufacturing is stag-nant, retail is under siege, and transporta-tion and warehousing is growing rapidly. As a result it’s hard to fill positions in all indus-tries, but especially in trucking.

“We used to get 15 or 20 applications for a position and now we only get a few and we are lucky if even one or two are qualified to be able to do the job.”

Last year he said there was a shortage of 1,700 professional drivers and this year, that has climbed to 4,000. Trucking in general is short 52% of new and replacement workers. For context by 2027, an estimated 917,000 jobs will need to be filled with only 438,000 young people entering the workforce. Immi-gration and migration are the only areas to look toward to fill the gap.

By 2027, transportation and warehousing will require 205,000 new workers due to growth and 41,000 replacements for retiring workers.

Greg said that our log hauling workforce is older than average; has traditionally been a non-mentored workforce; has no competi-tive terms and conditions of employment; a daily work day nearly the twice the average

length with virtually no overtime pay; little to no flexibility; unpaid, unrecognized and unappreciated time the drivers put in; and, a lot of away from home time.

Add poor public perception “as we are seen as scary; we hold up traffic and are viewed as causing accidents, no matter what the circumstances”.

And finally “we have really poor prospects” e.g. the possible future of autonomous trucks.

Greg then showed a video that emphasized the divide between past and future genera-tions and the type of work expectations the next generation has about late starts, no overtime, work-life balance, feelings, being treated well, etc.

So what are the risks? Greg believes that logging companies’ inabil-ity to fill seats will force more trucking com-panies to downsize or fail altogether. Wood is not going to get to the mills, and lumber is not going to get to the customers. Or what is worse, especially for safety, companies will start compromising their standards, to keep trucks rolling.

Licensees are going to be put into the posi-tion of having to extract what they need from a smaller pool and this will cause more people to leave the industry.

Obstacles? We have to compete with other industries to attract workers and we need to recognize that we need to address work-life balance of

new recruits.

Greg said more dollars for training log truck drivers was needed; and, ICBC standards have to change. Getting a Class 1 licence doesn’t make you qualified for any class 1 truck and certainly does not give you the ability to operate a logging truck safely.

He said that training standards that driving schools are required to follow are the mini-mum level required to achieve a class 1 li-cense, and that is going to have to change.

Under the National Occupational Classifica-tion (NOC) – driving is considered as a no skill or low skill job which is an issue on two fronts — it doesn’t reflect the reality of skills and professionalism needed; and, to be able to get government funding, courses need to be a professional course.

What needs to happen? Greg emphasized that we need to value and respect our existing drivers. He said they were highly skilled, with a unique set of skills that most people don’t have. To say log truck drivers are unskilled or low skilled is wrong. We need to start telling our story. “The industry has been good to me and my family – fourth generation as my sons get involved, and we need to secure our future.”

He said licensees and contractors work with trucking contractors to be efficient and we need to pay professional drivers for their time; and work on providing some flexibility.

We need to raise the profile and standards of the driving industry. Make mandatory

Reid Hedlund (left) of the Interior Logging Association and BCFSC board member, with Greg Munden, of Munden Ventures.

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Karen Bowman and retired fire cap-tain Tim Baillie, of Traffic Injury Re-search Foundation (TIRF)’s Drop it and Drive (DIAD) delivered a short presentation on distracted driving.

Tim wanted everyone to understand why language matters. He said it’s important to understand that there really aren’t many accidents. Rather they are motor vehicle incidents, because they don’t happen by accident. He said accidents are made by God — like when a tree falls and crushes your vehicle; the rest are man-made incidents, and all are preventable.

He said language shapes policy, and whether there is action or inaction. Accident suggests an inevitability and unpredictability to crash events.

For most of us, our peak reaction times are far in the past. Humans reach their peak reaction time at the age of 21 years. After that with increasing age, our reaction times slow. Even with good reaction times, it takes the average human three quarters of a sec-ond to perceive something is wrong, and another three quarters of a second to think about reacting.

Both Karen and Tim said even if you are a great driver, know how many bad drivers are out there — and realize you are driving for them too. Karen summed up the four types of distraction:

Visual Manual

Cognitive Auditory

Any activity that diverts attention from driv-ing is a distraction because the brain cannot multitask; it can only toggle task — switch-ing from one task to another and back again. Research shared indicates that every second car’s driver doesn’t care about driving dis-tracted!

And others, don’t understand that having their cars full of missiles — unsecured goods and pets for example — are neck- breaking deadly weapons.

To encourage and support safe driving be-haviours, DIAD believes success happens when everyone:

Supports not driving distracted

Knows the message

Follows the message and walks the talk

Teaches the message

Forms policies that are consistent with the message

Monitors and secures continuous improvement and

Tailors information to all generations

In addition, it is always important to reward and acknowledge good behaviours.

For context, the social costs of MVIs for Can-ada is $63 billion; of which BC’s share is $8.2 billion. Tim and Karen encourage anyone to make use of the many free resources availa-ble on the TIRF website, accessible here: http://tirf.ca/ and http://diad.tirf.ca/

Be ready for all those other

distracted drivers!

entry level training like the BCFSC and log truck driver training programs. Support pro-gression of training (eLogs, speed limiters, etc.) to improve safety; create funding mech-anisms to train professional drivers.

“And, let’s stop saying autonomous truck but rather call them zero incident trucks so that young people don’t think they are going to be out of job; rather it is like auto-pilot for air-line pilots.”

Who is going to make this happen?

This has to be a joint effort. Prospective workers need to see value in being a profes-sional driver.

Additional calls to action are for licensees to consider proximity to scales; how drivers are treated at the scales; and how they are treat-ed by supervisors.

Contractors need to use their voice collec-tively to influence for funding and share the responsibility by being better employers; and investing in trade and trade mentorship op-portunities.

We have to pay for drivers’ time beyond the rate – it is going to have to change and to create a better work-life balance for drivers.

“Industry associations need to lead the way to break down the barriers for professional driver training,” said Greg.

He sees this as a three-week academic school session followed by four weeks of on the job mentorship to roll out across the province. Government needs to look at funding – stu-dent loans; and, we need students to want to become professional truck drivers.

It takes about $25,000 to train and develop new drivers and that still makes then novice drivers. Relatively young green drivers need support to be mentored; but no contractor can afford to take this on, on their own. “It is going to take a joint effort to make that hap-pen,” said Greg.

Only by raising the standards are we going to have the right people behind the wheel. “Failure to act will compromise trucking safe-ty,” he said.

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Tiffany Simard’s story On December 4, 1995 everything changed. Tiffany shared how she had been pregnant and was out helping her husband, Kelly, at the farm where he worked. She had gone home to prepare dinner and he was going to join her shortly. But then she looked at the clock and later saw an ambulance drive by slowly and so she made the call to hear someone screaming at her: “He’s dead. Kelly’s dead.”

Tiffany said Kelly was a good safe worker, but he had taken a 20 second short cut and put the tractor in neutral instead of park and it had pinned him and killed him.

“Promise yourself and your families and especially your children that you will never take a short cut,” said Tiffa-ny. She said the worst possible thing is living with a ghost and memories, but for her son, worse still (she was 5.5 months pregnant at the time of the incident), as he has never seen his fa-ther, never heard his voice, and never felt his touch.

Stop and think — risk assessment in the moment Tyson von den Steinen, of Canfor, who for the past four years has looked after the company’s woodlands safety program, shared his learnings from several safety related initiatives, focusing on one in particular, what they call “Stop and Think” — risk assessment in the moment.

Tyson said it was all about behaviours and choices. Stop and Think – was a recogni-tion that safety was both a personal responsibility but also a supervisory responsibil-ity. “There are no bad students, just bad teachers,” said Tyson.

He said the program was part of mandato-ry annual Canfor woodlands training and an expected be-haviour.

It means each individ-ual must:

Stop what I am doing

Think about what could go wrong

Organize to make it safe

Proceed only if it can be done safely.

He said that they also recognized and celebrated “Good Catches”, where workers stop and implement.

In terms of results, Tyson said the initiative had resulted in improved reporting; everyone using the same language with the same understanding of expected behav-iours; and, they had achieved a lower MIR. It was 3, and has dropped to .65 in the last four years.

He said he felt they had achieved more success by moving away from simply produc-ing more and more policies and procedures; and rather, letting people buy-in to the concept of safety and think for themselves.

VIDEOS

Access videos of the 2018

Interior Safety Conference

presentations on the BCFSC’s

YouTube channel:

https://www.youtube.com/

user/BCForestSafety

Available

On June 1, 2018

Tyson von den Steinen talks about risk assessment in the moment: “Stop and Think”.

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The BC Forest Safety Ombudsman, Roger Harris, provided an update on the status of Helicopter Emergency Medical Services (HEMS) in BC.

He gave the background to the report he published in February 2017, and the activi-ties that had happened since the report was made public — the Union of BC Municipali-ties endorsing it; petitions calling on better services and a request he had received to present to the NDP caucus a couple of weeks after the conference (May 16, 2018).

Unlike many other similar jurisdictions to BC and other parts of the world, the public and workers cannot rely on equity access to emergency medical care. One might live in a rural community that doesn’t have a trauma centre, but those folk have immediate ac-cess to helicopter services that will get them directly to a trauma centre in another cen-tre in the fastest possible time to ensure timely and effective treatment — at the lowest social benefit cost and with the best recovery outcomes for the patient.

That is not the case in BC currently. Roger shared two forestry related examples of men who lost legs and suffered life changing impacts because proper effective emergen-cy helicopter services were not available or were prohibited from getting the patient to

the hospital because of red tape, e.g. in one instance the helicopter doing an extrac-tion of an injured worker, had to land on the side of the road to deliver the patient to the ground transport ambulance, while the heli-copter continued on to the same hospital — but in 12 minutes, versus the land ambu-lance that would take more than an hour.

Roger said HEMS was very rarely used in BC to attend incidents, compare to Alberta with 278 helicopters available versus BC’s 22 heli-copters.

Roger added that another challenge is that BC long-lines while most of the world uses hoisting — a far more efficient method of extraction.

The most important take-away is that it is the BC government’s choice not to deliver these services. It would be different if we did not have the ability or the resources to deliver, but we do. Emergency medical transportation is a government responsibil-ity.

Roger said that there is a difference be-tween equal and equitable access to medi-cal emergency infrastructure. “We are not going to have a trauma hospital in every town, but they should have an advanced

evacuation service to a centre with a trauma care centre.”

Three recommendations

—Need legislation to stipulate a time re-quirement to get people to a hospital for treatment. In Washington State, for exam-ple, 97% of the population must be able to access hospital medical care within an hour —BC should undertake a review of the effectiveness of the legislation as it pertains to the provincial emergency ambulance ser-vice —Emergency Management BC and BC Am-bulance Service should expand the use of hoisting in the province of BC. Significant advantages over long-lining. First respond-ers be trained and permitted to assist.

Access the report For background on the report, please see:

http://www.bcforestsafe.org/node/2909

To download or read the 13-page PDF

report, please see:

http://www.bcforestsafe.org/files/

HEMS_Report_jan31.pdf

BC Forest Safety Ombudsman, Roger Harris (above). Cover of the Ombudsman’s 13-page report on helicopter emergency medical services in BC: Will it be there?

Update on status of

helicopter emergency

medical services in BC

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There were 175 attendees, some of whom from as far away as Fort. St. John and Vancouver Island. Gorman Brothers had the larg-est group of team members present with more than 50 registrants. About 40% of attendees completed feedback forms, as follows.

Which forestry and manufacturing sectors attended?

Logging 28 Sawmill 16 Silviculture 2 Trucking 16 Falling 3 Remanufacturing 1 Forest Professional 13 Forest Fire Prevention 3 Seed orchard/nursery 6

What roles do attendees have? Management rep 24 Worker rep 16 Independent contractor 9 Government 2 Safety committee member 14 Safety coordinator or consultant 23 Other 7

Safety conference overall rating (where 5 is best and 1 is worst) 5 rating 31 4 rating 23 3 rating 3

Rob Moonen — Opening Remarks 5 rating 24 4 rating 32 3 rating 9

Corrie Pitzer — Safety Leadership 5 rating 61 4 rating 3 3 rating 5

Robert Higdon — Managing Fatigue 5 rating 15 4 rating 28 3 rating 20 2 rating 4

Greg Munden — Log Truck Drivers

4 rating 25 3 rating 30 2 rating 9

Tiffany Simard — Personal story on work-related fatality 5 rating 50 4 rating 12 3 rating 6

Karen Bowman and Tim Baillie — Distracted Driving 5 rating 55 4 rating 9

3 rating 2 2 rating 1

Tyson von den Steinen — Stop and Think 5 rating 19 4 rating 33 3 rating 12 2 rating 6

Roger Harris — Helicopter Emergency Medical Services 5 rating 27 4 rating 28 3 rating 9 2 rating 3

General feedback comments included: Lucky to have annual event at no charge. Venue was not great for crowd; hard to see screens. Room too small and tight for crowd. Kamloops is a great location. Very informative. Excellent! Great speakers, great day. Venue too small. Thank you very much! Lots of good information delivered effectively. Wanted to learn more about ERP requirements and how to get emergency helicopter service to a logging site when needed. How do we support calls to action by Munden and Harris to make real changes? One of the best conferences I have attended. Screens too small. Print in presentation slides too small. Overall, excellent! Thank you very much!

Comment suggestions for ISC 2019 included: Larger venue. Need more space and better layout. More washrooms. Better AV. Ability to switch off lights so slides are clearer. Not as much talking between presentations. Fort St. John? More info of encouraging millennials into workforce and how to keep them safe. More demonstrations/interactions; maybe less speakers focused on new information and keep presenters to time limits. Include first-hand accounts of recent forestry incidents and quick update on regulation changes and what is coming down the pipe.

2018 Interior Safety Conference Steering Committee: Darren Beattie, Conifex Daryl Davidson, Canfor Edward Gray, Excel Transportation Gerard Messier, BC Forest Safety Council Glen Bjorklund, Edgewater Holdings Ltd. Scott McPhee, Pinnacle Renewable Energy Trish Kohorst, BC Forest Safety Council Tyson von den Steinen, Canfor Wayne Lintott, Interior Logging Association

Survey responses overwhelmingly positive (except for the small room)!

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A big thank you to our generous sponsors who made it possible for all attendees to attend free of charge!

See you at the

Interior Safety C

onference

2019:

PRINCE GEORGE #ISC2019 #YXS #SAFETY

Thank you to the Kamloops Colombo Lodge for their hospitality, service and authentic Italian lunch. Everyone loved the meatballs!