Category Archives: Transportation

Workers feel ill during reported “incident” at B.C. shipping terminal

An unspecified incident at Fairview Container Terminal in Prince Rupert, B.C. sent 11 workers to the hospital for precautionary treatment on the morning of Sept. 3 – but all of the parties involved have stressed that the employees are fine.

While few specific details have been released, a press statement from DP World Prince Rupert, the company that runs the shipping terminal, said that employees in a certain area of the container yard had developed symptoms of respiratory and eye irritation. The workers received medical treatment at a local hospital at about 5 a.m. that morning.

“Two [of the employees] were initially kept for observation, and thankfully, all were discharged within hours of their arrival,” DP World said. “We continue to check on their well-being.”

The company added that the worksite had been evacuated and shut down temporarily after the workers had been treated. “Our incident command management team also brought an external industrial hygienist to conduct onsite assessments and air-quality monitoring,” the statement read.

DP World declared the worksite to be safe at 4:30 a.m. on Sept. 4, and normal work operations resumed on the following day.

“Our first priority is the safety and well-being of our employees, the local community and any others who may have been affected,” the company said.

A news release from the Port of Prince Rupert stated that DP World had based its response to the incident on proper emergency procedures.

“There is no inhalation hazard to the community of Prince Rupert, nor [a] hazard to the marine environment, as related to this incident,” the release stated, adding that the Port of Prince Rupert, other port partners and responding agencies were “fully aware of the situation” and supported DP World’s response.

Rob Ashton, president of International Longshore & Warehouse Union Canada, told COHSN that the safety committees with DP World and the union’s Local 505 are investigating the incident. “I believe they’d be looking at it and figuring out ways to prevent anything like this from ever happening again,” he explained, adding that he did not know whether WorkSafeBC is also investigating.

He said that all of the workers affected by the incident were fine as far as he was aware. “If there are any longstanding issues, I don’t know,” said Ashton.

DP World recently completed an expansion project, dubbed “Phase 2 North”, to increase Fairview Container Terminal’s handling capacity from 750,000 to 1.35 million 20-foot equivalent units, or TEU. The terminal upgrade was marked in a ribbon-cutting ceremony on Aug. 30, according to a media release from the company.

The Fairview Container Terminal was upgraded from a general cargo facility to a container-handling terminal in 2007, according to information from DP World’s website. The terminal is currently North America’s closest major port to Asia.

A leader in global trade specializing in container handling, DP World employs more than 36,500 people in 103 countries.

Contractor facing charges for 2015 accident that injured two workers

GRANDE PRAIRIE, Alta. – Alberta’s labour ministry has laid 12 charges against D & J Isley & Sons Contracting Ltd., for its role in a vehicular accident that injured two employees more than two years ago. The incident occurred on Aug. 7, 2015, when an equipment operator was driving himself and another worker to the company’s Grande Prairie worksite in an all-terrain vehicle, according to an undated announcement posted on the Alberta Labour website in early Sept. 2017. When the vehicle reached an inclined road, it stalled and began to roll downhill; the brakes failed, so the equipment operator steered the vehicle into a ditch. On July 14 of this year, the provincial government charged D & J Isley with two violations of Alberta’s Occupational Health and Safety Act, four of the OHS Regulation and six of the OHS Code, the announcement stated. Charges included failing to ensure that equipment was free of defects, that workers were trained to operate equipment safely and that workplace hazards had been identified and eliminated or controlled.

Glencore fined $200,000 for Richard Pigeau mining tragedy

Less than two years after mining worker Richard Pigeau was killed in an accident at the Nickel Rim South Mine in Sudbury, Ont., Toronto-based company Glencore Canada Corporation has pleaded guilty to violating the province’s Occupational Health and Safety Act in connection with the incident.

The employer was fined $200,000, plus a 25 per cent victim fine surcharge, by Justice of the Peace Michael G. Kitlar at the Ontario Court of Justice in Sudbury on Aug. 28, according to a court bulletin from the provincial Ministry of Labour (MOL).

Pigeau, who was 54 years old, was operating a load haul dump at the mine on Oct. 20, 2015, when the bucket of the vehicle struck a wall on the right, causing him to be ejected from his seat. One of the vehicle’s tires ran over him, causing fatal injuries.

The incident was investigated by both the MOL and a joint team consisting of Glencore employees and union representatives. Both investigations determined that the door of the load haul dump had opened while the vehicle had been moving down a ramp and that Pigeau had not been wearing his seatbelt at the time of the accident. The MOL and the joint team both concluded that Pigeau would more likely have survived the incident if he had been wearing the seatbelt, the Ministry noted.

Last fall, the MOL laid seven occupational health and safety charges against Glencore, as well as two against Steven Holmik, a colleague of Pigeau (COHSN, Oct. 25). Among the charges against the company were failing to take every reasonable precaution to protect a worker, interfering with objects at the scene of a workplace fatality, failing to keep equipment in good condition and failing to protect a worker’s safety through information, instruction and supervision.

The case made its way to court beginning in December. Glencore later pleaded guilty to failing to provide information, instruction and supervision to protect a worker’s safety, specifically regarding the use of seatbelts in a load haul dump. Local media reports have stated that the other eight charges against Glencore and Holmik were dropped.

Required by the Provincial Offences Act, the victim fine surcharge is a standard payment that goes to a special fund that assists crime victims, the Ministry noted.

Glencore extracts nickel and copper from three underground mines in the Sudbury area. Founded in 1922, the corporation runs additional mines in Ontario, Quebec, New Brunswick and Chile.

Road accident claims life of Alberta tow-truck driver, 44

A tow-truck driver was killed on the job in a road collision that occurred early in the morning on Aug. 29, on the Trans-Canada Highway near Strathmore, Alta.

A media release from the Alberta RCMP stated that the tow truck and a tractor-trailer unit had both been moving westbound on the highway when the former vehicle had struck the rear of the latter. The collision set the tow truck on fire, police said.

“The 44-year-old driver of the tow truck was deceased on scene,” the release stated. “The driver of the semi-truck did not incur any injury. There were no other occupants in the vehicles.”

RCMP officers from the Strathmore detachment were dispatched to the accident scene at 3:51 a.m. Traffic on the highway was temporarily diverted to allow responders to secure goods from the tractor-trailer unit. A collision analyst with the RCMP also attended the scene.

Both the police and the occupational health and safety division of Alberta Labour are investigating the accident.

“Both the driver of the tow truck and the driver of the tractor-trailer unit were actively at work at the time of the collision,” explained Trent Bancarz, a spokesperson for Alberta Labour. “So that’s why we would be investigating as well. But for right now, the RCMP is pretty much leading it.”

Local media reports have stated that the tow-truck driver was from Wheatland County, a municipal district near Calgary, but Bancarz could not confirm this. In addition, the tractor-trailer unit reportedly also caught on fire in the accident, with the flames engulfing many of the goods in the back of the vehicle.

Strathmore is part of Wheatland County, roughly 50 kilometres east of Calgary.

Town fined $100,000 after employee injured by shelving unit

BARRIE, Ont. – A provincial court has ordered the Corporation of the Town of Innisfil to pay a fine of $100,000, plus a 25 per cent victim fine surcharge, for its role in an incident in which a worker was knocked unconscious early last year. A court bulletin from the Ontario Ministry of Labour (MOL) stated that three municipal workers were moving equipment and machinery onto a trailer on Jan. 27, 2016, when a two-metre-high shelving unit struck the side of the trailer and fell onto one of the employees. The worker was knocked out for a considerable amount of time and left with critical injuries. A subsequent MOL investigation found that the employer had failed to use a competent signaller when the trailer operator did not have a full view of the intended travel path. The Town of Innisfil later pleaded guilty in the Ontario Court of Justice in Barrie to violating Section 56 of the Industrial Establishments Regulation, and Justice Cecile Applegate passed sentence on Aug. 30 of this year.

Chopper crash stemmed from tail-rotor failure, says TSB

PRINCE GEORGE, B.C. – A new investigation report from the Transportation Safety Board of Canada (TSB) blames loss of tail-rotor effectiveness for a helicopter crash that occurred northwest of Prince George last year. According to the report, which was published on Aug. 28, a camera operator and a lumber-company employee were conducting infrared scanning over a logged area from a Highland Helicopters Ltd. Bell 206B Jet Ranger-III on May 4, 2016, when the helicopter suddenly spun around several times, descended and struck the ground. All three people onboard, including the pilot, were seriously injured and transported to a hospital. The TSB investigated the accident and concluded that the aircraft’s high gross weight and high power setting had contributed to ineffectiveness of the tail rotor while the copter had been moving downwind at a low speed at an altitude higher than half of the rotor’s diameter. As a result, the pilot did not have enough time to recover before ground impact. “The pilot’s helmet likely prevented more serious injuries,” the TSB added in the report.

Pilot associations, unions demand stronger regulations on fatigue

Transport Canada (TC) has proposed updates to its fatigue-management regulations for flight crews, but stakeholder unions are saying that the changes are not enough – that they do not comply with established science on pilot fatigue.

Safer Skies, a coalition that includes the Air Canada Pilots Association (ACPA), Unifor, Teamsters Canada and other groups, ran an online petition to Transport Minister Marc Garneau from April to August. Sponsored by John Brassard, the Conservative MP for Barrie-Innisfil, Ont., the petition demanded the following:

  • the same protective fatigue limits for pilots of all sizes of aircraft;
  • a limitation of ten hours, or 8.5 hours of flight time, on pilot duty periods that begin after 5 p.m.; and
  • reliance of fatigue-risk management systems on science-based prescriptive limits.

The petition had collected 9,104 signatures nationwide at the time of its close on Aug. 26.

The ACPA did not respond to COHSN’s request for comment, but an Aug. 22 media release quoted CEO Milt Isaacs as saying that Canada’s aviation regulations were “out of step” with what scientific research recommends.

“Canada has an opportunity to ensure safer skies – but risks squandering it by disregarding sleep science and international standards,” said Isaacs. “Canadian pilots are asking for help – on behalf of their passengers and crew – to ensure that Canada is a leader and not a laggard in aviation-fatigue science.”

Captain Dan Adamus, the president of the Air Line Pilots Association, Int’l Canada, said in a press statement that Canadian pilots get less time to recover from long hours of flight time than pilots have in any other country.

“Even the updated regulations do not go far enough,” said Captain Adamus.

In an e-mailed response, TC media-relations representative Pierre Manoni told COHSN that the regulation amendments, first proposed in July, include the following: prohibition of flight-crew members from working within 12 hours of drinking alcohol, an increase from eight hours; new, science-based rules on fatigue management regarding flight-time and work-hour limitations; flight-duty period limitations based on time of day, rest duration and time off; and requirements for a fatigue risk-management system.

“The new rules aim to reduce flight-crew member fatigue and align with today’s scientific data, international standards and best practices,” wrote Manoni. “[TC] is always looking for ways to increase aviation safety and harmonize its regulations with other countries.”

He added that the regulation changes were based on three years of consultations with stakeholders, including industry associations and labour organizations. “Unions and the National Airlines Council of Canada were generally supportive,” said Manoni.

But the ACPA release maintained that Canada needs to make further changes urgently, before a tragedy occurs. The association cited the Colgan Air accident in Buffalo in 2009, after which the United States Federal Aviation Administration revised its regulations; as a result, pilot augmentation is now mandatory after eight hours of flight time for departures after 8 p.m. in the U.S.

“Unlike a tired driver, a pilot can’t pull over to the side of the road,” the release stated. “NASA research recommends a maximum flight time at night of 8.5 hours, as alertness, response time and cognitive performance is degraded.

“Fatigue is especially prevalent on long-haul overnight flights, but it can be mitigated with… adequate rest, sufficient recovery time after crossing time zones and ensuring additional pilots are on board to take over the controls.”

Manoni said that once the proposed changes go into effect, airline operators will have a year to comply with them, while air-taxi and commuter operators will have four years.

“Transport Canada recognizes that fatigue management is a complex issue,” he wrote. “Canadians and industry members are encouraged to provide feedback on the draft regulations.”

Packer fatality in 2014 leads to conviction for Saskatchewan firm

SWIFT CURRENT, Sask. – The Saskatchewan Ministry of Labour Relations and Workplace Safety has convicted and fined a Kelvington-based employer for its involvement in the death of a worker three years ago. According to a news release from the Ministry, the incident occurred on an unspecified date in 2014, at a worksite near Mankota, Sask.; an employee of 101186505 Saskatchewan Ltd. was operating a packer at the site when the vehicle rolled over him, resulting in fatal injuries. The company later pleaded guilty to failing to ensure that the worker had used a restraining device while operating powered mobile equipment, while another charge was dropped. On Aug. 22 of this year, the employer was fined $50,000, plus a $20,000 surcharge, in Swift Current Provincial Court. “Workplace injuries, illness and fatalities are preventable,” the release stated. “Working together, we can ensure everyone gets home safe and sound every day.”

Worker injury caused by contracting of jobs, says TTC union

The main union for Toronto Transit Commission (TTC) workers is blaming the employer’s practice of contracting out safety-sensitive jobs for a recent incident in which an employee was hit by a bus.

According to an Aug. 24 news release from the Amalgamated Transit Union Local 113 (ATU 113), the worker was seriously injured at the Wilson Bus Garage in north Toronto on Aug. 16. The driver of the bus, a contract employee, was exceeding the garage’s speed limit of seven kilometres per hour at the time, as confirmed by video footage and a GPS system.

“The TTC routinely hires unqualified contract workers in the maintenance department,” the release stated. “These workers receive less training and often operate transit buses without a valid bus driver’s license. The lack of training and qualifications has jeopardized our safety.”

The release was accompanied by two photos of the victim, who sported a black eye, bruises, scrapes and a heavily bandaged right hand. Local media reports have identified the worker as Neil Cooper, a TTC bus driver for the past 30 years.

A press statement from the TTC denied that its contract workers are insufficiently trained, saying that service line cleaners require valid Class A, B or C licences, as do bus drivers.

“This was an unfortunate incident that resulted in injuries to the operator,” the TTC said. “Safety is the cornerstone of all TTC operations, and we take incidents like this seriously.

“We continue to review this particular incident with the Ministry of Labour and our contractor.”

ATU 113 claimed that the TTC had failed to notify the union about the accident, saying that union representatives had found out about it only after receiving messages from the victim himself, several hours after the incident. The union called the employer’s lack of notification a breach of “agreed-upon health and safety procedures.”

The TTC also neglected to test the contract worker for alcohol and drugs after the accident, according to the union, which criticized the employer for subjecting non-contract employees to random testing while exempting contract employees, even those in safety-sensitive positions. “The TTC has created a two-tier system that punishes our members,” the release read, accusing the Commission of practising a double standard.

The release cited a previous incident from 2014, when a contract worker crashed a bus at the same garage and damaged two other vehicles. In this case, the union claimed, the worker was not licenced to operate any kind of vehicle, let alone a bus.

“To save a few bucks, the TTC seems happy to lower its safety standards by having unqualified contractors operating buses for maintenance,” ATU 113 secretary-treasurer Kevin Morton said in a separate press release on Aug. 24.

“How many more injuries and incidents will it take before the TTC realizes that contracting out safety critical positions poses unnecessary risk to all workers?”

Poorly designed crane led to vessel fatality last year, says TSB

The latest investigation report by the Transportation Safety Board of Canada (TSB) has revealed that flaws in the design of a boat crane caused a collapse that killed the vessel’s operator near Milligan’s Wharf, P.E.I. on April 29, 2016.

The operator and deckhand of the vessel were engaged in spring maintenance of oyster-growing cages about one nautical mile east of Milligan’s Wharf that morning, according to the report, which was published on Aug. 9 of this year. At about 10:35 a.m., the operator was leaning over the side of the boat, under the crane’s elevated boom, to untangle a securing line when the piston rod of the crane suddenly fractured. The boom and attached rigging fell, injuring the operator fatally.

The TSB’s investigators later found that the crane’s design had not allowed full extension of the piston rod when the boom was raised, causing the rod to make contact with hose guards. This forced the piston rod to bend, and repeated bending eventually caused the rod to break. The crew members failed to detect the problem with the crane because they were not conducting thorough inspections of it.

“If lifting appliances are not tested thoroughly before being put into service, as well as inspected before each use, there is an increased risk that the appliances will not function as intended,” the report read. “If fishing vessel operations do not have an adequate system for on-board risk management, there is a risk that crew may be exposed to unsafe conditions, such as working underneath a crane boom without personal protective equipment.”

The TSB also found that Transport Canada (TC) had not inspected the vessel, as the current regulations did not require such inspections. In addition, the boat was not equipped with the required navigation lights or firefighting equipment, and there were no personal flotation devices aboard at the time of the incident.

The report recommended that TC or an “authorized representative” perform inspections of lifting appliances on fishing vessels, in order to detect hazardous defects. The TSB also advised that standards should be in place for lifting appliances on small fishing boats.

Following the incident, the occupational health and safety division of the P.E.I. government issued a hazard alert to stakeholders. The alert recommended an engineered design for vessel cranes, along with regular inspections and positioning them in a way that minimized risk.

“The safety of fishermen will be compromised until the complex relationship and interdependency among safety issues is recognized and addressed by the fishing community,” the TSB wrote.