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    See attached **files (2)** – ## UnitVIIIJournalFIR.docx – ## UnitVIII.pdf **## UnitVIIIJournalFIR.docx** Unit VIII Journal FIR This journal measures your mastery of ULOs 7.1 and 8.1. Consider how technology can contribute to enhancing safety and health within an organization. Reflect on a specific a…

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    See attached

    **files (2)**

    – ## UnitVIIIJournalFIR.docx

    – ## UnitVIII.pdf

    **## UnitVIIIJournalFIR.docx**

    Unit VIII Journal FIR

    This journal measures your mastery of ULOs 7.1 and 8.1.

    Consider how technology can contribute to enhancing safety and health within an organization. Reflect on a specific area of safety in your organization that could benefit from technological improvements.

    Recommend a new form of technology that you believe would address this need and explain how it could improve safety outcomes. What potential challenges or barriers might arise in implementing this technology, and how could they be overcome? Do you feel there are any available grants to support your initiative?

    **## UnitVIII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    7. Describe how grant programs should support the implementation of safe practices.
    7.1 Illustrate how grant programs directly impact safety and health in an organization.
    7.2 Explain how research informs grant programs.

    8. Discuss how technology can produce higher levels of safety.

    8.1 Recommend a new form of technology that will improve safety and health within an
    organization.

    Required Unit Resources

    Chapter 7: Creating a Research Agenda

    Chapter 10: Blending Grants and Safety

    Unit Lesson

    Introduction

    Please view the Unit VIII Video. Closed captioning will be available once you access the video.

    In Unit VII, we discuss topics that directly benefit the safety and health of all fire and emergency service
    providers. Of all the topics covered in this course, these may be the least familiar to the masses. That is not to
    say these topics are the least important. The complete opposite could be argued. If we are going to move the
    needle on safety and health, it will require more information and more funding. As a student engaged in
    higher education and professional development, you are taking a key step toward being a part of the solution
    and a part of the future of the fire and emergency services.

    Importance of Data

    When we first enter the fire service, we are focused on the task level, and rightfully so. We need to
    understand how to perform the basic skills necessary to provide emergency services as part of a team.
    Failure to understand these basic skills can result in injury or death. We understand this. If we respond to a
    house fire, we will participate in dangerous activities to protect life and property. That is the job, and that is our
    role as frontline firefighters. What may not be immediately apparent and understood is how the input and
    collection of fire (or other emergency incident) data informs the decisions around funding, staffing, and so on.

    “It's been said that one of the greatest problems with the advancement of the fire service is the lack of hard
    data available” (Zimmerman, 2021, p. 142). Times have changed and will continue to do so. No longer can
    the fire and emergency services rely on its proud history alone to guarantee its future relevance as a
    profession. It is time we recognized that we need to justify our existence through accurate data. The National
    Fire Incident Reporting System (NFIRS) is the nationwide system for data and information pertaining to fire
    and emergency services response. This data and information are available to fire and other organizations to
    guide decision making.

    In 21st Century Fire and Emergency Services, one of the critical issues identified for sustainability and
    relevance is the robust use of data (Critical Issue C). As this report states, having a great deal of data
    available to those serving in the fire and emergency services will help to improve the way these services

    UNIT VIII STUDY GUIDE

    Research and Grants

    [https://www.youtube.com/watch?v=A7p3XwlOcdo](https://www.youtube.com/watch?v=A7p3XwlOcdo)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    operate, both in emergency situations and in its basic operations “Over the next 30 years, the amount of data
    available to the profession will transform the way the service operates, not only in emergencies, but in all the
    services provided” (Center for Public Safety Excellence [CPSE], 2020, p. 13).

    At times, we can be our own worst enemy by not taking the appropriate time and making the appropriate
    effort to document our activities appropriately. The information available is only as good (and as useful) as the
    information we entered. By engaging in strategic thinking, individuals are exposed to thoughts, ideas, and
    concepts that can truly have a significant and lasting impact on the fire service.

    Research

    “In 2005, a group of fire service professionals with the goal of creating a national research agenda met on the
    grounds of the National Fire Academy (NFA)” (Zimmerman, 2021, p. 145). This effort, the National Fire
    Service Research Agenda Symposium, laid the groundwork for Fire and Life Safety Initiative 7 (Zimmerman,
    2021). In January 2022, the fourth research agenda was released. This document, the Recommendations
    Report, details more than 300 research recommendations broken into three categories: hiring, retention and
    advancement; effective operations; and health and safety (National Fallen Firefighters Research Agenda,
    2022). It is through comprehensive research and collaboration that the solutions to our safety and health
    concerns will be addressed. This type of research also becomes the foundation upon which future grant
    funding will be allocated, which is why it is so important to understand the connection between research and
    grants.

    Some of the more recognizable research projects in the fire service were conducted by Underwriters
    Laboratories’ (UL) Fire Safety Research Institute (FSRI). There are numerous research projects that affect
    firefighter and occupant safety and health. The FSRI website contains links to research, training, and
    resources to assist fire and emergency services providers and agencies to improve their operational
    capabilities, reduce risks, and improve safety and health.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program; you can review the programs at the National Fire Academy Training Programs and Activities
    webpage. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    Grants

    All fire and emergency service agencies are funded by some type of funding source(s). Agencies vary in type,
    size, scope, population served, and so on. There is no single best way to staff and fund an agency. However,
    there are very few agencies that will claim to have all they need in terms of funding. Fewer still will claim they
    have too much funding. Many agencies need and rely upon some type of grant funding to meet their
    personnel, training, equipment, and apparatus needs.

    [https://fsri.org/](https://fsri.org/)

    [https://www.usfa.fema.gov/training/nfa/programs/](https://www.usfa.fema.gov/training/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    Although there are many types of grants available to the fire and emergency services, the most widely
    recognized grant programs are administered by the Federal Emergency Management Agency (FEMA). There
    are many grants available through FEMA to support the fire and emergency services. Perhaps the most
    popular or recognizable FEMA grants are the Assistance to Firefighters Grant (AFG), Staffing for Adequate
    Fire and Emergency Response (SAFER), and Fire Prevention and Safety (FPS) grant programs; you can
    view the programs on the FEMA Grants webpage. These programs provide grant funding for various types of
    projects. Each grant cycle, a guidance document identifies the programs that are listed as a priority for
    funding. Therefore, each grant applicant must conduct research and utilize available data to complete a grant
    application that will be evaluated in a competitive process. Grant applications that demonstrate the greatest
    need and justification will receive higher scores than those applications lacking significant details
    demonstrating need.

    The AFG program generally funds projects like training program development/implementation, equipment
    purchase/replacement, personal protective equipment (PPE) purchase/replacement, and fire apparatus
    purchase/replacement. The SAFER grants fund projects for personnel. The FPS program generally funds
    projects for prevention-related initiatives. The application process requires a lot of research, data collection,
    writing, and political support, as there is generally some type of financial match required by the agency
    receiving the award.

    There are also private companies that provide grants to fire and emergency services agencies. Two examples
    are Firehouse Subs and Motorola Solutions. These companies provide grants to support first responders. The
    International Association of Fire Chiefs established an executive development program for new and aspiring
    fire chiefs. Please search their websites to learn more about these grants. The Fire Service Executive
    Development Institute (FSEDI) is an example of how the fire service can benefit from a public/private
    partnership to develop leadership skills in chief fire officers. The FSEDI program submits a new grant
    application each year to justify the expense using data and information from the course outcomes.
    As you can see, research and grants are key components of the success and sustainability of our profession.
    As we continue to see technological advances throughout all sectors of our world, the fire and emergency
    services will need to continue to innovate to meet the needs of the public.

    Here is a list of resources where you can find more information about fire-related grants and research. This is
    not an exhaustive list, but it is a starting point.

    • National Fire Incident Reporting System webpage

    • Assistance to Firefighters Grants Program webpage

    • Fire Safety Research Institute website

    • The Center for Fire, Rescue, and EMS Health Research website

    • National Fire Academy Training Programs and Activities webpage

    References

    Center for Public Safety Excellence. (2020). 21st century fire and emergency services. International

    City/County Management Association. https://www.cpse.org/wp-content/uploads/2020/07/21st-
    Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    National Fallen Firefighters Foundation. (2022, January). 2021 National Fire Service Research Agenda:

    Recommendations Report. Fire Safety Research Institute. http://www.everyonegoeshome.com/wp-
    content/uploads/sites/2/2022/01/research-agenda-symposium-4-report.pdf

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    [https://www.fema.gov/grants](https://www.fema.gov/grants)

    [https://www.firehousesubs.com/](https://www.firehousesubs.com/)

    [https://www.motorolasolutions.com/en_us.html?geo=redirect](https://www.motorolasolutions.com/en_us.html?geo=redirect)

    [https://www.usfa.fema.gov/nfirs/](https://www.usfa.fema.gov/nfirs/)

    [https://www.fema.gov/grants/preparedness/firefighters](https://www.fema.gov/grants/preparedness/firefighters)

    [https://fsri.org/](https://fsri.org/)

    [https://www.ndri-usa.org/](https://www.ndri-usa.org/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    **## UnitVIII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    7. Describe how grant programs should support the implementation of safe practices.
    7.1 Illustrate how grant programs directly impact safety and health in an organization.
    7.2 Explain how research informs grant programs.

    8. Discuss how technology can produce higher levels of safety.

    8.1 Recommend a new form of technology that will improve safety and health within an
    organization.

    Required Unit Resources

    Chapter 7: Creating a Research Agenda

    Chapter 10: Blending Grants and Safety

    Unit Lesson

    Introduction

    Please view the Unit VIII Video. Closed captioning will be available once you access the video.

    In Unit VII, we discuss topics that directly benefit the safety and health of all fire and emergency service
    providers. Of all the topics covered in this course, these may be the least familiar to the masses. That is not to
    say these topics are the least important. The complete opposite could be argued. If we are going to move the
    needle on safety and health, it will require more information and more funding. As a student engaged in
    higher education and professional development, you are taking a key step toward being a part of the solution
    and a part of the future of the fire and emergency services.

    Importance of Data

    When we first enter the fire service, we are focused on the task level, and rightfully so. We need to
    understand how to perform the basic skills necessary to provide emergency services as part of a team.
    Failure to understand these basic skills can result in injury or death. We understand this. If we respond to a
    house fire, we will participate in dangerous activities to protect life and property. That is the job, and that is our
    role as frontline firefighters. What may not be immediately apparent and understood is how the input and
    collection of fire (or other emergency incident) data informs the decisions around funding, staffing, and so on.

    “It's been said that one of the greatest problems with the advancement of the fire service is the lack of hard
    data available” (Zimmerman, 2021, p. 142). Times have changed and will continue to do so. No longer can
    the fire and emergency services rely on its proud history alone to guarantee its future relevance as a
    profession. It is time we recognized that we need to justify our existence through accurate data. The National
    Fire Incident Reporting System (NFIRS) is the nationwide system for data and information pertaining to fire
    and emergency services response. This data and information are available to fire and other organizations to
    guide decision making.

    In 21st Century Fire and Emergency Services, one of the critical issues identified for sustainability and
    relevance is the robust use of data (Critical Issue C). As this report states, having a great deal of data
    available to those serving in the fire and emergency services will help to improve the way these services

    UNIT VIII STUDY GUIDE

    Research and Grants

    [https://www.youtube.com/watch?v=A7p3XwlOcdo](https://www.youtube.com/watch?v=A7p3XwlOcdo)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    operate, both in emergency situations and in its basic operations “Over the next 30 years, the amount of data
    available to the profession will transform the way the service operates, not only in emergencies, but in all the
    services provided” (Center for Public Safety Excellence [CPSE], 2020, p. 13).

    At times, we can be our own worst enemy by not taking the appropriate time and making the appropriate
    effort to document our activities appropriately. The information available is only as good (and as useful) as the
    information we entered. By engaging in strategic thinking, individuals are exposed to thoughts, ideas, and
    concepts that can truly have a significant and lasting impact on the fire service.

    Research

    “In 2005, a group of fire service professionals with the goal of creating a national research agenda met on the
    grounds of the National Fire Academy (NFA)” (Zimmerman, 2021, p. 145). This effort, the National Fire
    Service Research Agenda Symposium, laid the groundwork for Fire and Life Safety Initiative 7 (Zimmerman,
    2021). In January 2022, the fourth research agenda was released. This document, the Recommendations
    Report, details more than 300 research recommendations broken into three categories: hiring, retention and
    advancement; effective operations; and health and safety (National Fallen Firefighters Research Agenda,
    2022). It is through comprehensive research and collaboration that the solutions to our safety and health
    concerns will be addressed. This type of research also becomes the foundation upon which future grant
    funding will be allocated, which is why it is so important to understand the connection between research and
    grants.

    Some of the more recognizable research projects in the fire service were conducted by Underwriters
    Laboratories’ (UL) Fire Safety Research Institute (FSRI). There are numerous research projects that affect
    firefighter and occupant safety and health. The FSRI website contains links to research, training, and
    resources to assist fire and emergency services providers and agencies to improve their operational
    capabilities, reduce risks, and improve safety and health.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program; you can review the programs at the National Fire Academy Training Programs and Activities
    webpage. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    Grants

    All fire and emergency service agencies are funded by some type of funding source(s). Agencies vary in type,
    size, scope, population served, and so on. There is no single best way to staff and fund an agency. However,
    there are very few agencies that will claim to have all they need in terms of funding. Fewer still will claim they
    have too much funding. Many agencies need and rely upon some type of grant funding to meet their
    personnel, training, equipment, and apparatus needs.

    [https://fsri.org/](https://fsri.org/)

    [https://www.usfa.fema.gov/training/nfa/programs/](https://www.usfa.fema.gov/training/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    Although there are many types of grants available to the fire and emergency services, the most widely
    recognized grant programs are administered by the Federal Emergency Management Agency (FEMA). There
    are many grants available through FEMA to support the fire and emergency services. Perhaps the most
    popular or recognizable FEMA grants are the Assistance to Firefighters Grant (AFG), Staffing for Adequate
    Fire and Emergency Response (SAFER), and Fire Prevention and Safety (FPS) grant programs; you can
    view the programs on the FEMA Grants webpage. These programs provide grant funding for various types of
    projects. Each grant cycle, a guidance document identifies the programs that are listed as a priority for
    funding. Therefore, each grant applicant must conduct research and utilize available data to complete a grant
    application that will be evaluated in a competitive process. Grant applications that demonstrate the greatest
    need and justification will receive higher scores than those applications lacking significant details
    demonstrating need.

    The AFG program generally funds projects like training program development/implementation, equipment
    purchase/replacement, personal protective equipment (PPE) purchase/replacement, and fire apparatus
    purchase/replacement. The SAFER grants fund projects for personnel. The FPS program generally funds
    projects for prevention-related initiatives. The application process requires a lot of research, data collection,
    writing, and political support, as there is generally some type of financial match required by the agency
    receiving the award.

    There are also private companies that provide grants to fire and emergency services agencies. Two examples
    are Firehouse Subs and Motorola Solutions. These companies provide grants to support first responders. The
    International Association of Fire Chiefs established an executive development program for new and aspiring
    fire chiefs. Please search their websites to learn more about these grants. The Fire Service Executive
    Development Institute (FSEDI) is an example of how the fire service can benefit from a public/private
    partnership to develop leadership skills in chief fire officers. The FSEDI program submits a new grant
    application each year to justify the expense using data and information from the course outcomes.
    As you can see, research and grants are key components of the success and sustainability of our profession.
    As we continue to see technological advances throughout all sectors of our world, the fire and emergency
    services will need to continue to innovate to meet the needs of the public.

    Here is a list of resources where you can find more information about fire-related grants and research. This is
    not an exhaustive list, but it is a starting point.

    • National Fire Incident Reporting System webpage

    • Assistance to Firefighters Grants Program webpage

    • Fire Safety Research Institute website

    • The Center for Fire, Rescue, and EMS Health Research website

    • National Fire Academy Training Programs and Activities webpage

    References

    Center for Public Safety Excellence. (2020). 21st century fire and emergency services. International

    City/County Management Association. https://www.cpse.org/wp-content/uploads/2020/07/21st-
    Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    National Fallen Firefighters Foundation. (2022, January). 2021 National Fire Service Research Agenda:

    Recommendations Report. Fire Safety Research Institute. http://www.everyonegoeshome.com/wp-
    content/uploads/sites/2/2022/01/research-agenda-symposium-4-report.pdf

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    [https://www.fema.gov/grants](https://www.fema.gov/grants)

    [https://www.firehousesubs.com/](https://www.firehousesubs.com/)

    [https://www.motorolasolutions.com/en_us.html?geo=redirect](https://www.motorolasolutions.com/en_us.html?geo=redirect)

    [https://www.usfa.fema.gov/nfirs/](https://www.usfa.fema.gov/nfirs/)

    [https://www.fema.gov/grants/preparedness/firefighters](https://www.fema.gov/grants/preparedness/firefighters)

    [https://fsri.org/](https://fsri.org/)

    [https://www.ndri-usa.org/](https://www.ndri-usa.org/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    **## UnitVIIIJournalFIR.docx**

    Unit VIII Journal FIR

    This journal measures your mastery of ULOs 7.1 and 8.1.

    Consider how technology can contribute to enhancing safety and health within an organization. Reflect on a specific area of safety in your organization that could benefit from technological improvements.

    Recommend a new form of technology that you believe would address this need and explain how it could improve safety outcomes. What potential challenges or barriers might arise in implementing this technology, and how could they be overcome? Do you feel there are any available grants to support your initiative?

    **## UnitVIII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    7. Describe how grant programs should support the implementation of safe practices.
    7.1 Illustrate how grant programs directly impact safety and health in an organization.
    7.2 Explain how research informs grant programs.

    8. Discuss how technology can produce higher levels of safety.

    8.1 Recommend a new form of technology that will improve safety and health within an
    organization.

    Required Unit Resources

    Chapter 7: Creating a Research Agenda

    Chapter 10: Blending Grants and Safety

    Unit Lesson

    Introduction

    Please view the Unit VIII Video. Closed captioning will be available once you access the video.

    In Unit VII, we discuss topics that directly benefit the safety and health of all fire and emergency service
    providers. Of all the topics covered in this course, these may be the least familiar to the masses. That is not to
    say these topics are the least important. The complete opposite could be argued. If we are going to move the
    needle on safety and health, it will require more information and more funding. As a student engaged in
    higher education and professional development, you are taking a key step toward being a part of the solution
    and a part of the future of the fire and emergency services.

    Importance of Data

    When we first enter the fire service, we are focused on the task level, and rightfully so. We need to
    understand how to perform the basic skills necessary to provide emergency services as part of a team.
    Failure to understand these basic skills can result in injury or death. We understand this. If we respond to a
    house fire, we will participate in dangerous activities to protect life and property. That is the job, and that is our
    role as frontline firefighters. What may not be immediately apparent and understood is how the input and
    collection of fire (or other emergency incident) data informs the decisions around funding, staffing, and so on.

    “It's been said that one of the greatest problems with the advancement of the fire service is the lack of hard
    data available” (Zimmerman, 2021, p. 142). Times have changed and will continue to do so. No longer can
    the fire and emergency services rely on its proud history alone to guarantee its future relevance as a
    profession. It is time we recognized that we need to justify our existence through accurate data. The National
    Fire Incident Reporting System (NFIRS) is the nationwide system for data and information pertaining to fire
    and emergency services response. This data and information are available to fire and other organizations to
    guide decision making.

    In 21st Century Fire and Emergency Services, one of the critical issues identified for sustainability and
    relevance is the robust use of data (Critical Issue C). As this report states, having a great deal of data
    available to those serving in the fire and emergency services will help to improve the way these services

    UNIT VIII STUDY GUIDE

    Research and Grants

    [https://www.youtube.com/watch?v=A7p3XwlOcdo](https://www.youtube.com/watch?v=A7p3XwlOcdo)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    operate, both in emergency situations and in its basic operations “Over the next 30 years, the amount of data
    available to the profession will transform the way the service operates, not only in emergencies, but in all the
    services provided” (Center for Public Safety Excellence [CPSE], 2020, p. 13).

    At times, we can be our own worst enemy by not taking the appropriate time and making the appropriate
    effort to document our activities appropriately. The information available is only as good (and as useful) as the
    information we entered. By engaging in strategic thinking, individuals are exposed to thoughts, ideas, and
    concepts that can truly have a significant and lasting impact on the fire service.

    Research

    “In 2005, a group of fire service professionals with the goal of creating a national research agenda met on the
    grounds of the National Fire Academy (NFA)” (Zimmerman, 2021, p. 145). This effort, the National Fire
    Service Research Agenda Symposium, laid the groundwork for Fire and Life Safety Initiative 7 (Zimmerman,
    2021). In January 2022, the fourth research agenda was released. This document, the Recommendations
    Report, details more than 300 research recommendations broken into three categories: hiring, retention and
    advancement; effective operations; and health and safety (National Fallen Firefighters Research Agenda,
    2022). It is through comprehensive research and collaboration that the solutions to our safety and health
    concerns will be addressed. This type of research also becomes the foundation upon which future grant
    funding will be allocated, which is why it is so important to understand the connection between research and
    grants.

    Some of the more recognizable research projects in the fire service were conducted by Underwriters
    Laboratories’ (UL) Fire Safety Research Institute (FSRI). There are numerous research projects that affect
    firefighter and occupant safety and health. The FSRI website contains links to research, training, and
    resources to assist fire and emergency services providers and agencies to improve their operational
    capabilities, reduce risks, and improve safety and health.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program; you can review the programs at the National Fire Academy Training Programs and Activities
    webpage. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    Grants

    All fire and emergency service agencies are funded by some type of funding source(s). Agencies vary in type,
    size, scope, population served, and so on. There is no single best way to staff and fund an agency. However,
    there are very few agencies that will claim to have all they need in terms of funding. Fewer still will claim they
    have too much funding. Many agencies need and rely upon some type of grant funding to meet their
    personnel, training, equipment, and apparatus needs.

    [https://fsri.org/](https://fsri.org/)

    [https://www.usfa.fema.gov/training/nfa/programs/](https://www.usfa.fema.gov/training/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    Although there are many types of grants available to the fire and emergency services, the most widely
    recognized grant programs are administered by the Federal Emergency Management Agency (FEMA). There
    are many grants available through FEMA to support the fire and emergency services. Perhaps the most
    popular or recognizable FEMA grants are the Assistance to Firefighters Grant (AFG), Staffing for Adequate
    Fire and Emergency Response (SAFER), and Fire Prevention and Safety (FPS) grant programs; you can
    view the programs on the FEMA Grants webpage. These programs provide grant funding for various types of
    projects. Each grant cycle, a guidance document identifies the programs that are listed as a priority for
    funding. Therefore, each grant applicant must conduct research and utilize available data to complete a grant
    application that will be evaluated in a competitive process. Grant applications that demonstrate the greatest
    need and justification will receive higher scores than those applications lacking significant details
    demonstrating need.

    The AFG program generally funds projects like training program development/implementation, equipment
    purchase/replacement, personal protective equipment (PPE) purchase/replacement, and fire apparatus
    purchase/replacement. The SAFER grants fund projects for personnel. The FPS program generally funds
    projects for prevention-related initiatives. The application process requires a lot of research, data collection,
    writing, and political support, as there is generally some type of financial match required by the agency
    receiving the award.

    There are also private companies that provide grants to fire and emergency services agencies. Two examples
    are Firehouse Subs and Motorola Solutions. These companies provide grants to support first responders. The
    International Association of Fire Chiefs established an executive development program for new and aspiring
    fire chiefs. Please search their websites to learn more about these grants. The Fire Service Executive
    Development Institute (FSEDI) is an example of how the fire service can benefit from a public/private
    partnership to develop leadership skills in chief fire officers. The FSEDI program submits a new grant
    application each year to justify the expense using data and information from the course outcomes.
    As you can see, research and grants are key components of the success and sustainability of our profession.
    As we continue to see technological advances throughout all sectors of our world, the fire and emergency
    services will need to continue to innovate to meet the needs of the public.

    Here is a list of resources where you can find more information about fire-related grants and research. This is
    not an exhaustive list, but it is a starting point.

    • National Fire Incident Reporting System webpage

    • Assistance to Firefighters Grants Program webpage

    • Fire Safety Research Institute website

    • The Center for Fire, Rescue, and EMS Health Research website

    • National Fire Academy Training Programs and Activities webpage

    References

    Center for Public Safety Excellence. (2020). 21st century fire and emergency services. International

    City/County Management Association. https://www.cpse.org/wp-content/uploads/2020/07/21st-
    Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    National Fallen Firefighters Foundation. (2022, January). 2021 National Fire Service Research Agenda:

    Recommendations Report. Fire Safety Research Institute. http://www.everyonegoeshome.com/wp-
    content/uploads/sites/2/2022/01/research-agenda-symposium-4-report.pdf

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    [https://www.fema.gov/grants](https://www.fema.gov/grants)

    [https://www.firehousesubs.com/](https://www.firehousesubs.com/)

    [https://www.motorolasolutions.com/en_us.html?geo=redirect](https://www.motorolasolutions.com/en_us.html?geo=redirect)

    [https://www.usfa.fema.gov/nfirs/](https://www.usfa.fema.gov/nfirs/)

    [https://www.fema.gov/grants/preparedness/firefighters](https://www.fema.gov/grants/preparedness/firefighters)

    [https://fsri.org/](https://fsri.org/)

    [https://www.ndri-usa.org/](https://www.ndri-usa.org/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    **## UnitVIIIJournalFIR.docx**

    Unit VIII Journal FIR

    This journal measures your mastery of ULOs 7.1 and 8.1.

    Consider how technology can contribute to enhancing safety and health within an organization. Reflect on a specific area of safety in your organization that could benefit from technological improvements.

    Recommend a new form of technology that you believe would address this need and explain how it could improve safety outcomes. What potential challenges or barriers might arise in implementing this technology, and how could they be overcome? Do you feel there are any available grants to support your initiative?

    **## UnitVIII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    7. Describe how grant programs should support the implementation of safe practices.
    7.1 Illustrate how grant programs directly impact safety and health in an organization.
    7.2 Explain how research informs grant programs.

    8. Discuss how technology can produce higher levels of safety.

    8.1 Recommend a new form of technology that will improve safety and health within an
    organization.

    Required Unit Resources

    Chapter 7: Creating a Research Agenda

    Chapter 10: Blending Grants and Safety

    Unit Lesson

    Introduction

    Please view the Unit VIII Video. Closed captioning will be available once you access the video.

    In Unit VII, we discuss topics that directly benefit the safety and health of all fire and emergency service
    providers. Of all the topics covered in this course, these may be the least familiar to the masses. That is not to
    say these topics are the least important. The complete opposite could be argued. If we are going to move the
    needle on safety and health, it will require more information and more funding. As a student engaged in
    higher education and professional development, you are taking a key step toward being a part of the solution
    and a part of the future of the fire and emergency services.

    Importance of Data

    When we first enter the fire service, we are focused on the task level, and rightfully so. We need to
    understand how to perform the basic skills necessary to provide emergency services as part of a team.
    Failure to understand these basic skills can result in injury or death. We understand this. If we respond to a
    house fire, we will participate in dangerous activities to protect life and property. That is the job, and that is our
    role as frontline firefighters. What may not be immediately apparent and understood is how the input and
    collection of fire (or other emergency incident) data informs the decisions around funding, staffing, and so on.

    “It's been said that one of the greatest problems with the advancement of the fire service is the lack of hard
    data available” (Zimmerman, 2021, p. 142). Times have changed and will continue to do so. No longer can
    the fire and emergency services rely on its proud history alone to guarantee its future relevance as a
    profession. It is time we recognized that we need to justify our existence through accurate data. The National
    Fire Incident Reporting System (NFIRS) is the nationwide system for data and information pertaining to fire
    and emergency services response. This data and information are available to fire and other organizations to
    guide decision making.

    In 21st Century Fire and Emergency Services, one of the critical issues identified for sustainability and
    relevance is the robust use of data (Critical Issue C). As this report states, having a great deal of data
    available to those serving in the fire and emergency services will help to improve the way these services

    UNIT VIII STUDY GUIDE

    Research and Grants

    [https://www.youtube.com/watch?v=A7p3XwlOcdo](https://www.youtube.com/watch?v=A7p3XwlOcdo)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    operate, both in emergency situations and in its basic operations “Over the next 30 years, the amount of data
    available to the profession will transform the way the service operates, not only in emergencies, but in all the
    services provided” (Center for Public Safety Excellence [CPSE], 2020, p. 13).

    At times, we can be our own worst enemy by not taking the appropriate time and making the appropriate
    effort to document our activities appropriately. The information available is only as good (and as useful) as the
    information we entered. By engaging in strategic thinking, individuals are exposed to thoughts, ideas, and
    concepts that can truly have a significant and lasting impact on the fire service.

    Research

    “In 2005, a group of fire service professionals with the goal of creating a national research agenda met on the
    grounds of the National Fire Academy (NFA)” (Zimmerman, 2021, p. 145). This effort, the National Fire
    Service Research Agenda Symposium, laid the groundwork for Fire and Life Safety Initiative 7 (Zimmerman,
    2021). In January 2022, the fourth research agenda was released. This document, the Recommendations
    Report, details more than 300 research recommendations broken into three categories: hiring, retention and
    advancement; effective operations; and health and safety (National Fallen Firefighters Research Agenda,
    2022). It is through comprehensive research and collaboration that the solutions to our safety and health
    concerns will be addressed. This type of research also becomes the foundation upon which future grant
    funding will be allocated, which is why it is so important to understand the connection between research and
    grants.

    Some of the more recognizable research projects in the fire service were conducted by Underwriters
    Laboratories’ (UL) Fire Safety Research Institute (FSRI). There are numerous research projects that affect
    firefighter and occupant safety and health. The FSRI website contains links to research, training, and
    resources to assist fire and emergency services providers and agencies to improve their operational
    capabilities, reduce risks, and improve safety and health.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    There are other types of research that have an impact on the fire and emergency services. The National Fire
    Academy (NFA), which is located in Emmitsburg, Maryland, has two professional development programs
    involving a research project: the Executive Fire Officer (EFO) Program and the Managing Officer (MO)
    Program; you can review the programs at the National Fire Academy Training Programs and Activities
    webpage. EFO has an applied research project requirement, while MO has a capstone project requirement.
    Both programs require the participant to gather information about their specific organization or jurisdiction.
    The National Emergency Training Center Library website is an excellent resource for students and
    practitioners alike. Published applied research projects can be referenced using this online library catalog.
    Many EFO-applied research projects have led to or resulted in substantive change in communities and
    organizations. Some of these applied research projects laid the foundation for grant proposals and/or financial
    justification for funding.

    Grants

    All fire and emergency service agencies are funded by some type of funding source(s). Agencies vary in type,
    size, scope, population served, and so on. There is no single best way to staff and fund an agency. However,
    there are very few agencies that will claim to have all they need in terms of funding. Fewer still will claim they
    have too much funding. Many agencies need and rely upon some type of grant funding to meet their
    personnel, training, equipment, and apparatus needs.

    [https://fsri.org/](https://fsri.org/)

    [https://www.usfa.fema.gov/training/nfa/programs/](https://www.usfa.fema.gov/training/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

    [https://usfa.bibliovation.com/](https://usfa.bibliovation.com/)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    Although there are many types of grants available to the fire and emergency services, the most widely
    recognized grant programs are administered by the Federal Emergency Management Agency (FEMA). There
    are many grants available through FEMA to support the fire and emergency services. Perhaps the most
    popular or recognizable FEMA grants are the Assistance to Firefighters Grant (AFG), Staffing for Adequate
    Fire and Emergency Response (SAFER), and Fire Prevention and Safety (FPS) grant programs; you can
    view the programs on the FEMA Grants webpage. These programs provide grant funding for various types of
    projects. Each grant cycle, a guidance document identifies the programs that are listed as a priority for
    funding. Therefore, each grant applicant must conduct research and utilize available data to complete a grant
    application that will be evaluated in a competitive process. Grant applications that demonstrate the greatest
    need and justification will receive higher scores than those applications lacking significant details
    demonstrating need.

    The AFG program generally funds projects like training program development/implementation, equipment
    purchase/replacement, personal protective equipment (PPE) purchase/replacement, and fire apparatus
    purchase/replacement. The SAFER grants fund projects for personnel. The FPS program generally funds
    projects for prevention-related initiatives. The application process requires a lot of research, data collection,
    writing, and political support, as there is generally some type of financial match required by the agency
    receiving the award.

    There are also private companies that provide grants to fire and emergency services agencies. Two examples
    are Firehouse Subs and Motorola Solutions. These companies provide grants to support first responders. The
    International Association of Fire Chiefs established an executive development program for new and aspiring
    fire chiefs. Please search their websites to learn more about these grants. The Fire Service Executive
    Development Institute (FSEDI) is an example of how the fire service can benefit from a public/private
    partnership to develop leadership skills in chief fire officers. The FSEDI program submits a new grant
    application each year to justify the expense using data and information from the course outcomes.
    As you can see, research and grants are key components of the success and sustainability of our profession.
    As we continue to see technological advances throughout all sectors of our world, the fire and emergency
    services will need to continue to innovate to meet the needs of the public.

    Here is a list of resources where you can find more information about fire-related grants and research. This is
    not an exhaustive list, but it is a starting point.

    • National Fire Incident Reporting System webpage

    • Assistance to Firefighters Grants Program webpage

    • Fire Safety Research Institute website

    • The Center for Fire, Rescue, and EMS Health Research website

    • National Fire Academy Training Programs and Activities webpage

    References

    Center for Public Safety Excellence. (2020). 21st century fire and emergency services. International

    City/County Management Association. https://www.cpse.org/wp-content/uploads/2020/07/21st-
    Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    National Fallen Firefighters Foundation. (2022, January). 2021 National Fire Service Research Agenda:

    Recommendations Report. Fire Safety Research Institute. http://www.everyonegoeshome.com/wp-
    content/uploads/sites/2/2022/01/research-agenda-symposium-4-report.pdf

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    [https://www.fema.gov/grants](https://www.fema.gov/grants)

    [https://www.firehousesubs.com/](https://www.firehousesubs.com/)

    [https://www.motorolasolutions.com/en_us.html?geo=redirect](https://www.motorolasolutions.com/en_us.html?geo=redirect)

    [https://www.usfa.fema.gov/nfirs/](https://www.usfa.fema.gov/nfirs/)

    [https://www.fema.gov/grants/preparedness/firefighters](https://www.fema.gov/grants/preparedness/firefighters)

    [https://fsri.org/](https://fsri.org/)

    [https://www.ndri-usa.org/](https://www.ndri-usa.org/)

    [https://www.usfa.fema.gov/nfa/programs/](https://www.usfa.fema.gov/nfa/programs/)

  • [Solved] FIR PPT

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    Executive Solution Overview

    See attached **files (2)** – ## UnitVIPowerPointPresentation.docx – ## UnitVI.pdf **## UnitVIPowerPointPresentation.docx** Unit VI PowerPoint Presentation This PowerPoint measures your mastery of ULOs 3.1 and 6.1. Your department is initiating a robust public education campaign around Fire Preventio…

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    See attached

    **files (2)**

    – ## UnitVIPowerPointPresentation.docx

    – ## UnitVI.pdf

    **## UnitVIPowerPointPresentation.docx**

    Unit VI PowerPoint Presentation

    This PowerPoint measures your mastery of ULOs 3.1 and 6.1.

    Your department is initiating a robust public education campaign around Fire Prevention Week. It is common for fire departments to address fire and life safety issues during this time of the year. However, your elected officials are considering the implementation of a residential sprinkler ordinance in your jurisdiction. You have been tasked with making a presentation to your local elected officials about the benefits of residential fire sprinklers.

    In your presentation, you must address the following:

    · NFPA 13D (This was mentioned in the unit lesson and is explained in Chapter 15 of your textbook).

    · Importance and benefits of residential sprinklers

    · Costs of the sprinklers

    · Positive impacts of educating the public about the sprinklers and enforcing the code surrounding their usage

    Your presentation should consist of at least 10 slides, and you must use audio voiceover and speaker notes. As you are preparing your presentation, keep in mind that it is intended to be presented to elected officials, and as such, should look and sound professional. In other words, your audio recordings should be as error-free as possible, and the design of your presentation slides should be engaging and informative. Please see the following tutorials from our Writing Center. They contain information that will help you create your PowerPoint. You can also contact the Writing Center if you find that you need further assistance.

    ·
    [_PowerPoint Basics tutorial_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-128216354_1/xid-128216354_1)

    ·
    [_Design Tools in PowerPoint: A Quick Guide document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-139125136_1/xid-139125136_1)

    ·
    [_PowerPoint Example document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-133122711_1/xid-133122711_1)

    Please use a minimum of two references, one of which should come from the CSU Library.

    **## UnitVI.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VI

    Upon completion of this unit, students should be able to:

    8. Discuss how technology can produce higher levels of safety.
    8.1 Recognize how technology and engineering can reduce injuries and illness and improve safety

    and health.

    Required Unit Resources

    Chapter 8: Utilizing Available Technology

    Chapter 16: Engineering Safety into Equipment

    Unit Lesson

    Introduction

    Please view the Unit VI Video. Closed captioning will be available once you access the video.

    As we continue to discuss ways to improve safety and health, we delve into the concepts of technology and
    engineering. Depending on when you started your career in the fire service, you may have seen drastic
    improvements and changes in technology and equipment. We will continue to see technology change at a
    rapid pace well into the 21st century (Center for Public Safety Excellence [CPSE] & International City/County
    Management Association [ICMA], 2020).

    If we evaluate the types of injuries, illnesses, and deaths that are experienced in the fire service, we can focus
    on making improvements that will have a direct benefit on safety and health. We must consider all facets of
    the work environment instead of solely focusing on the emergency incident scene. When we consider all the
    factors that make up a safe work environment, we must consider the fire station, fire apparatus, personal
    protective equipment, and tools and equipment.

    When we think of technology, we might immediately consider computers or other forms of electronics.
    However, technology is also responsible for improvements such as the change from a horse-drawn to a gas-
    powered fire apparatus and from steam-powered to engine-driven fire pumps. It was not that long ago that
    firefighters were responding to fires in an open cab fire apparatus wearing rubber coats and three-quarter
    boots. These types of improvements in technology and engineering highlight how many changes the fire and
    emergency service have made to safety and health.

    Fire Station

    Depending on where you live and serve, you will see all kinds of fire stations. There are fire departments that
    have fire stations that are 100 or more years old and other fire departments that have all new construction.
    Some of the technological and engineering advancements to improve health and safety found in the fire
    station involve the reduction of exposure to harmful contaminants and carcinogens.

    Fire stations are being designed or renovated to include diesel exhaust removal systems. These systems are
    designed to directly ventilate products of combustion from the fire apparatus directly outside the building. In
    addition, a new trend is for fire stations to be designed or renovated to have a separate storage area for
    personal protective equipment. This area is separated from other areas of the fire station and is well-

    UNIT VI STUDY GUIDE
    Incorporating Technology

    [https://www.youtube.com/watch?v=ONBbxg6TRIE](https://www.youtube.com/watch?v=ONBbxg6TRIE)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE
    Title

    ventilated. This equipment is used to launder firefighting turnout gear after emergency incidents and or
    periodically as recommended by the manufacturer.

    Another advancement in technology and engineering included in new construction and in some renovated fire
    stations is an automatic fire sprinkler system. If we are asking the public to consider improvements in their
    safety by installing residential sprinkler systems in the home, we should model that behavior by installing
    automatic sprinkler systems in every fire station. Who is better than the fire service to model and advocate for
    this lifesaving equipment?

    Personal Protective Equipment

    Fire and emergency services personnel wear personal protective equipment to protect us from harmful
    contaminants in many different situations. This is not limited to the fireground but also includes technical
    rescue and emergency medical incidents. We were all impacted in some way by the COVID-19 pandemic.
    We may never have considered wearing an N95 mask to provide for our safety at a routine emergency
    medical services incident. Now, and as we move forward into an uncertain future, we must normalize the use
    of this type of equipment to provide for our safety and health. As with many innovations in PPE, it is not a new
    piece of equipment, but it is new in the sense of what is or should be required to protect responders from
    known and unknown threats.

    Firefighting turnout gear continues to improve in its ability to protect the firefighter from thermal insult, while
    also allowing better breathability to prevent overheating. These new engineering and technological
    advancements are typically adopted into the newest National Fire Protection Association (NFPA) standards
    for firefighting personal protective equipment. As previously mentioned, this turnout gear must be cleaned and
    maintained if it is to continue to perform in the way it was intended and designed.

    Self-contained breathing apparatus (SCBA) is what we use to protect our respiratory system from
    atmospheres that are immediately dangerous to life and health (IDLH). But there have been recent
    improvements in technology and engineering to the SCBA that are directly related to improving our
    survivability by improving our ability to operate safely in these environments without necessarily improving the
    initial technology.

    Some recent SCBA improvements include an integrated personal alert safety system (PASS) device, which is
    an integrated quick-fill device for rapid intervention-type rescue situations and heads-up display on the SCBA
    facepiece. Although these advancements improve our safety while operating at emergency incidents, they do
    not necessarily improve protection from the IDLH environment.

    The integrated PASS device was included in the operation of the SCBA to eliminate a firefighter having to don
    and activate a separate PASS device. The quick-fill device eliminates the need to remove the regulator and/or
    facepiece from a downed firefighter to augment their air supply. The heads-up display on the SCBA facepiece
    enables the firefighter to monitor their air supply continuously without having to refer to the remote gauge. All
    of these advancements improve safety and contribute to a firefighter’s confidence when operating in the
    IDLH. The advancements reduce air consumption and allow for prolonged operating times, which can
    improve safety and survivability for a firefighter and as well as the occupants of a structure on fire.

    Portable radios are another example of an existing technology that increases our ability to operate safely. In
    addition to improvements in the technology associated with the radio system, the availability of a portable
    radio for each firefighter improves safety and health. Incorporating technology such as emergency activation
    or panic buttons, which notify the dispatch center and others operating and/or commanding the incidents,
    improves safety.

    Personal protective equipment is also essential when operating at emergency incidents on active roadways.
    We are seeing numerous accidents, injuries, and fatalities involving first responders operating on roadways.
    The reflective striping on the turnout gear is designed to improve visibility, but it may not be enough to protect
    first responders from the dangers associated with operations on roads.

    Fire Apparatus

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE
    Title

    Technological and engineering improvements in a fire apparatus are critical for safety. Advances such as
    audible and visual alarms for seatbelt compliance are critical, but let’s also consider some other
    improvements in technology and engineering that improve safety and reduce injuries. A fire apparatus is
    being designed with chevron striping to alert oncoming vehicles to the presence of a fire apparatus operating
    on roadways. Light-emitting diodes (LED) improve the visibility of emergency warning lights. Improvements in
    scene lighting enable firefighters and other responders to operate more safely at emergency incidents.

    An innovation in fire apparatus design is the clean cab concept. This concept is aimed at reducing the transfer
    of contaminants from the fire scene to the fire apparatus and then to the personnel. It is important for
    firefighters to reduce their exposure on the fireground and do everything possible to minimize the chances of
    these contaminants finding their way inside the apparatus cab and back to the firehouse (Bator & Eaton,
    2018). The clean cab concept reduces the exposure to contaminants that continue off-gassing long after the
    fire operations are complete.

    There have been improvements in design to help reduce injuries as well as illness. Some of these innovations
    include improvements in accessing ground ladders and hose beds. Performing a simple task such as
    accessing a hose or ground ladder can lead directly to a back injury, which can plague a firefighter throughout
    their career.

    Fireground Tactics

    One area where we are seeing drastic improvements in safety and health is in fireground tactics. Take some
    time to review the abundance of information about new and emerging research from the Underwriters
    Laboratories (UL) website, the National Institute of Standards and Technology (NIST) website, and the Fire
    Safety Research Institute (FSRI) website. FRSI also has a YouTube channel where you can find informative
    videos that explore research being done to improve firefighter safety and health.

    Conclusion

    By no means is this an exhaustive list of improvements. This is merely a list of examples of how technology
    and engineering can improve safety and health. We must continue to innovate. We must create a culture of
    innovation by using data and analytics, encouraging professional development, and creating a collaborative
    environment with stakeholders (CPSE & ICMA, 2020).

    References

    Bator, C., & Eaton, S. A. (2018, December). The “clean cab concept” becomes a reality. Fire Engineering,

    171(12), 45–49.
    https://libraryresources.columbiasouthern.edu/login?url=https://search.ebscohost.com/login.aspx?dire
    ct=true&db=tsh&AN=133590428&site=ehost-live&scope=site

    Center for Public Safety Excellence & International City/County Management Association. (2020). 21st

    century fire and emergency services [White paper]. https://www.cpse.org/wp-
    content/uploads/2020/07/21st-Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    [https://ul.org/](https://ul.org/)

    [https://ul.org/](https://ul.org/)

    [https://www.nist.gov/](https://www.nist.gov/)

    [https://fsri.org/](https://fsri.org/)

    [https://fsri.org/](https://fsri.org/)

    – Course Learning Outcomes for Unit VI
    – Required Unit Resources
    – Unit Lesson
    – Introduction
    – Fire Station
    – Personal Protective Equipment
    – Fire Apparatus
    – Fireground Tactics
    – Conclusion
    – References

    **## UnitVI.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VI

    Upon completion of this unit, students should be able to:

    8. Discuss how technology can produce higher levels of safety.
    8.1 Recognize how technology and engineering can reduce injuries and illness and improve safety

    and health.

    Required Unit Resources

    Chapter 8: Utilizing Available Technology

    Chapter 16: Engineering Safety into Equipment

    Unit Lesson

    Introduction

    Please view the Unit VI Video. Closed captioning will be available once you access the video.

    As we continue to discuss ways to improve safety and health, we delve into the concepts of technology and
    engineering. Depending on when you started your career in the fire service, you may have seen drastic
    improvements and changes in technology and equipment. We will continue to see technology change at a
    rapid pace well into the 21st century (Center for Public Safety Excellence [CPSE] & International City/County
    Management Association [ICMA], 2020).

    If we evaluate the types of injuries, illnesses, and deaths that are experienced in the fire service, we can focus
    on making improvements that will have a direct benefit on safety and health. We must consider all facets of
    the work environment instead of solely focusing on the emergency incident scene. When we consider all the
    factors that make up a safe work environment, we must consider the fire station, fire apparatus, personal
    protective equipment, and tools and equipment.

    When we think of technology, we might immediately consider computers or other forms of electronics.
    However, technology is also responsible for improvements such as the change from a horse-drawn to a gas-
    powered fire apparatus and from steam-powered to engine-driven fire pumps. It was not that long ago that
    firefighters were responding to fires in an open cab fire apparatus wearing rubber coats and three-quarter
    boots. These types of improvements in technology and engineering highlight how many changes the fire and
    emergency service have made to safety and health.

    Fire Station

    Depending on where you live and serve, you will see all kinds of fire stations. There are fire departments that
    have fire stations that are 100 or more years old and other fire departments that have all new construction.
    Some of the technological and engineering advancements to improve health and safety found in the fire
    station involve the reduction of exposure to harmful contaminants and carcinogens.

    Fire stations are being designed or renovated to include diesel exhaust removal systems. These systems are
    designed to directly ventilate products of combustion from the fire apparatus directly outside the building. In
    addition, a new trend is for fire stations to be designed or renovated to have a separate storage area for
    personal protective equipment. This area is separated from other areas of the fire station and is well-

    UNIT VI STUDY GUIDE
    Incorporating Technology

    [https://www.youtube.com/watch?v=ONBbxg6TRIE](https://www.youtube.com/watch?v=ONBbxg6TRIE)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE
    Title

    ventilated. This equipment is used to launder firefighting turnout gear after emergency incidents and or
    periodically as recommended by the manufacturer.

    Another advancement in technology and engineering included in new construction and in some renovated fire
    stations is an automatic fire sprinkler system. If we are asking the public to consider improvements in their
    safety by installing residential sprinkler systems in the home, we should model that behavior by installing
    automatic sprinkler systems in every fire station. Who is better than the fire service to model and advocate for
    this lifesaving equipment?

    Personal Protective Equipment

    Fire and emergency services personnel wear personal protective equipment to protect us from harmful
    contaminants in many different situations. This is not limited to the fireground but also includes technical
    rescue and emergency medical incidents. We were all impacted in some way by the COVID-19 pandemic.
    We may never have considered wearing an N95 mask to provide for our safety at a routine emergency
    medical services incident. Now, and as we move forward into an uncertain future, we must normalize the use
    of this type of equipment to provide for our safety and health. As with many innovations in PPE, it is not a new
    piece of equipment, but it is new in the sense of what is or should be required to protect responders from
    known and unknown threats.

    Firefighting turnout gear continues to improve in its ability to protect the firefighter from thermal insult, while
    also allowing better breathability to prevent overheating. These new engineering and technological
    advancements are typically adopted into the newest National Fire Protection Association (NFPA) standards
    for firefighting personal protective equipment. As previously mentioned, this turnout gear must be cleaned and
    maintained if it is to continue to perform in the way it was intended and designed.

    Self-contained breathing apparatus (SCBA) is what we use to protect our respiratory system from
    atmospheres that are immediately dangerous to life and health (IDLH). But there have been recent
    improvements in technology and engineering to the SCBA that are directly related to improving our
    survivability by improving our ability to operate safely in these environments without necessarily improving the
    initial technology.

    Some recent SCBA improvements include an integrated personal alert safety system (PASS) device, which is
    an integrated quick-fill device for rapid intervention-type rescue situations and heads-up display on the SCBA
    facepiece. Although these advancements improve our safety while operating at emergency incidents, they do
    not necessarily improve protection from the IDLH environment.

    The integrated PASS device was included in the operation of the SCBA to eliminate a firefighter having to don
    and activate a separate PASS device. The quick-fill device eliminates the need to remove the regulator and/or
    facepiece from a downed firefighter to augment their air supply. The heads-up display on the SCBA facepiece
    enables the firefighter to monitor their air supply continuously without having to refer to the remote gauge. All
    of these advancements improve safety and contribute to a firefighter’s confidence when operating in the
    IDLH. The advancements reduce air consumption and allow for prolonged operating times, which can
    improve safety and survivability for a firefighter and as well as the occupants of a structure on fire.

    Portable radios are another example of an existing technology that increases our ability to operate safely. In
    addition to improvements in the technology associated with the radio system, the availability of a portable
    radio for each firefighter improves safety and health. Incorporating technology such as emergency activation
    or panic buttons, which notify the dispatch center and others operating and/or commanding the incidents,
    improves safety.

    Personal protective equipment is also essential when operating at emergency incidents on active roadways.
    We are seeing numerous accidents, injuries, and fatalities involving first responders operating on roadways.
    The reflective striping on the turnout gear is designed to improve visibility, but it may not be enough to protect
    first responders from the dangers associated with operations on roads.

    Fire Apparatus

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE
    Title

    Technological and engineering improvements in a fire apparatus are critical for safety. Advances such as
    audible and visual alarms for seatbelt compliance are critical, but let’s also consider some other
    improvements in technology and engineering that improve safety and reduce injuries. A fire apparatus is
    being designed with chevron striping to alert oncoming vehicles to the presence of a fire apparatus operating
    on roadways. Light-emitting diodes (LED) improve the visibility of emergency warning lights. Improvements in
    scene lighting enable firefighters and other responders to operate more safely at emergency incidents.

    An innovation in fire apparatus design is the clean cab concept. This concept is aimed at reducing the transfer
    of contaminants from the fire scene to the fire apparatus and then to the personnel. It is important for
    firefighters to reduce their exposure on the fireground and do everything possible to minimize the chances of
    these contaminants finding their way inside the apparatus cab and back to the firehouse (Bator & Eaton,
    2018). The clean cab concept reduces the exposure to contaminants that continue off-gassing long after the
    fire operations are complete.

    There have been improvements in design to help reduce injuries as well as illness. Some of these innovations
    include improvements in accessing ground ladders and hose beds. Performing a simple task such as
    accessing a hose or ground ladder can lead directly to a back injury, which can plague a firefighter throughout
    their career.

    Fireground Tactics

    One area where we are seeing drastic improvements in safety and health is in fireground tactics. Take some
    time to review the abundance of information about new and emerging research from the Underwriters
    Laboratories (UL) website, the National Institute of Standards and Technology (NIST) website, and the Fire
    Safety Research Institute (FSRI) website. FRSI also has a YouTube channel where you can find informative
    videos that explore research being done to improve firefighter safety and health.

    Conclusion

    By no means is this an exhaustive list of improvements. This is merely a list of examples of how technology
    and engineering can improve safety and health. We must continue to innovate. We must create a culture of
    innovation by using data and analytics, encouraging professional development, and creating a collaborative
    environment with stakeholders (CPSE & ICMA, 2020).

    References

    Bator, C., & Eaton, S. A. (2018, December). The “clean cab concept” becomes a reality. Fire Engineering,

    171(12), 45–49.
    https://libraryresources.columbiasouthern.edu/login?url=https://search.ebscohost.com/login.aspx?dire
    ct=true&db=tsh&AN=133590428&site=ehost-live&scope=site

    Center for Public Safety Excellence & International City/County Management Association. (2020). 21st

    century fire and emergency services [White paper]. https://www.cpse.org/wp-
    content/uploads/2020/07/21st-Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    [https://ul.org/](https://ul.org/)

    [https://ul.org/](https://ul.org/)

    [https://www.nist.gov/](https://www.nist.gov/)

    [https://fsri.org/](https://fsri.org/)

    [https://fsri.org/](https://fsri.org/)

    – Course Learning Outcomes for Unit VI
    – Required Unit Resources
    – Unit Lesson
    – Introduction
    – Fire Station
    – Personal Protective Equipment
    – Fire Apparatus
    – Fireground Tactics
    – Conclusion
    – References

    **## UnitVIPowerPointPresentation.docx**

    Unit VI PowerPoint Presentation

    This PowerPoint measures your mastery of ULOs 3.1 and 6.1.

    Your department is initiating a robust public education campaign around Fire Prevention Week. It is common for fire departments to address fire and life safety issues during this time of the year. However, your elected officials are considering the implementation of a residential sprinkler ordinance in your jurisdiction. You have been tasked with making a presentation to your local elected officials about the benefits of residential fire sprinklers.

    In your presentation, you must address the following:

    · NFPA 13D (This was mentioned in the unit lesson and is explained in Chapter 15 of your textbook).

    · Importance and benefits of residential sprinklers

    · Costs of the sprinklers

    · Positive impacts of educating the public about the sprinklers and enforcing the code surrounding their usage

    Your presentation should consist of at least 10 slides, and you must use audio voiceover and speaker notes. As you are preparing your presentation, keep in mind that it is intended to be presented to elected officials, and as such, should look and sound professional. In other words, your audio recordings should be as error-free as possible, and the design of your presentation slides should be engaging and informative. Please see the following tutorials from our Writing Center. They contain information that will help you create your PowerPoint. You can also contact the Writing Center if you find that you need further assistance.

    ·
    [_PowerPoint Basics tutorial_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-128216354_1/xid-128216354_1)

    ·
    [_Design Tools in PowerPoint: A Quick Guide document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-139125136_1/xid-139125136_1)

    ·
    [_PowerPoint Example document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-133122711_1/xid-133122711_1)

    Please use a minimum of two references, one of which should come from the CSU Library.

    **## UnitVI.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VI

    Upon completion of this unit, students should be able to:

    8. Discuss how technology can produce higher levels of safety.
    8.1 Recognize how technology and engineering can reduce injuries and illness and improve safety

    and health.

    Required Unit Resources

    Chapter 8: Utilizing Available Technology

    Chapter 16: Engineering Safety into Equipment

    Unit Lesson

    Introduction

    Please view the Unit VI Video. Closed captioning will be available once you access the video.

    As we continue to discuss ways to improve safety and health, we delve into the concepts of technology and
    engineering. Depending on when you started your career in the fire service, you may have seen drastic
    improvements and changes in technology and equipment. We will continue to see technology change at a
    rapid pace well into the 21st century (Center for Public Safety Excellence [CPSE] & International City/County
    Management Association [ICMA], 2020).

    If we evaluate the types of injuries, illnesses, and deaths that are experienced in the fire service, we can focus
    on making improvements that will have a direct benefit on safety and health. We must consider all facets of
    the work environment instead of solely focusing on the emergency incident scene. When we consider all the
    factors that make up a safe work environment, we must consider the fire station, fire apparatus, personal
    protective equipment, and tools and equipment.

    When we think of technology, we might immediately consider computers or other forms of electronics.
    However, technology is also responsible for improvements such as the change from a horse-drawn to a gas-
    powered fire apparatus and from steam-powered to engine-driven fire pumps. It was not that long ago that
    firefighters were responding to fires in an open cab fire apparatus wearing rubber coats and three-quarter
    boots. These types of improvements in technology and engineering highlight how many changes the fire and
    emergency service have made to safety and health.

    Fire Station

    Depending on where you live and serve, you will see all kinds of fire stations. There are fire departments that
    have fire stations that are 100 or more years old and other fire departments that have all new construction.
    Some of the technological and engineering advancements to improve health and safety found in the fire
    station involve the reduction of exposure to harmful contaminants and carcinogens.

    Fire stations are being designed or renovated to include diesel exhaust removal systems. These systems are
    designed to directly ventilate products of combustion from the fire apparatus directly outside the building. In
    addition, a new trend is for fire stations to be designed or renovated to have a separate storage area for
    personal protective equipment. This area is separated from other areas of the fire station and is well-

    UNIT VI STUDY GUIDE
    Incorporating Technology

    [https://www.youtube.com/watch?v=ONBbxg6TRIE](https://www.youtube.com/watch?v=ONBbxg6TRIE)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE
    Title

    ventilated. This equipment is used to launder firefighting turnout gear after emergency incidents and or
    periodically as recommended by the manufacturer.

    Another advancement in technology and engineering included in new construction and in some renovated fire
    stations is an automatic fire sprinkler system. If we are asking the public to consider improvements in their
    safety by installing residential sprinkler systems in the home, we should model that behavior by installing
    automatic sprinkler systems in every fire station. Who is better than the fire service to model and advocate for
    this lifesaving equipment?

    Personal Protective Equipment

    Fire and emergency services personnel wear personal protective equipment to protect us from harmful
    contaminants in many different situations. This is not limited to the fireground but also includes technical
    rescue and emergency medical incidents. We were all impacted in some way by the COVID-19 pandemic.
    We may never have considered wearing an N95 mask to provide for our safety at a routine emergency
    medical services incident. Now, and as we move forward into an uncertain future, we must normalize the use
    of this type of equipment to provide for our safety and health. As with many innovations in PPE, it is not a new
    piece of equipment, but it is new in the sense of what is or should be required to protect responders from
    known and unknown threats.

    Firefighting turnout gear continues to improve in its ability to protect the firefighter from thermal insult, while
    also allowing better breathability to prevent overheating. These new engineering and technological
    advancements are typically adopted into the newest National Fire Protection Association (NFPA) standards
    for firefighting personal protective equipment. As previously mentioned, this turnout gear must be cleaned and
    maintained if it is to continue to perform in the way it was intended and designed.

    Self-contained breathing apparatus (SCBA) is what we use to protect our respiratory system from
    atmospheres that are immediately dangerous to life and health (IDLH). But there have been recent
    improvements in technology and engineering to the SCBA that are directly related to improving our
    survivability by improving our ability to operate safely in these environments without necessarily improving the
    initial technology.

    Some recent SCBA improvements include an integrated personal alert safety system (PASS) device, which is
    an integrated quick-fill device for rapid intervention-type rescue situations and heads-up display on the SCBA
    facepiece. Although these advancements improve our safety while operating at emergency incidents, they do
    not necessarily improve protection from the IDLH environment.

    The integrated PASS device was included in the operation of the SCBA to eliminate a firefighter having to don
    and activate a separate PASS device. The quick-fill device eliminates the need to remove the regulator and/or
    facepiece from a downed firefighter to augment their air supply. The heads-up display on the SCBA facepiece
    enables the firefighter to monitor their air supply continuously without having to refer to the remote gauge. All
    of these advancements improve safety and contribute to a firefighter’s confidence when operating in the
    IDLH. The advancements reduce air consumption and allow for prolonged operating times, which can
    improve safety and survivability for a firefighter and as well as the occupants of a structure on fire.

    Portable radios are another example of an existing technology that increases our ability to operate safely. In
    addition to improvements in the technology associated with the radio system, the availability of a portable
    radio for each firefighter improves safety and health. Incorporating technology such as emergency activation
    or panic buttons, which notify the dispatch center and others operating and/or commanding the incidents,
    improves safety.

    Personal protective equipment is also essential when operating at emergency incidents on active roadways.
    We are seeing numerous accidents, injuries, and fatalities involving first responders operating on roadways.
    The reflective striping on the turnout gear is designed to improve visibility, but it may not be enough to protect
    first responders from the dangers associated with operations on roads.

    Fire Apparatus

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE
    Title

    Technological and engineering improvements in a fire apparatus are critical for safety. Advances such as
    audible and visual alarms for seatbelt compliance are critical, but let’s also consider some other
    improvements in technology and engineering that improve safety and reduce injuries. A fire apparatus is
    being designed with chevron striping to alert oncoming vehicles to the presence of a fire apparatus operating
    on roadways. Light-emitting diodes (LED) improve the visibility of emergency warning lights. Improvements in
    scene lighting enable firefighters and other responders to operate more safely at emergency incidents.

    An innovation in fire apparatus design is the clean cab concept. This concept is aimed at reducing the transfer
    of contaminants from the fire scene to the fire apparatus and then to the personnel. It is important for
    firefighters to reduce their exposure on the fireground and do everything possible to minimize the chances of
    these contaminants finding their way inside the apparatus cab and back to the firehouse (Bator & Eaton,
    2018). The clean cab concept reduces the exposure to contaminants that continue off-gassing long after the
    fire operations are complete.

    There have been improvements in design to help reduce injuries as well as illness. Some of these innovations
    include improvements in accessing ground ladders and hose beds. Performing a simple task such as
    accessing a hose or ground ladder can lead directly to a back injury, which can plague a firefighter throughout
    their career.

    Fireground Tactics

    One area where we are seeing drastic improvements in safety and health is in fireground tactics. Take some
    time to review the abundance of information about new and emerging research from the Underwriters
    Laboratories (UL) website, the National Institute of Standards and Technology (NIST) website, and the Fire
    Safety Research Institute (FSRI) website. FRSI also has a YouTube channel where you can find informative
    videos that explore research being done to improve firefighter safety and health.

    Conclusion

    By no means is this an exhaustive list of improvements. This is merely a list of examples of how technology
    and engineering can improve safety and health. We must continue to innovate. We must create a culture of
    innovation by using data and analytics, encouraging professional development, and creating a collaborative
    environment with stakeholders (CPSE & ICMA, 2020).

    References

    Bator, C., & Eaton, S. A. (2018, December). The “clean cab concept” becomes a reality. Fire Engineering,

    171(12), 45–49.
    https://libraryresources.columbiasouthern.edu/login?url=https://search.ebscohost.com/login.aspx?dire
    ct=true&db=tsh&AN=133590428&site=ehost-live&scope=site

    Center for Public Safety Excellence & International City/County Management Association. (2020). 21st

    century fire and emergency services [White paper]. https://www.cpse.org/wp-
    content/uploads/2020/07/21st-Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    [https://ul.org/](https://ul.org/)

    [https://ul.org/](https://ul.org/)

    [https://www.nist.gov/](https://www.nist.gov/)

    [https://fsri.org/](https://fsri.org/)

    [https://fsri.org/](https://fsri.org/)

    – Course Learning Outcomes for Unit VI
    – Required Unit Resources
    – Unit Lesson
    – Introduction
    – Fire Station
    – Personal Protective Equipment
    – Fire Apparatus
    – Fireground Tactics
    – Conclusion
    – References

    **## UnitVIPowerPointPresentation.docx**

    Unit VI PowerPoint Presentation

    This PowerPoint measures your mastery of ULOs 3.1 and 6.1.

    Your department is initiating a robust public education campaign around Fire Prevention Week. It is common for fire departments to address fire and life safety issues during this time of the year. However, your elected officials are considering the implementation of a residential sprinkler ordinance in your jurisdiction. You have been tasked with making a presentation to your local elected officials about the benefits of residential fire sprinklers.

    In your presentation, you must address the following:

    · NFPA 13D (This was mentioned in the unit lesson and is explained in Chapter 15 of your textbook).

    · Importance and benefits of residential sprinklers

    · Costs of the sprinklers

    · Positive impacts of educating the public about the sprinklers and enforcing the code surrounding their usage

    Your presentation should consist of at least 10 slides, and you must use audio voiceover and speaker notes. As you are preparing your presentation, keep in mind that it is intended to be presented to elected officials, and as such, should look and sound professional. In other words, your audio recordings should be as error-free as possible, and the design of your presentation slides should be engaging and informative. Please see the following tutorials from our Writing Center. They contain information that will help you create your PowerPoint. You can also contact the Writing Center if you find that you need further assistance.

    ·
    [_PowerPoint Basics tutorial_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-128216354_1/xid-128216354_1)

    ·
    [_Design Tools in PowerPoint: A Quick Guide document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-139125136_1/xid-139125136_1)

    ·
    [_PowerPoint Example document_](https://online.columbiasouthern.edu/bbcswebdav/pid-18077191-dt-asiobject-rid-133122711_1/xid-133122711_1)

    Please use a minimum of two references, one of which should come from the CSU Library.

    **## UnitVI.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VI

    Upon completion of this unit, students should be able to:

    8. Discuss how technology can produce higher levels of safety.
    8.1 Recognize how technology and engineering can reduce injuries and illness and improve safety

    and health.

    Required Unit Resources

    Chapter 8: Utilizing Available Technology

    Chapter 16: Engineering Safety into Equipment

    Unit Lesson

    Introduction

    Please view the Unit VI Video. Closed captioning will be available once you access the video.

    As we continue to discuss ways to improve safety and health, we delve into the concepts of technology and
    engineering. Depending on when you started your career in the fire service, you may have seen drastic
    improvements and changes in technology and equipment. We will continue to see technology change at a
    rapid pace well into the 21st century (Center for Public Safety Excellence [CPSE] & International City/County
    Management Association [ICMA], 2020).

    If we evaluate the types of injuries, illnesses, and deaths that are experienced in the fire service, we can focus
    on making improvements that will have a direct benefit on safety and health. We must consider all facets of
    the work environment instead of solely focusing on the emergency incident scene. When we consider all the
    factors that make up a safe work environment, we must consider the fire station, fire apparatus, personal
    protective equipment, and tools and equipment.

    When we think of technology, we might immediately consider computers or other forms of electronics.
    However, technology is also responsible for improvements such as the change from a horse-drawn to a gas-
    powered fire apparatus and from steam-powered to engine-driven fire pumps. It was not that long ago that
    firefighters were responding to fires in an open cab fire apparatus wearing rubber coats and three-quarter
    boots. These types of improvements in technology and engineering highlight how many changes the fire and
    emergency service have made to safety and health.

    Fire Station

    Depending on where you live and serve, you will see all kinds of fire stations. There are fire departments that
    have fire stations that are 100 or more years old and other fire departments that have all new construction.
    Some of the technological and engineering advancements to improve health and safety found in the fire
    station involve the reduction of exposure to harmful contaminants and carcinogens.

    Fire stations are being designed or renovated to include diesel exhaust removal systems. These systems are
    designed to directly ventilate products of combustion from the fire apparatus directly outside the building. In
    addition, a new trend is for fire stations to be designed or renovated to have a separate storage area for
    personal protective equipment. This area is separated from other areas of the fire station and is well-

    UNIT VI STUDY GUIDE
    Incorporating Technology

    [https://www.youtube.com/watch?v=ONBbxg6TRIE](https://www.youtube.com/watch?v=ONBbxg6TRIE)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE
    Title

    ventilated. This equipment is used to launder firefighting turnout gear after emergency incidents and or
    periodically as recommended by the manufacturer.

    Another advancement in technology and engineering included in new construction and in some renovated fire
    stations is an automatic fire sprinkler system. If we are asking the public to consider improvements in their
    safety by installing residential sprinkler systems in the home, we should model that behavior by installing
    automatic sprinkler systems in every fire station. Who is better than the fire service to model and advocate for
    this lifesaving equipment?

    Personal Protective Equipment

    Fire and emergency services personnel wear personal protective equipment to protect us from harmful
    contaminants in many different situations. This is not limited to the fireground but also includes technical
    rescue and emergency medical incidents. We were all impacted in some way by the COVID-19 pandemic.
    We may never have considered wearing an N95 mask to provide for our safety at a routine emergency
    medical services incident. Now, and as we move forward into an uncertain future, we must normalize the use
    of this type of equipment to provide for our safety and health. As with many innovations in PPE, it is not a new
    piece of equipment, but it is new in the sense of what is or should be required to protect responders from
    known and unknown threats.

    Firefighting turnout gear continues to improve in its ability to protect the firefighter from thermal insult, while
    also allowing better breathability to prevent overheating. These new engineering and technological
    advancements are typically adopted into the newest National Fire Protection Association (NFPA) standards
    for firefighting personal protective equipment. As previously mentioned, this turnout gear must be cleaned and
    maintained if it is to continue to perform in the way it was intended and designed.

    Self-contained breathing apparatus (SCBA) is what we use to protect our respiratory system from
    atmospheres that are immediately dangerous to life and health (IDLH). But there have been recent
    improvements in technology and engineering to the SCBA that are directly related to improving our
    survivability by improving our ability to operate safely in these environments without necessarily improving the
    initial technology.

    Some recent SCBA improvements include an integrated personal alert safety system (PASS) device, which is
    an integrated quick-fill device for rapid intervention-type rescue situations and heads-up display on the SCBA
    facepiece. Although these advancements improve our safety while operating at emergency incidents, they do
    not necessarily improve protection from the IDLH environment.

    The integrated PASS device was included in the operation of the SCBA to eliminate a firefighter having to don
    and activate a separate PASS device. The quick-fill device eliminates the need to remove the regulator and/or
    facepiece from a downed firefighter to augment their air supply. The heads-up display on the SCBA facepiece
    enables the firefighter to monitor their air supply continuously without having to refer to the remote gauge. All
    of these advancements improve safety and contribute to a firefighter’s confidence when operating in the
    IDLH. The advancements reduce air consumption and allow for prolonged operating times, which can
    improve safety and survivability for a firefighter and as well as the occupants of a structure on fire.

    Portable radios are another example of an existing technology that increases our ability to operate safely. In
    addition to improvements in the technology associated with the radio system, the availability of a portable
    radio for each firefighter improves safety and health. Incorporating technology such as emergency activation
    or panic buttons, which notify the dispatch center and others operating and/or commanding the incidents,
    improves safety.

    Personal protective equipment is also essential when operating at emergency incidents on active roadways.
    We are seeing numerous accidents, injuries, and fatalities involving first responders operating on roadways.
    The reflective striping on the turnout gear is designed to improve visibility, but it may not be enough to protect
    first responders from the dangers associated with operations on roads.

    Fire Apparatus

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE
    Title

    Technological and engineering improvements in a fire apparatus are critical for safety. Advances such as
    audible and visual alarms for seatbelt compliance are critical, but let’s also consider some other
    improvements in technology and engineering that improve safety and reduce injuries. A fire apparatus is
    being designed with chevron striping to alert oncoming vehicles to the presence of a fire apparatus operating
    on roadways. Light-emitting diodes (LED) improve the visibility of emergency warning lights. Improvements in
    scene lighting enable firefighters and other responders to operate more safely at emergency incidents.

    An innovation in fire apparatus design is the clean cab concept. This concept is aimed at reducing the transfer
    of contaminants from the fire scene to the fire apparatus and then to the personnel. It is important for
    firefighters to reduce their exposure on the fireground and do everything possible to minimize the chances of
    these contaminants finding their way inside the apparatus cab and back to the firehouse (Bator & Eaton,
    2018). The clean cab concept reduces the exposure to contaminants that continue off-gassing long after the
    fire operations are complete.

    There have been improvements in design to help reduce injuries as well as illness. Some of these innovations
    include improvements in accessing ground ladders and hose beds. Performing a simple task such as
    accessing a hose or ground ladder can lead directly to a back injury, which can plague a firefighter throughout
    their career.

    Fireground Tactics

    One area where we are seeing drastic improvements in safety and health is in fireground tactics. Take some
    time to review the abundance of information about new and emerging research from the Underwriters
    Laboratories (UL) website, the National Institute of Standards and Technology (NIST) website, and the Fire
    Safety Research Institute (FSRI) website. FRSI also has a YouTube channel where you can find informative
    videos that explore research being done to improve firefighter safety and health.

    Conclusion

    By no means is this an exhaustive list of improvements. This is merely a list of examples of how technology
    and engineering can improve safety and health. We must continue to innovate. We must create a culture of
    innovation by using data and analytics, encouraging professional development, and creating a collaborative
    environment with stakeholders (CPSE & ICMA, 2020).

    References

    Bator, C., & Eaton, S. A. (2018, December). The “clean cab concept” becomes a reality. Fire Engineering,

    171(12), 45–49.
    https://libraryresources.columbiasouthern.edu/login?url=https://search.ebscohost.com/login.aspx?dire
    ct=true&db=tsh&AN=133590428&site=ehost-live&scope=site

    Center for Public Safety Excellence & International City/County Management Association. (2020). 21st

    century fire and emergency services [White paper]. https://www.cpse.org/wp-
    content/uploads/2020/07/21st-Century-Fire-and-Emergency-Services-White-Paper-Final-07.15.20.pdf

    [https://ul.org/](https://ul.org/)

    [https://ul.org/](https://ul.org/)

    [https://www.nist.gov/](https://www.nist.gov/)

    [https://fsri.org/](https://fsri.org/)

    [https://fsri.org/](https://fsri.org/)

    – Course Learning Outcomes for Unit VI
    – Required Unit Resources
    – Unit Lesson
    – Introduction
    – Fire Station
    – Personal Protective Equipment
    – Fire Apparatus
    – Fireground Tactics
    – Conclusion
    – References

  • [Solved] OSHA 2305 JNL

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    See attached **files (2)** – ## OSHA2305UnitVIIIJournal.docx – ## UnitVIII.pdf **## OSHA2305UnitVIIIJournal.docx** OSHA 2305 Unit VIII Journal Identify and summarize hazardous materials shipping and storage requirements. Your journal entry must be at least 300 words in length. No references or citat…

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    See attached

    **files (2)**

    – ## OSHA2305UnitVIIIJournal.docx

    – ## UnitVIII.pdf

    **## OSHA2305UnitVIIIJournal.docx**

    OSHA 2305 Unit VIII Journal

    Identify and summarize hazardous materials shipping and storage requirements.

    Your journal entry must be at least 300 words in length. No references or citations are necessary.

    **## UnitVIII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    3. Describe fleet-safety-related responsibilities.
    3.1 Identify safety programs and measures.
    3.2 Identify sustainability programs and measures.

    Required Unit Resources

    Chapter 7: Sustainability and the Safety, Health, and Environmental Professional, pp. 129–168

    In order to access the following resource, click the link below.

    Read Chapter 10 (pp. 173–202) of the following e-book, which takes a deeper look at the need for data and
    proper assessment to identify causal factors and to mitigate risks.

    Panel on Research Methodologies and Statistical Approaches to Understanding Driver Fatigue Factors i.

    (2016). Commercial motor vehicle driver fatigue, long-term health, and highway safety: Research
    needs [e-book]. Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i

    Unit Lesson

    Introduction

    Strategic planning is necessary to facilitate continuous sustainability within a safety culture. Companies
    develop safety policies and procedures that are well-defined and align with various guidelines while
    implementing successful and effective initiatives to ensure fleet drivers comply with all safety regulations. To
    sustain a culture of safety, companies use strategic planning and analysis to model and measure techniques
    that are determined to provide continuous support for overall objectives. Within this strategic planning, safety
    managers use the sustainability model of economic, environmental, and social responsibilities to plan their
    safety training and fleet operations to mitigate potential risks to fleet drivers and the environment.

    Global Reporting Initiatives

    The 1970 National Environmental Policy Act (NEPA) formally established a national goal under which humans
    and nature can exist in productive harmony and fulfill the social, economic, and other requirements of present
    and future generations of U.S. citizens (Environmental Protection Agency [EPA], n.d.-b).

    Fleet managers utilize certain control techniques, including the continuous improvement plan, do, check, act
    (PDCA) model, to promote sustainable corporate social responsibility. The idea of sustainability includes the
    three areas of social, economic, and environmental factors that are necessary to maintain this ideal.
    Transparency is important for companies to be able to demonstrate their corporate commitment to their
    workers and to the general public.

    Companies must be able to demonstrate success as they report their methods for reducing their
    environmental footprint. Such examples include a fleet’s ability to reduce gas emissions, lower vehicles’
    idling rates and idling time limits, and proper handling of waste products. One source of help for fleet
    safety professionals is through global initiatives, which are seen around the world as the best practices

    UNIT VIII STUDY GUIDE
    Fleet Safety and Security Management

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    for conducting research and delivering information regarding environmental sustainability and the
    economic environment.

    As a part of policy enforcement, companies need to report and analyze information regarding safety and
    health procedures and the resulting achievements. Included in the reporting are rates and types of injuries, all
    education and training delivered by the company, and other pertinent information that demonstrate actions
    taken to ensure continual improvement that is, indeed, sustainable. This pertains to the other definition of
    sustainable, which is ensuring that safety and occupational health gains made are not lost.

    Without an effective safety program, companies cannot promote sustainability. Fleet safety is about
    reinforcing safe driving behavior. If drivers buy into their company’s safety training program and safety culture,
    they will then demonstrate safe driving habits that will also show less impact on the environment, ensure
    compliance, and have a positive impact on the economy. This is all a part of having a sound policy of
    sustainable social responsibility.

    International Organization for Standardization

    Sustainable development from the perspective of the International Organization for Standardization (ISO) is
    about contributing to sustainable development while maintaining social responsibilities. ISO 26000 is
    recognized as an international standard and as a guidance of social responsibility for companies to utilize in
    their safety culture.

    There are additional ISO standards that can help organizations operate in a world-class manner. These are
    listed below.

    • ISO 9000: This standard facilitates the aspect of total quality management (TQM), which delivers
    direction for companies to guarantee products meet customer requirements with consistent high
    quality (ISO, n.d.-b).

    • ISO 9001: This standard promotes an effective systems application that demonstrates continuous
    process improvements and assurance to safety and regulatory requirements. This standard can be
    used by transportation companies (ISO, n.d.-b).

    • ISO 14001: This standard assists an organization to develop policies and objectives that align with
    legal and environmental requirements and apply safe practices within an organization. If adopted by a
    transportation company, it cannot only ensure safety for a company’s drivers but also safety for the
    environment in which they operate (ISO, n.d.-a).

    • OHSAS 18001: This was developed as a British standard for occupational safety and health systems
    but will soon be replaced by OHSAS 45001.

    • ISO 45001: This is replacing OHSAS 18001 and is intended to be a more comprehensive way of
    preventing accidents and their corresponding costs.

    In addition, federal protocols were developed to facilitate improved processes in sustainability performance.
    There are varieties of concerns about energy, fuel, and climate changes that have led to the promotion of
    changes for both state and national standards.

    As mentioned earlier, NEPA laid out the national goal of creating and maintaining sustainable safety and
    environmental conditions (EPA, n.d.-b). The Energy Policy Act of 2005 created innovative standards for the
    utilization of transportation fuels while designing creative fuel economy standards. According to the
    Transportation and Climate Change Clearinghouse (n.d.), the transportation sector generates approximately
    28% of carbon dioxide. This is but one of the many examples of issues that are being continuously addressed
    due to the environmental impacts that fleets can have while in operation.

    Companies with fleets are now concentrating on optimizing fleet operations through programs that assist in
    identifying unsafe driving patterns, reducing fuel consumption through unnecessary idling, and reducing
    wasted time spent on the road. Throughout the United States, federal policies such as those initiated through
    the EPA, help states facilitate the goal of reducing fleet emissions and reducing impacts on the environment.

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    Safety and Social Responsibility

    Employee buy-in is an important factor in a company’s ability to promote and sustain a successful
    environmental, safety, and health culture. Buy-in comes from doing those things that make the drivers feel
    that their ideas are being heard, that the best ideas are being implemented, and that barriers to successful
    implementation are removed.

    Social responsibility is a part of this sustainability, and fleet safety managers oversee this area to ensure that
    it happens. Since ISO 26000 is based on engaging key stakeholders in its processes, companies that utilize
    this standard should involve all levels of the organization to ensure that the corporation is practicing corporate
    social responsibility. Senior management must provide the necessary leadership to motivate employees into
    fully participating in this endeavor. Both employers and employees are key stakeholders within this entire
    process. Everyone involved in the process holds a level of responsibility to maintain safety and ensure
    responsibility to the public.

    In 2004, multiple companies joined with the EPA to create the SmartWay program with the goal of
    establishing long-term solutions to current social responsibility efforts. Since that time, over 3,000 companies
    have joined to raise greater awareness of the economic impacts of transportation throughout the globe (EPA,
    n.d.-a). Senior management and safety officials can review the potential for risks, conduct careful
    assessments, and improve training for their fleet drivers and employees. To make this happen, companies
    must balance the actions of their fleets with social responsibilities.

    Conclusion

    Corporate social responsibility encompasses all aspects of environmental, health, and safety (EHS) and the
    appropriate applications within operations. Since employers are responsible for the health and safety of all
    employees and operations, employers are also required to ensure that their fleets operate with the highest
    levels of safety to maintain not only their drivers’ safety but others on the road as well. Social, economic, and
    environmental activities are all intertwined with company operations. In an effort to create a sustainable
    environment and a sustainable safety culture within companies, management must integrate these multiple
    areas into company and fleet operations to promote and ensure safety.

    As we look back on all eight units of this course, it is important to remember the key elements for a safe and
    responsible fleet:

    • management involvement and commitment;
    • hiring the right people;
    • proper training, specific to the vehicles that will be operated;
    • employee participation;
    • analysis of both leading and trailing indicators to honestly assess how the company is doing; and
    • accountability.

    References

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Environmental Protection Agency. (n.d.-a). How SmartWay advances sustainable transportation supply

    chains. Retrieved from https://www.epa.gov/smartway/how-smartway-advances-sustainable-
    transportation-supply-chains

    Environmental Protection Agency. (n.d.-b). Summary of the National Environmental Policy Act 42 U.S.C.

    §4321 et seq. (1969). Retrieved from www.epa.gov/compliance/nepa

    International Organization for Standardization. (n.d.-a). ISO 9000 – Quality management. Retrieved from

    https://www.iso.org/iso-9001-quality-management.html

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    International Organization for Standardization. (n.d.-b). ISO 14000 family – Environmental management.
    Retrieved from https://www.iso.org/iso-14001-environmental-management.html

    Transportation and Climate Change Clearinghouse. (n.d.). Transportation’s role in climate change. Retrieved

    from https://www.climate.dot.gov/about/transportations-role/overview.html

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    To get a free download of the ISO 45001 standard, refer to the web page below.

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    What specifically could you do to make the office, factory, or shop that you work in Leadership in Energy and
    Environmental Design (LEED) certified?

    [https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf](https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf)

    – Course Learning Outcomes for Unit VIII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Global Reporting Initiatives
    – International Organization for Standardization
    – Safety and Social Responsibility
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## UnitVIII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    3. Describe fleet-safety-related responsibilities.
    3.1 Identify safety programs and measures.
    3.2 Identify sustainability programs and measures.

    Required Unit Resources

    Chapter 7: Sustainability and the Safety, Health, and Environmental Professional, pp. 129–168

    In order to access the following resource, click the link below.

    Read Chapter 10 (pp. 173–202) of the following e-book, which takes a deeper look at the need for data and
    proper assessment to identify causal factors and to mitigate risks.

    Panel on Research Methodologies and Statistical Approaches to Understanding Driver Fatigue Factors i.

    (2016). Commercial motor vehicle driver fatigue, long-term health, and highway safety: Research
    needs [e-book]. Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i

    Unit Lesson

    Introduction

    Strategic planning is necessary to facilitate continuous sustainability within a safety culture. Companies
    develop safety policies and procedures that are well-defined and align with various guidelines while
    implementing successful and effective initiatives to ensure fleet drivers comply with all safety regulations. To
    sustain a culture of safety, companies use strategic planning and analysis to model and measure techniques
    that are determined to provide continuous support for overall objectives. Within this strategic planning, safety
    managers use the sustainability model of economic, environmental, and social responsibilities to plan their
    safety training and fleet operations to mitigate potential risks to fleet drivers and the environment.

    Global Reporting Initiatives

    The 1970 National Environmental Policy Act (NEPA) formally established a national goal under which humans
    and nature can exist in productive harmony and fulfill the social, economic, and other requirements of present
    and future generations of U.S. citizens (Environmental Protection Agency [EPA], n.d.-b).

    Fleet managers utilize certain control techniques, including the continuous improvement plan, do, check, act
    (PDCA) model, to promote sustainable corporate social responsibility. The idea of sustainability includes the
    three areas of social, economic, and environmental factors that are necessary to maintain this ideal.
    Transparency is important for companies to be able to demonstrate their corporate commitment to their
    workers and to the general public.

    Companies must be able to demonstrate success as they report their methods for reducing their
    environmental footprint. Such examples include a fleet’s ability to reduce gas emissions, lower vehicles’
    idling rates and idling time limits, and proper handling of waste products. One source of help for fleet
    safety professionals is through global initiatives, which are seen around the world as the best practices

    UNIT VIII STUDY GUIDE
    Fleet Safety and Security Management

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    for conducting research and delivering information regarding environmental sustainability and the
    economic environment.

    As a part of policy enforcement, companies need to report and analyze information regarding safety and
    health procedures and the resulting achievements. Included in the reporting are rates and types of injuries, all
    education and training delivered by the company, and other pertinent information that demonstrate actions
    taken to ensure continual improvement that is, indeed, sustainable. This pertains to the other definition of
    sustainable, which is ensuring that safety and occupational health gains made are not lost.

    Without an effective safety program, companies cannot promote sustainability. Fleet safety is about
    reinforcing safe driving behavior. If drivers buy into their company’s safety training program and safety culture,
    they will then demonstrate safe driving habits that will also show less impact on the environment, ensure
    compliance, and have a positive impact on the economy. This is all a part of having a sound policy of
    sustainable social responsibility.

    International Organization for Standardization

    Sustainable development from the perspective of the International Organization for Standardization (ISO) is
    about contributing to sustainable development while maintaining social responsibilities. ISO 26000 is
    recognized as an international standard and as a guidance of social responsibility for companies to utilize in
    their safety culture.

    There are additional ISO standards that can help organizations operate in a world-class manner. These are
    listed below.

    • ISO 9000: This standard facilitates the aspect of total quality management (TQM), which delivers
    direction for companies to guarantee products meet customer requirements with consistent high
    quality (ISO, n.d.-b).

    • ISO 9001: This standard promotes an effective systems application that demonstrates continuous
    process improvements and assurance to safety and regulatory requirements. This standard can be
    used by transportation companies (ISO, n.d.-b).

    • ISO 14001: This standard assists an organization to develop policies and objectives that align with
    legal and environmental requirements and apply safe practices within an organization. If adopted by a
    transportation company, it cannot only ensure safety for a company’s drivers but also safety for the
    environment in which they operate (ISO, n.d.-a).

    • OHSAS 18001: This was developed as a British standard for occupational safety and health systems
    but will soon be replaced by OHSAS 45001.

    • ISO 45001: This is replacing OHSAS 18001 and is intended to be a more comprehensive way of
    preventing accidents and their corresponding costs.

    In addition, federal protocols were developed to facilitate improved processes in sustainability performance.
    There are varieties of concerns about energy, fuel, and climate changes that have led to the promotion of
    changes for both state and national standards.

    As mentioned earlier, NEPA laid out the national goal of creating and maintaining sustainable safety and
    environmental conditions (EPA, n.d.-b). The Energy Policy Act of 2005 created innovative standards for the
    utilization of transportation fuels while designing creative fuel economy standards. According to the
    Transportation and Climate Change Clearinghouse (n.d.), the transportation sector generates approximately
    28% of carbon dioxide. This is but one of the many examples of issues that are being continuously addressed
    due to the environmental impacts that fleets can have while in operation.

    Companies with fleets are now concentrating on optimizing fleet operations through programs that assist in
    identifying unsafe driving patterns, reducing fuel consumption through unnecessary idling, and reducing
    wasted time spent on the road. Throughout the United States, federal policies such as those initiated through
    the EPA, help states facilitate the goal of reducing fleet emissions and reducing impacts on the environment.

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    Safety and Social Responsibility

    Employee buy-in is an important factor in a company’s ability to promote and sustain a successful
    environmental, safety, and health culture. Buy-in comes from doing those things that make the drivers feel
    that their ideas are being heard, that the best ideas are being implemented, and that barriers to successful
    implementation are removed.

    Social responsibility is a part of this sustainability, and fleet safety managers oversee this area to ensure that
    it happens. Since ISO 26000 is based on engaging key stakeholders in its processes, companies that utilize
    this standard should involve all levels of the organization to ensure that the corporation is practicing corporate
    social responsibility. Senior management must provide the necessary leadership to motivate employees into
    fully participating in this endeavor. Both employers and employees are key stakeholders within this entire
    process. Everyone involved in the process holds a level of responsibility to maintain safety and ensure
    responsibility to the public.

    In 2004, multiple companies joined with the EPA to create the SmartWay program with the goal of
    establishing long-term solutions to current social responsibility efforts. Since that time, over 3,000 companies
    have joined to raise greater awareness of the economic impacts of transportation throughout the globe (EPA,
    n.d.-a). Senior management and safety officials can review the potential for risks, conduct careful
    assessments, and improve training for their fleet drivers and employees. To make this happen, companies
    must balance the actions of their fleets with social responsibilities.

    Conclusion

    Corporate social responsibility encompasses all aspects of environmental, health, and safety (EHS) and the
    appropriate applications within operations. Since employers are responsible for the health and safety of all
    employees and operations, employers are also required to ensure that their fleets operate with the highest
    levels of safety to maintain not only their drivers’ safety but others on the road as well. Social, economic, and
    environmental activities are all intertwined with company operations. In an effort to create a sustainable
    environment and a sustainable safety culture within companies, management must integrate these multiple
    areas into company and fleet operations to promote and ensure safety.

    As we look back on all eight units of this course, it is important to remember the key elements for a safe and
    responsible fleet:

    • management involvement and commitment;
    • hiring the right people;
    • proper training, specific to the vehicles that will be operated;
    • employee participation;
    • analysis of both leading and trailing indicators to honestly assess how the company is doing; and
    • accountability.

    References

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Environmental Protection Agency. (n.d.-a). How SmartWay advances sustainable transportation supply

    chains. Retrieved from https://www.epa.gov/smartway/how-smartway-advances-sustainable-
    transportation-supply-chains

    Environmental Protection Agency. (n.d.-b). Summary of the National Environmental Policy Act 42 U.S.C.

    §4321 et seq. (1969). Retrieved from www.epa.gov/compliance/nepa

    International Organization for Standardization. (n.d.-a). ISO 9000 – Quality management. Retrieved from

    https://www.iso.org/iso-9001-quality-management.html

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    International Organization for Standardization. (n.d.-b). ISO 14000 family – Environmental management.
    Retrieved from https://www.iso.org/iso-14001-environmental-management.html

    Transportation and Climate Change Clearinghouse. (n.d.). Transportation’s role in climate change. Retrieved

    from https://www.climate.dot.gov/about/transportations-role/overview.html

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    To get a free download of the ISO 45001 standard, refer to the web page below.

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    What specifically could you do to make the office, factory, or shop that you work in Leadership in Energy and
    Environmental Design (LEED) certified?

    [https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf](https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf)

    – Course Learning Outcomes for Unit VIII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Global Reporting Initiatives
    – International Organization for Standardization
    – Safety and Social Responsibility
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## OSHA2305UnitVIIIJournal.docx**

    OSHA 2305 Unit VIII Journal

    Identify and summarize hazardous materials shipping and storage requirements.

    Your journal entry must be at least 300 words in length. No references or citations are necessary.

    **## UnitVIII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    3. Describe fleet-safety-related responsibilities.
    3.1 Identify safety programs and measures.
    3.2 Identify sustainability programs and measures.

    Required Unit Resources

    Chapter 7: Sustainability and the Safety, Health, and Environmental Professional, pp. 129–168

    In order to access the following resource, click the link below.

    Read Chapter 10 (pp. 173–202) of the following e-book, which takes a deeper look at the need for data and
    proper assessment to identify causal factors and to mitigate risks.

    Panel on Research Methodologies and Statistical Approaches to Understanding Driver Fatigue Factors i.

    (2016). Commercial motor vehicle driver fatigue, long-term health, and highway safety: Research
    needs [e-book]. Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i

    Unit Lesson

    Introduction

    Strategic planning is necessary to facilitate continuous sustainability within a safety culture. Companies
    develop safety policies and procedures that are well-defined and align with various guidelines while
    implementing successful and effective initiatives to ensure fleet drivers comply with all safety regulations. To
    sustain a culture of safety, companies use strategic planning and analysis to model and measure techniques
    that are determined to provide continuous support for overall objectives. Within this strategic planning, safety
    managers use the sustainability model of economic, environmental, and social responsibilities to plan their
    safety training and fleet operations to mitigate potential risks to fleet drivers and the environment.

    Global Reporting Initiatives

    The 1970 National Environmental Policy Act (NEPA) formally established a national goal under which humans
    and nature can exist in productive harmony and fulfill the social, economic, and other requirements of present
    and future generations of U.S. citizens (Environmental Protection Agency [EPA], n.d.-b).

    Fleet managers utilize certain control techniques, including the continuous improvement plan, do, check, act
    (PDCA) model, to promote sustainable corporate social responsibility. The idea of sustainability includes the
    three areas of social, economic, and environmental factors that are necessary to maintain this ideal.
    Transparency is important for companies to be able to demonstrate their corporate commitment to their
    workers and to the general public.

    Companies must be able to demonstrate success as they report their methods for reducing their
    environmental footprint. Such examples include a fleet’s ability to reduce gas emissions, lower vehicles’
    idling rates and idling time limits, and proper handling of waste products. One source of help for fleet
    safety professionals is through global initiatives, which are seen around the world as the best practices

    UNIT VIII STUDY GUIDE
    Fleet Safety and Security Management

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    for conducting research and delivering information regarding environmental sustainability and the
    economic environment.

    As a part of policy enforcement, companies need to report and analyze information regarding safety and
    health procedures and the resulting achievements. Included in the reporting are rates and types of injuries, all
    education and training delivered by the company, and other pertinent information that demonstrate actions
    taken to ensure continual improvement that is, indeed, sustainable. This pertains to the other definition of
    sustainable, which is ensuring that safety and occupational health gains made are not lost.

    Without an effective safety program, companies cannot promote sustainability. Fleet safety is about
    reinforcing safe driving behavior. If drivers buy into their company’s safety training program and safety culture,
    they will then demonstrate safe driving habits that will also show less impact on the environment, ensure
    compliance, and have a positive impact on the economy. This is all a part of having a sound policy of
    sustainable social responsibility.

    International Organization for Standardization

    Sustainable development from the perspective of the International Organization for Standardization (ISO) is
    about contributing to sustainable development while maintaining social responsibilities. ISO 26000 is
    recognized as an international standard and as a guidance of social responsibility for companies to utilize in
    their safety culture.

    There are additional ISO standards that can help organizations operate in a world-class manner. These are
    listed below.

    • ISO 9000: This standard facilitates the aspect of total quality management (TQM), which delivers
    direction for companies to guarantee products meet customer requirements with consistent high
    quality (ISO, n.d.-b).

    • ISO 9001: This standard promotes an effective systems application that demonstrates continuous
    process improvements and assurance to safety and regulatory requirements. This standard can be
    used by transportation companies (ISO, n.d.-b).

    • ISO 14001: This standard assists an organization to develop policies and objectives that align with
    legal and environmental requirements and apply safe practices within an organization. If adopted by a
    transportation company, it cannot only ensure safety for a company’s drivers but also safety for the
    environment in which they operate (ISO, n.d.-a).

    • OHSAS 18001: This was developed as a British standard for occupational safety and health systems
    but will soon be replaced by OHSAS 45001.

    • ISO 45001: This is replacing OHSAS 18001 and is intended to be a more comprehensive way of
    preventing accidents and their corresponding costs.

    In addition, federal protocols were developed to facilitate improved processes in sustainability performance.
    There are varieties of concerns about energy, fuel, and climate changes that have led to the promotion of
    changes for both state and national standards.

    As mentioned earlier, NEPA laid out the national goal of creating and maintaining sustainable safety and
    environmental conditions (EPA, n.d.-b). The Energy Policy Act of 2005 created innovative standards for the
    utilization of transportation fuels while designing creative fuel economy standards. According to the
    Transportation and Climate Change Clearinghouse (n.d.), the transportation sector generates approximately
    28% of carbon dioxide. This is but one of the many examples of issues that are being continuously addressed
    due to the environmental impacts that fleets can have while in operation.

    Companies with fleets are now concentrating on optimizing fleet operations through programs that assist in
    identifying unsafe driving patterns, reducing fuel consumption through unnecessary idling, and reducing
    wasted time spent on the road. Throughout the United States, federal policies such as those initiated through
    the EPA, help states facilitate the goal of reducing fleet emissions and reducing impacts on the environment.

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    Safety and Social Responsibility

    Employee buy-in is an important factor in a company’s ability to promote and sustain a successful
    environmental, safety, and health culture. Buy-in comes from doing those things that make the drivers feel
    that their ideas are being heard, that the best ideas are being implemented, and that barriers to successful
    implementation are removed.

    Social responsibility is a part of this sustainability, and fleet safety managers oversee this area to ensure that
    it happens. Since ISO 26000 is based on engaging key stakeholders in its processes, companies that utilize
    this standard should involve all levels of the organization to ensure that the corporation is practicing corporate
    social responsibility. Senior management must provide the necessary leadership to motivate employees into
    fully participating in this endeavor. Both employers and employees are key stakeholders within this entire
    process. Everyone involved in the process holds a level of responsibility to maintain safety and ensure
    responsibility to the public.

    In 2004, multiple companies joined with the EPA to create the SmartWay program with the goal of
    establishing long-term solutions to current social responsibility efforts. Since that time, over 3,000 companies
    have joined to raise greater awareness of the economic impacts of transportation throughout the globe (EPA,
    n.d.-a). Senior management and safety officials can review the potential for risks, conduct careful
    assessments, and improve training for their fleet drivers and employees. To make this happen, companies
    must balance the actions of their fleets with social responsibilities.

    Conclusion

    Corporate social responsibility encompasses all aspects of environmental, health, and safety (EHS) and the
    appropriate applications within operations. Since employers are responsible for the health and safety of all
    employees and operations, employers are also required to ensure that their fleets operate with the highest
    levels of safety to maintain not only their drivers’ safety but others on the road as well. Social, economic, and
    environmental activities are all intertwined with company operations. In an effort to create a sustainable
    environment and a sustainable safety culture within companies, management must integrate these multiple
    areas into company and fleet operations to promote and ensure safety.

    As we look back on all eight units of this course, it is important to remember the key elements for a safe and
    responsible fleet:

    • management involvement and commitment;
    • hiring the right people;
    • proper training, specific to the vehicles that will be operated;
    • employee participation;
    • analysis of both leading and trailing indicators to honestly assess how the company is doing; and
    • accountability.

    References

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Environmental Protection Agency. (n.d.-a). How SmartWay advances sustainable transportation supply

    chains. Retrieved from https://www.epa.gov/smartway/how-smartway-advances-sustainable-
    transportation-supply-chains

    Environmental Protection Agency. (n.d.-b). Summary of the National Environmental Policy Act 42 U.S.C.

    §4321 et seq. (1969). Retrieved from www.epa.gov/compliance/nepa

    International Organization for Standardization. (n.d.-a). ISO 9000 – Quality management. Retrieved from

    https://www.iso.org/iso-9001-quality-management.html

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    International Organization for Standardization. (n.d.-b). ISO 14000 family – Environmental management.
    Retrieved from https://www.iso.org/iso-14001-environmental-management.html

    Transportation and Climate Change Clearinghouse. (n.d.). Transportation’s role in climate change. Retrieved

    from https://www.climate.dot.gov/about/transportations-role/overview.html

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    To get a free download of the ISO 45001 standard, refer to the web page below.

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    What specifically could you do to make the office, factory, or shop that you work in Leadership in Energy and
    Environmental Design (LEED) certified?

    [https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf](https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf)

    – Course Learning Outcomes for Unit VIII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Global Reporting Initiatives
    – International Organization for Standardization
    – Safety and Social Responsibility
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## OSHA2305UnitVIIIJournal.docx**

    OSHA 2305 Unit VIII Journal

    Identify and summarize hazardous materials shipping and storage requirements.

    Your journal entry must be at least 300 words in length. No references or citations are necessary.

    **## UnitVIII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VIII

    Upon completion of this unit, students should be able to:

    3. Describe fleet-safety-related responsibilities.
    3.1 Identify safety programs and measures.
    3.2 Identify sustainability programs and measures.

    Required Unit Resources

    Chapter 7: Sustainability and the Safety, Health, and Environmental Professional, pp. 129–168

    In order to access the following resource, click the link below.

    Read Chapter 10 (pp. 173–202) of the following e-book, which takes a deeper look at the need for data and
    proper assessment to identify causal factors and to mitigate risks.

    Panel on Research Methodologies and Statistical Approaches to Understanding Driver Fatigue Factors i.

    (2016). Commercial motor vehicle driver fatigue, long-term health, and highway safety: Research
    needs [e-book]. Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i

    Unit Lesson

    Introduction

    Strategic planning is necessary to facilitate continuous sustainability within a safety culture. Companies
    develop safety policies and procedures that are well-defined and align with various guidelines while
    implementing successful and effective initiatives to ensure fleet drivers comply with all safety regulations. To
    sustain a culture of safety, companies use strategic planning and analysis to model and measure techniques
    that are determined to provide continuous support for overall objectives. Within this strategic planning, safety
    managers use the sustainability model of economic, environmental, and social responsibilities to plan their
    safety training and fleet operations to mitigate potential risks to fleet drivers and the environment.

    Global Reporting Initiatives

    The 1970 National Environmental Policy Act (NEPA) formally established a national goal under which humans
    and nature can exist in productive harmony and fulfill the social, economic, and other requirements of present
    and future generations of U.S. citizens (Environmental Protection Agency [EPA], n.d.-b).

    Fleet managers utilize certain control techniques, including the continuous improvement plan, do, check, act
    (PDCA) model, to promote sustainable corporate social responsibility. The idea of sustainability includes the
    three areas of social, economic, and environmental factors that are necessary to maintain this ideal.
    Transparency is important for companies to be able to demonstrate their corporate commitment to their
    workers and to the general public.

    Companies must be able to demonstrate success as they report their methods for reducing their
    environmental footprint. Such examples include a fleet’s ability to reduce gas emissions, lower vehicles’
    idling rates and idling time limits, and proper handling of waste products. One source of help for fleet
    safety professionals is through global initiatives, which are seen around the world as the best practices

    UNIT VIII STUDY GUIDE
    Fleet Safety and Security Management

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=e000xna&AN=1339184&site=ehost-live&scope=site&ebv=EB&ppid=pp_i)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    for conducting research and delivering information regarding environmental sustainability and the
    economic environment.

    As a part of policy enforcement, companies need to report and analyze information regarding safety and
    health procedures and the resulting achievements. Included in the reporting are rates and types of injuries, all
    education and training delivered by the company, and other pertinent information that demonstrate actions
    taken to ensure continual improvement that is, indeed, sustainable. This pertains to the other definition of
    sustainable, which is ensuring that safety and occupational health gains made are not lost.

    Without an effective safety program, companies cannot promote sustainability. Fleet safety is about
    reinforcing safe driving behavior. If drivers buy into their company’s safety training program and safety culture,
    they will then demonstrate safe driving habits that will also show less impact on the environment, ensure
    compliance, and have a positive impact on the economy. This is all a part of having a sound policy of
    sustainable social responsibility.

    International Organization for Standardization

    Sustainable development from the perspective of the International Organization for Standardization (ISO) is
    about contributing to sustainable development while maintaining social responsibilities. ISO 26000 is
    recognized as an international standard and as a guidance of social responsibility for companies to utilize in
    their safety culture.

    There are additional ISO standards that can help organizations operate in a world-class manner. These are
    listed below.

    • ISO 9000: This standard facilitates the aspect of total quality management (TQM), which delivers
    direction for companies to guarantee products meet customer requirements with consistent high
    quality (ISO, n.d.-b).

    • ISO 9001: This standard promotes an effective systems application that demonstrates continuous
    process improvements and assurance to safety and regulatory requirements. This standard can be
    used by transportation companies (ISO, n.d.-b).

    • ISO 14001: This standard assists an organization to develop policies and objectives that align with
    legal and environmental requirements and apply safe practices within an organization. If adopted by a
    transportation company, it cannot only ensure safety for a company’s drivers but also safety for the
    environment in which they operate (ISO, n.d.-a).

    • OHSAS 18001: This was developed as a British standard for occupational safety and health systems
    but will soon be replaced by OHSAS 45001.

    • ISO 45001: This is replacing OHSAS 18001 and is intended to be a more comprehensive way of
    preventing accidents and their corresponding costs.

    In addition, federal protocols were developed to facilitate improved processes in sustainability performance.
    There are varieties of concerns about energy, fuel, and climate changes that have led to the promotion of
    changes for both state and national standards.

    As mentioned earlier, NEPA laid out the national goal of creating and maintaining sustainable safety and
    environmental conditions (EPA, n.d.-b). The Energy Policy Act of 2005 created innovative standards for the
    utilization of transportation fuels while designing creative fuel economy standards. According to the
    Transportation and Climate Change Clearinghouse (n.d.), the transportation sector generates approximately
    28% of carbon dioxide. This is but one of the many examples of issues that are being continuously addressed
    due to the environmental impacts that fleets can have while in operation.

    Companies with fleets are now concentrating on optimizing fleet operations through programs that assist in
    identifying unsafe driving patterns, reducing fuel consumption through unnecessary idling, and reducing
    wasted time spent on the road. Throughout the United States, federal policies such as those initiated through
    the EPA, help states facilitate the goal of reducing fleet emissions and reducing impacts on the environment.

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    Safety and Social Responsibility

    Employee buy-in is an important factor in a company’s ability to promote and sustain a successful
    environmental, safety, and health culture. Buy-in comes from doing those things that make the drivers feel
    that their ideas are being heard, that the best ideas are being implemented, and that barriers to successful
    implementation are removed.

    Social responsibility is a part of this sustainability, and fleet safety managers oversee this area to ensure that
    it happens. Since ISO 26000 is based on engaging key stakeholders in its processes, companies that utilize
    this standard should involve all levels of the organization to ensure that the corporation is practicing corporate
    social responsibility. Senior management must provide the necessary leadership to motivate employees into
    fully participating in this endeavor. Both employers and employees are key stakeholders within this entire
    process. Everyone involved in the process holds a level of responsibility to maintain safety and ensure
    responsibility to the public.

    In 2004, multiple companies joined with the EPA to create the SmartWay program with the goal of
    establishing long-term solutions to current social responsibility efforts. Since that time, over 3,000 companies
    have joined to raise greater awareness of the economic impacts of transportation throughout the globe (EPA,
    n.d.-a). Senior management and safety officials can review the potential for risks, conduct careful
    assessments, and improve training for their fleet drivers and employees. To make this happen, companies
    must balance the actions of their fleets with social responsibilities.

    Conclusion

    Corporate social responsibility encompasses all aspects of environmental, health, and safety (EHS) and the
    appropriate applications within operations. Since employers are responsible for the health and safety of all
    employees and operations, employers are also required to ensure that their fleets operate with the highest
    levels of safety to maintain not only their drivers’ safety but others on the road as well. Social, economic, and
    environmental activities are all intertwined with company operations. In an effort to create a sustainable
    environment and a sustainable safety culture within companies, management must integrate these multiple
    areas into company and fleet operations to promote and ensure safety.

    As we look back on all eight units of this course, it is important to remember the key elements for a safe and
    responsible fleet:

    • management involvement and commitment;
    • hiring the right people;
    • proper training, specific to the vehicles that will be operated;
    • employee participation;
    • analysis of both leading and trailing indicators to honestly assess how the company is doing; and
    • accountability.

    References

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Environmental Protection Agency. (n.d.-a). How SmartWay advances sustainable transportation supply

    chains. Retrieved from https://www.epa.gov/smartway/how-smartway-advances-sustainable-
    transportation-supply-chains

    Environmental Protection Agency. (n.d.-b). Summary of the National Environmental Policy Act 42 U.S.C.

    §4321 et seq. (1969). Retrieved from www.epa.gov/compliance/nepa

    International Organization for Standardization. (n.d.-a). ISO 9000 – Quality management. Retrieved from

    https://www.iso.org/iso-9001-quality-management.html

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    International Organization for Standardization. (n.d.-b). ISO 14000 family – Environmental management.
    Retrieved from https://www.iso.org/iso-14001-environmental-management.html

    Transportation and Climate Change Clearinghouse. (n.d.). Transportation’s role in climate change. Retrieved

    from https://www.climate.dot.gov/about/transportations-role/overview.html

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    To get a free download of the ISO 45001 standard, refer to the web page below.

    Edet, U. (2018). Download the ISO 45001 occupational health and safety standard PDF copy. Retrieved from

    https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    What specifically could you do to make the office, factory, or shop that you work in Leadership in Energy and
    Environmental Design (LEED) certified?

    [https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf](https://hsewatch.com/iso-45001-occupational-health-and-safety-standard-pdf)

    – Course Learning Outcomes for Unit VIII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Global Reporting Initiatives
    – International Organization for Standardization
    – Safety and Social Responsibility
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

  • [Solved] OSHA 2305 CS

    ✓ Verified Academic Solution Available

    Executive Solution Overview

    See attached **files (2)** – ## OSHA2305UnitVIICaseStudy.docx – ## UnitVII.pdf **## OSHA2305UnitVIICaseStudy.docx** OSHA 2305 Unit VII Case Study You were recently hired as the fleet safety manager for a small distribution company in the Midwest. Your small company just received a compliance, safety…

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    Assignment Prompt & Instructions

    See attached

    **files (2)**

    – ## OSHA2305UnitVIICaseStudy.docx

    – ## UnitVII.pdf

    **## OSHA2305UnitVIICaseStudy.docx**

    OSHA 2305 Unit VII Case Study

    You were recently hired as the fleet safety manager for a small distribution company in the Midwest. Your small company just received a compliance, safety, and accountability (CSA) score of 81. Last month, your score was 77. Upper management has requested a review of the scores and your analysis of the company’s fleet safety performance.

    · Is that a good or bad score? Is a higher score better (like basketball), or is a lower score better (like golf)?

    · If it is a good score, what will you do to sustain your success?

    · If it is a bad score, describe what you are going to do to improve your score and to avoid having your fleet shut down.

    · Recommend benchmarking and record-keeping systems for the company.

    · Identify performance incentives that you think would benefit the company’s fleet safety.

    · Describe fleet-safety-related responsibilities that this company should implement.

    · Describe hazard analysis and control techniques this company should implement for fleet safety.

    Feel free to add any information or create more details for the given scenario. Your completed case study should be at least four pages in length (not including your Title and Reference pages) and include at least two outside sources, one of which must come from the CSU Online Library. You must use APA Style to create citations and references for this assignment.

    **## UnitVII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    1. Summarize fleet safety management programs and practices.
    1.1 Identify performance incentives to benefit a company’s fleet safety.

    3. Describe fleet-safety-related responsibilities.

    3.1 Discuss changes to improve a company’s fleet safety.

    4. Apply hazard analysis and control techniques to fleet safety.
    4.1 Discuss the compliance, safety, and accountability score of a company.
    4.2 Recommend benchmarking and record-keeping systems for a company.

    Required Unit Resources

    Chapter 1: DOT Regulations, pp. 7–8

    Chapter 8: Benchmarking and Performance Criteria, pp. 169–186

    In order to access the following resources, click the links below.

    Nævestad, T.-O., Elvebakk, B., & Phillips, R. O. (2018). The safety ladder: Developing an evidence-based

    safety management strategy for small road transport companies. Transport Reviews, 38(3), 372–393.
    Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=bsu&AN=128004193&site=ehost-live&scope=site

    Tilleard, A. (n.d.). Benchmarking health and safety—Key considerations. Retrieved from

    https://eazysafe.com/blog/safety-management/benchmarking-health-safety/

    Unit Lesson

    Introduction

    Management and benchmarking guru Dr. Peter Drucker once stated, “What gets measured gets managed”
    (Haight, 2015, p. 132). Benchmarking and performance indicators have long been utilized in measuring
    performance for companies within a variety of situations. Within fleet and company safety programs, choosing
    the correct metrics for the benchmarking process is the framework and foundation for effectively evaluating all
    activities and outcomes related to fleet safety.

    Some companies use industry benchmark data to spur themselves on to be the best in class. Unfortunately,
    there are other companies that notice that they are the best of a mediocre lot and are content with that.

    Safety should be recognized as a core value within a company. Accident statistics have long been analyzed
    to improve safety programs within fleets. Companies use these types of results in addition to accident
    reporting techniques to appraise overall safety performance standards and to decide where further
    improvements are needed. Accident statistics are recorded within many different industry segments such as
    the Federal Transit Administration, the American Trucking Associations, the American Public Transportation
    Association, and the American School Bus Council.

    UNIT VII STUDY GUIDE
    Benchmarking Principles and Safety
    Initiatives

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://eazysafe.com/blog/safety-management/benchmarking-health-safety/](https://eazysafe.com/blog/safety-management/benchmarking-health-safety/)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    Procedures

    Each fleet has different reporting features that are continuously analyzed by safety managers and leadership
    within the company. Another important procedure is proper training on vehicle operations in alignment with
    well-communicated driver expectations and qualifications. In addition, procedures must be in place to quickly
    report and thoroughly investigate all accidents.

    Chapter 8 of the textbook contrasts the value of centralized versus decentralized reporting systems. With
    decentralized systems, a company could potentially have more of an advantage if an accident were to occur
    because management would be closer to the location to review the incident and provide detailed information
    in a timely manner. On the other hand, a more centralized system provides uniform responses, unified record
    keeping with daily data backups, and more consistent interpretation of chargeability regarding accidents,
    which is done from a main office as opposed to multiple offices located in multiple locations.

    The goal of benchmarking is to determine not only safe practices but also accident prevention. The individual
    responsible for conducting benchmarking must determine the types of reported incidents to be recorded for
    use by the company. Many companies record preventable versus unpreventable accidents and link that data
    to performance appraisals and/or bonus programs. Whatever benchmark is set for recording incidents, it is
    critical for a safety manager to properly record accidents and no-injury incidents and utilize this information to
    provide thorough training and proper vehicle maintenance for his or her drivers to prevent future on-the-job
    accidents. While there are some companies that are suspected of altering the accident records, full
    transparency and honesty is the best policy.

    One of the key procedures is the accident reporting procedure. It is crucial that fleet drivers be instructed and
    held accountable to report all incidents immediately, including minor ones that might be tempting to hide.
    Drivers and supervisors must be taught what language to use and not use in the first report because this
    report could become an official court document. In addition, drivers and supervisors should be taught how to
    properly take photographs, including using reference points so that distances are easier to gauge. Finally,
    most companies have an accident kit, which is placed in each fleet vehicle. This kit includes the insurance
    card, a report form and pen, a bullet-point summary card of what to do and say or not say, and a disposable
    camera in case the driver does not have a cell phone with a camera feature. Most organizations also have a
    post-accident drug and alcohol testing protocol to follow.

    Accident Record-Keeping Systems

    Design and development of record-keeping systems can help assist a company in having the data necessary
    to conduct an accurate analysis of areas needing to be addressed. Begin by creating a successful accident
    record-keeping system that chooses meaningful data elements for recording. These elements can be the
    metrics that have the largest impact on the company’s safety program. These types of elements demonstrate
    the major parts of an accident—such as who was at fault, what vehicles were used, why the accident
    occurred, and where the accident occurred. The focus should be primarily on capturing all information
    regarding the accident, such as the number of vehicles involved, if there were any injuries and fatalities, and
    specific documentation as to the amount of damage that each involved vehicle sustained.

    According to the Occupational Safety and Health Administration (OSHA, n.d.), employers who have more
    than 10 employees must keep a comprehensive record of all incidents that happen within the company. This
    includes any accidents within its fleets. The record of each incident must be kept on file for at least 5 years
    per OSHA regulations. Companies can use the following OSHA regulations as guidelines for creating
    accident record-keeping systems:

    • recording any job-related fatality, including incidents involving fleet vehicles;
    • recording any on-the-job injury that results in loss of consciousness or days off from work;
    • recording any job-related or on-the-job injuries that require major medical treatment;
    • recording any employee diagnosis that is a direct result of a work-related accident; and
    • recording any special criteria that involves work-related injury cases (OSHA, n.d.).

    The most accurate benchmark that can be utilized by safety managers and senior management within a
    company is a careful analysis of past accidents that occurred within their own company. This should include a
    look at the implementation of improvements to facilitate a safer environment to evaluate effectiveness, with a

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    constant eye on preventing incidents in the future. Reviewing incidents outside of a company can be
    beneficial but not as important as reviewing those that happen within the company.

    Incentive Programs for Safety

    A primary target for employers is to promote safety throughout their company environment. In order to
    facilitate effectiveness, employers need to keep employees interested. Given this, many companies use
    incentive programs to promote safety at their worksites and within their fleets. The positive results of
    incentive programs have been researched and linked to the reward theory and also to what is called the
    Hawthorne effect. The Hawthorne effect was established after a study was conducted between 1927 and
    1932 involving the possible connection between the worksite environment (e.g., amount of lighting, color of
    paint on the walls) and productivity (Haight, 2015). Study results showed that while there was no established
    connection between a worksite environment and the productivity that resulted from it, it was demonstrated
    that productivity is a direct result of the employees’ perceptions because they felt more involved and because
    they saw management paying more attention to what they were doing. As a result, productivity went up
    (Hindle, 2008).

    Companies have developed reward programs specifically to reward drivers for safe driving habits, such as
    keeping a clean driving record, keeping their vehicles clean, and avoiding accidents. By rewarding drivers for
    safe behavior, companies are building a culture of safety (Vergara, 2009). Employees often need incentives
    to raise their levels of productivity and align themselves with their company’s goals and objectives.

    While companies want to reduce accident statistics, there is also a need to increase communications with
    employees to ensure this takes place. These types of communications will help employees better understand
    safety program parameters. For example, how would the program be coordinated and implemented? What is
    the period in which employees can receive awards? What types of safety procedures do employees need to
    follow while operating fleet vehicles? How will drivers qualify for these safety awards?

    Fleet and terminal managers need to be sure to enforce their rules and safety regulations. Compliance is the
    primary goal as a company needs to demonstrate that it means business. Employees will most likely be
    compliant in their operations of fleet vehicles if they see the importance of doing so and notice results.
    Employees also want to see that if they are held accountable, management and frontline supervisors are also
    held accountable. Credibility is gained and maintained when drivers see demonstrated commitment and
    consistency instead of just talk.

    Conclusion

    From benchmarking, effective metrics need to be established, and statistical analysis should take place
    involving this data to determine new and improved methods that can be used by companies to reduce future
    on-the-job accidents. Companies can determine what data should be gathered to successfully report while
    also using the information to create a safety program that works for the fleet. In developing an individualized
    accident reporting system, the company can take accident and incident data and employ it in the current
    safety programs to improve training and hopefully mitigate future incidents. Safe driving recognition and
    incentive programs reinforce good driving performance (Vergara, 2009). Fleet performance should be
    determined through effective and efficient benchmarking practices and should demonstrate not only
    accountability for past accidents but responsibility in preventing future ones.

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    References

    Haight, J. M. (Ed.). (2015). Fleet safety: For safety professionals and fleet managers. Park Ridge, IL:

    American Society of Safety Professionals.

    Hindle, T. (2008, November 3). The Hawthorne effect. The Economist. Retrieved from

    http://www.economist.com/node/12510632

    Occupational Safety and Health Administration. (n.d.). Recordkeeping requirements. Retrieved from

    https://www.osha.gov/recordkeeping/

    Vergara, L. (2009). How to develop a fleet safety award program. Retrieved from http://www.automotive-

    fleet.com/article/story/2009/03/how-to-develop-a-fleet-safety-award-program.aspx

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    The Federal Motor Carrier Safety Administration website provides several means for researching safety-
    related information for companies.

    Federal Motor Carrier Safety Administration. (n.d.). Company safety records: Overview. Retrieved from

    https://www.fmcsa.dot.gov/safety/company-safety-records

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    Develop a fleet incident first report of incident (brief) form that you would use in your company and that would
    provide meaningful data to you.

    [https://www.fmcsa.dot.gov/safety/company-safety-records](https://www.fmcsa.dot.gov/safety/company-safety-records)

    – Course Learning Outcomes for Unit VII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Procedures
    – Accident Record-Keeping Systems
    – Incentive Programs for Safety
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## UnitVII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    1. Summarize fleet safety management programs and practices.
    1.1 Identify performance incentives to benefit a company’s fleet safety.

    3. Describe fleet-safety-related responsibilities.

    3.1 Discuss changes to improve a company’s fleet safety.

    4. Apply hazard analysis and control techniques to fleet safety.
    4.1 Discuss the compliance, safety, and accountability score of a company.
    4.2 Recommend benchmarking and record-keeping systems for a company.

    Required Unit Resources

    Chapter 1: DOT Regulations, pp. 7–8

    Chapter 8: Benchmarking and Performance Criteria, pp. 169–186

    In order to access the following resources, click the links below.

    Nævestad, T.-O., Elvebakk, B., & Phillips, R. O. (2018). The safety ladder: Developing an evidence-based

    safety management strategy for small road transport companies. Transport Reviews, 38(3), 372–393.
    Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=bsu&AN=128004193&site=ehost-live&scope=site

    Tilleard, A. (n.d.). Benchmarking health and safety—Key considerations. Retrieved from

    https://eazysafe.com/blog/safety-management/benchmarking-health-safety/

    Unit Lesson

    Introduction

    Management and benchmarking guru Dr. Peter Drucker once stated, “What gets measured gets managed”
    (Haight, 2015, p. 132). Benchmarking and performance indicators have long been utilized in measuring
    performance for companies within a variety of situations. Within fleet and company safety programs, choosing
    the correct metrics for the benchmarking process is the framework and foundation for effectively evaluating all
    activities and outcomes related to fleet safety.

    Some companies use industry benchmark data to spur themselves on to be the best in class. Unfortunately,
    there are other companies that notice that they are the best of a mediocre lot and are content with that.

    Safety should be recognized as a core value within a company. Accident statistics have long been analyzed
    to improve safety programs within fleets. Companies use these types of results in addition to accident
    reporting techniques to appraise overall safety performance standards and to decide where further
    improvements are needed. Accident statistics are recorded within many different industry segments such as
    the Federal Transit Administration, the American Trucking Associations, the American Public Transportation
    Association, and the American School Bus Council.

    UNIT VII STUDY GUIDE
    Benchmarking Principles and Safety
    Initiatives

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://eazysafe.com/blog/safety-management/benchmarking-health-safety/](https://eazysafe.com/blog/safety-management/benchmarking-health-safety/)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    Procedures

    Each fleet has different reporting features that are continuously analyzed by safety managers and leadership
    within the company. Another important procedure is proper training on vehicle operations in alignment with
    well-communicated driver expectations and qualifications. In addition, procedures must be in place to quickly
    report and thoroughly investigate all accidents.

    Chapter 8 of the textbook contrasts the value of centralized versus decentralized reporting systems. With
    decentralized systems, a company could potentially have more of an advantage if an accident were to occur
    because management would be closer to the location to review the incident and provide detailed information
    in a timely manner. On the other hand, a more centralized system provides uniform responses, unified record
    keeping with daily data backups, and more consistent interpretation of chargeability regarding accidents,
    which is done from a main office as opposed to multiple offices located in multiple locations.

    The goal of benchmarking is to determine not only safe practices but also accident prevention. The individual
    responsible for conducting benchmarking must determine the types of reported incidents to be recorded for
    use by the company. Many companies record preventable versus unpreventable accidents and link that data
    to performance appraisals and/or bonus programs. Whatever benchmark is set for recording incidents, it is
    critical for a safety manager to properly record accidents and no-injury incidents and utilize this information to
    provide thorough training and proper vehicle maintenance for his or her drivers to prevent future on-the-job
    accidents. While there are some companies that are suspected of altering the accident records, full
    transparency and honesty is the best policy.

    One of the key procedures is the accident reporting procedure. It is crucial that fleet drivers be instructed and
    held accountable to report all incidents immediately, including minor ones that might be tempting to hide.
    Drivers and supervisors must be taught what language to use and not use in the first report because this
    report could become an official court document. In addition, drivers and supervisors should be taught how to
    properly take photographs, including using reference points so that distances are easier to gauge. Finally,
    most companies have an accident kit, which is placed in each fleet vehicle. This kit includes the insurance
    card, a report form and pen, a bullet-point summary card of what to do and say or not say, and a disposable
    camera in case the driver does not have a cell phone with a camera feature. Most organizations also have a
    post-accident drug and alcohol testing protocol to follow.

    Accident Record-Keeping Systems

    Design and development of record-keeping systems can help assist a company in having the data necessary
    to conduct an accurate analysis of areas needing to be addressed. Begin by creating a successful accident
    record-keeping system that chooses meaningful data elements for recording. These elements can be the
    metrics that have the largest impact on the company’s safety program. These types of elements demonstrate
    the major parts of an accident—such as who was at fault, what vehicles were used, why the accident
    occurred, and where the accident occurred. The focus should be primarily on capturing all information
    regarding the accident, such as the number of vehicles involved, if there were any injuries and fatalities, and
    specific documentation as to the amount of damage that each involved vehicle sustained.

    According to the Occupational Safety and Health Administration (OSHA, n.d.), employers who have more
    than 10 employees must keep a comprehensive record of all incidents that happen within the company. This
    includes any accidents within its fleets. The record of each incident must be kept on file for at least 5 years
    per OSHA regulations. Companies can use the following OSHA regulations as guidelines for creating
    accident record-keeping systems:

    • recording any job-related fatality, including incidents involving fleet vehicles;
    • recording any on-the-job injury that results in loss of consciousness or days off from work;
    • recording any job-related or on-the-job injuries that require major medical treatment;
    • recording any employee diagnosis that is a direct result of a work-related accident; and
    • recording any special criteria that involves work-related injury cases (OSHA, n.d.).

    The most accurate benchmark that can be utilized by safety managers and senior management within a
    company is a careful analysis of past accidents that occurred within their own company. This should include a
    look at the implementation of improvements to facilitate a safer environment to evaluate effectiveness, with a

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    constant eye on preventing incidents in the future. Reviewing incidents outside of a company can be
    beneficial but not as important as reviewing those that happen within the company.

    Incentive Programs for Safety

    A primary target for employers is to promote safety throughout their company environment. In order to
    facilitate effectiveness, employers need to keep employees interested. Given this, many companies use
    incentive programs to promote safety at their worksites and within their fleets. The positive results of
    incentive programs have been researched and linked to the reward theory and also to what is called the
    Hawthorne effect. The Hawthorne effect was established after a study was conducted between 1927 and
    1932 involving the possible connection between the worksite environment (e.g., amount of lighting, color of
    paint on the walls) and productivity (Haight, 2015). Study results showed that while there was no established
    connection between a worksite environment and the productivity that resulted from it, it was demonstrated
    that productivity is a direct result of the employees’ perceptions because they felt more involved and because
    they saw management paying more attention to what they were doing. As a result, productivity went up
    (Hindle, 2008).

    Companies have developed reward programs specifically to reward drivers for safe driving habits, such as
    keeping a clean driving record, keeping their vehicles clean, and avoiding accidents. By rewarding drivers for
    safe behavior, companies are building a culture of safety (Vergara, 2009). Employees often need incentives
    to raise their levels of productivity and align themselves with their company’s goals and objectives.

    While companies want to reduce accident statistics, there is also a need to increase communications with
    employees to ensure this takes place. These types of communications will help employees better understand
    safety program parameters. For example, how would the program be coordinated and implemented? What is
    the period in which employees can receive awards? What types of safety procedures do employees need to
    follow while operating fleet vehicles? How will drivers qualify for these safety awards?

    Fleet and terminal managers need to be sure to enforce their rules and safety regulations. Compliance is the
    primary goal as a company needs to demonstrate that it means business. Employees will most likely be
    compliant in their operations of fleet vehicles if they see the importance of doing so and notice results.
    Employees also want to see that if they are held accountable, management and frontline supervisors are also
    held accountable. Credibility is gained and maintained when drivers see demonstrated commitment and
    consistency instead of just talk.

    Conclusion

    From benchmarking, effective metrics need to be established, and statistical analysis should take place
    involving this data to determine new and improved methods that can be used by companies to reduce future
    on-the-job accidents. Companies can determine what data should be gathered to successfully report while
    also using the information to create a safety program that works for the fleet. In developing an individualized
    accident reporting system, the company can take accident and incident data and employ it in the current
    safety programs to improve training and hopefully mitigate future incidents. Safe driving recognition and
    incentive programs reinforce good driving performance (Vergara, 2009). Fleet performance should be
    determined through effective and efficient benchmarking practices and should demonstrate not only
    accountability for past accidents but responsibility in preventing future ones.

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    References

    Haight, J. M. (Ed.). (2015). Fleet safety: For safety professionals and fleet managers. Park Ridge, IL:

    American Society of Safety Professionals.

    Hindle, T. (2008, November 3). The Hawthorne effect. The Economist. Retrieved from

    http://www.economist.com/node/12510632

    Occupational Safety and Health Administration. (n.d.). Recordkeeping requirements. Retrieved from

    https://www.osha.gov/recordkeeping/

    Vergara, L. (2009). How to develop a fleet safety award program. Retrieved from http://www.automotive-

    fleet.com/article/story/2009/03/how-to-develop-a-fleet-safety-award-program.aspx

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    The Federal Motor Carrier Safety Administration website provides several means for researching safety-
    related information for companies.

    Federal Motor Carrier Safety Administration. (n.d.). Company safety records: Overview. Retrieved from

    https://www.fmcsa.dot.gov/safety/company-safety-records

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    Develop a fleet incident first report of incident (brief) form that you would use in your company and that would
    provide meaningful data to you.

    [https://www.fmcsa.dot.gov/safety/company-safety-records](https://www.fmcsa.dot.gov/safety/company-safety-records)

    – Course Learning Outcomes for Unit VII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Procedures
    – Accident Record-Keeping Systems
    – Incentive Programs for Safety
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## OSHA2305UnitVIICaseStudy.docx**

    OSHA 2305 Unit VII Case Study

    You were recently hired as the fleet safety manager for a small distribution company in the Midwest. Your small company just received a compliance, safety, and accountability (CSA) score of 81. Last month, your score was 77. Upper management has requested a review of the scores and your analysis of the company’s fleet safety performance.

    · Is that a good or bad score? Is a higher score better (like basketball), or is a lower score better (like golf)?

    · If it is a good score, what will you do to sustain your success?

    · If it is a bad score, describe what you are going to do to improve your score and to avoid having your fleet shut down.

    · Recommend benchmarking and record-keeping systems for the company.

    · Identify performance incentives that you think would benefit the company’s fleet safety.

    · Describe fleet-safety-related responsibilities that this company should implement.

    · Describe hazard analysis and control techniques this company should implement for fleet safety.

    Feel free to add any information or create more details for the given scenario. Your completed case study should be at least four pages in length (not including your Title and Reference pages) and include at least two outside sources, one of which must come from the CSU Online Library. You must use APA Style to create citations and references for this assignment.

    **## UnitVII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    1. Summarize fleet safety management programs and practices.
    1.1 Identify performance incentives to benefit a company’s fleet safety.

    3. Describe fleet-safety-related responsibilities.

    3.1 Discuss changes to improve a company’s fleet safety.

    4. Apply hazard analysis and control techniques to fleet safety.
    4.1 Discuss the compliance, safety, and accountability score of a company.
    4.2 Recommend benchmarking and record-keeping systems for a company.

    Required Unit Resources

    Chapter 1: DOT Regulations, pp. 7–8

    Chapter 8: Benchmarking and Performance Criteria, pp. 169–186

    In order to access the following resources, click the links below.

    Nævestad, T.-O., Elvebakk, B., & Phillips, R. O. (2018). The safety ladder: Developing an evidence-based

    safety management strategy for small road transport companies. Transport Reviews, 38(3), 372–393.
    Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=bsu&AN=128004193&site=ehost-live&scope=site

    Tilleard, A. (n.d.). Benchmarking health and safety—Key considerations. Retrieved from

    https://eazysafe.com/blog/safety-management/benchmarking-health-safety/

    Unit Lesson

    Introduction

    Management and benchmarking guru Dr. Peter Drucker once stated, “What gets measured gets managed”
    (Haight, 2015, p. 132). Benchmarking and performance indicators have long been utilized in measuring
    performance for companies within a variety of situations. Within fleet and company safety programs, choosing
    the correct metrics for the benchmarking process is the framework and foundation for effectively evaluating all
    activities and outcomes related to fleet safety.

    Some companies use industry benchmark data to spur themselves on to be the best in class. Unfortunately,
    there are other companies that notice that they are the best of a mediocre lot and are content with that.

    Safety should be recognized as a core value within a company. Accident statistics have long been analyzed
    to improve safety programs within fleets. Companies use these types of results in addition to accident
    reporting techniques to appraise overall safety performance standards and to decide where further
    improvements are needed. Accident statistics are recorded within many different industry segments such as
    the Federal Transit Administration, the American Trucking Associations, the American Public Transportation
    Association, and the American School Bus Council.

    UNIT VII STUDY GUIDE
    Benchmarking Principles and Safety
    Initiatives

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://eazysafe.com/blog/safety-management/benchmarking-health-safety/](https://eazysafe.com/blog/safety-management/benchmarking-health-safety/)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    Procedures

    Each fleet has different reporting features that are continuously analyzed by safety managers and leadership
    within the company. Another important procedure is proper training on vehicle operations in alignment with
    well-communicated driver expectations and qualifications. In addition, procedures must be in place to quickly
    report and thoroughly investigate all accidents.

    Chapter 8 of the textbook contrasts the value of centralized versus decentralized reporting systems. With
    decentralized systems, a company could potentially have more of an advantage if an accident were to occur
    because management would be closer to the location to review the incident and provide detailed information
    in a timely manner. On the other hand, a more centralized system provides uniform responses, unified record
    keeping with daily data backups, and more consistent interpretation of chargeability regarding accidents,
    which is done from a main office as opposed to multiple offices located in multiple locations.

    The goal of benchmarking is to determine not only safe practices but also accident prevention. The individual
    responsible for conducting benchmarking must determine the types of reported incidents to be recorded for
    use by the company. Many companies record preventable versus unpreventable accidents and link that data
    to performance appraisals and/or bonus programs. Whatever benchmark is set for recording incidents, it is
    critical for a safety manager to properly record accidents and no-injury incidents and utilize this information to
    provide thorough training and proper vehicle maintenance for his or her drivers to prevent future on-the-job
    accidents. While there are some companies that are suspected of altering the accident records, full
    transparency and honesty is the best policy.

    One of the key procedures is the accident reporting procedure. It is crucial that fleet drivers be instructed and
    held accountable to report all incidents immediately, including minor ones that might be tempting to hide.
    Drivers and supervisors must be taught what language to use and not use in the first report because this
    report could become an official court document. In addition, drivers and supervisors should be taught how to
    properly take photographs, including using reference points so that distances are easier to gauge. Finally,
    most companies have an accident kit, which is placed in each fleet vehicle. This kit includes the insurance
    card, a report form and pen, a bullet-point summary card of what to do and say or not say, and a disposable
    camera in case the driver does not have a cell phone with a camera feature. Most organizations also have a
    post-accident drug and alcohol testing protocol to follow.

    Accident Record-Keeping Systems

    Design and development of record-keeping systems can help assist a company in having the data necessary
    to conduct an accurate analysis of areas needing to be addressed. Begin by creating a successful accident
    record-keeping system that chooses meaningful data elements for recording. These elements can be the
    metrics that have the largest impact on the company’s safety program. These types of elements demonstrate
    the major parts of an accident—such as who was at fault, what vehicles were used, why the accident
    occurred, and where the accident occurred. The focus should be primarily on capturing all information
    regarding the accident, such as the number of vehicles involved, if there were any injuries and fatalities, and
    specific documentation as to the amount of damage that each involved vehicle sustained.

    According to the Occupational Safety and Health Administration (OSHA, n.d.), employers who have more
    than 10 employees must keep a comprehensive record of all incidents that happen within the company. This
    includes any accidents within its fleets. The record of each incident must be kept on file for at least 5 years
    per OSHA regulations. Companies can use the following OSHA regulations as guidelines for creating
    accident record-keeping systems:

    • recording any job-related fatality, including incidents involving fleet vehicles;
    • recording any on-the-job injury that results in loss of consciousness or days off from work;
    • recording any job-related or on-the-job injuries that require major medical treatment;
    • recording any employee diagnosis that is a direct result of a work-related accident; and
    • recording any special criteria that involves work-related injury cases (OSHA, n.d.).

    The most accurate benchmark that can be utilized by safety managers and senior management within a
    company is a careful analysis of past accidents that occurred within their own company. This should include a
    look at the implementation of improvements to facilitate a safer environment to evaluate effectiveness, with a

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    constant eye on preventing incidents in the future. Reviewing incidents outside of a company can be
    beneficial but not as important as reviewing those that happen within the company.

    Incentive Programs for Safety

    A primary target for employers is to promote safety throughout their company environment. In order to
    facilitate effectiveness, employers need to keep employees interested. Given this, many companies use
    incentive programs to promote safety at their worksites and within their fleets. The positive results of
    incentive programs have been researched and linked to the reward theory and also to what is called the
    Hawthorne effect. The Hawthorne effect was established after a study was conducted between 1927 and
    1932 involving the possible connection between the worksite environment (e.g., amount of lighting, color of
    paint on the walls) and productivity (Haight, 2015). Study results showed that while there was no established
    connection between a worksite environment and the productivity that resulted from it, it was demonstrated
    that productivity is a direct result of the employees’ perceptions because they felt more involved and because
    they saw management paying more attention to what they were doing. As a result, productivity went up
    (Hindle, 2008).

    Companies have developed reward programs specifically to reward drivers for safe driving habits, such as
    keeping a clean driving record, keeping their vehicles clean, and avoiding accidents. By rewarding drivers for
    safe behavior, companies are building a culture of safety (Vergara, 2009). Employees often need incentives
    to raise their levels of productivity and align themselves with their company’s goals and objectives.

    While companies want to reduce accident statistics, there is also a need to increase communications with
    employees to ensure this takes place. These types of communications will help employees better understand
    safety program parameters. For example, how would the program be coordinated and implemented? What is
    the period in which employees can receive awards? What types of safety procedures do employees need to
    follow while operating fleet vehicles? How will drivers qualify for these safety awards?

    Fleet and terminal managers need to be sure to enforce their rules and safety regulations. Compliance is the
    primary goal as a company needs to demonstrate that it means business. Employees will most likely be
    compliant in their operations of fleet vehicles if they see the importance of doing so and notice results.
    Employees also want to see that if they are held accountable, management and frontline supervisors are also
    held accountable. Credibility is gained and maintained when drivers see demonstrated commitment and
    consistency instead of just talk.

    Conclusion

    From benchmarking, effective metrics need to be established, and statistical analysis should take place
    involving this data to determine new and improved methods that can be used by companies to reduce future
    on-the-job accidents. Companies can determine what data should be gathered to successfully report while
    also using the information to create a safety program that works for the fleet. In developing an individualized
    accident reporting system, the company can take accident and incident data and employ it in the current
    safety programs to improve training and hopefully mitigate future incidents. Safe driving recognition and
    incentive programs reinforce good driving performance (Vergara, 2009). Fleet performance should be
    determined through effective and efficient benchmarking practices and should demonstrate not only
    accountability for past accidents but responsibility in preventing future ones.

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    References

    Haight, J. M. (Ed.). (2015). Fleet safety: For safety professionals and fleet managers. Park Ridge, IL:

    American Society of Safety Professionals.

    Hindle, T. (2008, November 3). The Hawthorne effect. The Economist. Retrieved from

    http://www.economist.com/node/12510632

    Occupational Safety and Health Administration. (n.d.). Recordkeeping requirements. Retrieved from

    https://www.osha.gov/recordkeeping/

    Vergara, L. (2009). How to develop a fleet safety award program. Retrieved from http://www.automotive-

    fleet.com/article/story/2009/03/how-to-develop-a-fleet-safety-award-program.aspx

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    The Federal Motor Carrier Safety Administration website provides several means for researching safety-
    related information for companies.

    Federal Motor Carrier Safety Administration. (n.d.). Company safety records: Overview. Retrieved from

    https://www.fmcsa.dot.gov/safety/company-safety-records

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    Develop a fleet incident first report of incident (brief) form that you would use in your company and that would
    provide meaningful data to you.

    [https://www.fmcsa.dot.gov/safety/company-safety-records](https://www.fmcsa.dot.gov/safety/company-safety-records)

    – Course Learning Outcomes for Unit VII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Procedures
    – Accident Record-Keeping Systems
    – Incentive Programs for Safety
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

    **## OSHA2305UnitVIICaseStudy.docx**

    OSHA 2305 Unit VII Case Study

    You were recently hired as the fleet safety manager for a small distribution company in the Midwest. Your small company just received a compliance, safety, and accountability (CSA) score of 81. Last month, your score was 77. Upper management has requested a review of the scores and your analysis of the company’s fleet safety performance.

    · Is that a good or bad score? Is a higher score better (like basketball), or is a lower score better (like golf)?

    · If it is a good score, what will you do to sustain your success?

    · If it is a bad score, describe what you are going to do to improve your score and to avoid having your fleet shut down.

    · Recommend benchmarking and record-keeping systems for the company.

    · Identify performance incentives that you think would benefit the company’s fleet safety.

    · Describe fleet-safety-related responsibilities that this company should implement.

    · Describe hazard analysis and control techniques this company should implement for fleet safety.

    Feel free to add any information or create more details for the given scenario. Your completed case study should be at least four pages in length (not including your Title and Reference pages) and include at least two outside sources, one of which must come from the CSU Online Library. You must use APA Style to create citations and references for this assignment.

    **## UnitVII.pdf**

    OSH 2305, Fleet and Driver Safety 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    1. Summarize fleet safety management programs and practices.
    1.1 Identify performance incentives to benefit a company’s fleet safety.

    3. Describe fleet-safety-related responsibilities.

    3.1 Discuss changes to improve a company’s fleet safety.

    4. Apply hazard analysis and control techniques to fleet safety.
    4.1 Discuss the compliance, safety, and accountability score of a company.
    4.2 Recommend benchmarking and record-keeping systems for a company.

    Required Unit Resources

    Chapter 1: DOT Regulations, pp. 7–8

    Chapter 8: Benchmarking and Performance Criteria, pp. 169–186

    In order to access the following resources, click the links below.

    Nævestad, T.-O., Elvebakk, B., & Phillips, R. O. (2018). The safety ladder: Developing an evidence-based

    safety management strategy for small road transport companies. Transport Reviews, 38(3), 372–393.
    Retrieved from
    https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direc
    t=true&db=bsu&AN=128004193&site=ehost-live&scope=site

    Tilleard, A. (n.d.). Benchmarking health and safety—Key considerations. Retrieved from

    https://eazysafe.com/blog/safety-management/benchmarking-health-safety/

    Unit Lesson

    Introduction

    Management and benchmarking guru Dr. Peter Drucker once stated, “What gets measured gets managed”
    (Haight, 2015, p. 132). Benchmarking and performance indicators have long been utilized in measuring
    performance for companies within a variety of situations. Within fleet and company safety programs, choosing
    the correct metrics for the benchmarking process is the framework and foundation for effectively evaluating all
    activities and outcomes related to fleet safety.

    Some companies use industry benchmark data to spur themselves on to be the best in class. Unfortunately,
    there are other companies that notice that they are the best of a mediocre lot and are content with that.

    Safety should be recognized as a core value within a company. Accident statistics have long been analyzed
    to improve safety programs within fleets. Companies use these types of results in addition to accident
    reporting techniques to appraise overall safety performance standards and to decide where further
    improvements are needed. Accident statistics are recorded within many different industry segments such as
    the Federal Transit Administration, the American Trucking Associations, the American Public Transportation
    Association, and the American School Bus Council.

    UNIT VII STUDY GUIDE
    Benchmarking Principles and Safety
    Initiatives

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site](https://libraryresources.columbiasouthern.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=bsu&AN=128004193&site=ehost-live&scope=site)

    [https://eazysafe.com/blog/safety-management/benchmarking-health-safety/](https://eazysafe.com/blog/safety-management/benchmarking-health-safety/)

    OSH 2305, Fleet and Driver Safety 2

    UNIT x STUDY GUIDE
    Title

    Procedures

    Each fleet has different reporting features that are continuously analyzed by safety managers and leadership
    within the company. Another important procedure is proper training on vehicle operations in alignment with
    well-communicated driver expectations and qualifications. In addition, procedures must be in place to quickly
    report and thoroughly investigate all accidents.

    Chapter 8 of the textbook contrasts the value of centralized versus decentralized reporting systems. With
    decentralized systems, a company could potentially have more of an advantage if an accident were to occur
    because management would be closer to the location to review the incident and provide detailed information
    in a timely manner. On the other hand, a more centralized system provides uniform responses, unified record
    keeping with daily data backups, and more consistent interpretation of chargeability regarding accidents,
    which is done from a main office as opposed to multiple offices located in multiple locations.

    The goal of benchmarking is to determine not only safe practices but also accident prevention. The individual
    responsible for conducting benchmarking must determine the types of reported incidents to be recorded for
    use by the company. Many companies record preventable versus unpreventable accidents and link that data
    to performance appraisals and/or bonus programs. Whatever benchmark is set for recording incidents, it is
    critical for a safety manager to properly record accidents and no-injury incidents and utilize this information to
    provide thorough training and proper vehicle maintenance for his or her drivers to prevent future on-the-job
    accidents. While there are some companies that are suspected of altering the accident records, full
    transparency and honesty is the best policy.

    One of the key procedures is the accident reporting procedure. It is crucial that fleet drivers be instructed and
    held accountable to report all incidents immediately, including minor ones that might be tempting to hide.
    Drivers and supervisors must be taught what language to use and not use in the first report because this
    report could become an official court document. In addition, drivers and supervisors should be taught how to
    properly take photographs, including using reference points so that distances are easier to gauge. Finally,
    most companies have an accident kit, which is placed in each fleet vehicle. This kit includes the insurance
    card, a report form and pen, a bullet-point summary card of what to do and say or not say, and a disposable
    camera in case the driver does not have a cell phone with a camera feature. Most organizations also have a
    post-accident drug and alcohol testing protocol to follow.

    Accident Record-Keeping Systems

    Design and development of record-keeping systems can help assist a company in having the data necessary
    to conduct an accurate analysis of areas needing to be addressed. Begin by creating a successful accident
    record-keeping system that chooses meaningful data elements for recording. These elements can be the
    metrics that have the largest impact on the company’s safety program. These types of elements demonstrate
    the major parts of an accident—such as who was at fault, what vehicles were used, why the accident
    occurred, and where the accident occurred. The focus should be primarily on capturing all information
    regarding the accident, such as the number of vehicles involved, if there were any injuries and fatalities, and
    specific documentation as to the amount of damage that each involved vehicle sustained.

    According to the Occupational Safety and Health Administration (OSHA, n.d.), employers who have more
    than 10 employees must keep a comprehensive record of all incidents that happen within the company. This
    includes any accidents within its fleets. The record of each incident must be kept on file for at least 5 years
    per OSHA regulations. Companies can use the following OSHA regulations as guidelines for creating
    accident record-keeping systems:

    • recording any job-related fatality, including incidents involving fleet vehicles;
    • recording any on-the-job injury that results in loss of consciousness or days off from work;
    • recording any job-related or on-the-job injuries that require major medical treatment;
    • recording any employee diagnosis that is a direct result of a work-related accident; and
    • recording any special criteria that involves work-related injury cases (OSHA, n.d.).

    The most accurate benchmark that can be utilized by safety managers and senior management within a
    company is a careful analysis of past accidents that occurred within their own company. This should include a
    look at the implementation of improvements to facilitate a safer environment to evaluate effectiveness, with a

    OSH 2305, Fleet and Driver Safety 3

    UNIT x STUDY GUIDE
    Title

    constant eye on preventing incidents in the future. Reviewing incidents outside of a company can be
    beneficial but not as important as reviewing those that happen within the company.

    Incentive Programs for Safety

    A primary target for employers is to promote safety throughout their company environment. In order to
    facilitate effectiveness, employers need to keep employees interested. Given this, many companies use
    incentive programs to promote safety at their worksites and within their fleets. The positive results of
    incentive programs have been researched and linked to the reward theory and also to what is called the
    Hawthorne effect. The Hawthorne effect was established after a study was conducted between 1927 and
    1932 involving the possible connection between the worksite environment (e.g., amount of lighting, color of
    paint on the walls) and productivity (Haight, 2015). Study results showed that while there was no established
    connection between a worksite environment and the productivity that resulted from it, it was demonstrated
    that productivity is a direct result of the employees’ perceptions because they felt more involved and because
    they saw management paying more attention to what they were doing. As a result, productivity went up
    (Hindle, 2008).

    Companies have developed reward programs specifically to reward drivers for safe driving habits, such as
    keeping a clean driving record, keeping their vehicles clean, and avoiding accidents. By rewarding drivers for
    safe behavior, companies are building a culture of safety (Vergara, 2009). Employees often need incentives
    to raise their levels of productivity and align themselves with their company’s goals and objectives.

    While companies want to reduce accident statistics, there is also a need to increase communications with
    employees to ensure this takes place. These types of communications will help employees better understand
    safety program parameters. For example, how would the program be coordinated and implemented? What is
    the period in which employees can receive awards? What types of safety procedures do employees need to
    follow while operating fleet vehicles? How will drivers qualify for these safety awards?

    Fleet and terminal managers need to be sure to enforce their rules and safety regulations. Compliance is the
    primary goal as a company needs to demonstrate that it means business. Employees will most likely be
    compliant in their operations of fleet vehicles if they see the importance of doing so and notice results.
    Employees also want to see that if they are held accountable, management and frontline supervisors are also
    held accountable. Credibility is gained and maintained when drivers see demonstrated commitment and
    consistency instead of just talk.

    Conclusion

    From benchmarking, effective metrics need to be established, and statistical analysis should take place
    involving this data to determine new and improved methods that can be used by companies to reduce future
    on-the-job accidents. Companies can determine what data should be gathered to successfully report while
    also using the information to create a safety program that works for the fleet. In developing an individualized
    accident reporting system, the company can take accident and incident data and employ it in the current
    safety programs to improve training and hopefully mitigate future incidents. Safe driving recognition and
    incentive programs reinforce good driving performance (Vergara, 2009). Fleet performance should be
    determined through effective and efficient benchmarking practices and should demonstrate not only
    accountability for past accidents but responsibility in preventing future ones.

    OSH 2305, Fleet and Driver Safety 4

    UNIT x STUDY GUIDE
    Title

    References

    Haight, J. M. (Ed.). (2015). Fleet safety: For safety professionals and fleet managers. Park Ridge, IL:

    American Society of Safety Professionals.

    Hindle, T. (2008, November 3). The Hawthorne effect. The Economist. Retrieved from

    http://www.economist.com/node/12510632

    Occupational Safety and Health Administration. (n.d.). Recordkeeping requirements. Retrieved from

    https://www.osha.gov/recordkeeping/

    Vergara, L. (2009). How to develop a fleet safety award program. Retrieved from http://www.automotive-

    fleet.com/article/story/2009/03/how-to-develop-a-fleet-safety-award-program.aspx

    Suggested Unit Resources

    In order to access the following resource, click the link below.

    The Federal Motor Carrier Safety Administration website provides several means for researching safety-
    related information for companies.

    Federal Motor Carrier Safety Administration. (n.d.). Company safety records: Overview. Retrieved from

    https://www.fmcsa.dot.gov/safety/company-safety-records

    Learning Activities (Nongraded)

    Nongraded Learning Activities are provided to aid students in their course of study. You do not have to submit
    them. If you have questions, contact your instructor for further guidance and information.

    Develop a fleet incident first report of incident (brief) form that you would use in your company and that would
    provide meaningful data to you.

    [https://www.fmcsa.dot.gov/safety/company-safety-records](https://www.fmcsa.dot.gov/safety/company-safety-records)

    – Course Learning Outcomes for Unit VII
    – Required Unit Resources
    – Unit Lesson

    – Introduction
    – Procedures
    – Accident Record-Keeping Systems
    – Incentive Programs for Safety
    – Conclusion

    – Suggested Unit Resources
    – Learning Activities (Nongraded)

  • [Solved] FIR Proposal

    ✓ Verified Academic Solution Available

    Executive Solution Overview

    see attached **files (2)** – ## UnitVIIProposal.docx – ## UnitVII.pdf **## UnitVIIProposal.docx** Unit VII Proposal This Proposal measures your mastery of ULOs 3.1 UVII, 6.1, and 8.1. **Assignment Objective:** Your department is forming a committee to guide the development of grant proposals focused…

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    Assignment Prompt & Instructions

    see attached

    **files (2)**

    – ## UnitVIIProposal.docx

    – ## UnitVII.pdf

    **## UnitVIIProposal.docx**

    Unit VII Proposal

    This Proposal measures your mastery of ULOs 3.1 UVII, 6.1, and 8.1.

    **Assignment Objective:** Your department is forming a committee to guide the development of grant proposals focused on enhancing safety and health. You have been chosen as a committee representative, and the chairperson has requested that each member submit ideas for technology grant proposals that would benefit the department’s safety and health initiatives.

    **Assignment Details:** Your proposal will be evaluated on the quality and depth of information provided and its potential positive impact on the department. Please use the following points to support your proposal:

    · Begin with an introduction explaining your choice of topic for the proposal.

    · Identify the issue the grant proposal aims to address by providing a clear problem statement.

    · Describe specifically how this proposal will positively impact safety and health within the department or organization.

    · Analyze how this grant proposal could enhance public education efforts and support code enforcement.

    · Explain how this proposal will contribute to risk reduction within the organization through improved risk management processes.

    · Include data and research to substantiate your proposal, referencing relevant illness, injury, fatality, or cost data specific to your department.

    · Provide examples of similar programs implemented by other agencies that have shown positive outcomes, if applicable.

    · Discuss whether this proposal aligns with current or future industry best practices, including specific details.

    · If relevant, explain how this proposal aligns with any national or industry standards, providing specific references.

    · Include any additional information that would strengthen your proposal and make it more compelling.

    _Note_: Budget details are not required at this stage. If selected, budget information will be developed based on the quality of your proposal content.

    **Length:** Your submission should be at least 3-pages in length, not including the title page and references.

    **References:** A minimum of 2 references are required, 1 of which should be Scholarly/Academic in nature and found in the CSU Library. APA formatting should be used for citations and references. Use the definition to define the term in the instructions.

    **## UnitVII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    2. Explain the concept of risk management.
    2.1 Recognize the impact of risk management on the development of industry response standards.

    3. Recognize the importance of standards as they apply to health and safety.

    3.1 Explain how standard operating procedures and guidelines contribute to improved levels of
    safety and health.

    Required Unit Resources

    Chapter 11: Establishing Response Standards

    Chapter 12: Examining Response to Violent Incidents

    Unit Lesson

    Introduction

    Please view the Unit VII Video. Closed captioning will be available once you access the video.

    In this unit, we will discuss the importance of standards as they relate to fire and emergency service response
    operations. If you are a member of an organized agency that provides fire and emergency services, your
    organization likely has some type of standards by which you respond and operate. In this unit, we will
    examine this issue from a macro, not micro, level to ensure we address most situations that may be
    encountered.

    It’s been stated that, “All firefighting is local.” It is understood that there are differences between agencies.
    These differences include career, volunteer, combination, size, scope, area covered, governance, funding,
    and so on. The list is simply too long and the differences too varied to attempt to cover all under one umbrella.
    Our goal is to discuss the topic(s) broadly and allow you, the learner, to interpret, decide, and implement
    policies and procedures that make the most sense for your individual agency.

    Standard Operating Procedures

    It is 10:30 a.m. on Monday, January 2. Your agency is dispatched to an activated fire alarm at 123 Main
    Street, which is the biggest commercial building in your response area. Although each learner is reading the
    same information, the interpretation of this information varies depending on your frame of reference. January
    in South Florida is quite nice, while January in New Jersey might present drastically different challenges in
    weather. The address itself is ambiguous, but the biggest commercial building might look very different
    depending on where you serve. It is for these reasons that a one-size-fits-all approach to the development of
    standard operating procedures/guidelines (SOP/G) will not be effective or widely adopted. However, there is a
    starting point. There are commonalities that we, as an industry, should be striving to utilize in the development
    and implementation of SOP/Gs.

    UNIT VII STUDY GUIDE

    Emergency Response

    [https://www.youtube.com/watch?v=YLyI_T4i9Cs](https://www.youtube.com/watch?v=YLyI_T4i9Cs)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    A quick note on SOP/Gs. It is understood that there is a difference between a procedure (must do) and a
    guideline (must consider). The intent is not to get bogged down in semantics. “Regardless of whether your
    department uses SOPs or SOGs, they have to be written in a way that addresses most possible scenarios”
    (Zimmerman, 2021, p. 229).

    No two incidents are the same. While there may be similarities, such as two motor vehicle accidents on the
    same roadway, there will always be subtle differences such as time of day, weather, personnel responding,
    and the identity of the patient or victim. What we should focus on is how we can utilize the concepts of risk
    management to develop industry best practices that result in SOP/Gs that improve the safety and health of
    the responders.

    National Standards

    As previously discussed, not all emergencies are the same and not all agencies are the same. However,
    there are commonalities that can be used as a basis for the development and implementation of national
    standards. According to Zimmerman (2021), some examples are emergency response, apparatus positioning,
    incident command, and risk management.

    The National Fire Protection Association (NFPA) has produced numerous consensus standards that pertain
    to specific types of emergency response (Zimmerman, 2021). These are listed below.

    • NFPA 450, Guide for Emergency Medical Services and Systems

    • NFPA 1072, Standard for Hazardous Materials/Weapons of Mass Destruction Emergency Responder
    Personal Professional Qualifications

    Emergency Response

    There are numerous response patterns for different types of incidents. Perhaps the biggest difference
    depends on whether your personnel are responding from a fully staffed, full-time fire station or from home or
    work. There will be differences in the number of personnel responding on each apparatus, which will
    determine the number of apparatuses that need to respond. How many personnel are needed based on the
    occupancy and construction? Will there be a water supply from a hydrant or will drafting or water tenders be
    required? How long will it take to amass the required number of personnel at the incident? Are the resources
    spread out in a rural or suburban setting or are they closer together in a more suburban/urban setting?

    Depending on the incident, there may be a need for additional personnel. This can involve a single agency or
    may require mutual/automatic aid agreements. One of the emerging technologies is to implement a closest
    unit concept, where Automatic Vehicle Locator (AVL) technology dispatches units based on its location in real
    time, as opposed to a standard run card system. This can be accomplished interdepartmentally and/or with
    mutual/automatic aid agreement partners as well.

    There will be variations in personnel and equipment needs for different types of incidents, but the incident
    does not discriminate as to whether you are a career or a volunteer responder. Therefore, it is important to
    determine needs in advance and develop a plan for how and from where the resources will be assembled.

    Apparatus Positioning

    A key factor in determining the safety and ability of personnel responding to mitigate the incident depends on
    apparatus positioning. There are many factors to consider, which include the building’s location, height,
    landscape, access, traffic, etc. Ensuring that nonessential vehicles are positioned so as not to interfere with
    the needs and operations at the incident is key. Additionally, if the incident is dynamic or able to move or
    expand, this will present options that need to be considered such as slope/terrain and wind direction.

    Command System

    The use of an incident management system has become the standard, especially after the introduction of the
    National Incident Management System (NIMS) in 2004 (Zimmerman, 2021). As incidents grow in size and
    complexity, the implementation and use of an incident management system (IMS) becomes essential for the

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    safety of everyone involved. IMS concepts such as manageable span of control contribute directly to the
    safety and health of the personnel operating at the incident.

    Risk Management

    As discussed in Unit IV, there are six steps for addressing risk management: defining the context, identifying
    potential risk, assessing and analyzing the risk, developing alternate plans, deciding on and implementing an
    action, and evaluating and monitoring the results of that action (Zimmerman, 2021). This concept can and
    should be applied to the development and implementation of SOP/Gs. Through a comprehensive process of
    information collection, both before and after emergency incidents, the SOP/Gs should address all the services
    delivered by your organization.

    Violent Incidents

    When we consider the fire service as an all-hazard industry, we consider the various types of nontraditional
    (nonfire) incidents to which we are expected to respond. These include, but are not limited to, incidents
    involving hazardous materials, weapons of mass destruction (WMD), civil disturbances, school or public
    shootings, clandestine drug labs, building collapses, special events, and so on (Zimmerman, 2021). There
    simply is not an emergency that we are not expected to participate in on some level, especially when lives are
    at stake. The training, education, and experience required to perform at a high level while operating with other
    response agencies from local, state, regional, and federal agencies is extremely important. It is also important
    to have policies and procedures in place for mitigating these types of large-scale, complex incidents that will
    most likely require a unified command and have a high demand from the media.

    In the aftermath of incidents like the Pulse Nightclub Shooting in Orlando, the NFPA created a consensus
    standard, NFPA 3000, Standard for an Active Shooter/Hostile Event Response (ASHER)Program. This
    standard addresses the entire process of dealing with such an event.

    Unfortunately, there are many high-profile incidents which can be referenced in recent history, including the
    Pulse Nightclub shooting in Orlando, Florida and the Marjory Stoneman Douglas school shooting in Parkland,
    Florida. Please use your favorite search engine or the CSU Online Library to learn more about these incidents
    and how emergency responders handled them.

    Conclusion

    For the fire and emergency services to remain viable, we must continue to improve our ability to perform at all
    types of emergency responses.

    Reference

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    **## UnitVII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    2. Explain the concept of risk management.
    2.1 Recognize the impact of risk management on the development of industry response standards.

    3. Recognize the importance of standards as they apply to health and safety.

    3.1 Explain how standard operating procedures and guidelines contribute to improved levels of
    safety and health.

    Required Unit Resources

    Chapter 11: Establishing Response Standards

    Chapter 12: Examining Response to Violent Incidents

    Unit Lesson

    Introduction

    Please view the Unit VII Video. Closed captioning will be available once you access the video.

    In this unit, we will discuss the importance of standards as they relate to fire and emergency service response
    operations. If you are a member of an organized agency that provides fire and emergency services, your
    organization likely has some type of standards by which you respond and operate. In this unit, we will
    examine this issue from a macro, not micro, level to ensure we address most situations that may be
    encountered.

    It’s been stated that, “All firefighting is local.” It is understood that there are differences between agencies.
    These differences include career, volunteer, combination, size, scope, area covered, governance, funding,
    and so on. The list is simply too long and the differences too varied to attempt to cover all under one umbrella.
    Our goal is to discuss the topic(s) broadly and allow you, the learner, to interpret, decide, and implement
    policies and procedures that make the most sense for your individual agency.

    Standard Operating Procedures

    It is 10:30 a.m. on Monday, January 2. Your agency is dispatched to an activated fire alarm at 123 Main
    Street, which is the biggest commercial building in your response area. Although each learner is reading the
    same information, the interpretation of this information varies depending on your frame of reference. January
    in South Florida is quite nice, while January in New Jersey might present drastically different challenges in
    weather. The address itself is ambiguous, but the biggest commercial building might look very different
    depending on where you serve. It is for these reasons that a one-size-fits-all approach to the development of
    standard operating procedures/guidelines (SOP/G) will not be effective or widely adopted. However, there is a
    starting point. There are commonalities that we, as an industry, should be striving to utilize in the development
    and implementation of SOP/Gs.

    UNIT VII STUDY GUIDE

    Emergency Response

    [https://www.youtube.com/watch?v=YLyI_T4i9Cs](https://www.youtube.com/watch?v=YLyI_T4i9Cs)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    A quick note on SOP/Gs. It is understood that there is a difference between a procedure (must do) and a
    guideline (must consider). The intent is not to get bogged down in semantics. “Regardless of whether your
    department uses SOPs or SOGs, they have to be written in a way that addresses most possible scenarios”
    (Zimmerman, 2021, p. 229).

    No two incidents are the same. While there may be similarities, such as two motor vehicle accidents on the
    same roadway, there will always be subtle differences such as time of day, weather, personnel responding,
    and the identity of the patient or victim. What we should focus on is how we can utilize the concepts of risk
    management to develop industry best practices that result in SOP/Gs that improve the safety and health of
    the responders.

    National Standards

    As previously discussed, not all emergencies are the same and not all agencies are the same. However,
    there are commonalities that can be used as a basis for the development and implementation of national
    standards. According to Zimmerman (2021), some examples are emergency response, apparatus positioning,
    incident command, and risk management.

    The National Fire Protection Association (NFPA) has produced numerous consensus standards that pertain
    to specific types of emergency response (Zimmerman, 2021). These are listed below.

    • NFPA 450, Guide for Emergency Medical Services and Systems

    • NFPA 1072, Standard for Hazardous Materials/Weapons of Mass Destruction Emergency Responder
    Personal Professional Qualifications

    Emergency Response

    There are numerous response patterns for different types of incidents. Perhaps the biggest difference
    depends on whether your personnel are responding from a fully staffed, full-time fire station or from home or
    work. There will be differences in the number of personnel responding on each apparatus, which will
    determine the number of apparatuses that need to respond. How many personnel are needed based on the
    occupancy and construction? Will there be a water supply from a hydrant or will drafting or water tenders be
    required? How long will it take to amass the required number of personnel at the incident? Are the resources
    spread out in a rural or suburban setting or are they closer together in a more suburban/urban setting?

    Depending on the incident, there may be a need for additional personnel. This can involve a single agency or
    may require mutual/automatic aid agreements. One of the emerging technologies is to implement a closest
    unit concept, where Automatic Vehicle Locator (AVL) technology dispatches units based on its location in real
    time, as opposed to a standard run card system. This can be accomplished interdepartmentally and/or with
    mutual/automatic aid agreement partners as well.

    There will be variations in personnel and equipment needs for different types of incidents, but the incident
    does not discriminate as to whether you are a career or a volunteer responder. Therefore, it is important to
    determine needs in advance and develop a plan for how and from where the resources will be assembled.

    Apparatus Positioning

    A key factor in determining the safety and ability of personnel responding to mitigate the incident depends on
    apparatus positioning. There are many factors to consider, which include the building’s location, height,
    landscape, access, traffic, etc. Ensuring that nonessential vehicles are positioned so as not to interfere with
    the needs and operations at the incident is key. Additionally, if the incident is dynamic or able to move or
    expand, this will present options that need to be considered such as slope/terrain and wind direction.

    Command System

    The use of an incident management system has become the standard, especially after the introduction of the
    National Incident Management System (NIMS) in 2004 (Zimmerman, 2021). As incidents grow in size and
    complexity, the implementation and use of an incident management system (IMS) becomes essential for the

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    safety of everyone involved. IMS concepts such as manageable span of control contribute directly to the
    safety and health of the personnel operating at the incident.

    Risk Management

    As discussed in Unit IV, there are six steps for addressing risk management: defining the context, identifying
    potential risk, assessing and analyzing the risk, developing alternate plans, deciding on and implementing an
    action, and evaluating and monitoring the results of that action (Zimmerman, 2021). This concept can and
    should be applied to the development and implementation of SOP/Gs. Through a comprehensive process of
    information collection, both before and after emergency incidents, the SOP/Gs should address all the services
    delivered by your organization.

    Violent Incidents

    When we consider the fire service as an all-hazard industry, we consider the various types of nontraditional
    (nonfire) incidents to which we are expected to respond. These include, but are not limited to, incidents
    involving hazardous materials, weapons of mass destruction (WMD), civil disturbances, school or public
    shootings, clandestine drug labs, building collapses, special events, and so on (Zimmerman, 2021). There
    simply is not an emergency that we are not expected to participate in on some level, especially when lives are
    at stake. The training, education, and experience required to perform at a high level while operating with other
    response agencies from local, state, regional, and federal agencies is extremely important. It is also important
    to have policies and procedures in place for mitigating these types of large-scale, complex incidents that will
    most likely require a unified command and have a high demand from the media.

    In the aftermath of incidents like the Pulse Nightclub Shooting in Orlando, the NFPA created a consensus
    standard, NFPA 3000, Standard for an Active Shooter/Hostile Event Response (ASHER)Program. This
    standard addresses the entire process of dealing with such an event.

    Unfortunately, there are many high-profile incidents which can be referenced in recent history, including the
    Pulse Nightclub shooting in Orlando, Florida and the Marjory Stoneman Douglas school shooting in Parkland,
    Florida. Please use your favorite search engine or the CSU Online Library to learn more about these incidents
    and how emergency responders handled them.

    Conclusion

    For the fire and emergency services to remain viable, we must continue to improve our ability to perform at all
    types of emergency responses.

    Reference

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    **## UnitVIIProposal.docx**

    Unit VII Proposal

    This Proposal measures your mastery of ULOs 3.1 UVII, 6.1, and 8.1.

    **Assignment Objective:** Your department is forming a committee to guide the development of grant proposals focused on enhancing safety and health. You have been chosen as a committee representative, and the chairperson has requested that each member submit ideas for technology grant proposals that would benefit the department’s safety and health initiatives.

    **Assignment Details:** Your proposal will be evaluated on the quality and depth of information provided and its potential positive impact on the department. Please use the following points to support your proposal:

    · Begin with an introduction explaining your choice of topic for the proposal.

    · Identify the issue the grant proposal aims to address by providing a clear problem statement.

    · Describe specifically how this proposal will positively impact safety and health within the department or organization.

    · Analyze how this grant proposal could enhance public education efforts and support code enforcement.

    · Explain how this proposal will contribute to risk reduction within the organization through improved risk management processes.

    · Include data and research to substantiate your proposal, referencing relevant illness, injury, fatality, or cost data specific to your department.

    · Provide examples of similar programs implemented by other agencies that have shown positive outcomes, if applicable.

    · Discuss whether this proposal aligns with current or future industry best practices, including specific details.

    · If relevant, explain how this proposal aligns with any national or industry standards, providing specific references.

    · Include any additional information that would strengthen your proposal and make it more compelling.

    _Note_: Budget details are not required at this stage. If selected, budget information will be developed based on the quality of your proposal content.

    **Length:** Your submission should be at least 3-pages in length, not including the title page and references.

    **References:** A minimum of 2 references are required, 1 of which should be Scholarly/Academic in nature and found in the CSU Library. APA formatting should be used for citations and references. Use the definition to define the term in the instructions.

    **## UnitVII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    2. Explain the concept of risk management.
    2.1 Recognize the impact of risk management on the development of industry response standards.

    3. Recognize the importance of standards as they apply to health and safety.

    3.1 Explain how standard operating procedures and guidelines contribute to improved levels of
    safety and health.

    Required Unit Resources

    Chapter 11: Establishing Response Standards

    Chapter 12: Examining Response to Violent Incidents

    Unit Lesson

    Introduction

    Please view the Unit VII Video. Closed captioning will be available once you access the video.

    In this unit, we will discuss the importance of standards as they relate to fire and emergency service response
    operations. If you are a member of an organized agency that provides fire and emergency services, your
    organization likely has some type of standards by which you respond and operate. In this unit, we will
    examine this issue from a macro, not micro, level to ensure we address most situations that may be
    encountered.

    It’s been stated that, “All firefighting is local.” It is understood that there are differences between agencies.
    These differences include career, volunteer, combination, size, scope, area covered, governance, funding,
    and so on. The list is simply too long and the differences too varied to attempt to cover all under one umbrella.
    Our goal is to discuss the topic(s) broadly and allow you, the learner, to interpret, decide, and implement
    policies and procedures that make the most sense for your individual agency.

    Standard Operating Procedures

    It is 10:30 a.m. on Monday, January 2. Your agency is dispatched to an activated fire alarm at 123 Main
    Street, which is the biggest commercial building in your response area. Although each learner is reading the
    same information, the interpretation of this information varies depending on your frame of reference. January
    in South Florida is quite nice, while January in New Jersey might present drastically different challenges in
    weather. The address itself is ambiguous, but the biggest commercial building might look very different
    depending on where you serve. It is for these reasons that a one-size-fits-all approach to the development of
    standard operating procedures/guidelines (SOP/G) will not be effective or widely adopted. However, there is a
    starting point. There are commonalities that we, as an industry, should be striving to utilize in the development
    and implementation of SOP/Gs.

    UNIT VII STUDY GUIDE

    Emergency Response

    [https://www.youtube.com/watch?v=YLyI_T4i9Cs](https://www.youtube.com/watch?v=YLyI_T4i9Cs)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    A quick note on SOP/Gs. It is understood that there is a difference between a procedure (must do) and a
    guideline (must consider). The intent is not to get bogged down in semantics. “Regardless of whether your
    department uses SOPs or SOGs, they have to be written in a way that addresses most possible scenarios”
    (Zimmerman, 2021, p. 229).

    No two incidents are the same. While there may be similarities, such as two motor vehicle accidents on the
    same roadway, there will always be subtle differences such as time of day, weather, personnel responding,
    and the identity of the patient or victim. What we should focus on is how we can utilize the concepts of risk
    management to develop industry best practices that result in SOP/Gs that improve the safety and health of
    the responders.

    National Standards

    As previously discussed, not all emergencies are the same and not all agencies are the same. However,
    there are commonalities that can be used as a basis for the development and implementation of national
    standards. According to Zimmerman (2021), some examples are emergency response, apparatus positioning,
    incident command, and risk management.

    The National Fire Protection Association (NFPA) has produced numerous consensus standards that pertain
    to specific types of emergency response (Zimmerman, 2021). These are listed below.

    • NFPA 450, Guide for Emergency Medical Services and Systems

    • NFPA 1072, Standard for Hazardous Materials/Weapons of Mass Destruction Emergency Responder
    Personal Professional Qualifications

    Emergency Response

    There are numerous response patterns for different types of incidents. Perhaps the biggest difference
    depends on whether your personnel are responding from a fully staffed, full-time fire station or from home or
    work. There will be differences in the number of personnel responding on each apparatus, which will
    determine the number of apparatuses that need to respond. How many personnel are needed based on the
    occupancy and construction? Will there be a water supply from a hydrant or will drafting or water tenders be
    required? How long will it take to amass the required number of personnel at the incident? Are the resources
    spread out in a rural or suburban setting or are they closer together in a more suburban/urban setting?

    Depending on the incident, there may be a need for additional personnel. This can involve a single agency or
    may require mutual/automatic aid agreements. One of the emerging technologies is to implement a closest
    unit concept, where Automatic Vehicle Locator (AVL) technology dispatches units based on its location in real
    time, as opposed to a standard run card system. This can be accomplished interdepartmentally and/or with
    mutual/automatic aid agreement partners as well.

    There will be variations in personnel and equipment needs for different types of incidents, but the incident
    does not discriminate as to whether you are a career or a volunteer responder. Therefore, it is important to
    determine needs in advance and develop a plan for how and from where the resources will be assembled.

    Apparatus Positioning

    A key factor in determining the safety and ability of personnel responding to mitigate the incident depends on
    apparatus positioning. There are many factors to consider, which include the building’s location, height,
    landscape, access, traffic, etc. Ensuring that nonessential vehicles are positioned so as not to interfere with
    the needs and operations at the incident is key. Additionally, if the incident is dynamic or able to move or
    expand, this will present options that need to be considered such as slope/terrain and wind direction.

    Command System

    The use of an incident management system has become the standard, especially after the introduction of the
    National Incident Management System (NIMS) in 2004 (Zimmerman, 2021). As incidents grow in size and
    complexity, the implementation and use of an incident management system (IMS) becomes essential for the

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    safety of everyone involved. IMS concepts such as manageable span of control contribute directly to the
    safety and health of the personnel operating at the incident.

    Risk Management

    As discussed in Unit IV, there are six steps for addressing risk management: defining the context, identifying
    potential risk, assessing and analyzing the risk, developing alternate plans, deciding on and implementing an
    action, and evaluating and monitoring the results of that action (Zimmerman, 2021). This concept can and
    should be applied to the development and implementation of SOP/Gs. Through a comprehensive process of
    information collection, both before and after emergency incidents, the SOP/Gs should address all the services
    delivered by your organization.

    Violent Incidents

    When we consider the fire service as an all-hazard industry, we consider the various types of nontraditional
    (nonfire) incidents to which we are expected to respond. These include, but are not limited to, incidents
    involving hazardous materials, weapons of mass destruction (WMD), civil disturbances, school or public
    shootings, clandestine drug labs, building collapses, special events, and so on (Zimmerman, 2021). There
    simply is not an emergency that we are not expected to participate in on some level, especially when lives are
    at stake. The training, education, and experience required to perform at a high level while operating with other
    response agencies from local, state, regional, and federal agencies is extremely important. It is also important
    to have policies and procedures in place for mitigating these types of large-scale, complex incidents that will
    most likely require a unified command and have a high demand from the media.

    In the aftermath of incidents like the Pulse Nightclub Shooting in Orlando, the NFPA created a consensus
    standard, NFPA 3000, Standard for an Active Shooter/Hostile Event Response (ASHER)Program. This
    standard addresses the entire process of dealing with such an event.

    Unfortunately, there are many high-profile incidents which can be referenced in recent history, including the
    Pulse Nightclub shooting in Orlando, Florida and the Marjory Stoneman Douglas school shooting in Parkland,
    Florida. Please use your favorite search engine or the CSU Online Library to learn more about these incidents
    and how emergency responders handled them.

    Conclusion

    For the fire and emergency services to remain viable, we must continue to improve our ability to perform at all
    types of emergency responses.

    Reference

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

    **## UnitVIIProposal.docx**

    Unit VII Proposal

    This Proposal measures your mastery of ULOs 3.1 UVII, 6.1, and 8.1.

    **Assignment Objective:** Your department is forming a committee to guide the development of grant proposals focused on enhancing safety and health. You have been chosen as a committee representative, and the chairperson has requested that each member submit ideas for technology grant proposals that would benefit the department’s safety and health initiatives.

    **Assignment Details:** Your proposal will be evaluated on the quality and depth of information provided and its potential positive impact on the department. Please use the following points to support your proposal:

    · Begin with an introduction explaining your choice of topic for the proposal.

    · Identify the issue the grant proposal aims to address by providing a clear problem statement.

    · Describe specifically how this proposal will positively impact safety and health within the department or organization.

    · Analyze how this grant proposal could enhance public education efforts and support code enforcement.

    · Explain how this proposal will contribute to risk reduction within the organization through improved risk management processes.

    · Include data and research to substantiate your proposal, referencing relevant illness, injury, fatality, or cost data specific to your department.

    · Provide examples of similar programs implemented by other agencies that have shown positive outcomes, if applicable.

    · Discuss whether this proposal aligns with current or future industry best practices, including specific details.

    · If relevant, explain how this proposal aligns with any national or industry standards, providing specific references.

    · Include any additional information that would strengthen your proposal and make it more compelling.

    _Note_: Budget details are not required at this stage. If selected, budget information will be developed based on the quality of your proposal content.

    **Length:** Your submission should be at least 3-pages in length, not including the title page and references.

    **References:** A minimum of 2 references are required, 1 of which should be Scholarly/Academic in nature and found in the CSU Library. APA formatting should be used for citations and references. Use the definition to define the term in the instructions.

    **## UnitVII.pdf**

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 1

    Course Learning Outcomes for Unit VII

    Upon completion of this unit, students should be able to:

    2. Explain the concept of risk management.
    2.1 Recognize the impact of risk management on the development of industry response standards.

    3. Recognize the importance of standards as they apply to health and safety.

    3.1 Explain how standard operating procedures and guidelines contribute to improved levels of
    safety and health.

    Required Unit Resources

    Chapter 11: Establishing Response Standards

    Chapter 12: Examining Response to Violent Incidents

    Unit Lesson

    Introduction

    Please view the Unit VII Video. Closed captioning will be available once you access the video.

    In this unit, we will discuss the importance of standards as they relate to fire and emergency service response
    operations. If you are a member of an organized agency that provides fire and emergency services, your
    organization likely has some type of standards by which you respond and operate. In this unit, we will
    examine this issue from a macro, not micro, level to ensure we address most situations that may be
    encountered.

    It’s been stated that, “All firefighting is local.” It is understood that there are differences between agencies.
    These differences include career, volunteer, combination, size, scope, area covered, governance, funding,
    and so on. The list is simply too long and the differences too varied to attempt to cover all under one umbrella.
    Our goal is to discuss the topic(s) broadly and allow you, the learner, to interpret, decide, and implement
    policies and procedures that make the most sense for your individual agency.

    Standard Operating Procedures

    It is 10:30 a.m. on Monday, January 2. Your agency is dispatched to an activated fire alarm at 123 Main
    Street, which is the biggest commercial building in your response area. Although each learner is reading the
    same information, the interpretation of this information varies depending on your frame of reference. January
    in South Florida is quite nice, while January in New Jersey might present drastically different challenges in
    weather. The address itself is ambiguous, but the biggest commercial building might look very different
    depending on where you serve. It is for these reasons that a one-size-fits-all approach to the development of
    standard operating procedures/guidelines (SOP/G) will not be effective or widely adopted. However, there is a
    starting point. There are commonalities that we, as an industry, should be striving to utilize in the development
    and implementation of SOP/Gs.

    UNIT VII STUDY GUIDE

    Emergency Response

    [https://www.youtube.com/watch?v=YLyI_T4i9Cs](https://www.youtube.com/watch?v=YLyI_T4i9Cs)

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 2

    UNIT x STUDY GUIDE

    Title

    A quick note on SOP/Gs. It is understood that there is a difference between a procedure (must do) and a
    guideline (must consider). The intent is not to get bogged down in semantics. “Regardless of whether your
    department uses SOPs or SOGs, they have to be written in a way that addresses most possible scenarios”
    (Zimmerman, 2021, p. 229).

    No two incidents are the same. While there may be similarities, such as two motor vehicle accidents on the
    same roadway, there will always be subtle differences such as time of day, weather, personnel responding,
    and the identity of the patient or victim. What we should focus on is how we can utilize the concepts of risk
    management to develop industry best practices that result in SOP/Gs that improve the safety and health of
    the responders.

    National Standards

    As previously discussed, not all emergencies are the same and not all agencies are the same. However,
    there are commonalities that can be used as a basis for the development and implementation of national
    standards. According to Zimmerman (2021), some examples are emergency response, apparatus positioning,
    incident command, and risk management.

    The National Fire Protection Association (NFPA) has produced numerous consensus standards that pertain
    to specific types of emergency response (Zimmerman, 2021). These are listed below.

    • NFPA 450, Guide for Emergency Medical Services and Systems

    • NFPA 1072, Standard for Hazardous Materials/Weapons of Mass Destruction Emergency Responder
    Personal Professional Qualifications

    Emergency Response

    There are numerous response patterns for different types of incidents. Perhaps the biggest difference
    depends on whether your personnel are responding from a fully staffed, full-time fire station or from home or
    work. There will be differences in the number of personnel responding on each apparatus, which will
    determine the number of apparatuses that need to respond. How many personnel are needed based on the
    occupancy and construction? Will there be a water supply from a hydrant or will drafting or water tenders be
    required? How long will it take to amass the required number of personnel at the incident? Are the resources
    spread out in a rural or suburban setting or are they closer together in a more suburban/urban setting?

    Depending on the incident, there may be a need for additional personnel. This can involve a single agency or
    may require mutual/automatic aid agreements. One of the emerging technologies is to implement a closest
    unit concept, where Automatic Vehicle Locator (AVL) technology dispatches units based on its location in real
    time, as opposed to a standard run card system. This can be accomplished interdepartmentally and/or with
    mutual/automatic aid agreement partners as well.

    There will be variations in personnel and equipment needs for different types of incidents, but the incident
    does not discriminate as to whether you are a career or a volunteer responder. Therefore, it is important to
    determine needs in advance and develop a plan for how and from where the resources will be assembled.

    Apparatus Positioning

    A key factor in determining the safety and ability of personnel responding to mitigate the incident depends on
    apparatus positioning. There are many factors to consider, which include the building’s location, height,
    landscape, access, traffic, etc. Ensuring that nonessential vehicles are positioned so as not to interfere with
    the needs and operations at the incident is key. Additionally, if the incident is dynamic or able to move or
    expand, this will present options that need to be considered such as slope/terrain and wind direction.

    Command System

    The use of an incident management system has become the standard, especially after the introduction of the
    National Incident Management System (NIMS) in 2004 (Zimmerman, 2021). As incidents grow in size and
    complexity, the implementation and use of an incident management system (IMS) becomes essential for the

    FIR 2302, Principles of Fire and Emergency Services Safety and Survival 3

    UNIT x STUDY GUIDE

    Title

    safety of everyone involved. IMS concepts such as manageable span of control contribute directly to the
    safety and health of the personnel operating at the incident.

    Risk Management

    As discussed in Unit IV, there are six steps for addressing risk management: defining the context, identifying
    potential risk, assessing and analyzing the risk, developing alternate plans, deciding on and implementing an
    action, and evaluating and monitoring the results of that action (Zimmerman, 2021). This concept can and
    should be applied to the development and implementation of SOP/Gs. Through a comprehensive process of
    information collection, both before and after emergency incidents, the SOP/Gs should address all the services
    delivered by your organization.

    Violent Incidents

    When we consider the fire service as an all-hazard industry, we consider the various types of nontraditional
    (nonfire) incidents to which we are expected to respond. These include, but are not limited to, incidents
    involving hazardous materials, weapons of mass destruction (WMD), civil disturbances, school or public
    shootings, clandestine drug labs, building collapses, special events, and so on (Zimmerman, 2021). There
    simply is not an emergency that we are not expected to participate in on some level, especially when lives are
    at stake. The training, education, and experience required to perform at a high level while operating with other
    response agencies from local, state, regional, and federal agencies is extremely important. It is also important
    to have policies and procedures in place for mitigating these types of large-scale, complex incidents that will
    most likely require a unified command and have a high demand from the media.

    In the aftermath of incidents like the Pulse Nightclub Shooting in Orlando, the NFPA created a consensus
    standard, NFPA 3000, Standard for an Active Shooter/Hostile Event Response (ASHER)Program. This
    standard addresses the entire process of dealing with such an event.

    Unfortunately, there are many high-profile incidents which can be referenced in recent history, including the
    Pulse Nightclub shooting in Orlando, Florida and the Marjory Stoneman Douglas school shooting in Parkland,
    Florida. Please use your favorite search engine or the CSU Online Library to learn more about these incidents
    and how emergency responders handled them.

    Conclusion

    For the fire and emergency services to remain viable, we must continue to improve our ability to perform at all
    types of emergency responses.

    Reference

    Zimmerman, D. (2021). Fire fighter safety and survival (3rd ed.). Jones & Bartlett Learning.

    https://online.vitalsource.com/#/books/9781284206128

  • [Solved] Research Question

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    – a month ago