Study Shows Average Age of Technicians

A recent Canadian study produced the following results when comparing the ages of bodyshop technicians:

• 25 years or less - 8%
• 25 - 34 years - 26%
• 35 - 44 years - 37%
• 45 - 54 years - 21%
• 55 or over - 8%

The collision repair and auto refinish industry has been very active in lowering shop emissions in Canada. For more information on our activities please access the following reports on some of our work. They are available at no charge:

Roundtable on Self-Regulation, Voluntary Compliance and Environmental Protection

(www.eco.on.ca/english/publicat/rndtb11.pdf)

Ontario Initiatives in Pollution Prevention 2001

(www.ene.gov.on.ca/envision/techdocs/355101e.pdf)

Management of End-of Life Vehicles

(www.rco.on.ca/research/proceedings/elv.html)

Managing the Environment -A Review of Best practices ( The Val Gibbons Report)

(www.ene.gov.on.ca/envision/ergreport/index.htm)

OUR GLASS POLICY

Structural glass repair and replacement is taught and tested at community colleges in Ontario as part of their training standard for autobody and collision damage repairer. However, there is no legal requirement for this to be done as glass replacement and repair is not in the training regulation. Glass was removed from the training regulation for AST technician training in 1999 but never put in the autobody training regulation when the new Apprenticeship Certification Act was proclaimed in January of this year.

We have asked the Autobody Industry Group of the Ministry of Training, Colleges and Universities to recommend that the structural glass portion of the training be re-worked as a regulation. They have agreed. Further, the MTCU, Industry Group and ourselves are working with a new sectoral group comprised of a wide cross-section of glass companies in mobile, independent and chain-store shops to create a new apprenticeship trade called "Automotive Glass Technician" The office is recommending that we assist this new sectoral group as requested and further write to the Minister advising our association's support for this new apprenticeship trade and the inclusion of the same standards, by regulation within the autobody and collision damage repairer trade as a restricted skill. A restricted skill would mean that only individuals that have successfully completed a course of study and testing approved by the Director of Apprenticeship would be allowed to work in the trade.

These would be policy positions and would be distributed to the industry and on our web site. Please provide any comments on these issues to the office as soon as possible.

News Release Shows How Allstate Will Leverage Sterling

Allstate Plans to Leverage Sterling Ownership...Current Pro Shops have a Problem ! Tempe, AZ. 06/18/2001 - It comes in handy to have broken into the insurance claims field with Allstate Insurance Company some 35 years ago. Friendships were then struck which have developed into inside contacts at some of the highest levels of Allstate today. Utilizing these contacts, we have been trying to define just how Allstate's purchase of Sterling's chain of 39 body shops will affect consumers and those shops that seek to serve them.

Word Track . . . Old / New

OLD: From its outset, Allstate's Call Center had a mission to "Steer" consumers to those collision repair facilities with whom Allstate had favorable relationships. The steering euphemism of "Pro Shop" was born. Up until about three years ago, the Call Center representative would say, in effect . . "Here's five shops close to where you live and/or work, Pick One!"

NEW: The word track has now changed to proposing one shop at a time (based upon a descending order of Allstate's preferences) and the sales pitch continues until the vehicle owner eventually agrees upon a shop. The sales pitch includes an explanation of Allstate's repair guarantee, nationwide service, potential problems with non-Pro Shops "and all that other crap" (a direct quote from our contact).

When an insured or claimant reports their auto damage claim to Allstate's Call Center, the rep on the phone will ask . . . "Do you have a place where you want to have it repaired?" The caller would respond with either a Yes or No. If the caller says No, the word track would be . . . "Then let me explain our Pro Shop Program to you." If the caller says Yes the word track would be . . . "Ok, but let me take a moment to explain our Pro Shop Program to you." It makes no difference what preference the caller expresses, they get the sales pitch.

Enter Sterling . . .

Now that Sterling is owned by Allstate, Sterling is Always First on Allstate's list of Pro Shops and an extra effort is made to "Sell" Sterling to Consumers.

Sterling vs non-Sterling Pro Shops . . .

According to our contact, Allstate evaluates their repair facilities based upon a standard referred to as "Process Compliance". This standard sets goals for Aftermarket Parts usage, Salvage Parts usage and a ratio of damaged part repair rather than replacement. In short, "Process Compliance" grades repair shops on how well they do what they are told by Allstate.

Interestingly enough, individual Sterling shops will not be expected to meet these "Process Compliance" repair standards. Allstate will simply be tracking Sterling's bottom line repair cost and comparing it to the bottom line repair costs of non-Sterling Pro Shops. In the meantime, Allstate has already begun to tighten the "Process Compliance" standards for non-Sterling Pro Shops. Failure to comply with new tighter controls will move those shops down the list being "Sold" by Call Center reps.

Allstate is fostering a competition between Sterling and non-Sterling Pro Shops to identify and weed out the less obedient shops. Allstate fully expects to loose a significant percentage of their existing non-Sterling Pro Shops. In fact, the category of repair shops they expect to loose first are the dealership shops. As a group, they generally have a much lower "Process Compliance" rating.

By taking this action, Allstate expects they will be left with a nucleus of shops with a high "Process Compliance" rating. As this unfolds, Allstate will be identifying geographical areas where Sterling will be buying / building more collision repair facilities. The net result, Allstate will have a hard-core network of collision repair facilities over which they will have Absolute Control !

Pro-Consumer Shops, increase the Punishment . . .

Pro-Consumer Collision Repair Facilities can expect Allstate will be re-doubling their efforts at Steering consumers away. These shops will have to re-double their Consumer Awareness efforts and may even have to Encourage Consumer Involvement to resist the fraud and abuse that is coming their way.

Ignoring MSDS Sheets Can Be a Dangerous Proposition

I am writing this hoping it will save someone their health and maybe their life. Take the time to read and consider what I have to say. I have been an automotive painter for 23 years and I have been in excellent health until 11 months ago when I was diagnosed with Chronic Obstructive Pulmonary Disease (COPD), which was brought on by exposure to toxic paint fumes and smoking. The reason I am telling you this is in hopes that if any painters read this, PLEASE, PLEASE read your MSDS sheets and follow exactly what it says regarding exposure to the paint chemicals.

All my life I have painted with straight enamel and acrylic enamels, and when I would use the paints that required the hardeners and activators, I made sure that I had an air supplied respirator. I have always been self employed and had to watch out for myself. In June of 99, I went to work for a small family owned auto body shop in a different town. After working at this company for several months, the company switched to a secondary paint system that would allow us to use base coat clear systems, 2k urethane etc. I was the company's lead painter so I did 97% of the painting at the shop.

The company I worked for failed to provide the proper safety equipment for my protection and the protection of others in the shop who might be exposed to these chemicals. I painted with these paints for 9 months before I realized what was happening to me. For months I had been feeling weak, short of breath, having chest pains and bad headaches. I assumed I was over worked, I was driving 130 miles a day to get to my job and home again. In July, I collapsed for a few minutes in the paint booth and went home. I was put into the hospital and later informed that I had emphysema and lung damage from inhaling paint fumes.

I have the official reports in my hand from OSHA, and the EPA. When the doctors notified [these agencies] that they had someone who had been exposed to toxic chemicals, the agencies went in and performed a check on the business. The company was found in violation of not having proper safety equipment, no air supplied respirators, improperly disposing of the old paint (which the EPA deemed to be hazardous waste), and not having proper ventilation in our paint mixing room. I was slowly being exposed to all of this every day that I worked, which most of the time was 9 to 10 hours a day and 4 to 5 hours on Saturdays.

I mention the fact that I smoked. Most painters that I know of do smoke. The problem is, when you spray these chemicals unprotected, these chemicals react to the smoking and you get hit harder and faster than you normally would. An article published by the Canadian Lung Association has reported that these chemicals react faster to smokers who are exposed to them and will cause them respiratory and heart problems. I have not worked for 11 months now and just finished going through four months of lung rehabilitation three times a week, and I have to go back for more lung rehab and no one knows how long this will last.

There is no cure for this disease called COPD and it's made worse when you have chemical induced damage to your lungs. What I want to impress to all painters is, if you must use these chemicals, and your employer doesn't supply you with the proper safety equipment and especially an air mask, DO NOT, I REPEAT, DO NOT spay this stuff. It doesn't matter how many times they tell you it's safe or that you will lose your job if you don't paint it, it's not worth it. DO NOT believe them when they say that a half face respirator will protect you, IT WON'T. READ THE MSDS SHEETS, if they say the use of an air supplied respirator is recommended, BELIEVE IT and don't paint without it. It would have been a lot easier for me to come home and tell my wife and kids that I got fired because I wouldn't take a chance with my health and some bills may get behind, rather than have a doctor look my wife in the eye and tell her and my kids and grandkids that I have this disease and it will wind up killing me and there's nothing they can do about it. When he tells your wife that it could have been avoided by having the proper equipment, that's a hard and bitter pill to take and deal with. Was the paycheck worth it? NO. Your life isn't worth a paycheck.

Please, Please, if you find yourself using these new high-powered automotive paints and solvents, FOLLOW THE MSDS SHEETS, they will save your life. Thank you for reading this and I wish all the wonderful and talented automotive painters out there all the luck in the world.

Ronald Perry Jr. has been a painter for 23 years, a husband and father for 22 years and a grandfather for two years. He currently resides in Lynchburg, Virginia

Copyright 2001 by CollisionWeek. All rights reserved. No part of this publication may be reproduced or transmitted by any means without permission in writing from the publisher.

Ontario Stolen and Salvage Vehicle Program

To: CIAG/ TCRS/PVRA/HARA Directors

From: John Norris

May 8, 2001

At a committee stakeholder meeting, held earlier today, the Ministry of Transportation outlined their proposed regulatory framework for the definition of "salvage" and "irreparable" vehicles. These definitions will be the base of the proposed mandatory vehicle branding program. Your comments are invited and will be used in a submission on May 30 to the Ministry at their next meeting. The proposed definition of an "irreparable" vehicle is:

1) Total loss vehicle that has been submerged in liquid to the bottom of the dashboard or above, or where major electrical components have been exposed to liquid

2) Total loss vehicle, not including a motorcycle, that has incurred structural damage requiring the replacement of more than 3 structural assemblies in the passenger compartment area

3) Total loss vehicle that is a motorcycle that has incurred structural damage requiring the replacement of the full frame assembly

4) Has a classification in another jurisdiction acceptable to the Registrar as irreparable

5) Vehicle that has been recovered following theft and has been dismantled with substantial loss of major components without structural damage Full frame vehicles would also fall under these terms and the use of "RBT" VINs would be restricted.

All "written-off", structurally damaged vehicles that do not meet the above definition are to be branded "salvage". The definition of "written-off" has been better explained.

I will be working with the insurers to both test these proposals in an auction yard setting and to help design proposals for a training program that is expected to be required in order to help appraisers and shop owners recognize the structural parts in the passenger compartment area that require "replacement" not just "repair." We are also advocating the inclusion of specific shop training to be included in the program.

353 REGULATORY COMPLIANCE IN THE COLLISION REPAIR INDUSTRY IN ONTARIO.

R. Rae, Ontario Ministry of Labour, Mississauga, Ontario, Canada

This paper presents a summary of health and safety inspections of more than 150 auto body repair shops in the greater Toronto area and in southwestern Ontario. It is conservatively estimated that there are more than 3,500 autobody repair shops in the province. A cross section of shops of various sizes ranging from full-service automobile dealers, large franchise and independent shops, and a selection of smaller shops were included in the survey.

This survey focused on a variety of issues including storage and dispensing of flammable solvents, adequacy of prep station and spray booth ventilation, contact and inhalation with hazardous substances, and compliance with legislated training, education, and trade-licensing requirements.

The results of the survey indicate that noncompliance with the Occupational Health and Safety Act and specific regulations applicable to the auto body industry is widespread. More than 95% of the shops were in noncompliance with one or more sections of the act and/or regulations. While the use of air-supplied respiratory protection is mandatory in Ontario for the spraying of paints/primers containing isocyanate hardeners, less than half of the shops inspected had the protective equipment available, and not all shops enforced its use by painters. An average of five compliance orders was issued to each shop inspected.

An 85% compliance rate was achieved within the time limits imposed in the orders. The ongoing inspection program continues to show similar rates of noncompliance within this sector.

HARA INTRODUCES NEW HEALTH AND SAFETY PROGRAM

December 20, 2000

In response to collision repair shop requests for a less expensive and more relevant health and safety training alternative, the Hamilton District Autobody Repair Association (HARA) has introduced a Workplace Hazardous Materials Information System (WHMIS) training package that will meet that need.

The video and student workbook based package, produced by the Ontario Service Safety Association (OSSA) is designed especially for today’s collision repair and paint shops.

Featuring five eight minute video sections and the workbooks that match them, this Ontario produced video highlights all the areas needed to meet the training requirements of the Ontario Ministry of Labour. As well, says shop owner Julio Bruno, who watched the program presentation, the package includes: "A pocket –sized WHMIS warning symbol cards for employees, a poster for the shop with the WHMIS symbols, a profile of how to set up a joint health and safety committee, an isocyanate warning bulletin and how to set up a designated substances review, and a worksheet package on how to conduct a health and safety tour and audit in a collision repair shop."

This 3.5 hour training course in offered to any shop in Ontario and can be completed in one night at the shop. Members of collision repair trade associations receive a discounted rate of up to ten employees receiving the complete program for a total cost of only $350.00

Please contact the office at 1-800-318-DENT or ciag@icom.ca for more information or to book your training.

IMPORTANT NOTICE TO HARA MEMBER SHOPS

December 17, 1999

A special meeting this Tuesday, has been arranged by HARA with the Workplace Safety and Insurance Board specifically to review our allegations to the Board that many of our member shops are paying too high a premium considering their accident history.

If your shop is paying a premium to WSIB HIGHER than $3.51 per $100 assessment and you have reported less than 3 accidents last year to the Board, you should call the HARA office and both identify yourself and the rate you are paying. In this way, we can target the reviews properly, try and arrange a refund for you if possible and the association does not run afoul of any privacy requirements.

Again, if you think your payments are too high , you should call (905) 662-9499 at the HARA office or fax (905) 662-9502 or 1-800-318-3368. The e-mail address at the office is ciag@icom.ca

HARA is also requesting the Board remove the entire industry from its current classification (which includes muffler shops and car washes with increasing accident costs),and let the collision repair and auto refinish industry be in a single Astand-alone@ classification to also help reduce costs.

WSIB has already announced that our industry rates are increasing in the year 2000 by 6%, and we feel that the reasons for the increase do not reflect on the good job that our industry is doing and we are requesting a roll-back of premium increase.