Tuesday, July 26, 2011  On July 22, 2011. My FD responded mutual aid to a neighboring department with a pumper and a ladder for a reported apartment fire. While en route, the ladder trucks left front tire disintegrated at about 50 mph. Because of the drivers training and experience, he was able to safely bring the truck to a stop on the opposite side of road after some serious "man handling" of the steering wheel.

LESSONS LEARNED
Because of the drivers training and experience, he knew not to try and over correct it which may have resulted in the 23+ ton ladder truck flipping on its side. Our FD strongly enforces seatbelt use which resulted in no injuries to any of our members.
 

Thursday, June 30, 2011  While dispatching a large grass fire in Johnson County Texas, I had 3 brush trucks, 2 tankers and 1 engine responding. In a very rural and mostly volunteer county, an assistant fire chief calls into my dispatch center stating one of his water tankers had rolled over and he had a firefighter trapped inside. I obtained an address and proceeded to dispatch the next closest department, an aircraft and ambulance. The firefighter was able to escape with minor injuries. The firefighter was transported to the local hospital and treated and realized later that he needed surgery on his arm. I was able to visit this particular fireman after he was admitted to a room and he stated that he ran off the road doing about 60mph with 3000 gallons of water on his back.. He over corrected and the tanker tipped onto the driver side. started sliding down the farm road and started rolling. I am glad that my friend is okay, so glad he was wearing his seat belt! He is very very lucky to only sustain the injuries he has.
 

Friday, June 24, 2011  Thanks to Mark Woodward at Missouri Employers Mutual www.WorkSafeCenter.com for this article submission.

A seat belt is the most important safety device a firefighter can use. And they’re virtually free. There’s no need to “spec” them into new fire trucks. They’re provided by the manufacturer of all modern fire apparatus.

Missouri fire departments (including all fire departments across the entire United States) must adopt written seat belt policies and all fire department personnel must be required to wear seat belts whenever driving or riding in any vehicle on fire department business. This includes during emergency responses.

Statistics back up the need for seat belts. The Missouri Department of Workers Compensation, the Bureau of Labor Statistics and Missouri Employers Mutual, Missouri’s largest workers’ compensation insurance provider, are all in agreement that vehicle crashes are the number one way to die on the job.

The Bureau of Labor Statistics states that work-related vehicle accidents are responsible for 42% of workplace fatalities in Missouri during 2010. The Missouri Department of Workers Compensation states that in 2010, 32% of workplace fatalities were vehicle-related. During the past fifteen years, 42% of all work-related fatalities that MEM has handled are the result of vehicle crashes.

Many Missouri fire departments are adopting and enforcing seat belt policies. Sadly, there are still fire departments that don’t enforce seat belt use. Thousands of dollars in firefighting gear is purchased each year in the name of safety. But a simple basic safety rule like seat belt use is not enforced. From an insurance perspective, the safety efforts of a fire department with the best safety gear, but no seat belt use, would be labeled ineffective.

Seat belts protect firefighters by minimizing injuries because occupants stay safely seated and they are protected from full or partial ejection. Seat belts also prevent deadly sudden contact with interior components. The driver has a better chance of staying in the driver’s seat and in control during a vehicle incident when restrained by a seat belt. The most structurally-sound cab in the world isn’t safe when it rolls or suddenly stops. Crashes cause occupants to slam around inside, against each other, or be thrown out when glass breaks or doors open.

Due to staffing requirements and the increased use of large truck cabs more firefighters are now injured during a single fire truck crash. It’s realistic to have four or five severely injured firefighters in a single apparatus crash. Large cabs have plenty of room for equipment and gear, but the extra space provides lots of room for bad habits. Volunteer firefighters are just as much at risk for serious vehicle accidents. It is important to remind them to that they must wear their seat belts while driving on fire department business or during emergency calls even when driving their personal vehicles.

One common barrier to seat belt use is that firefighters are busy gearing up while they are in the truck. They stand up, pull up bunker pants, put on coats and strap on air tanks. They’ll risk their own safety during an extremely dangerous emergency response. According to 2009 Missouri State Highway Patrol statistics there were 142 fire apparatus crashes in Missouri. Ironically, 37% were on an emergency run at the time of the crash. In 57% of crashes, fire apparatuses struck another vehicle. Emergency responses are not the time to ignore seat belt use. Firefighters must wear seat belts during any responses and don their protective gear before getting on the truck or after the truck has arrived.

Firefighters want their family members to wear seat belts. Firefighters always buckle their children. But are firefighters willing to wear seat belts themselves? Are firefighters putting their personal livelihood and the happiness and well-being of their families at risk when they ride with no seat belt? How serious is your fire department about safety? How can you be a safe organization and ignore seat belts? When management fails to enforce seat belt use, they become vulnerable to civil litigation after an accident. Seat belt use is the law in Missouri. Commercial motor carrier drivers are required by federal law (Federal Motor Carrier Safety Administration) to wear seat belts. Seat belt use is a best practice in the fire service. Managers that fail to enforce seat belt use are endorsing unlawful behavior. After a terrible accident your decision to ignore Missouri statutes could be used against you, personally, in civil court.

A recent Missouri court case, Hooker vs. Robinson (2010), proves that not just the company, but managers and co-workers can be held personally responsible for work-related injuries.

All Missouri fire departments must develop a written seat belt policy and require that employees and volunteers review and sign it annually. Enforce safety rules. Don’t yield to excuses. Don’t be complacent. Make sure firefighters are protected when performing the most dangerous job duty in Missouri—driving and riding in vehicles on fire department business.
 

Sunday, June 19, 2011  Recently our VFD was dispatched for a MVC- Usual response of Fire / PD / EMS was done as normal. Once into the incident, with substantial manpower a recently off "Junior" status Fire Fighter was responding POV to this call, running "blue" lights- The road the member was on was a 35-45 MHP 2 lane road. The subject was approaching the scene at a high rate of speed, and when he realized he was approaching the scene, at such a higher rate of speed, he ended up ditching his vehicle, to avoid hitting another members POV and local PD units and OFFICERS. Said member has ran across the state border to a call, running "blue lights" to a call when there was already FD on scene, and the member is NOT a EMT in the neighboring state. This member has also "impersonated" an EMT NUMEROUS occasions, while in EMT class- and has been found to "jump" calls with neighboring FD's

Thursday, June 9, 2011  I am reporting this from a fire investigator position. Lakewood E-3 responded to a report of a car fire in an apartment complex parking lot. Upon arrival E-3 found a working car fire and deployed a trash line to extinguish the fire. While units were advancing the hose line, they heard two separate explosions. Post incident analysis showed the one explosion was from the right front tire. The second explosion and possible life threatening danger was from the hood support piston. It was discovered by a report that a pedestrian was struck in the leg. A measurement revealed the projectile traveled 60ft before striking the victim. A surveillance tape was reviewed and we were unable to see it exit the vehicle due to the speed of the cylinder. The cylinder was located and appeared intact. It looked like medal rod 12" long ½” in diameter. This could have shot right thru while they were working at the front corner of the vehicle. It was mentioned from the hose team that they heard the noise but couldn’t identify it. The cylinder exited the vehicle when they were working close to the car. This could have been a deadly experience when trying to get the hood unlatched.
When approaching a car fire be aware that there are a number of potential projectiles. Approaching the car from a 45deg is safer. In addition keeping pedestrians at a safe distance and away from the front area will reduce the chance of an injury.
 

Thursday, May 26, 2011    First and foremost, as the Deputy Fire Chief & Operations Officer for this fire department is was my responsibility to ensure that this event did not happen and to that end I take full responsibility for not using all of my knowledge, skills, and abilities to prevent this incident. I cannot stress the need that agencies working together or collaboratively on joint response groups must understand the need for clear, unilateral communication. Furthermore, we must be willing to be part of a system that creates opportunities to build and strengthen relationships and create awareness and accountability to the standards and guidelines that have been adopted by the fire service and similar response agencies. This incident has opened our eyes to our personal failures and we were fortunate enough to have only incurred a minor injury, but still this is unacceptable.   The Specific Incident:   A T-COM 13H Mobile Air Support Unit was returned to our fire department after undergoing a retrofit of the breathing air cylinders from DOT to ASME. In conjunction with this retrofit, purifying cartridges, associated hardware, and air fittings were replaced. All of the aforementioned work was performed by an individual who possessed no formal education, training, or certification from the manufacturer of the air trailer (Failure #1). As the Deputy Fire Chief in charge of Operations, I ordered the on-duty crew to perform a thorough return to service inspection and operational test of the air trailer. I stressed the importance of utilizing all appropriate safety equipment given the circumstances of the retrofit. Prior to the beginning of the return to service procedures, crews had refueled the diesel tank as this unit has the ability to operate from electric supply or an onboard diesel engine with generator. No problems were encountered during the refueling process. An initial visual inspection of the air trailer was conducted and several nuts, washers, and bolts were found lying inside the pan of the air trailer. Personnel were unable to specifically locate where the parts may have originated from, however, many areas exist within the trailer that make visual inspection difficult (Failure #2). Upon completion of the visual inspection, a firefighter began filling the four air cylinders. The first cylinder was full and transition to filling the second cylinder began when the firefighter heard an air leak (Failure #3). The firefighter suspected the air leak to be emanating from a possible open valve that he felt he may have missed during the pre-start checks. This firefighter was also unaware of a prior existing issue with an in-line check valve that leaked and needed to be repaired (Failure #4). The firefighter began a series of checks on valves and made contact with cylinder #1’s moisture drain valve assembly. Upon contact with the valve handle, the assembly separated from the cylinder, striking the operator in the hand with the force of 6000psi compressed air. The firefighter was not wearing any type of hand protection (Failure #5). This cylinder was filled when the valve struck the firefighter, however, the possibility exists that due to the firefighter’s hand being so close to the valve assembly, the object did not gain much momentum and the injury to firefighter was minor. The firefighter was working alone (Failure #6). A subsequent large air release occurred from the system and was heard by myself and other members inside the fire station. We rushed to the apparatus bay to find the injured firefighter and the air trailer free-flowing air. I placed the firefighter on administrative leave and sent him to the hospital with another firefighter to be evaluated and treated for his injuries. He returned to work later that evening, sore, upset, but healthy. His injuries were minor in comparison to the potential danger that existed.   The air trailer and compressor system were secured, rendered safe, and all air cylinders and system were purged. The fire chief was notified of the occurrence and injury. An investigation began to identify to root cause of the failure. Photographs and written statements were collected from on duty personnel.  Once the valve assembly was located, examination of the valve assembly revealed that the components, specifically the compression fittings were not properly installed and tightened, the stainless steel tubing was not flared, air cylinders were misaligned, and after-market parts not included with the upgrade kit were used. Further investigation found that all air cylinders drain port was not properly aligned and perpendicular to the floor surface and questionable usage of Teflon tape. All initial findings were forwarded to the fire chief, city administrator, city attorney, and risk manager for discussion and further action.   The Department:   We are a combination department with new chief officers and are recovering from a period of frequent leadership changes during the course of the last six years. We are a small city fire department with members who care greatly about their community, but also are passionate about their service as a firefighter. Our fire department participates in a Regional Response Team for Hazardous Materials and as such was assigned several pieces of equipment from the Bureau of Homeland Security. Prior to the arrival of the current Fire Chief and Deputy Fire Chief an unclear methodology existed with regards to the daily, weekly and ongoing apparatus checks and maintenance regiments. After my initial indoctrination and communication with the fire chief, I realized that some assessments and observations needed to occur to accurately understand the environment and culture. I immediately made notice to and vigorously attempted to create awareness of several issues regarding un-serviced equipment, expired products, and undocumented maintenance records of equipment assigned to the fire department and to the regional response team. I felt strongly of the importance of creating a transparent form of communication and establishing a concept of teamwork we felt was extremely important so that a personal level of ownership would occur, not only with our own members, but with other departments participating in the regional response team.   A situation arose regarding our T-COM 13H Mobile Air Support Unit. This piece of equipment is part of the regional response team and is part of the fire department’s inventory. Upon my arrival, I conducted a survey of this piece of equipment and determined that the unit had not been serviced and quarterly air samples had not been drawn and tested. Until this time, this piece of equipment was indeed in service and being used regularly. I informed the fire chief and the unit was immediately removed from service until a course of action could be made. A local repair agency was contacted to complete an annual service, including a subsequent air sample conducted on the air to meet the NFPA standards. The repair agency stated that they were an authorized repair agency, and had the necessary credentials to complete the requested work. It was later determined that the repair agency hired for the annual service may not have been able to adequately complete the repairs in accordance with the manufacturer’s specifications. In addition, the installed DOT cylinders were also found to be out of hydrostatic test dates. The air trailer manufacturer had recommended ASME cylinders, however the purchasing entity selected DOT cylinders in lieu of the ASME cylinders. Several of our contacts regarding the retrofit stated that the course of action was selected due to what was stated as “funding difficulties”. The specific discussion arose due to the extreme labor intensive efforts in order to conduct hydrostatic testing.  The unit again was removed from service and parties were notified while we tried to determine a new course of action.    Local politics and culture created a parallel expectation that this air trailer was intended to be used during a regional fire academy and conference. The fire department was unaware that the air trailer would be needed and did not receive advance notification by conference planners. What was clearly understood were phone calls stressing the importance of this unit’s presence during the academy and how significant an impact it would be if the air trailer was not provided. The importance of the air trailer’s presence was the priority not the below standard condition. The fire chief and I struggled with this situation and against their personal experience and judgment allowed the air trailer to be used with a hopeful attitude that this positive participation would gain some much needed favor with local departments. To provide some semblance of firefighter safety an air sample was hand delivered for testing to ensure air quality. No safety incidents associated with the air trailer occurred during the conference..   The Fire Chief and I were again made aware through informal channels that the regional response team executive board had planned to perform a retro-fit on this air trailer. The currently installed and expired DOT cylinders would be removed, and new ASME cylinders would be installed thereby eliminating the need for hydrostatic testing and the subsequent, cumbersome and difficult removal process. At first glance and initial discussion, the proposed changed made sense and seemed to be in line with the mission of the regional response team. A red flag was elevated when we realized that the proposed changes would be perform... [ more ]

Saturday, May 21, 2011  At approx. 2:30 am this morning Units from Knoxville Vol Rescue Squad, Rural Metro Fire and Heiskell Vol FD were poerating at a single vehicle wreck on I 75 NB near the Knox County TN line. They were beginning to pick up after extricating a 5y/o from the overturned car. The drive was being arrested for DUI. All Emergency vehicles, except for the Highway Patroll Vehicle, were in the right hand lane and all emergency lights were operating. The HP car was on the right shoulder next to the Rescue truck. At this location I 75 is a two lane highway in each direction. There is a "Jersey Barrier" seperating the NB and SB lanes. A fully loaded 18 wheeler, travelling at highway speed in the left lane, entered into the right lane and inflicted heavy damage too the Rescue Truck and Heiskell's Engine. It the struck the side of the RM engine, the newest in their fleet, and drove it approx 20-25 yards off the highway into the woods. The tractor trailer came to a stop next too and partly on top of the Engine. The driver of the 18 wheeler was pinned. He was extricated by the Knoxville Rescue Squad and transport with apparan minor injuries to thye University of Tennessee Medical Center. One Squad member was also transported with minor injuries. Several othe responders also sustained minor injuries. All responder injuries were sustained diving or running fom the impact. After this crash the highway was closed for several hours to clean up and investigate the MESS. LESSONS LEARNED:
Do not rely on Law Enforcement for Highway safety. There should have at least been a second LEO on scene to slow traffic and enforce TN's "Move over Law"

Saturday, May 21, 2011  While operating my employers tractor trailer rig for my day job, I approached an active accident scene in both east and west lanes of I-64 near Hurricane West Virginia. It appeared as a single vehicle mvc that was in the clearing stages. A flat bed tow truck was preparing to move the vehicle involved while fire and police personell protected the scene. As I approached travelling eastbound, I began slowing my rig with the engine retarder brake and moved to the right lane as there was a pumper truck and a police car covering the eastbound high speed(left) lane and berm. Just as I began passing the scene, I checked my left mirror and as I turned my head back forward I saw the vehicle in front of me (an suv towing a U-haul trailer without operating tail/stop lights) stopped with me rapidly approaching. With a millisecond of a decision to make, I swerved my rig to the left lane and applied the trucks brakes as hard as I could without causing a skid. As I barely cleared the police car I heard someone on the scene yell "whoa!" Thankfully a secondary collision was averted, but i do deeply apologize to the members of the Hurricane W.Va. fire department for scaring the heck out of them.


TRAINING TRAINING TRAINING, SITUATIONAL AWARENESS SITUATIONAL AWARENESS SITUATIONAL AWARENESS Without my training as an emergency vehicle operator and education in decision driving from my employer, I do not think I would have reacted the same in this sitationn and surely would have been involved in a secondary collision. I have been a volunteer firefighter for 6 years and I jump at a chance to train and learn something new. The same hold true for my day job. My employer has sent me to the "skid pad" in Michigan to teach company drivers how to handle their truck in an emergency situation and that training paid for itself at this scene. Second, situational awareness...

ALWAYS BE AWARE OF WHATS AROUND YOU ON THE HIGHWAY Cell phones, the radio, people in the car, all trying to distract the driver from paying attention to the road and traffic conditions and YOU are the only line of defense the you have. As I've told younger members of my fire company, "keep your head on a swivel". Dont lock your focus into one thing on the scene, always be looking around, not only for what may be coming at you, but where your escape routes might be. Lastly, be aware of those who rent equipment for moving or whatever but dont check to see if all the lights work properly.
 

Wednesday, April 27, 2011  We had been dispatched for a motor vehicle crash within our first due and responded with our 1500 Gallon 1991 Pierce tanker driven by an officer with 35 years behind the wheel of emergency equipment and our ambulance right behind. Our station sits 1 block off an undivided, extremely busy 4 lane highway in a small residential neighborhood. Both units had all emergency lights and sirens activated. The tanker was in front of the ambulance being driven by the ems chief with over 5 years driving emergency vehicles including all fire apparatus as well. We stopped at the intersection that is only controlled buy a stop sign and waited for traffic to clear and come to a stop for us, so we could make the left turn. Several cars including a tractor-trailer had stopped in the nearest lane and the truck even activated his hazard flashers. There was no traffic at all in the farthest lanes. Just as we eased out the driver was double checking to the right the riding officer screamed at the top of his lungs "STOP! STOP!" without any hesitation at all... the driver halted the tanker just as a car came up to the stopped vehicles, looked up from his cell phone and swerved to miss them then had to swerve into the opposite lanes to keep from hitting us. As he went by us, all we could see was the roof of his car. He went onto the gravel shoulder on the opposite side of the road, skidded sideways and continued on. All we could do was look at each other and shake our heads... there was nothing else to do. So the driver regained enough of his self to continue our response without further incident. Once we arrived at our destination it must have been apparent something happened to us because both our Assistant Chief and a deputy sheriff asked if we were okay. I think our complexion was still a bit pale. We even had to double check the car didn't hit us as we inspected for paint transfer. LESSONS LEARNED: #1-PAY ATTENTION!! We were responding to what the dispatcher said was a car accident where there were unconfirmed reports of no injuries and very minor. Which in fact it was. Minutes after arriving we went in service. The speed limit where this occurred is only 35mph, that car was doing at least 60-70. Had he struck us, it would have been catastrophic. The tanker driver has over 35 years in the department and was in no hurry to turn out into traffic. GOOD THING! Even though you may not be the driver #2-PAY ATTENTION!!!! did I say pay attention?? in this case, the riding officer prevented a very serious if not fatal responding incident. and most importantly, wear your seat belts as we were. We have a very strict seat belt use policy that even our officers follow. This was the "closest" close-call of my 28 years in the fire department. WHEW!

Tuesday, April 26, 2011  While on scene at an MVA in our town a vehicle drove around a road block created by our engine.It proceeded to drive right at a group of FF'S working in the street(approx 8 ff's).This vehicle stopped about 8 ft short of running over these ff's.The driver a 20 year old male had been drinking and had a pipe with marijuanna in it.He was arrested on the spot and taken to a local hospital for a BAC and a medical examine. All FF's were wearing their NFPA required saftey vest that I believe saved their lives this night.


Wear your saftey vestes and keep your eyes open at all times .Even if the road is "blocked" somebody will find their way through.
 

Saturday, March 19, 2011   FF/PM ##### was moved up to Truck Engineer this evening. At 23:16 we had a Med Aid response. Upon arriving at the intersection and with a green light in our direction, the acting engineer slowed down and looked both ways resulting in avoidance of a fast moving truck traveling north. This close call was about the closest I have seen in my years in the Fire Service. The impact would have caused considerable damage to life, District and Civilian Property. With the green light and the late time, this could have easily resulted in a collision if it weren't for the Engineers vigilance. I credit the Training Division for the Driver Training and Safety messages that have been provided to our employees. I credit his Captain and Engineer for the training they have provided FF/PM #####. Most of all, I credit FF/PM ##### for his maturity and composure in handling this move up assignment with professionalism and the highest level of competency.

LESSONS LEARNED:
#1 -Slow Down

#2 - Do not assume that because you have the green it is all clear

#3 - The objective is to get there as well as return

#4 Continued Education, Training, and awareness pays off

#5 - We are the professionals, let's drive like one.

#6 - Complacency kills
 

Sunday, March 13, 2011  I was driving Brush Attack 22 to get fuel with Engine 22.Both Engine 22 and Brush Attack 22 were heading north on US Highway 1.US highway 1 is a four lane highway with a medium in between the four lanes.The medium also has turn lanes that only turn left.Engine 22 was about a quarter mile ahead of Brush Attack 22 when Engine 22 moved into the left turn lane to make a left turn. Engine 22 entered the turn lane making a left hand turn onto Volco Road to enter the fuel station. Engine 22 did not stop while making the turn due to no traffic. As I entered the turn lane with Brush Attack 22 a box/delivery truck was heading south on US H ighway 1 was also entering the turn lane in the south bound lane.Both vehicles were making left hand turns.As we both entered our turn lanes I did not see anymore vehicles heading south, I did not stop to turn . As i was making my turn there was another vehicle behind the box/delivery truck that I could not see.The other vehicle was a white full size pickup pulling a trailer.When I saw the pickup I punched the gas to get out of the way of the pickup.The pickup sevred to miss the Brush Attack hitting a sign and causing damage to the bumper.The pickup was tucked up behind the box/delivery truck were I could not see them.No laws were broken when I made my turn. If i had not punched the gas the pickup would have hit the Brush Attack in the rear tires. Brush Attacks are military 6x6 vehicles .If the pickup had hit the Brush Attack there would have been alot of damage and the driver of the pickup would have been hurt. There were no injuries in this incident. LESSONS LEARNED: To stop at all turn lanes to make that traffic is clear before turning. If I am in a turn lane were I can not see around another vehicle would be take the extra time and look to see if everything clear.As fire fighters we have to watch out for the public when driving big vehicles. Some are slow and sometimes the public do not watch out for us. Accidents are going to happen and I am going to try to not let that happen again.This was an experience I did not like.

Sunday, March 13, 2011  We were called out for a tanker shuttle during a structure fire on 3-11-11. On our first trip back to the fill site a engine that was in place connected to the tanker using storz fittings. When the line was charged the hose was twisted and spun the storz fitting off thankfully it did not hit anybody but it was close.

LESSONS LEARNED:
Always make sure you hose isn't twisted when using these typs of fitting somebody definitely could have been hurt.
 

Friday, March 4, 2011  February 24th, 2011 at approximately 2000 hours my department was dispatched for a single vehicle accident w/ unknown injuries or entrapment. Our rescue and an engine went in route within 2 minutes us being dispatched. we arrived on scene at the same time as the ambulance. Once on scene we found a single vehicle had run off the road, went airborne, hit a guide wire from a telephone pole, and the vehicle was resting in between 2 trees. the first problem we encountered was the guide wire that was hit actually was thrown in the air and had wrapped itself in the high tension lines above. All crews were informed of the issue. Once the vehicle was reached by our personnel, it was confirmed that the driver was entrapped. Crews from our rescue and engine worked to stabilize the vehicle and remove the roof. Once the roof was removed the patient was further stabilized, she was removed from the vehicle. While on scene the road we were working on was shut down by the local pd on one end and our squad had taken position at the other end of the road to divert traffic. In the middle of the rescue a second ambulance came into our scene at a high rate of speed and almost clipped our squad. The ambulance even ran over one of our cones that were up to shut the road down. Luckily our personnel were not in the way. The ambulance came with a driver only and had not called to our command for instructions so it was a surprise to us that it was coming.

LESSONS LEARNED:
We had learned multiple lessons from this call. We were informed from the electrical company that since the guide wire was made of metal; it could have caused the ground around the pole to be charred with electricity. Second lesson was that even knowing a road way is shut down; it doesn’t make it a safe zone from vehicles. The odd part of the whole call was that our station was holding a highway safety class at the time of dispatch.