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Dear Reader - Sorry for the delay folks, pressures and all that. As this issue goes out we are reminded once again of the dangers faced every day by firefighters all over the world. This month it is closer to home as four British Firefighters perish while searching a blazing warehouse for migrant workers. Our condolences go out to all the Families and serving Firefighters of the region - May God comfort you in your hour of need and bring you some closure and inner healing to combat such a loss.

In this issue we continue our in-depth look at the real issues around SRS and the workable risk control measures to support and keep the rescue team safe. If you haven't yet seen our new 'Crash Rescue' profile you can access it at www.resqmed.com/CR.htm - For now I wish you all well and good fortune l -  Len Watson editor -  [ FEEDBACK ] - 

.../.. Working with Live SRS

This article is one in a series and new readers are advised to begin by reading ISSUE 12 – 13 and 14 ‘Rescue with live undeployed SRS systems’ before continuing to read this issue – Click [HERE] to begin.

WARNING - Throughout all evolutions, continually conduct dynamic risk assessments, Give audible warning and enforce the safe distance ruling, and never use hard protection or equipment in front of an undeployed airbag when cutting, crushing or ramming/spreading in any area that might compromise the system.  Always implement appropriate risk control measures as outlined in ISSUE 12 and 13.  

In this issue we take a deeper look and discuss three different variances in IC SIPS installation that can be found in estate cars/station wagons and the risk control measures and the order of cutting to ensure safety when performing roof removal. 

Preparation

After securing the scene and stabilising the vehicle/s

1.     Perform glass management and remove the liftback at the hinges.

2.     PRY BEFORE YOU CUT.  Strip the interior trim from all pillars and posts and expose the metal channel. Inspect all installation slots for IC/SIPS inclusion. Pin-point the exact location of cylinders, connectors and system wiring, and inspect the centre post at its base, middle and top for the seatbelt pretensioner location.

3.   Cut all seat belts -  Pass casualty/ies seatbelt webbing and tongue onto the AIO - Accident Investigating Officer

Rescue with live undeployed SRS systems – unable to disconnect the vehicle’s battery

4 dr. estate car/station wagon – Roof removal – working with undeployed SIP systems - IC/SIPS  installed in roof’s side channel

Option 1.

Roof Removal - with IC/SIPS

• *Give an audible warning, enforce the safe distance rule and cut the rear door pillars. Ensure all SIPS wiring has been completely cut through before handling the roof's side channel

• *Give an audible warning, enforce the safe distance rule and cut centre pillars avoiding seat belt anchorage plates and, where fitted, pretensioners and connector plugs

• Cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• Use hard protection and cut windshield pillars.

• Remove the roof structure

 *RISK - Liberation of window housings and sharp edges to roof pillars. Possible deployment of SIPS and pretensioner/s (Short-circuit).  Liberation/Deployment of propellant through inadvertent cutting

Option 2.

Roof Removal - with IC/SIPS disconnected

• *Where practical, in order to remove the potential power source to SIPS, give an audible warning, enforce the safe distance rule and disconnect all modules at their respective connector plug/s. Alternatively, using a wire cutter, cut wiring to module/s and separate cut ends

• Perform cuts to rear door posts avoiding IC cylinders and active SIPS wiring

• Use hard protection and cut windscreen pillars.

• Perform cuts to centre pillars avoiding seat belt anchorage plates and where fitted, pretensioners and any active SIPS wiring.

• Cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open particularly where it is equipped with high pressure gas struts

• Use hard protection and cut windshield pillars.

• Remove the roof structure

*RISK - Liberation of window housings and sharp edges to roof pillars. Possible deployment of SIPS and pretensioner/s (Static-discharge). Liberation/Deployment of propellant through inadvertent cutting

Option 3.

Roof Removal - with strategic safety cut

• Pry away some of the trim along the roof's side channel by the rear door pillar in order to expose the inflation curtain.

• Cut through the roof's side channel and IC (inflation curtain) as shown  - This will prevent IC inflation in the event of PAD (post accident deployment).

• Then perform evolution as detailed in option 1 or 2

4 dr. estate car/station wagon – Windscreen pillar mounted IC cylinder

Option 1.

Roof Removal - with IC/SIPS

• *Give an audible warning, enforce the safe distance rule and cut windshield pillars. Ensure the IC curtain fabric has been completely cut through before handling the roof's side channel

• *Give an audible warning, enforce the safe distance rule cut centre pillars avoiding seat belt anchorage plates and where fitted, pretensioners and the connector plugs

• Use hard protection and cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• Use hard protection and cut the rear door pillars.

• Remove the roof structure

 *RISK - Liberation of window housings and sharp edges to roof pillars. Possible deployment of SIPS and pretensioner/s (Short-circuit).  Liberation/Deployment of propellant through inadvertent cutting. IC cylinder deployment would give a super heated gas release from the strategic cut to the roof's side channel.

Option 2.

Roof Removal - with IC/SIPS disconnected

• *Where practical, in order to remove the potential power source to SIPS, give an audible warning, enforce the safe distance rule and disconnect all modules at their respective connector plug/s. Alternatively, using a wire cutter, cut wiring to module/s and separate cut ends

• *Give an audible warning and cut windshield pillars. Ensure the IC curtain fabric has been completely cut through before handling the roof's side channel

• *Give an audible warning, cut centre pillars avoiding seat belt anchorage plates and where fitted, pretensioners and the connector plugs

• Use hard protection and cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• Use hard protection and cut the rear door pillars. 

• Remove the roof structure

4 dr. estate car/station wagon – Duel (front/rear) mounted IC cylinders

Option 1.

Roof Removal - with IC/SIPS

• *Give an audible warning, enforce the safe distance rule and avoiding the IC cylinder cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• *Give an audible warning and cut windshield pillars. Ensure the IC curtain fabric has been completely cut through before handling the roof's side channel

• Use hard protection and cut the rear door pillars.  

• *Give an audible warning, cut centre pillars avoiding seat belt anchorage plates and where fitted, pretensioners and the connector plugs

• Remove the roof structure  

*RISK - Liberation of window housings and sharp edges to roof pillars. Possible deployment of SIPS and pretensioner/s (Short-circuit).  Liberation/Deployment of propellant through inadvertent cutting. IC cylinder deployment would give a super heated gas release from the cut to the windscreen (A) pillar.

Continued -->

Useful sites:

lenwatson@resqmed.com  or at leonardwatson@talktalk.net 

 

Option 2.

Roof Removal - with IC/SIPS disconnected

• *Where practical, in order to remove the potential power source to SIPS, give an audible warning, enforce the safe distance rule and disconnect all modules at their respective connector plug/s. Alternatively, using a wire cutter, cut wiring to module/s and separate cut ends

• Cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• *Give an audible warning and cut windshield pillars. Ensure the IC curtain fabric has been completely cut through before handling the roof's side channel

• Use hard protection and cut the rear door pillars.

• *Give an audible warning, cut centre pillars avoiding seat belt anchorage plates and where fitted, pretensioners and the connector plugs

• Remove the roof structure

4 dr. estate car/station wagon – Centre mounted duel IC cylinders

Option 1.

Roof Removal - with IC/SIPS

• *Give an audible warning, enforce the safe distance rule and cut the centre pillars avoiding seat belt anchorage plates and the IC connector plugs. Ensure all wiring has been completely cut through before handling the roof's side channel

• Use hard protection and cut the rear door pillars

• Use hard protection and cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• Use hard protection and cut the windscreen pillars. Where appropriate ensure the IC curtain fabric has been completely cut through

• Remove the roof structure

Option 2.

Roof Removal - with IC/SIPS disconnected

• *Where practical, in order to remove the potential power source to SIPS, give an audible warning, enforce the safe distance rule and disconnect all modules at their respective connector plug/s.  Alternatively, using a wire cutter, cut wiring to module/s and separate cut ends

• *Give an audible warning, cut the centre pillars avoiding seat belt anchorage plates and the IC connector plugs. Ensure all wiring has been completely cut through before handling the roof's side channel

• Use hard protection and cut the rear door pillars

• Use hard protection and cut the rear pillars - Where the liftgate has not been removed, the remainder will eject open, particularly where it is equipped with high pressure gas struts

• Cut the windscreen pillars. Where appropriate ensure the IC curtain fabric has been completely cut through

• Remove the roof structure

Evolution analysis and explanation

As can be seen each IC installation type holds different risks as the evolution evolves.  The see through schematics help greatly in understanding the logic behind the evolution detail as we can appreciate the placement of the IC modules, cylinders and wiring loom and where cutting would encroach upon the system.  

The logic ‘pry before you cut’ becomes very real in establishing the exact location of the IC cylinder, pyrotechnic fused plug/s and the wiring’s connector plug/s, all of which hold a recognised risk. The instruction DO NOT cut the IC cylinder or pyrotechnic module is clear and concise and cannot be mis-understood. The same clear and concise understanding must apply when disconnecting at the connector plug or cutting and separating wiring to modules – Give audible warning, enforce the safe distance ruling before carrying out any work / procedure that could possibly deploy these systems is vital safe working practice – visit our free study site and read SRS Smart System Logic’ http://www.resqmed.com/SRSlogicSm.pdf and ‘Vehicle Extrication - Dynamic Risk Assessment’ http://www.resqmed.com/VehExDRA.pdf 

Consider – ‘continual dynamic risk assessment’ can be just clever words to mask incompetence and also hide the fact that you just do not know what you are doing. Competence requires practical reason borne out by logic – first you must be able to recognise the risk,  2.) you must be able to understand its full potential, 3.) you must be able to remove or safely manage the risk and 4.) you require a logic to safely hand over the ‘duty of care’.  

References: Drawn from the 'MVA Extrication PathFinder' information centre and e-training module 'Vehicle Extrication - Dynamic Risk Assessment'

In the next ISSUE we will analyse, discuss and explain the critical risk factors that could possibly arise when working with live / undeployed systems and how to work safely around and manage these risks, and how to safely hand over the ‘duty of care’.

NEW THIS ISSUE  

Hydrogen on-board vehicles - This series of articles will review the safety issues that hydrogen poses as an extremely high pressure energy source for vehicles. The articles will review normal operation of the vehicle, to include on-road, tunnels and multi-story and basement parking, refueling, collisions, and fire. The articles will be addressed under three headings

1. Identifying potential risks
2. likely hazardous situations
3. Risk assessment and control measures.
4. Comparison with petrol, diesel. LPG and CNG

Background information - Hydrogen is an odorless, colorless gas. With a very low molecular weight of 2.016.  Its density is about 14 times less than air at standard temperature and pressure. Hydrogen is liquid at temperatures below 20.3 K (at atmospheric pressure). Hydrogen has the highest energy content per unit mass of all fuels - higher heating value is 141.9 MJ/kg, almost three times higher than gasoline.

Hydrogen is extremely flammable as with a small ignition energy it will combine with the oxygen in a wide mixture  range, 4% to 74% in air, with a strong exothermic reaction.  Hydrogen explodes upon ignition and burns violently in air making fire and explosion the primary hazards associated with hydrogen and air atmospheres. It therefore necessitates special handling to prevent the inadvertent mixing of hydrogen with air. Pure hydrogen- oxygen flames burn in the ultraviolet color range and are nearly invisible to the naked eye

Liquid hydrogen is typically used as a practical form of storing hydrogen. As in any gas, storing it as liquid takes less space than storing it as a gas at normal temperature and pressure. even with thermally insulated containers it is impossible to avoid the heating of such a cold liquid, and the hydrogen will gradually evaporate no matter how it is stored.

To exist as a liquid, H₂ must be pressurized and cooled to a very low temperature, 20.27 K (−423.17 °F/−252.87°C).

Physical Properties

• Molecular Weight: 2.016

• Boiling Point @ 1 atm: -423.0°F (-252.8°C, 20^oK)

• Freezing Point @ 1 atm: -434.5°F (-259.2°C, 14^oK)

• Critical Temperature: -399.8°F (-239.9°C)

• Critical Pressure: 188 psia (12.9 atm)

• Density, Liquid @ B.P., 1 atm: 4.23 lb./cu.ft.

• Density, Gas @ 68°F (20°C), 1 atm: 0.005229 lb./cu.ft.

• Specific Gravity, Gas (Air = 1) @ 68°F (20°C), 1 atm: 0.0696

• Specific Gravity, Liquid @ B.P., 1 atm: 0.0710

• Specific Volume @ 68°F (20°C), 1 atm: 192 cu. ft./lb.

• Latent Heat of Vaporization: 389 Btu/lb. mole

• Flammable Limits @ 1 atm in air 4.00%: -74.2% (by Volume)

• Flammable Limits @ 1 atm in oxygen 4.65%: -93.9% (by Volume)

• Detonable Limits @ 1 atm in air 18.2%: -58.9% (by Volume)

• Detonable Limits @ 1 atm in oxygen 15%: -90% (by Volume)

• Auto-ignition Temperature @ 1 atm: 1060°F (571°C)

• Expansion Ratio, Liquid to Gas, B.P. to 68°F (20°C): 1 to 848

Health effects - Hydrogen being odorless and nontoxic can produce suffocation by diluting the concentration of oxygen in air below levels necessary to support life. The amount of hydrogen gas necessary to produce an oxygen-deficient atmosphere is well within the flammable range, making fire and explosion the primary hazards associated with hydrogen/air atmospheres.

 -  To be continued - In the next issue we will view the general safety considerations, purging, personal protective equipment and firefighting before we begin identifying the very real potential risks that are likely to ensue when fuel cell vehicles (FCV) are introduced en-masse.  

4 Firefighters die - UK Warwickshire's worst nightmare, four of their bravest killed tackling a raging fire at a massive vegetable pre-packing warehouse whilst searching for migrant workers. One fireman at the scene was understood to be mourning the loss of his son, a young fireman who had died just yards away from him.

Firefighters are reeling at the human cost of fighting a fire in an un-sprinklered building with no fire Compartmentation. Yet in this day and age work in such buildings is still allowed to continue - so much for legislation as society puts profit before the welfare of its people.

The grief firefighters' hold is international knowing full well that these issues prevail, not just costing firefighters' lives but countless lives annually such as the recent fire in a shoe factory in China taking 37 soles - CHINA: FIRE IN SHOE FACTORY, 37 DEAD  Death toll in retirement home fire in Russia made 31

MOSCOW (RIA Novosti) - The death toll in a fire at a retirement home in the central Russian region of Tula on Sunday rose to 31 people as emergency workers ... 

Main Disaster for October - South Asia Flood Toll Rises to 4000 

Floods in the June to September monsoon season in India, Nepal, Bangladesh and Pakistan 'disrupted the lives of more than 66 million -- a number larger than the population of England'.  The death toll  rose to more than 4,000 people and the humanitarian crisis is likely to worsen without more aid.

Stagnant water is contributing to the widespread outbreak of disease. In Pakistan, where more than 86,000 cases of malaria have been reported and 70,000 people are suffering from gastroenteritis.

The UN said in the joint statement with World Vision, Save the Children, Oxfam, Mercy Corps and CARE that relief efforts need greater resources to cope with the scale of the crisis,

Battery aware - During a recent crash test conducted by GM, simulating an impact by one vehicle to the left front corner of another vehicle, with a closing speed of 65 mph, an interesting and unexpected result occurred. After the vehicle came to rest, the fire department approached the vehicle to inspect for post-collision fire. Fire officials noted that the battery had broken open and smoke was rising from the battery. The fire officials disconnected the negative battery cable and thought that the vehicle was secured--that the vehicle's electrical system was no longer receiving power from the battery.

Several minutes later, however, an observer noticed that the vehicle's taillights appeared to be "on." Since the test was being conducted outdoors, it was first assumed that this was merely a reflection from the sunlight. It turned out, however, that the taillights indeed were still "on." The fire department was asked how this could be possible when the vehicle's battery had been disconnected.

For more information - Go to [ CLICK ]

Readers Views - Whilst browsing through my archives I came across this discussion with Jorg Heck of Germany in respect of my eBook ‘Crash Rescue’ and I thought it would be worthwhile sharing the discussion with you as it is topical of what is developing in Germany.

Hi Len!

Q2. Is the 'inner and outer circle' concept only part of the controlled release or is it part of the team concept for any of the 3 rescue types? I don't get that because it has no separate headline.

A2. Risk assessment and reduction or control is an absolute requirement for all rescue strategies and, wherever possible, no short cut should be taken. The outer circle need only be performed once but the 'inner circle' or immediate working area needs to be constantly monitored. In the 'Casualty versus risk' situation, no rescuer should be put in the situation whereby they could lose their life, however such situations can be hidden or beyond reasonable control. Unable to recognise risk is a different matter and must be addressed properly by education and training.

Ok! This is the same over here and I could not recognize this in your text
because it was no separate headline..., we also preach to use the two circles with special areas.

The time of 4 to 10 minutes for a complete roof removal could not be achieved on a bunch of new cars, that's my experience. Also flapping the reinforced roof structure is not so easy anymore. EMS should know about the concerns we have today... 

This area must be addressed by 'time and motion' efficiency training and new equipment and more of it. For example two dedicated cutters instead of one. The extra expense is more than justified and very small when weighed against insurance pay-outs for loss of life.

Training is also a point, you have to understand the mechanics of the cutter to use it properly and many firefighters I see, don't use it the right way and waste much of the force of the new cutters.

We also found situation where it was not easily possible to move the
dashboard because the connection between the a-post and the dash crow member get lost and we only pushed the a-post. Did I show you pictures of this?

It has now become important to place the ram directly onto the dash cross-member. 

Q3. Is the spine board only used in case of a controlled release?

A3. The long spine board is widely used and is a very useful devise for casualty handling. It is used in the vast majority of situations and has great benefits for the casualty. Any department not in the practice of using the long spine board could be considered as negligent.

I agree, here in Germany the "scoop stretcher" (?) is often used and it is not so good for vehicle rescue.

Q4. You only show techniques for the rapid extrication for the casualty in the car on all 4 wheels. What are your ideas for  a rapid extrication with the vehicle on the side or on the  roof? Or is it always a controlled release with this type of  accidents (I thought this when I read your text knowing that  it couldn't be!)? 

A4. Except in rare circumstances, entrapment in the 'vehicle on-its-side' or 'on-its-roof' must be considered as rapid intervention. They hold the highest incidence of death mainly through airway impairment.

Why? Is there a study that shows this...? Or is it your experience?

Mainly personal experience and also based on a consensus of rescuers but to a degree it is corroborated by Department Of Transport statistics where this type of crash shows a higher incidence of road kill pro-rata.

Q5. I tried "the clam" several times now in training and it worked great. What do you think about using only one ram? 

A5. The only reason I describe the Clam evolution using two rams is to convert sceptics and prove to them that it is a safe technique. At the end of each performance I always remove the secondary ram and vigorously shake the car. Then I remove the first ram and shake the car again. finally I climb up onto the vehicle to show it can still support my weight safely to dispel any fear of it collapsing.

You remove both rams? Or did I get this wrong?

yes, after performing the Clam I remove both rams to demonstrate the car’s integrity

I like the scientific way you use to improve entrapment rescue. There are not much instructors out there that have the same demand (?). We should try to get the automotive industry on our side.

I don't know if you follow the discussion about e-call and other automatic crash notification systems that is ongoing (EU-project). The manufactures have very high expenses with these systems and the customer did not buy them. But there is a potential of reducing the road death with these systems!

I am very interested in telemetry.  I believe its the way ahead for the Motor industry and Rescuers.  But how do we get through to them?  For the last three years I have been involved with Lukas and Hurst in developing an electronic information centre -'MVA extrication pathfinder' - for use at the roadside.  It is also being produced in German and should appear on the market some time in the future.  I would dearly love to see it adopted by the motor industry.  If you want more information on this project -  www.resqmed.com/PathfinderExplained.pdf

My opinion is that there is the same or even a high potential to reduce death when there is a closer communication between the car manufactures and the organisations providing extrication! 

I am with you here

That is what we have to show them and to work on. In 2003 in Germany we had 3500 deaths on the road, half of them could only be saved with better passive and active vehicle safety, the other half could have been saved with the best pre-hospital care you could provide, including extrication because the possibility of entrapment is greater with a higher AIS!  I showed this when I worked for Volkswagen accident research last year! 

I would like to see your study on this

END

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