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Liberation of propellant -

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.

In this issue we take a deeper look and discuss the critical risk issues when performing roof removal. 

CAUTION - RISK CRITICAL

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

WHEN WORKING WITH LIVE SYSTEMS.

In any case in order to remove the roof structure the SIPS wiring will have to be disconnected or cut before the roof structure can be removed. It is therefore advisable and very prudent to familiarize one’s self with the possible risks involved and wherever possible, how to avoid and manage these risks.  In the interest of dynamic risk management the following must be observed and fully understood -

DO NOT place hard protection between live IC/SIPS and where fitted, the door/seat airbag and the casualty – If the system were to deploy the airbag would instantly project the rigid hard protection into the casualty with dire consequences.

Ensure all seatbelt webbing is removed from the casualty – Where the pre-tensioner has not already deployed it can instantly tighten on the injured casualty and, if undone or cut, it could whip violently endangering eyes and face were it to deploy.

DO NOT cut IC cylinders - Cylinders can be charged up to 9000 psi (600 BAR) and when cut could become a projectile with explosive force. Some estate cars/station wagons are equipped with two IC's per side, incorporating high pressure cylinders both in the rear pillars and in the windscreen pillars. When performing 'Roof Removal', DO NOT handle the roof's side channels until the power source to ICs' is isolated/ disconnected or cut.

DO NOT cut the pretensioner discharge tube - Crimping the tube could restrict or prevent exhaust and increase deployment pressure to explosive force.

Consider - The airbag that fails to deploy when it seemingly should have done, must be considered a 'rogue' airbag.

Where the battery cannot be disconnected, undeployed airbag systems, both electronic and mechanical, and sensors can be compromised in an accident and left in a critical state

Even where the battery has been disconnected, some SIPS systems will remain live for a significant period of time as they have an independent reserve power supply from a capacitor or could be mechanically activated.   

The vehicle's security alarm will also retain power from its capacitor and wiring may run alongside SIPS wiring and could lead to short circuit when cutting, spreading or ramming.

REMEMBER - A short circuit involving SIPS wiring will deploy all modules on the same system - When performing the above options, where appropriate, always enforce the 20 and 6 inch rule (500 and 150 mm rule) -

• 20"/500mm - IC, door/window bags and seat modules

• 6"/150mm - Door/seat mounted airbag cushioning depth

• REMEMBER - IC deploy downwards and, window bags and some seat modules deploy upwards

Left and right SIPS have separate sensors - To accidentally deploy one module can deploy all other modules on the same system only.

To disconnect/cut SIPS wiring will only disarm the module in question and  WILL NOT disarm the system

DO NOT disconnect direct from the SIP module, as this connection is not equipped with a fail-safe – The actual connection into the module is quite finite making it difficult to disconnect cleanly and, as such, would suggest a greater risk from static. 

DO NOT cut through the SIPS connector plug as it could create static or short-circuit with other wiring being cut – Cutting plastic is known to generate static and as the connected plug will hold the anti-static fail-safe open, there would appear to be a greater risk of deployment. 

Carry the removed roof structure carefully - It is always best to err on the side of caution and respect the fact that deployment of an air curtain would avulse the fingers/thumbs if deployed when gripping the roof’s side channel.  

DO NOT throw or drop the removed roof structure.

Place the roof structure down on its pillars - Where there is insufficient roof pillar depth, lay the structure down on the roof panel (Up-side-down).

Useful sites:

Clean up: Instigate and observe safety procedures in force within your department - Sodium Azide NaN3 is in mini-tablet form and looks like common table salt when crushed (powered). Be under no illusion, it is every bit as powerful a poison as Sodium Cyanide.  Even in minute amounts it can kill everything from bacteria and fungi to animals and humans. Ingesting or adsorbing as little as 50 milligrams (less than two-thousandths of an ounce) can cause the average adult to collapse into a coma-like state within five minutes.  Blood pressure will drop and the heart will become tachycardic.  Ingest or absorb a few grams, and death can occur in as little as 30 minutes -  More info: http://www.resqmed.com/NaH3.pdf

Before you leave scene - Commitment to care

It has been my personal observation that at crash sites the cleaning up of bodily fluids has been grossly overlooked.  I hardly think that it is intentional but at the very least its uncivilized and less than good practice and could possibly lead to a relatively invisible source of blood bourn contamination.  I am of the opinion that ‘duty of care’ places an onus on the fire service to underwrite this situation; in particular by counteracting this position by decontamination and making the scene sterile.  Good practice would therefore necessitate the following actions -

• Prevent/reduce cross-contamination with blood and body fluids - use a super absorbent and a high integrity biocide

• Prevent needle stick injury - clear the vehicle of sharps

PAD - Post Accident Deployment - PAD and any subsequent injury will need to be investigated and made the subject of a report. Where PAD results in serious injury or death, you will be required to give evidence at a court of law.  Ensure that all details are recorded, timed and dated. Pictographic evidence will also be required.

Again ‘duty of care’ strongly suggests that after an extrication, dismantled and dismembered vehicle parts and components, that hold undeployed SRS/SIPS, could call the fire service to account if an accident were to happen.  Under the auspices of ‘Health & Safety, ‘an accident is always someone’s fault’,  could imply that sufficient care was not taken by the fire service in rendering the crash site safe and leaving a hazardous legacy with the police or recovery agency etc. Therefore it is strongly recommended that -

On completion of the extrication, preserve the accident scene, place warning signs or pass 'DUTY OF CARE' on to the Police/Recovery agent

If you wish to comment on this series of articles, please use the following click link and where appropriate keep your questions or comments as brief as you possibly can and to the point - [ CLICK ]

Hydrogen on-board vehicles - Continued from previous issue - In this issue we will discuss the general safety considerations, purging, personal protective equipment and general firefighting.

Safety Considerations - The hazards associated with handling liquid hydrogen are fire, explosion, asphyxiation, and exposure to extremely low temperatures. Consult the Air Products Material Safety Data Sheet (MSDS) for safety information on the gases and equipment you will be using. The potential for forming and igniting flammable mixtures containing hydrogen may be higher than for other flammable gases because:

•  Hydrogen migrates quickly through small openings.
• The minimum ignition energy for flammable mixtures containing hydrogen is extremely low. Burns may result from unknowingly walking into a hydrogen fire. The fire and explosion hazards can be controlled by appropriate design and operating procedures. Preventing the formation of combustible fuel-oxidant mixtures and removing or otherwise inerting potential sources of ignition (electric spark, static electricity, open flames, etc.) in areas where the hydrogen will be used is essential. Careful evacuation and purge operations should be used to prevent the formation of flammable or explosive mixtures. Adequate ventilation will help reduce the possible formation of flammable mixtures in the event of a hydrogen leak or spill and will also eliminate the potential hazard of asphyxiation. Protective clothing should be worn to prevent exposure to extremely cold liquid and cold hydrogen vapours.
• Cold burns may occur from short contact with frosted lines, liquid air that may be dripping from cold lines or vent stacks, vaporizer fins and vapour leaks. Air will condense at liquid hydrogen temperatures and can become an oxygen-enriched liquid due to the vaporization of nitrogen. Oxygen-enriched air increases the combustion rate of flammable and combustible materials.

Purging -   The following information is an instruction for handling Hydrogen systems and highlights associated critical care and safety issues. 

'Gaseous and liquid hydrogen systems must be purged of air, oxygen, or other oxidizers prior to admitting hydrogen to the systems, and purged of hydrogen before opening the system to the atmosphere. Purging should be done to prevent the formation of flammable mixtures and can be accomplished in several ways. Piping systems and vessels intended for gaseous hydrogen service should be inerted by suitable purging or evacuation procedures. If the piping systems are extensive or complicated, successive evacuations broken first by an inert gas and finally with hydrogen are most reliable'.

The industry treats Hydrogen with the utmost respect and although it is managed with an impeccable safety record, its use as motive power I am sure will reveal many safety issues along the way. 

Fire Fighting - Heat, open flames, electrical sparks, and static electricity easily ignite hydrogen. In daylight, especially sunlight, it will burn with a pale blue, almost invisible flame. Most 

hydrogen fires will have the flame characteristic of a torch or jet and will originate at the point where the hydrogen is discharging. 

If a leak is suspected in any part of a system, a hydrogen flame can be detected by cautiously approaching with an outstretched broom, lifting it up and down. On contact with the flame the brush hair will flare up as it ignites.

The most effective way to fight a hydrogen fire is to shut off the flow of gas. If it is necessary to extinguish the flame in order to get to a place where the flow of hydrogen can be shut off, a dry powder extinguisher is recommended. However, if the fire is extinguished without stopping the flow of gas, an explosive mixture may form, creating a more serious hazard than the fire itself should re-ignition occur from the hot surfaces or other sources. The usual fire fighting practice is to prevent the fire from spreading and let it burn until the hydrogen is consumed. Dry powder fire extinguishers should be available in the area. A fire blanket should be conveniently located. An adequate water supply should be available to keep surrounding equipment cool in the event of a hydrogen fire. The local fire department should be advised of the nature of the products handled and made aware of the best known methods for combating hydrogen fires.

Personal Protective Equipment  PPE Industry standard

1. Workers must be thoroughly familiar with the properties and safety precautions before being allowed to handle hydrogen and/or associated equipment.

2. Full face shield, safety glasses, insulated or leather gloves, long-sleeved shirts, and pants without cuffs should be worn when working on liquid hydrogen systems. Pant legs should be worn outside of boots.

3. In the event of emergency situations, a fire-resistant suit and gloves should be worn. SCBA is also recommended

4. WARNING -  It is essential to remember that atmospheres that are oxygen-deficient are within the flammable and detonable range and should not be entered.

In respect of emergency procedures, item 4 must always be given extreme consideration.

In the Next Issue - Having then completed a basic understanding of Hydrogen, the fundamental elements and broad outline of safety issues, PPE, procedures and firefighting, we are now in a position to move forward and discuss in-depth the issues that can be associated with Hydrogen on-board vehicles. In the next issue we will look at identifying potential risks in our everyday environment and the likely hazardous situations that firefighters may find themselves in.

NEWS & VIEWS 

Airbag Deployed Two Hours After Crash Injuring A Firefighter
FireFighting News.com - USA
The force of the deployment struck the Firefighter in the arm and face, knocking him completely out of the vehicle. Fire-Rescue Medic 9 transported him to ... See all stories on this topic

Safety at Christmas - In my thirty years service as a firefighter I was of the opinion that Christmas tree lights were dangerous and the cause of several of the tragedies I had seen.  Some years back I removed our Christmas tree and set fire to it in the back garden. I was amazed at how quickly the fire caught hold. In seconds it was consumed.  It was then that I first realised that the dehydrated tree was the accelerant that really caused these disasters.  So firefighter be warned, the dried out Christmas tree with needles hanging in the balance is no different than throwing petrol on the fire.

As a firefighter you never really see the origin and initial growth of a fire. It is only now that the Christmas tree has being recognised as the culprit, do we see good sound advice being proffered to the public. For advice visit [ CLICK ]

New Products

Clarion Drive Eye has just been released in Japan. 

It's a small camera that attaches to the windscreen and records any accident you might have. The camera automatically senses emergency braking and captures video before, during and after the collision.  It captures and saves 15 seconds of footage the moment heavy breaking occurs to 5 seconds after impact, hopefully recording who is to blame. The device comes in a strong magnesium alloy housing, so that it remains intact even after severe crashes. 

Currently it is only available in Japan at a retail price of £200 / $400.

Free Download - Select right or left hand drive and click on image - Vehicle Construction Part 1 CARS. This students book comes complete with electronic self assessment and certification

We trust you enjoy this in-depth students' eProgram and would welcome feedback on the eBook. We would ask you to respect the license agreement. You may load this program on one computer only and it is not to be used within fire departments or to instruct or teach.  The full MVA rescue technician series is available and can be purchased through resQmed Limited. - [ CLICK ]

COMING NEXT ISSUE  

• More on working with undeployed SRS

• Continuation of 'Hydrogen on board'

• NEW - Safety at Scene

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New eBooks - Crash Rescue - 'Vehicle entrapment rescue and pre-hospital trauma care' is the first book of its kind to interact the disciplines of technical and medical rescue.  Know more about 'best practice' for in-vehicle resuscitation and patient management and learn what the paramedic can reasonably expect from their attending fire department. And RTC extrication RESCUE - The most advanced manual available today.  An up to the minute technical production for Vehicle Entrapment Extrication that offers risk assessed evolutions, safety measures and alternative options that cater for the very real world of rescue - For more information click on banner image under -

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