University of Extrication
Safe Parking: Part 1
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: “Struck-By” LODD Statistics and Official Temporary Work Zone Terminology
OBJECTIVE: The responder will better understand the nature of U.S. ‘Struck-By’
Line-of-Duty-Deaths and will increase their awareness of the standards and
guidelines presented in the DOT’s Manual on Uniform Traffic Control Devices.
TASK: After reading through this information, study and discuss the latest ‘struckby’ and close call incidents as presented on the website of the Responder Safety
Institute by visiting www.respondersafety.com for details.
U. S. ‘Struck-By’ Statistics
For the year 2002, authorities documented 7 U.S. firefighter fatalities due to being
struck by moving vehicles; five(5) specifically while working in or near moving traffic
at fire or traffic crash scenes.
SIDEBAR:
2002 U.S. “Struck-by” Line-of-Duty-Deaths
03-20-2002 : Gluckstadt , MS - Firefighter Struck & killed. Working at crash scene on
an Interstate, struck by passing vehicle while crossing the road.
03-25-2002 : Long Island, NY – Two (2) Firefighters hit. One killed and one seriously
injured. Driver under the influence ran through road barricades and struck them at
the scene of a training exercise.
04-11-2002 : Russell, KS - Fire chief struck and killed by a fire truck responding
to the scene of an MVA. The chief was directing the engine where to position at the
scene. The brakes failed and crushed the chief between the rear of an SUV involved
in the first accident and the front of the engine.
06-08-2002 : Wildwood, FL - Firefighter & doctor struck & killed. Four others
injured when a group of people helping victims of an MVA were hit by a
tractor-trailer that lost control on wet roads approaching the scene.
07-01-2002 : Esko, MN – One firefighter killed and 5 others injured while battling a
car fire on I-35, about 35 miles south of Duluth. Two firefighters, a police officer,
and two civilians were injured, when a northbound pickup truck towing a
camper-trailer in the left lane failed to slow down enough as it approached the
emergency vehicles. The truck slammed into a car that had slowed, causing
the car to careen over to the right shoulder, glance off of a squad car and then
hit the burning car parked in front of it.
08-13-2002 : Wichita West, Texas - A firefighter was killed when he was run
over by the brush truck he was working on, after it was struck by a
pickup. The pickup drove through heavy smoke from the grass fire and hit the
fire truck while it was attempting a U-turn, a legal maneuver for the emergency
vehicle. The impact knocked the firefighter off the cage on the front bumper, officials
said. The fire truck ran over him, and he was killed instantly.
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Of the 57 U.S. Line of Duty Death incidents reported by mid-August of this year, two
are actually moving traffic ‘struck-by’ incidents. On March 18, 2003, 20 year-old
Lance Mathew, a firefighter with the LaBelle-Fannett, TX Fire Department was struck
by an 18-wheeler at 3 a.m. while crossing an Interstate highway. He had responded
in his personal vehicle to a minor collision on Interstate 10 and arrived ahead of the
emergency vehicles.
31 days later in Medford, New Jersey, 63 year-old Woodrow Pinkerton Woodrow
succumbed to injuries sustained when he was struck by a car while controlling traffic
on State Highway 70 at the scene of a crash on a foggy Sunday February 23rd
morning. The crash was the fifth in a series of 10 traffic incidents in just over an
hour that morning.
Series Overview
As our Line-of-Duty-Death statistics continue to show with each passing year,
working in or near moving traffic places responders at significant risk of injury or
death, now more so than ever before. Regardless of whether you volunteer your
services or are paid for what you do, when you are at a crash or fire scene and are
working in or near moving traffic, you are considered a ‘highway worker’ and fall
under federal Department of Transportation (DOT) standards and regulations. The
content of these national regulations is just now becoming known to the fire service
and the impact of these federal highway standards is beginning to have an effect on
our incident scene operations. This first University of Extrication article of the Safe
Parking series will introduce these standards and provide an overview of their
content.
Laws and regulations didn’t stop the alcohol-impaired drivers that killed several of
our firefighters last year in struck-by incidents. Even DOT standards won’t prevent
the speeding 18-wheeler from crashing into your emergency scene. Proper highway
response training, improved highway safety personal protective equipment(PPE),
special techniques for advance warning to approaching motorists and be able to
accomplish the skills necessary to create a physical barrier between you and moving
traffic will. Highway traffic management techniques, the latest highway safety PPE
and critically important personal survival skills are the focus of the additional articles
of this multi-part University of Extrication series.
Manual on Uniform Traffic Control Devices (MUTCD)
The Federal Highway Administration (FHWA) publishes a document called the Manual on
Uniform Traffic Control Devices, otherwise known as the MUTCD. It contains all national design,
application, and placement standards for traffic control devices. The MUTCD is adopted by
reference in accordance with title 23, United States Code, Section 109(d) and Title 23, Code of
Federal Regulations, Part 655.603, and is approved as the national standard for designing,
applying, and planning traffic control devices. The existence of the MUTCD means that all traffic
control devices we utilize and even the actions we take as emergency responders when working
in or near moving traffic must comply with MUTCD standards. There are no exceptions.
SIDEBAR: The entire 1,500 page MUTCD code is available free of charge via the online website
<http://mutcd.fhwa.dot.gov>. Chapter 6 of the Manual pertains to temporary work zones
established by emergency responders. In addition to the MUTCD text, this website contains a
wealth of other MUTCD-related information.
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The Incident Area and Temporary Traffic Control Zone
Anytime we respond to an incident that affects normal traffic flow on a highway;
whether it is a lightly-traveled rural road, a busy city intersection, or a multi-lane
super-highway, our presence creates what is legally referred to as a temporary
traffic control zone. Section 6A.01 of the DOT’s MUTCD defines the overall area of a
roadway where temporary traffic controls are set up as an Incident Area.
The primary purposes of temporary traffic control at a highway incident area are to
move traffic safely and efficiently through and around the incident, to reduce the
likelihood of secondary crashes, and to insure the safety of those working in or near
the moving traffic. Secondary crashes are those which occur within the traffic jam
created by an incident and can be more serious than the original emergency.
Components of a Temporary Traffic Control Zone
Temporary traffic control zones are divided into four areas; the advance warning
area, the transition area, the activity area, and the termination area. The advance
warning area is the section of highway where road users are first informed about the
incident area they are approaching. Advance warning may vary from a single sign or
warning light on a vehicle to a series of warning signs, cones, flares, or emergency
vehicles far in advance of the actual crash or fire scene.
On urban streets, DOT guidelines consider effective placement of the first warning
that a motorists encounters to be a distance in feet equal to 8 times the posted
speed limit. In cases of low-speed residential streets (posted speed limit 35mph),
advance warning can begin as close as 300 feet from the nearest edge of the crash
scene. Rural highways are different. Normally characterized by higher posted
speeds (55mph) for example, incidents on these roads should have advance warning
extending a minimum of 1,500 feet from the incident.
For expressway, freeway, toll roads, other limited-access, high-speed, high-volume
roadway incidents, MUTCD requirements call for almost one mile of advance warning
for approaching traffic.
Recommended Advance Warning Distances per MUTCD Guidelines
Urban Street- Low posted speed limit
First warning or sign @300’ from incident
Urban Street- Higher speed limit
First warning/sign @1,050’ from incident
Rural Road
First warning/sign @1,500’ from incident
Expressway/Freeway
First warning/sign @5,140’ from incident
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Transition Area
The Transition Area is that section of highway where traffic is re-directed out of their
normal driving path. Transitions are done through a process of channelization. Fire
responders typically use traffic cones and vehicles to create a ‘merging taper’ to
move approaching traffic through and around our highway incident.
The DOT actually states in section 6C.02 of the MUTCD that temporary traffic control
at incident sites should be designed on the assumption that drivers will reduce their
speeds only if they clearly perceive a need to do so. That is one reason why advance
warning and transition areas have to extend to such long distances ahead of the
incident scene.
Activity Area
The most critical area at a highway incident that must be safe from moving traffic is
referred to as the Activity Area. It is comprised of the work space, traffic space, and
the buffer space. The Work Space is the area reserved for emergency response
personnel, where work activities such as EMS, fire safety, and extrication tasks take
place. The lanes of highway that traffic use to drive past the incident is the Traffic
space. The buffer space is the area between the emergency vehicle (providing a
shield or blocking) and the work space
Termination Area
The Termination Area is the lane or lanes of the roadway where drivers are allowed
to return to their normal travel paths and resume normal speeds. Page: 4
It begins after the work area, when the motorist is clear of all personnel and
equipment.
SIDEBAR:
Get In… Do Your Job…and Get Out in Less Than 30!
According to Section 6G-2 of the newly revised MUTCD, if we want our on-scene
activities to be considered temporary and of short-duration, then they cannot exceed
30 minutes. MUTCD calls this a ‘Minor’ duration traffic incident. If we are there
longer that that, then it is considered that we have established an Intermediate
(30min–2 hrs) or Major-duration (more than 2 hrs) Work Zone and additional, more
stringent DOT regulations and highway management requirements apply.
For example, an Intermediate-duration Work Zone requires advance warning for a
minimum of ½-mile before the same incident scene that would only require 300’ of
warning if we were there for just a short length of time; say 20 minutes or less. In
addition, advance warning for a short-duration work zone can legally be just one
vehicle with a flashing light to notify approaching traffic of the hazards ahead of
them. The same crash scene, once we are there longer than one hour legally
becomes an Intermediate-duration work zones and may require as many as 75 or
more cones plus warning signs to comply with the DOT advance warning guidelines.
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Highway Incident Safety Officer
In order to comply with the MUTCD regulations, individuals who are knowledgeable,
trained and/or certified in the principles of temporary traffic control should be
assigned responsibility for safety at highway incident scenes that fire and EMS
personnel respond to.
Each person who works in or near moving traffic should receive training appropriate to their job.
Supervisors should have a more extensive understanding of the principles and guidelines
established by the MUTCD for selection and placement of traffic control devices.
TASK: After reading through this information, study and discuss the latest ‘struckby’ and close call incidents as presented on the website of the Responder Safety
Institute by visiting www.respondersafety.com for details.
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Components of a Temporary Traffic Control Zone
Fire &
EMS
activities
take
place
here
Used courtesy
of
U.S. DOT,
MUTCD, 2000
edition
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If this is how your departments ‘parks’ at a highway incident, you are running a
great risk of being the next ‘struck-by’ incident. The patient loading zone at the rear
of the ambulance must always be in a protected area created by a ‘block’ from the
major fire apparatus.
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The Plano (TX) police officer was making a traffic stop on a busy highway when an
alcohol-impaired driver rammed this cruiser. Without “Safe Parking” of this vehicle,
the drunk driver would have struck and killed the officer.
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University of Extrication
Safe Parking: Part 2
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: Highway Terminology for Emergency Responders
OBJECTIVE: Identify specific locations of a highway incident scene using the Safe
Parking program recommended standardized terminology.
TASK: Upon study of this material and given any street, road, or highway location
within your response district, the reader will be able to identify specific locations
using standardized highway terminology.
Highway Terminology
Standardized names and terms have been developed to identify specific features of
any street, road, or highway where an incident may occur. A first-due police or fire
officer can use these standardized terms at a highway incident to direct the
placement of apparatus and personnel as they arrive at the scene. Common
highway terminology will reduce confusion, improve the safety of responders, and
make operations at the scene more efficient.
Lanes of the Roadway
The lanes of a street, road or highway can be identified by a number, beginning with
the number 1. When facing in the direction that traffic is flowing, the traveled lane
of the road furthest to the right is identified as Lane 1. If there are two or more
lanes traveling in the same direction, the lane to the immediate left of Lane 1 is
identified as Lane 2, followed by Lane 3, the next lane to the left, and so on. The
way to remember this is the lower lane number is typically the slower vehicle speed
lane.
SIDEBAR: Terminology on a Rural Road
Consider a typical two-lane rural road that runs north and south for example. There
are just two lanes of traffic; one moving in each direction. There are double solid
yellow lines painted between the north and southbound lanes of the road.
Using the recommended highway terminology recommended by this Safe Parking
program, one lane would be identified as Northbound Lane 1. Traffic in the opposing
lane would be referred to as traveling in Southbound Lane 1.
Right and Left
Orientation to right and left are based upon facing in the direction that traffic is
flowing. Left is always to the driver’s left and right is to the driver’s right.
Inside and Outside
Inside and outside are terms given to the sides of the highway when facing in the
direction that traffic is flowing. Inside refers to the driver’s left side of the highway
or lane and is commonly used to refer to the middle median or divider of a divided
highway. Outside is the name given to the far right of the traveled lanes of a road or
highway. Police agencies typically refer to the inside or outside lanes of a multi-lane
expressway.
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Upstream and Downstream
Upstream refers to any area of a highway or any moving traffic that is approaching
the actual incident or activity area. Downstream refers to that area that is past the
incident scene. Thinking of water as it flows down a stream will assist in
remembering the upstream/downstream terms.
Block
Positioning an apparatus or other vehicle at an angle across one or more lanes of
traffic to shield the activity area at an incident scene is known as a block. Blocks are
made ‘to the right’ or ‘to the left’ depending upon which way the unit is positioned at
the scene.
Activity Area
The area at an incident scene that is protected from moving traffic because of the
placement of a blocking vehicle is referred to as the activity area. This is an officially
recognized term in the MUTCD manual. All fire, EMS, and rescue operations should
take place within the protected activity area at an incident scene when working in or
near moving traffic. The activity area is on the downstream side of a blocking
apparatus.
Taper
When emergency responders use signs, cones, flares, or blocking vehicles to direct
approaching traffic from the normal traffic lanes into a fewer number of open lanes,
the process is referred to as a taper or channelization. Tapers are executed within
the Transition Area of an incident scene. The most common taper used by
emergency responders is a merging taper. A longer length taper is preferred over a
short length taper as it gives the motorists more time to merge into the open,
unobstructed lanes.
SIDEBAR: MUTCD Taper Length
Posted speed up to 40mph
Posted speed of 55 mph
Posted speed 65 mph
Posted speed 70+mph
Criteria: Merging Taper
320 feet in total length
660 feet
780 feet
840+ feet
Each warning sign, cone, or flare used in a merging taper should be closer together
than the posted speed limit; 35’ maximum distance between cones when tapering
traffic in a posted 35mph zone, for example.
Flagger
The term Flagger is given to any individual who is trained in traffic control
techniques, proper use of signaling equipment and placement of advance warning
devices. At an incident scene, a flagger is responsible for specific traffic control
responsibilities and manages the flow of vehicles as they travel through an incident
scene.
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TASK: Make a simple line drawing of an intersection, road, and multi-lane highway
within your response district. Use the recommended highway terminology to identify
the following specific locations on your sketches;
Lane 1, Lane 2, Lane 3, etc
Right
Left
Inside
Outside
Right Shoulder
Left Shoulder
Upstream
Downstream
Block
Activity area
Taper
Lane
1
Lane
2
Lane 4
Lane 3
Right
Shoulder
also
Outside
Lane 2
Lane
3
Lane 1
Identification of the lanes of this expressway begin on the right with Lane 1 and
move left for Lane 2, Lane 3 and Lane 4. The right shoulder is also referred to as the
outside. The inside is also the left shoulder. The same system is used to identify the
lanes of the service road and the opposing lanes of traffic.
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This rural two-lane
road runs north and
south. Identification
of the lanes is simple;
the lane directly in
front of the camera is
Lane 1 Northbound.
The right shoulder is
the grassy area at the
right of this image.
The opposing traffic
lane is Lane 1
Southbound. The
southbound right
shoulder is where the
mailbox and driveway
culvert are located.
This is a three-lane roadway with all three lanes of traffic traveling in one direction.
The engine is blocking Lanes 3 and 2. Lane 1 remains open so traffic can flow past
the incident scene.
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The upstream block from the engine creates a protected activity area around this
damaged vehicle. All fire, EMS, and rescue activities must take place within this
area.
Using only the cones carried in the trunk of one patrol car, law enforcement officers
have established a merging traffic taper at this incident. The damaged vehicles are
resting in the inside grassy median. Lane 1 Northbound remains open while the taper
closes off Lane 2. The red car at right is upstream of the incident activity area. The
tractor-trailer truck shown at the far left corner of this image is in Lane 1
Southbound.
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University of Extrication
Safe Parking: Part 3
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: Driver Responsibilities for Apparatus and Vehicle Positioning
OBJECTIVE: Understand how apparatus and emergency vehicle positioning is the
key factor in determining the degree of safety when working in or near moving traffic
TASK: Upon study of this material, a driver of an emergency vehicle should be able
to successfully position an emergency response vehicle at a simulated highway
emergency scene and place all warning lights in their proper Safe Parking mode.
Blocking
There is an art to properly and effectively blocking with an emergency vehicle at a
highway incident scene. The driver must have an uncanny feel for the size of their
vehicle regardless of whether it is a sedan or a 40-ton, tandem-axle ladder truck.
The process of blocking is done by the apparatus driver just as they come to a stop
at the incident scene. With the intent being to physically block the shoulder of the
road and the closest lane of traffic or to block off several lanes of traffic, the
emergency vehicle slows and before coming to a complete stop, makes a sharp turn
to the right or left. This slants their vehicle at an angle across the lanes of traffic.
The assignment for the apparatus driver at this point is to use the apparatus to
completely block the lane or shoulder area obstructed by the damaged or burning
vehicle ahead of you PLUS one additional lane of traffic. A block to the left puts the
officer’s side of the vehicle closest to the incident. A block to the right typically puts
the driver’s side of the vehicle in a more shielded position.
[Engine 171 is blocking Lanes 5 and 4 of this expressway, creating a protected work
area downstream for the ambulance and police units.]
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Bethesda-Chevy Chase Rescue
Squad RS18 responded to a
5:45 a.m. collision on the outer
loop of Interstate 495, along
with units from the Cabin John
Park VFD and the Department of
Fire Rescue Services.
First-due RS18 encountered a
one-car crash, blocking the left
and left-center lanes as the
Squad's driver took a blocking
position. Approximately 30 to
60 seconds after the crew exited
the Squad, a vehicle crashed
into the rear of the unit. An
additional vehicle then collided
with this first vehicle. Due to the
wet road conditions, a third
collision occurred shortly after
the first and second collisions.
Several other "near misses" also
occurred while flares were being
set-up by BCCC personnel.
Solely because of the
department’s policy to ‘block’
with major apparatus and the
fact that the crew followed safe
procedures while working in and
near moving traffic, there were
no injuries to any rescue
personnel. A close call!!
When blocking with smaller vehicles such as police cruisers or a Suburban-type SUV
driven by a chief officer, the block should be to the right whenever possible. This
places the driver’s side of this smaller vehicle downstream making it a more
protected side of the vehicle to exit from.
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The red Tahoe at this highway incident was positioned in a ‘block to the right’
position by the Battalion Chief as he arrived on scene. This is the most effective
position for small emergency vehicles until larger apparatus (not shown) arrives and
establish a block upstream of the incident area.
Ambulance Positioning
All ambulances must be positioned in a protected location at a highway incident
scene. There are no excuses to this requirement. Many line-of-duty deaths have
occurred during the patient loading process; a time when everyone is looking into
the ambulance with their back turned to upstream traffic.
The downstream protected activity area created by the block of a major apparatus is
the first place to consider for parking the ambulance. In addition, with the goal being
to maximize protection of the patient loading area at the back of the vehicle, the
ambulance driver should also complete a slight block to the right or block to the left
with their vehicle. This small blocking angle places the rear of the vehicle away from
moving traffic making it safer for personnel when loading the stretcher into the
ambulance.
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Excellent ambulance positioning places patient loading zone as far away from moving
traffic as practical. Note also proper critical wheel angle of vehicle.
Critical Wheel Angle
All vehicles that position at a highway incident scene MUST be parked with their front
wheel turned to their ‘critical wheel angle’. This requires the steering wheel to be
turned all the way to the left or all the way to the right; whatever is required to turn
the wheels AWAY from the protected activity area. In the event that this blocking
vehicle were struck in the rear by an approaching motorist, having the wheels turned
away will hopefully move the colliding vehicles away from the rescuers at the scene.
Apparatus Lighting
Once at an incident scene and in a blocking position, the operator must initiate
stationary light shedding procedures. Depending upon department protocol and
apparatus design, things should happen once the parking brake is set on all major
apparatus. Smaller vehicles such as police cruisers and chief’s vehicles typically
require the operator to manually control their stationary lighting.
With the requirements of the latest edition of NFPA apparatus standards in place, fire
vehicles now ‘shed’ their white color strobe warning lights once the vehicle stops at a
scene. In addition, most roof-mounted warning lightbar manufacturers now offer the
option of shedding all forward-facing lights so to not distract traffic moving in the
opposite direction.
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Highway safety lighting considerations include amber rear warning lights and the use
of the ground lighting under the running board.
Highway safety engineers also strongly advocate the use of amber (yellow) warning
lights instead of red on emergency vehicles parked at highway scenes. New NFPA
1901 complaint apparatus have amber rear warning lights specifically for this
purpose. Studies show that the motoring public psychologically responds to amber
lights better, thinking of it as just another highway construction or repair project.
They don’t ‘rubberneck’ as much at the scene when everything is yellow.
Light Shedding Checklist
Opti-ComR: All vehicles equipped with traffic pre-emption devices such as 3M’s OptiComR emitter system, must have the emitter turned off once parked at the scene.
Headlights Off: Headlights, including flashing high-beam lamps, should be turned off
to prevent blinding of motorists approaching from the opposite direction.
White Strobes OFF: During the light shedding process, the driver of the vehicle
should turn off all strobe lights mounted along the front, rear, or sides of their
vehicle.
Ground lights ON: To aid in illuminating the area around the emergency vehicle,
operators should actually turn on any external ground lighting. These lamps, aimed
towards the ground all around the underside of the vehicle, provide improved area
lighting and help to identify the vehicle’s size and position to approaching traffic.
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Amber Arrow Board/Directional Lights ON: If your vehicle is equipped with a
sequential, directional arrow board, these units should be turned on and set to the
proper signal pattern. The reality of these units however is that their series of
amber lights are easily overwhelmed by all the other lights that a motorist sees as
they approach a scene. Because these lighting units do not have a large arrowhead,
they are typically ineffective as signaling and warning devices.
Compartment lights ON: The driver/operator of major fire and rescue vehicles
should assure that interior compartment lights are turned on. With these lights
activated, when a responder opens a compartment to obtain equipment, the inside
area will already be illuminated. In addition, if a compartment door is left open at an
nighttime emergency scene, the interior lighting will enhance recognition of the
emergency vehicle to the approaching motorist.
TASK: Upon study of this material, a driver of an emergency vehicle should be able
to successfully position an emergency response vehicle at a simulated highway
emergency scene and place all warning lights in their proper Safe Parking mode.
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University of Extrication
Safe Parking: Part 4
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: Apparatus Exit and Signaling Procedures
OBJECTIVE: Emergency responders working in or near moving traffic must be
training in safe procedures for exiting response vehicles and communicating with
standardized hand signals to moving traffic
TASK: Upon study of this material, a responder shall be able to demonstrate proper
exiting protocols for all riding positions of all department vehicles that may respond
to a highway incident and shall effectively demonstrate hand signals for STOP,
SLOW, MERGE, and PROCEED.
Chapter 6 of the DOT’s Manual on Uniform Traffic Control Devices provides guidelines
for improved safety of personnel when working in or near moving traffic. Training is
considered a key element. The MUTCD states that all workers should be trained on
how to work next to motor vehicle traffic in a way that minimizes their vulnerability.
In addition, workers should wear bright, highly visible clothing. (Section 6E.02)
This month’s edition of the University of Extrication’s series on Safe Parking focuses
on street survival skills for all responders. Assuming that everyone has already
donned highway safety PPE and helmet, we’ll begin with vehicle exit procedures.
All major apparatus should be in a blocking position as crewmembers exit the
vehicle. Depending upon whether it is in a block to the right or a block to the left,
one side of the vehicle or the other will be facing approaching upstream traffic; the
opposite side facing downstream into a protected area.
Exit Protocols: Officer & Driver/Operator
 Look at approaching traffic in side mirror
 Turn head to look rearward over your shoulder at approaching traffic
 Open door partially
 Check for approaching traffic
 Exit vehicle to street if safe to do so
 Close door
 Maintain low profile along side of apparatus, eyes on approaching traffic
direction
 With back to apparatus, move to the front and around to the protected side of
apparatus
Exit Protocols: Crew
 Look out window at approaching traffic
 Open door partially
 Check for approaching traffic
 Exit vehicle if safe to do so
 Close door
 Assure that you are in protected activity area
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All crew members in enclosed cabs must exit out the door on the downstream side of
the apparatus; No exceptions. Older apparatus jumpseat designs may prohibit the
firefighters from exiting to the protected side. In this case, that firefighter follows
the Officer Exit protocols.
[With the tandem-axle ladder truck blocking for the ambulance, a protected work
area of almost three lanes of traffic is created. With this ‘block to the left’, the
driver/operator exits into traffic but the officer and crew exit to the shadow side.]
Exit Protocols: Ambulance Crew
The ambulance driver and front seat crewmember don’t have much choice; they
have to exit out their respective doors. Exit protocols for these responders are;
 Look at approaching traffic in side mirror
 Turn head to look rearward over your shoulder at approaching traffic
 Open door partially
 Check for approaching traffic
 Exit vehicle to street if safe to do so
 Close door
 Maintain low profile along side of ambulance, eyes on approaching traffic
direction
 With back to ambulance, move to the front and around to the protected side
On occasions when there is an additional crewmember riding in the 3 rd seat, this
responder must use extreme caution in exiting the patient compartment.
Departments may wish to forbid exiting out the patient compartment side door.
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Especially when the ambulance is in a block to the right position, this exit is exposed
to upstream traffic. Exit protocols for the patient compartment are;
 Look at approaching traffic through rear door windows
 Open one rear door partially
 Check for approaching traffic
 Exit vehicle if safe to do so
 Close door
 Maintain low profile along rear of ambulance, eyes on approaching traffic
direction
 Move to the protected side of the ambulance, away from moving traffic
[When an ambulance parks at a crash scene like this, the patient loading zone is
too close to moving traffic. Personnel loading the patient will have their backs to
the traffic. The ambulance MUST assume a slight blocking angle.]
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Exit Protocols: Law Enforcement, Fire Officer, and EMS Supervisor
When a police officer, fire officer or EMS Supervisor arrives on scene, they are
typically alone in a four-door vehicle; sedan or SUV. Exit protocols are as follows;
 Park vehicle in a block to the right orientation if at all possible
 Check all mirrors; look at approaching traffic in both side mirrors and interior
rearview mirror
 Turn head to look rearward over your shoulder at approaching traffic
 Open driver’s door partially
 Check for approaching traffic
 Exit vehicle if safe to do so
 Close door
 Maintain low profile along side of vehicle, eyes on approaching traffic direction
 Move to the safe location on protected side of vehicle
Moving Around Corners
While working at the scene, providing patient care, extinguishing a fire, or
completing some vehicle rescue task, there will be occasion to return to the
apparatus to obtain equipment. The protocol for getting equipment from an exterior
compartment of an apparatus or ambulance is;
 Move along downstream, protected side of apparatus or ambulance
 Stop at corner of vehicle; pretend there is a STOP sign at every corner of the
vehicle
 Look rearward at approaching traffic
 Move to compartment of vehicle or door of ambulance
 Open door
 Obtain equipment while constantly checking approaching traffic
 Close door
 Maintain low profile along side of vehicle, eyes on approaching traffic direction
 Move to the safe location on protected side of vehicle
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[Responders must visualize an imaginary STOP SIGN
when moving around any
corner of an apparatus that has a minimal buffer area. The officer’s front bumper
area of this ladder truck is just such a danger area. Avoid walking around this corner
if at all possible. If you must, stop, look, and then proceed when safe to do so.]
Deploying cones, flares, warning signs, etc
The newest version of NFPA’s Standard 1500 requires that a retro-reflective highway
safety sign be deployed as advance warning anytime a fire department vehicle is
used in a blocking mode at a highway incident (NFPA 1500, section 8.4.27). This
coral-colored sign must contain the wording “EMERGENCY SCENE AHEAD”. When
appropriate, emergency responders may also deploy traffic cones, flares, or other
devices to warn approaching traffic and direct them into a merging taper around the
incident scene. The protocol for setting these devices is;
 Obtain partner if available, to act upstream as your flagger, looking out for
you and monitoring the approaching traffic
 Gather advance warning sign, cones, flares
 Constantly scan for movement and location of approaching traffic
 Deploy coral, retro-reflective sign upstream a distance equal to 12 times the
posted speed limit in feet along the edge of the nearest travel lane to serve
as advance warning
 Deploy first cone or flare device at the corner of the blocking vehicle where
the least amount of buffer space exists between it and moving traffic
 Deploy additional cones or flares at appropriate intervals while moving
upstream, tapering at an angle from the corner of the emergency vehicle
 Deploy cones downstream from blocking vehicle, parallel to lanes of moving
traffic, to identify buffer area alongside work area
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Required highway advance warning signs to comply with the latest edition of NFPA
1500 Standard must now be the special ‘coral’ color and constructed of retroreflective material. “EMERGENCY SCENE AHEAD” must be spelled out in black letters.
This free-standing sign design deploys quickly into position with only one person.
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[Deploying cones requires keeping an eye on approaching traffic at all times and
always having an escape route should an inattentive driver plow through your traffic
control devices.]
Flagger Minimum Qualifications
A flagger is the term officially given by Federal and State Transportation
Departments to a person who provides temporary traffic control. Because they are
responsible for the safety of not only the emergency responders but the motoring
public as well, flaggers must be trained and certified in these responsibilities.
Section 6E.01 of the MUTCD guidelines specifically lists seven (7) minimum
qualifications for anyone who provides temporary traffic control. Fire department
officials would be wise to review this list and consider if in fact all active members
and fire police personnel who respond to highway incidents and direct traffic meet
these minimums. If not, that member should be used in a different capacity by the
department and not permitted to ‘flag’.
Flaggers should have the following minimum qualifications;
A. Sense of responsibility for the safety of public and fellow workers
B. Adequate training in safe temporary traffic control practices
C. Average intelligence
D. Good physical condition including sight, mobility, and hearing
E. Mental alertness and the ability to react in an emergency
F. Courteous but firm manner, and
G. Neat appearance.
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Hand signals
During actual road repair projects, DOT flaggers use a device known as a paddle; a
red STOP sign on one side and an orange SLOW sign on the other, mounted on a
pole. Under emergency circumstances, responders can and have used this same
paddle signal device. More often than not, we use what we have with us; our hands
and arms. At night, flashlights with illuminated cone attachments provide increased
visibility.
To direct approaching vehicle, the emergency ‘flagger’ should face traffic. The
individual’s free arm should always be extended horizontally away from the body.
This allows the arm and hand to be seen most effectively by the motorist. To stop
traffic, the hand is held steady with the arm extended out to the side, palm toward
the traffic. If signaling traffic to slow down but proceed, move the arm up and down
with the palm down. To signal a lane change or merge, the free hand should motion
in the desired direction with an exaggerated arc of movement in the direction
required while again being held out, away from the body.
Flagger Upstream Position
When signaling to approaching traffic at an incident scene, the flagger should stand
on or near the shoulder of the roadway while remaining within the clear view of the
upstream motorists. Always have that guaranteed escape route; your survival area
when things go wrong. If you are standing in front of an emergency vehicle and its
headlights are still on, the approaching motorists may be totally blinded to you and
your location. If you are standing in the shade on a bright sunny day, you may not
be as visible to traffic as if you were in the sun.
The flagger’s position should be upstream enough to warn fellow responders if an
out-of-control vehicle is crashing through the traffic control devices. The DOT
recommends that the flagger be at least 170 feet upstream of the activity area when
the posted speed limit is 40 mph and 485 feet away for a 65 mph highway.
SIDEBAR: Distance of Flagger
35 mph posted speed limit
40 mph posted speed limit
55 mph posted speed limit
65 mph posted speed limit
Upstream of Activity Area
130 feet
170 feet
335 feet
485 feet
Our Highway “MayDay” Signal
We need the ultimate audible warning signal when working in or near moving traffic
just like we have at structural incidents. Besides a good air horn, a compressed gas
air horn similar to that used at sporting events can be heard even above the noise of
highway traffic and would serve as a good MayDay signal for all to take cover. A
good quality whistle can also alert responders when something is going wrong. Make
sure the necklace for the whistle has a Velcro break-away attachment allowing it to
tear off the neck of a person if it gets snagged on an object or moving vehicle.
Relying on a Mayday-type radio call as is done at structural incidents, may not be
sufficient to be heard by all those present at the highway scene. The radio channel
may be busy at that critical moment. In addition, not everyone on scene may have
a radio and not everyone may be on the same channel.
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courtesy: MUTCD Chapter 6, Section 6E.04
TASK: Upon study of this material, a responder shall be able to demonstrate proper
exiting protocols for all riding positions of all department vehicles that may respond
to a highway incident and shall effectively demonstrate hand signals for STOP,
SLOW, MERGE, and PROCEED.
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University of Extrication
Safe Parking: Part 5
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: Highway Safety PPE and Signaling Equipment
OBJECTIVE: Understand the specifications, application, and use of special safety
equipment when working in or near moving traffic
TASK: Upon study of this material, a responder shall be able to demonstrate proper
donning of personal PPE and use of highway safety equipment and signaling devices
Personal PPE
Let’s look at highway safety equipment, starting with the most important item, your
personal protective equipment(PPE). Section 6E.02 of the DOT’s MUTCD states that
workers shall wear bright, highly visible clothing when working in or near moving
traffic. This guideline includes fire/rescue personnel, EMS crews, law enforcement
officials and even tow truck operators. The International Safety Equipment
Association, in an attempt to decrease the chances of roadside worker death, has
published the American National Standard for High-Visibility Safety Apparel
(ANSI/ISEA 107-1999) standard in 1999. This is a recommended national standard
developed to guide employers when choosing worker highway safety vests, jackets
and other safety garments. Essentially, emergency responders should wear Class III
at all times when working incidents in or near moving traffic. In lieu of a safety vest,
full structural PPE is acceptable assuming the reflective trim material is in good
working order.
There are three classes of ANSI-compliant safety vests, based on the combined
amount of daytime fluorescent background material and retro-reflective material for
nighttime visibility. Class III garments are the highest rated and most highly visible.
SIDEBAR: Highway Safety Garment Classifications
Class I Highway safety vests are appropriate when traffic speeds are less than 25
miles per-hour, workers are separated from approaching traffic, and the worker can
give their undivided attention to oncoming traffic.
Class II vests are normally specified when traffic speeds exceed 25 miles- per-hour,
work takes place in or near moving traffic, during inclement weather, and the
worker’s task occasionally diverts their attention from traffic.
Class III garments offer the greatest visibility to workers in high-risk environments
that involve high task loads, a wide range of weather conditions and traffic exceeding
50 mph. The design of Class III garments allows the worker to be conspicuous
through a full range of body motions at a minimum of 1,280 feet, and when the
worker must focus all their attention on their work and not traffic.
Class III garments can be specially designed vests, high-visibility jackets, pants, or
rain wear. The ANSI protective gear standard specifically recommends Class III
garments for all emergency responders and accident site investigators. The Federal
Highway Administration’s MUTCD guideline, Section 6E.02, specifically recommends
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that law enforcement officials use high-visibility clothing when working highway
incidents. Class III vests or jackets should be required to be worn by all responders
at highway incidents. An interesting video news clip demonstrating retro-reflective
Class III garments is available at
http://www.3m.com/intl/ca/english/centres/safety/personal_safety/standards.html
In addition to the visibility classes, high-visibility fabrics are also rated as one of
three distinct levels of protection. A Level I garment has high-visibility. A Level II
garment has high-visibility and flame retardance. Level III garments provide highvisibility, flame retardance, and electric arc resistant burn protection.
SIDEBAR: ANSI/ISEA 107-1999 Garment Requirements
Class III garments Class II
Class I
Background material
1240 in2
775 in2
217 in2
Reflective material
310 in2
201 in2
155 in2
Full Description at http://www.dritex.com/docs/design_chart-by_garment_class.htm
Class III, Level 2 Highway Safety Vest Specification example
courtesy of Mifflin Valley Reflective Apparel, Shillington, PA
www.MifflinValley.com
Custom ANSI Safety Vest is to be constructed of 3.65oz High Visibility Polyester,
Blaze Orange in color, and 3oz High Visibility ANSI Mesh, Lime/Yellow in color. Vest
is ANSI/ISEA 107-99 Class 3 Compliant. Vest features a Velcro front closure as well
as Velcro (color matched) break-a-way shoulders. Vest also features a mesh insert
on each side of the vest, approximately 4 ½” wide and a mesh insert, approximately
2 ¼” wide, running vertically down the center of the back. Reflective trim will
consist of two 1” 3MScotchlite silver reflective trim fused to 4.5” lime/yellow
grosgrain. Grosgrain (and trim) will be placed horizontally around the mid section
and one stripe running vertically over each shoulder for the entire length of the vest.
In addition to the grosgrain, a 1” Silver 3MScotchlite reflective stripe will be
placed diagonally from the shoulder seam to the top of the vest opening (framing the
neck area.) Additional features include a microphone tab on each upper shoulder
and a pen holder placed on the left chest area between the vertical reflective stripes.
Vest will be imprinted on the right front vertical stripe, between the reflective stripes
to read “FIRE” in black ink. In addition, an approximately 4” x 18” 3MScotchlite
silver reflective panel will be imprinted “McKINNEY FIRE”, and will be placed across
the back of the vest.
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Features of ANSI-compliant highway safety vests include the lime-green or orange
main vest color with the contrasting color stripes and reflective trim.
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Helmets
Fire, rescue and EMS personnel working in or near moving traffic should be required
by their agency to always wear protective head gear. Structural fire helmets are
most appropriate for fire department personnel. In addition to the obvious head
protection afforded by the helmet, under low light or nighttime incidents, the
reflective trim material that exists on all sides of the helmet significantly increases
the motorist’s recognition that a person is in front of them.
Signs
Section 8.4.27 of the most recent edition of NFPA Standard 1500 now requires
deployment of a special advance warning sign when fire responders work in or near
moving traffic. To address this requirements, fire department are purchasing and
assigning coral-colored, retro-reflective pop-up signs to their fire apparatus. These
advance warning signs are designed to be be quickly deployed upstream of any
emergency incident. Costing approximately $250 for the basic unit, these signs use
the official DOT-specific retro-reflective Coral color to signify emergency warning.
Coral is essentially a high-visibility, florescent pink color. It is the newly designated
color for highway use Nationwide to indicate emergency situations or conditions
ahead.
The MUTCD guidelines specify minimum 36”x36” dimensions for the sign when used
at incidents with “moderately low volumes and speeds”. The larger size, 48”x48”, is
recommended for use at incidents on higher speed highways.
At least one NFPA 1500-compliant
retro-reflective coral highway
warning sign should be deployed
upstream of the incident to advise
approaching traffic of the
emergency scene ahead.
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Traffic Cones
Even those orange cones that everyone is so familiar with have DOT specifications
covering their design and use. The function of a line of traffic cones is to warn
approaching traffic of a change in their normal traffic pattern. Officially called a
‘taper’, this row of cones guides the motorist through the required lane changes or
temporary road detours.
To be compliant with the federal MUTCD, any traffic cone used at a nighttime
incident or at a crash scene where the posted speed limit is 45mph or greater, must
now be 28 inches tall and have two reflective bands around their tops. When
deployed, they should be closer to each other than the speed limit in feet; i.e. closer
than 45 feet when deployed in a 45 mph speed roadway, etc.
Artwork courtesy: MUTCD
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One solution to carrying eight 28inch traffic cones within the limited
storage space on most fire
apparatus are the newest
‘collapsible’ cones. Four 28-inch
tall Pop-UpR cones only occupy a
12-inch high stack when stored.
Flares
Section 6C.02 of the MUTCD recommends that when flares are used to initiate
temporary traffic control at incidents, they should be replaced by more permanent
devices such as cones or barricades as soon as practical. Flares work well at night to
warn motorists of lane changes and merges due to the bright red light they emit as
they burn. The visibility of traffic cones can be increased under night conditions by
deploying flares and cones together. When flares are placed near a traffic cone, the
light given off by the flare not only warns upstream traffic but illuminates the cone
as well.
When flares are
placed near a traffic
cone, the light given
off by the flare not
only warns upstream
traffic but illuminates
the cone as well.
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SIDEBAR:
Emergency workers are exempt from full MUTCD requirements for traffic control
during the initial phase of a highway incident until they have adequate time to raise
the level of traffic control. The earliest time frame listed in the MUTCD for
deployment of traffic control devices beyond the basic cones, flares, or coral signs is
the period from 30 minutes after scene arrival. After this operational period, it is
expected that law enforcement and local or state highway agencies would be onscene and have established compliant traffic control that fully meets at least the
minimum standards for the extended incident.
It is recommended that any traffic control established by emergency responders is
better than nothing in the early stages, even if it doesn’t completely comply with
MUTCD. Fire departments should accept the responsibility for a minimum level of
traffic control devices carried on each responding apparatus; apparatus chevron
vertical panel markings, eight 28-inch cones, one retro-reflective coral sign, and a
supply of warning flares.
Apparatus Chevron Striping
One of the advantages of quick clearance operations (time on scene less than 30
minutes) at highway incidents is that we are considered a temporary work zone
instead of the full work zone if we operate for a longer period of time. As a
temporary work zone, MUTCD section 6G-3 allows use of more simplified traffic
control procedures. For example, appropriately colored or marked vehicles can be
initially used as advance warning prior to deploying portable warning and control
equipment such as signs, cones, and flares.
First introduced in the U.S. by Chief Bill Peterson, Plano (TX) Fire Department after
extensive visits to England, rear chevron patterns are becoming popular as rear
visibility warning for major apparatus. Plano Fire Rescue has applied retro-reflective
red and lime-green material on the rear of their engines, ladder trucks and
ambulances.
Officially classified by the Federal Highway Administration’s MUTCD highway code as
a ‘vertical panel’, the alternating red and green, red and white, even blue and yellow
patterns provide approaching traffic with remarkably improved visibility of the
apparatus ahead. The Arlington (TX) Fire Department has gone one step further
with their apparatus visibility efforts. The front bumper of their newest apparatus
has the highway chevron pattern affixed to it as well. Because this will only work
well when the apparatus headlights are turned off, Arlington designed their rigs to
shed the headlights when the parking brake is activated.
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The MUTCD-compliant
chevron striping pattern
on the rear of this Plano
(TX) ambulance clearly
shows the retro-reflective
performance of this
highway safety system.
To comply with Federal Highway Administration’s MUTCD, Section 6F.57, the chevron
pattern stripes should slant downward on both sides of the vehicle at an angle of 45
degrees, pointing in the direction of the bottom rear corner of the tailboard. The
pattern should resemble an inverted ‘V’ with the point of the ‘V’ at the top, center of
the apparatus.
DO NOT orient your
chevron striping like this!
It is non-compliant.
The stripes must slant
downward towards the
lower outside corners.
When MUTCD-compliant,
the striping pattern will
resemble an inverted ‘V’.
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Arrow Panel
Many PD units as well as fire department vehicles are being equipped with arrow
panels. An arrow panel consists of a series of horizontal amber lamps that light
sequentially to indicate a direction of travel to an approaching motorist. The DOT
requires that they be able to be dimmed to half-power when used at night to prevent
blinding of approaching traffic. Officially, to be DOT-compliant, arrow panels have to
be a minimum of 4 feet in length.
The difference between what you see on the roof of a police cruiser and what you
see at road construction sites is that the road repair work zone arrow boards have a
pointed arrow head with a minimum size of 24 inches as required by MUTCD Section
6F.53. This is the critical design flaw that exists with the standard arrow panels used
by emergency responders. Without a significant size pointed arrow head, all the
motorist sees as they approach the scene is a confusing array of yellow lights
blinking on and off. The Calgary, Alberta Canada Fire Department actually mounted
the larger size arrow boards on the rear of their apparatus to specifically address this
shortcoming. Responders, do not trust effective traffic direction to our present-day
arrow panels. They are ineffective and should not be relied upon for emergency
scene traffic control.
Calgary, Canada firefighters wear Class III jackets while deploying cones at an
extended duration traffic incident. The large arrowboard, installed on the rear
turntable of all FD quint apparatus, provides clear directions for upstream traffic.
[Photo courtesy Capt Rick Elvey, Calgary Canada FD]
Amber Lights on Apparatus
All the highway safety specialists who study traffic signaling and warning devices
agree that the rear lights on emergency vehicles parked at a highway scene should
be amber. Many fire departments have adopted the amber rear warning light
system.
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In situations such as multi-lane freeways, it is recommended to ‘shed’ or turn off all
forward facing emergency lighting that affect traffic in the oncoming lanes. Light
shedding reduces rubbernecking and prevents secondary crashes, especially in the
opposing lanes of traffic on the other side of a divided highway.
Flashlights
There are specially designed orange cones that fit over the end of a flashlight to
improve their usefulness for traffic control. Manufacturers today also have created
flashlights where the orange cone not only glows but has small LED lights inside of it
that flash on and off.
STOP/SLOW Paddles
The MUTCD has several guidelines covering use of the STOP/SLOW traffic paddle.
Typically used by flaggers at highway road work sites, the 18”x18” paddle is easily
recognizable by approaching traffic. In fact, the DOT considers the paddle as the
primary and preferred temporary traffic control signaling device because it gives
upstream traffic positive guidance. Newer paddle designs now incorporate one or
two flashing lights to draw attention of the signaling during low light conditions.
Experienced responders have used the stop/slow paddle tool for many years for
traffic direction. This simple tool is MUCH better than waving your arms!!
Flags
The DOT actually recognizes specially designed flags as approved traffic signaling
devices. The flags consist of a minimum of 24”x24” of retro-reflectorized red
material, weighted along the bottom edge and secured to a 36” pole. These simple
tools work extremely well for first responders by providing effective advance warning
to the approaching motorist.
TASK: Upon study of this material, a responder shall be able to demonstrate proper
donning of personal PPE and use of highway safety equipment and signaling devices
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University of Extrication
Safe Parking: Part 6
SUBJECT: Safety Procedures When Working In or Near Moving Traffic
TOPIC: Special Consideration Highway Locations
OBJECTIVE: Understand the special safety considerations, practices, and
procedures necessary when working in or near moving traffic at unique highway
locations
TASK: Upon study of this material, the responder will be able to explain department
procedures for responding to and working at highway incidents on limited access,
high-volume, high-speed highways and at any of the “Top Ten” target intersections
within the response district
You may call it the Expressway; your partner may call it the Interstate. It may be
known as the Thruway, the Tollway or by other names in your local area. What it is
to you is a firefighter killer. A multi-lane, divided highway, having a high posted
speed limit, lots of traffic day and night, few access points to get on and off, and few
if any intersections is technically a limited access highway; the leading type of
highway incident location known to kill emergency responders.
More firefighters and EMS personnel have been struck and injured or killed on limited
access highways than any other type of roadway system in the U.S. Contributing
factors such as higher speeds, heavy volumes of traffic plus a greater possibility of
heavy trucks approaching the scene make these roadways extremely dangerous.
Two major reasons for responder deaths on these highways have emerged. Lack of
proper advance warning to approaching traffic is one of the major causes.
Attempting to cross the multiple lanes of the highway to get to the other side on foot
was the last thing many dead firefighters were trying to do as they were struck and
killed.
There are ways to improve our safety on these big roads. By department policy, we
can forbid responding directly to a limited access highway scene in a privately-owned
vehicle(POV). We can forbid stopping in lanes traveling in one direction and crossing
the highway median or barrier to access a crash or fire scene in lanes of traffic
traveling the opposite direction. That’s a sure way to get killed! We can also send a
second major apparatus to establish an upstream block that increases the advance
warning at the incident scene.
The 2nd Company to Block
When a call is received for an incident on a limited access highway, an additional
apparatus should be dispatched along with the first-due companies. A tandem-axle
ladder truck is preferred due to its long length and heavy weight. In lieu of that, a
tanker (tender) is a good vehicle to send. If no ladder truck or tanker/tender is
available in your department, the recommendation is made to add a second engine
company to your initial assignment.
The primary function of this second vehicle is NOT to work at the crash or vehicle fire
scene. Its principal function is to establish a second upstream block typically 300'
distance from the main activity area. If the crash is on the blind side of a hill or
around a curve for example, where approaching traffic has limited sight distance,
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this upstream blocker should be placed further upstream than normal. They block
whatever lanes of the highway must be shutdown and any additional shoulder areas
with their large vehicle. They assume their vital blocking position and set up so that
their apparatus and its warning devices make approaching motorists aware that
there is an emergency scene ahead. Traffic cones can be extended downstream of
the blocking apparatus towards the activity area to keep vehicles out of the shadow
area. A DOT color-colored retro-reflective sign can also be deployed upstream to
further expand the advance warning area.
All slowing of approaching traffic, lane changes and merging of traffic should happen
upstream of this blocking company. A PD unit should be working upstream of this
blocking company to assist with upstream traffic control. When done properly, by
the time traffic actually passes the main activity area, vehicles have slowed to a
manageable speed, are moving smoothly in the open lanes, and are following each
other in a controlled and predictable manner.
Remember, the ambulance, first-due engine and possibly your heavy rescue unit, if
that is what you send to crash scenes, should not be used as this upstream 2 nd
blocker. Those units need to be close to the patients and the wrecked vehicles. The
first-due engine should already be in a blocking position upstream of the crashed
vehicles and the ambulance and heavy rescue should be in the downstream shadow.
[This is what the approaching motorist sees when a second company is automatically
dispatched as an upstream blocker on limited access, high-volume highways. This
40-ton vehicle will absorb a lot of impact including out of control 18-wheeler.]
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[A view from the top of the blocking ladder truck clearly demonstrates the large
protected work area created along the left shoulder, Lane 5 and Lane 4.]
POVs
One of the familiar line-of-duty death scenarios that occur every year is that of the
lone responder struck and killed as they were walking across the superhighway. And
just as typically, the individual who was killed had driven their privately owned
vehicle (POV) to the scene. An example of this is the story behind the June, 2003
death of 38-year-old Deborah Toler of Copperas Cove, TX. Ms. Toler had just
completed her EMT class the month before and had yet to take her state certification
exam. She was killed as she attempted to cross U.S. Highway 190 on foot. While
driving east on Highway 190 with two of her five children in her car, she observed
two vehicles that had collided, parked along the opposite, westbound lanes. Ms.
Toler pulled her car off onto the eastbound, right shoulder of the highway. She got
out of her vehicle and started to cross the highway on foot. Traffic in the lane
closest to her stopped to allow her cross. As she darted across the highway, she was
hit by another vehicle traveling in the inside lane, police said. Her two sons, ages 11
and 12 years old, saw the accident as they waited in her car.
Another similar incident occurred in Texas several months prior to this, also involving
a personal vehicle and a responder killed as a pedestrian. 20 year-old Charles Lance
Mathew, a LaBelle-Fannett (TX) Volunteer Fire Department Lieutenant, was struck
and killed by an 18-wheeler as he crossed Interstate 10. Lt. Mathew drove past the
fire station and responded in his own vehicle directly to the scene of a reported
minor accident on the Interstate. Arriving ahead of everybody else at approximately
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3 a.m., Mathew parked his vehicle on the westbound side of the Interstate. He was
hit by an eastbound 18-wheeler after he had walked through the median and was
crossing the highway on foot.
The Death of One of Our Own
On March 18, 2003 at approximately 2:37 a.m., the Jefferson County Sheriff’s Office
received a report of a traffic incident with minor injuries in the eastbound lane of
Interstate 10 near milepost 833 and the Hamshire exit. The LaBelle -Fannett
Volunteer Fire Department was notified by the Sheriff’s Office and dispatched the call
to firefighters via the radio paging system. The dispatched realized the location of
the call was in the Hamshire Volunteer Fire Department’s service area and she in
turn notified that department. Hamshire VFD requested mutual aid in the form of a
LaBelle-Fannett VFD Emergency Medical Service (EMS) ambulance because Hamshire
VFD was short on manpower. Hamshire VFD said they would be sending a fire engine
to the scene.
While the LaBelle-Fannett VFD dispatcher was contacting Hamshire VFD, Lieutenant
Lance Mathew was traveling to the fire station to pick up a fire engine to take to the
scene. Firefighter George Dearborne responded directly to the incident scene in his
personal vehicle. Captain Chris Byrd and other LaBelle-Fannett firefighters and
paramedics were in route to the fire station to pick up a fire engine and ambulance.
Firefighter Michael Howard arrived at the fire station and started Medic 6 and pulled
it out to await arrival of paramedics. Captain Byrd arrived at the fire station and
heard the LaBelle-Fannett VFD dispatcher advise firefighters by radio that Hamshire
VFD would be sending a fire engine to the scene. Captain Byrd heard Lieutenant
Mathew on the radio saying he was diverting to go directly to the incident scene and
observed him drive past the fire station in his personal with the emergency four-way
flashers activated. At this time firefighter Howard left the fire station in his personal
vehicle to proceed to the incident scene.
Heavy fog was present in the area of the fire station at the time of the call and
Captain Byrd announced on the radio for all personnel to use caution. He heard
Lieutenant Mathew acknowledge the fog warning over the radio, followed by
firefighter Howard. He next heard firefighter Dearborne announce he had arrived at
the scene of the incident east of the Hamshire exit.
Firefighter Dearborne parked on the inside westbound shoulder of Interstate 10
directly across from the original incident at approximately milepost 833.69 and
walked across the highway to assess the situation. Dearborne’s vehicle was
approximately ¼ mile from the Hamshire exit ramp. Dearborne had turned his
vehicle headlights off and left the four-way emergency flashers operating. Dearborne
called his fire dispatcher on the department radio to advise all units that only one
person had sustained hand injuries at the incident. LaBelle-Fannett VFD utilizes the
Incident Command System, but Firefighter Dearborne did not announce he was
taking command because the incident was in Hamshire VFD’s area of responsibility.
A medic from Hamshire VFD had arrived before Dearborne and had parked her
personal vehicle on the eastbound outside shoulder near the incident. Jefferson
County Sheriff’s Deputy James Lee, Jr. was on the scene and had parked his patrol
car with its overhead emergency lights operating behind a parked tractor-trailer on
the eastbound outside shoulder. Witnesses reported several wreckers parked near
the eastbound Hamshire entrance ramp with their overhead warning lights flashing.
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No traffic control had been established and all vehicles involved in the original
incident were parked on the shoulder or off the roadway.
Lieutenant Mathew arrived shortly after Dearborne at approximately 2:59 a.m., and
he parked his personal vehicle directly behind Dearborne’s, turning off the headlights
and leaving the emergency flashers on. Mathew alighted from his dark grey truck
and walked across the grassy median toward the original incident.
The driver of an eastbound tractor-trailer stated he heard CB radio traffic regarding
an incident ahead and he moved to the inside lane and slowed to 48-50 miles per
hour.
The truck driver stated he saw emergency lights on the vehicles parked on the
eastbound outside shoulder and saw other non-emergency vehicles parked on the
inside westbound shoulder. As he passed the incident scene, the truck driver
checked his right mirror to see if he had cleared the scene and when he looked back
to the front he saw Lieutenant Mathew step out into the eastbound lane of traffic.
The driver of the tractor-trailer was unable to stop and struck Mathew with the right
front part of the truck-tractor just to the left of the center divider line . The driver
came to a controlled stop on the shoulder approximately 598 feet past the point of
impact. There were no skid marks left during the stop.
Sheriff’s deputy Lee and the tractor-trailer driver witnessed the impact. Firefighter
Dearborne said he saw the silhouette of Lieutenant Mathew as he walked across the
median and then saw him momentarily illuminated by the headlights of the
oncoming truck. Dearborn heard, but did not witness the actual impact. Firefighter
Michael Howard was driving westbound toward the scene and was crossing the
Taylor Bayou Bridge approximately 3.3 miles east of the incident when he observed
the oncoming tractor-trailer pull to the right and stop on the shoulder. Howard stated
that fog was not present on the Interstate highway at that time.
Lieutenant Mathew was thrown by the impact to the grassy median approximately
170 feet east of the point of impact. Firefighter Dearborne and others on the scene
checked Mathew, but he had sustained catastrophic injuries and was obviously
deceased.
NIOSH Recommendation:
Fire departments should consider limiting or restricting the response of their
members in their privately owned vehicles (POVs) to high-volume limited access
highway incidents.
NFPA 1500, Chapter 6.2.3 states that "the fire department shall enact specific rules
and regulations pertaining to the use of private vehicles for emergency response."
NFPA 1500, Chapter 6.2.3.1 states that "these rules and regulations shall be at least
equal to the provisions regulating the operation of fire department vehicles." Highvolume limited access highways include expressways, toll ways, and multi-lane
roadways within the fire department response area.
Fire fighters responding to limited access highway incidents in their privately owned
vehicles (POVs) may be ill-equipped to protect themselves or the civilians they are
serving from oncoming traffic (firefighters may not be able to provide adequate
protection from approaching vehicles).
High-volume limited access highways pose additional hazards such as higher speed
limits, larger vehicles, and a higher number of vehicles. Responding in a privately
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owned vehicle may not afford fire fighters the means to carry all of the necessary
equipment like personal protective equipment, high-visibility vests, flags, and traffic
cones to operate in or near moving traffic. Fire department or agency emergency
vehicles can carry all of the required equipment and provide a means to block the
scene, providing a safe work zone.
Information, scene image, and graphic courtesy:
TX State Fire Marshal’s Office LODD Investigation # 03-262-03
<http://www.tdi.state.tx.us/fire/fmloddinvesti.html>
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[Eastbound lane of Interstate 10 near milepost 833. Scene of LaBelle
-Fannett Volunteer Fire Department LODD incident.]
Minor, Intermediate, or Major
The most recent revision to the MUTCD includes a new section, 6I, specifically
written for emergency traffic control at a variety of highway incidents.
Minor= 1 minute to 30 minute duration
Intermediate= 31 minutes to 2 hours
Major= exceeds 2 hours in duration
For all incidents where the duration of the incident is 30 minutes or less (flat tire,
disabled vehicle, out of gas situation, medical emergency inside a parked vehicle,
etc) emergency responders only have to complete the following;
Apparatus Safe Parking protocols to block
Deploy advance warning sign per NFPA
Deploy cones or flares if necessary
Report estimated duration of incident within 15 minutes on being on scene
Totally clear scene in 30 minutes or less
If the emergency responder’s presence on a street, road, highway or expressway will
exceed 30 minutes,
notify local highway DOT because their response and set up time can take up
to two hours from time of call.
Establish appropriate buffer and transition areas
Establish extended advance warning area
Assign a trained flagger where appropriate
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The Safe Parking ‘PrePlan’
To put all the information that has been presented in this unique University of
Extrication series into practice will require department adoption of a Safe Parking
policy or guideline based upon the model SOP available for downloading at the
ResponderSafety.com website. While that policy is being formulated for your
department, highway safety equipment can be acquired; especially Class III vests for
everyone who will work in or near moving traffic.
As all this is being set into motion, members can begin classroom and hands-on
training and practice in Safe Parking concepts and skills. One interesting way to
begin this training process is to identify the ten most dangerous intersections or
sections of highway that your department responds to on a regular basis. Based on
frequency of calls to that location, police reports of accident frequency, highway
department statistics of high traffic volumes, past history of serious injury or
entrapment, or known unique hazards of working that intersection or section of
highway, drawings of your ‘top ten’ hazard highways to the scale of toy cars can be
made. Several sheets of large flipchart paper with the outline of streets,
intersections, on or off ramps, etc, can form the basis of the tabletop training prop.
Using toy vehicles purchased at local retail stores, safe parking drills addressing your
department’s Top Ten target intersections & highway list can be accomplished at any
time. Trainers place several civilian-looking toy vehicles at a location on the tabletop
drawing and then assign members to act as the ‘driver’ of the toy emergency
vehicles responding to the scene. They must place their small vehicle at the scene
as they would if it were the real thing. Ambulances, fire trucks, chief’s vehicles, PD
units, even a heavy rescue rig can all ‘respond’ to the scene again and again.
Participants can graphically see how difficult it is to control the situation at an
intersection compared to a straight stretch of highway. They can become familiar
with your department’s safe parking ‘preplan’ for your ten most hazardous highway
locations within your district. Tabletop safe parking training is a very progressive
and pro-active way to address the safety of your members when they work in or
near moving traffic.
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[Take each of your Top 10 intersections for traffic accidents and preplan your
emergency traffic control for a variety of crash scenarios that could or do occur at
that location.]
Tabletop training with Matchbox-type toy vehicles can be very effective in preplanning Safe Parking challenges at specific target intersections within your district.
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A more sophisticated version of tabletop training includes buildings, street layouts,
and the Matchbox-type vehicles. Here a school bus crash is simulated.
Sources of Further InformationResponderSafety.com website
VFIS Program
NIOSH
MUTCD
TX State Fire Marshal investigations
TASK: Upon study of this material, the responder will be able to explain department
procedures for responding to and working at highway incidents on limited access,
high-volume, high-speed highways and at any of the “Top Ten” target intersections
within the response district
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