Even though firefighters respond to more motor vehicle collisions (MVCs, photo 1) than any other emergency (except medical emergencies), consider all the things we need to evaluate, assess, and begin to mitigate on scene. Although the scene hazards really have not changed much over time, our response and the hazards we encounter have changed. The vehicle is the dynamic hazard in the equation these days. Supplemental restraint systems (SRS) systems, batteries and their subsequent locations, motive power, and vehicle glazing are all items that we need to factor in. On top of these considerations, we need to do this size-up quickly and completely to ensure an effective plan of action.

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Vehicle extrication and rescue is more than simple tool work these days. Yes, without a creating space we cannot disentangle our patients from the wreck, but we now have to mitigate many more hazards than we ever did before (photo 1). As always, we’re usually at the end of learning curve, since our problems are usually out on the street before we know about them, for the most part. Some of these hazards can hurt us or our patients (or both) if not managed properly. Although each motor vehicle collision (MVC) is different, they are common everyday emergencies. Today’s hazards make each incident more complex, and with that complexity comes a learning curve.

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Side curtain SRS with multiple inflation modules

We have seen side curtain airbags progress into most of the vehicle marketplace today, including even fire apparatus. However as these systems are being installed in vehicle’s with large side structures like station wagons, Minivans and SUVs, manufacturer’s are faced with the dilemma of creating enough gas to inflate an even larger side curtain sometimes in realm of close to 12’ long. In SUV’s many times this problem is solved by if the vehicle is equipped with a third row of seating, a small side curtain is installed for that extra row, with its own inflation module. However in many of these above vehicles the side curtain airbag traverses the vehicle’s interior length wise thus would require either 1) more than one inflation module or 2) a larger sized & pressure inflation module. So far the first method is being used. You have become accustom to striping interior trim prior to using tools to cut roof posts or perform side removal evolutions however now besides pulling roof post trim on these larger sided vehicles we now need to inspect roof edge trim as well. Many times we will now find an inflation module on either end of the side curtain or on both ends and also possibly in the middle above the B post actually inside the curtain itself. We still to apply the same concerns as before with these devices however don’t be surprised if you now find 2 inflation modules on the same side of the vehicle.

Power Isolation
Turn the ignition off. Remove the key to your apparatus. Discover and disconnect the vehicle’s 12v battery. Document these actions.

We all have heard this and had it taught even preached to us. Now I ask – how many of you and your crews do it? Regularly? Vehicle power, fellow rescuers, is NOT your friend. It has become harder to do and even harder to actually isolate power today. We are faced with different locations, more of them (batteries) and even unfamiliar configurations. And add into this equation we have more power accessories than ever before, seats, windows, doors and hatches. So not only do we need to size up the vehicle quickly & comprehensively but then plan to re-position power accessories and then isolate vehicle power.

Why is power isolation so important today? 20 years ago power isolation wasn’t critical. However with the advent of airbags and other vehicle safety systems power isolation came into a new light. The brain of the safety systems has power capacitors to store enough power to activate the system in case the battery was damaged in a crash. In order to drain those storage capacitors we needed to disconnect the 12v battery. Alright now let’s look at this today. First step is to locate the vehicle’s ignition and turn it off. Is the ignition a “conventional” key or proximity keyed? Think about the simple question I have posed. We think about keys in the conventional sense. However each year we see more and more vehicle switch over to proximity ignition systems. These systems do not use a metal key per say, they use a “wireless” system. Some of these systems the key itself does not need be inserted into the dash or column; they just need to be within the confines of the vehicle itself. That mean we might have to locate the key and secure it away from the vehicle to ensure when shut the ignition off – it cannot be accidentally turned back “on”. So what does this do for us? In today’s vehicles this shuts the vehicle systems down. It starts the drain time for those energy storage capacitors in the SRS system. So that’s a good thing for us. Now to ensure we isolate power the other half of equation we need to locate the vehicle’s primary battery and disable it. Disconnect or cut the battery cables – both positive and negative. While we might think this does it, does it always? Many vehicles today have multiple batteries and some of them slave off each other. And we can have other forms of power from other devices that might “back surge” into the electrical system. Plus static charge from a variety of sources includes our rescue tools as they work on the vehicle. After these actions have been done the action and time are documented. This ensures the drain of the energy storage capacitors in the SRS system but also ensures that the high voltage drive system in hybrid vehicles is shut down and power isolated to the high voltage battery. And the key thing here – shut the ignition down and disabling the 12v shuts down ALL hybrids vehicle, regardless of manufacturer.

Fine you are saying. But the problem that still factors in greatly is this: where is the battery(s)? A statistic to remember fellow rescuers is this tidbit: Over 40% of vehicles today the primary battery lives outside the engine compartment. Think of that for a moment. If it’s not in the engine compartment, then more than likely the battery is in the trunk/cargo area in the rear of the vehicle. Maybe in the inside of the vehicle as well? Or even a combination of all three. Think how much time this could take. Even if you knew exactly where the battery is. Access to vehicle information on scene, not just SRS issues, is becoming more and more critical as time moves along. The two systems out there to help responders are the Holmatro’s book – Rescuer’s guide to safety systems and the Moditech Crash Recovery system which is computer software database.

BY DAVID DALRYMPLE

Although much of the buzz about new vehicles focuses on the motive power sources found on the latest hybrid and all-electric-drive vehicles, still more recent technology has emerged. One mimics a common hybrid vehicle characteristic; others concern new supplemental restraint systems (SRS), especially those in unusual new locations. We will also revisit some construction and material issues, which, although fairly new, are becoming more common.

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