Chief Concerns Richard Marinucci
A review of annual line-of-duty deaths (LODDs) always includes cases that occurred while responding to or returning from an emergency along with cases where responders were killed while working on the roadway.
These numbers often exceed those that involve actually working in a burning structure. Yet, one could question the commitment of organizations to address this issue. Certainly, everyone knows the dangers, and many have taken action to help protect firefighters trying to get to the job and while working on the scene. But, we need to look a little deeper to get to more root causes so there can be significant improvement in this area.
Roadway events should be looked at in three distinct parts: responding to, operating on the roadway, and returning from. Each presents a different challenge with respect to risk management and should be analyzed accordingly. The response portion is trying to balance the need for a quick response while negotiating through traffic, often with other drivers unaware of approaching emergency vehicles. While on the scene, firefighters are distracted from the dangers as they focus their efforts on the emergency. Returning at the conclusion seems relatively safe, yet there are factors to consider. In most circumstances, it is others who cause the problem, not necessarily the firefighters. But, there are cases where the department driver has been deemed at fault. Regardless, regular and routine reviews are necessary because in the end, it does not matter who was at fault should someone lose his life or be seriously injured. Actions must be taken to reduce the risks.
Responding
Responding to emergencies creates unique challenges. There are implied pressures to respond quickly, as minutes can matter. Quick response has been drummed into the first responder. This can tempt drivers to take shortcuts. There may be officers promoting a quicker response. Some people drive fast all the time whether on the job or off. There can be differences between different types of calls. Who wants another company to beat you to a call in your first-due district? There are good drivers in every department. Likewise, there are some who need training, discipline, or possible removal of driving privileges. Take a survey in your department and ask all your members which driver is likely to get in a crash. I bet the same name appears in many answers.
The other aspect of responding is the unpredictable nature of others on the roadway. Drivers are distracted, drugged, drunk, drowsy, and otherwise not on their game. They also are driving vehicles with much better soundproofing and sound systems that drown out exterior noises. They are often not aware of responding vehicles. They sometimes don’t know proper etiquette even when they are aware of approaching emergency responders. Do I just stop, pull to the right, go left? It is difficult to anticipate the next move.
There are technological advances designed to help with some of these challenges—for example, better warning devices and safety features. Obviously, mandatory seat belt usage improves outcomes when a crash occurs. But there needs to be enforcement. You still hear of cases of firefighters being ejected after a crash. This would not happen if properly belted. Of course, there will be someone who knows of someone who knows of someone who had a negative outcome while wearing a belt. Statistically your odds are way better wearing a seat belt. Besides the obvious use of safety devices, driving skills must be evaluated and maintained. Not everyone has the talent or desire to drive big rigs with lights and sirens blaring. And just because someone is qualified to drive at some point does not mean this should be a lifetime approval. As departments acquire new apparatus, features change. Do you test people when you get a new piece? Evaluating your policies must be ongoing to prepare for this risk.
Here is a challenge for smaller departments. Should a person driving alone in a fire apparatus or ladder truck be allowed to respond lights and sirens to calls? The reason for the question is safety. Fire trucks don’t have the same mobility as passenger cars. There are many distractions for the driver. They must locate the emergency, negotiate through traffic and negative intersections, monitor radio traffic, respond to dispatchers and other vehicles, and manage the lights and sirens. A minimum of two people responding in an emergency mode should be standard. But, as we all know, there are departments that send vehicles to emergencies with just a driver. Is the risk worth it?
Operating
Arriving on scene, firefighters get focused on the task at hand. The basic concept for doing the work is to isolate the work area from other threats. Much has been done to create best practices. Groups like the Emergency Responder Safety Institute (www.respondersafety.com) offer training and best practices. I encourage you to go to their Web sites and see the resources that are available. Through their work, improvements have been made to operations. But, there are still challenges that remain, and it is imperative for departments to continue staying current on the latest trends regarding best practices.
Working on the roadway remains one of the most dangerous places for firefighters. As I write this, I just received an e-mail notifying me that a firefighter was killed and a police officer injured while working on the roadway. This happens too frequently, and more effort and energy must be applied in the search to correct this problem. Proper fend-off techniques help with many of the circumstances. But some issues remain such as those at risk who arrive first or depart last. Firefighters need to have their heads on a swivel throughout the call, from first arrival until safe return to the station.
Returning
Firefighters often do not think about the risks when returning after a call. Deescalation is complete, and the ride begins. Something to consider is the state of the personnel. Because of various factors like numerous calls, sleep deprivation, or complacency, drivers may not be in the best condition. Maybe there are policies needed, but probably more important is awareness so leaders can provide reminders, and crews can be part of the conversation. Don’t just rely on the driver. Conversation and offering a second set of eyes can help. Also, members need to be willing to speak up when things don’t seem right. If the designated driver is not in the right frame of mind because of exhaustion, substitute.
Fire apparatus have definite functions once arriving on the scene. But, it is often the time prior to arrival, working around the apparatus on the scene of the emergency, or returning to the station that puts firefighters in danger. Driving to and returning from calls along with working on the roadway cause firefighter deaths and injuries each year, often in numbers greater than hostile fire events in structure fires (excluding cardiac events). Departments and individuals must continually approach these parts of the response as significant risks to firefighters and continually look at means to improve safety. This will occur through improved technology, training, a culture shift, and risk analysis.
RICHARD MARINUCCI is the executive director of the Fire Department Safety Officers Association (FDSOA) and chief (ret.) of the White Lake Township (MI) Fire Department. He retired as chief of the Farmington Hills (MI) Fire Department in 2008, a position he had held since 1984. He is a Fire Apparatus & Emergency Equipment and Fire Engineering Editorial Advisory Board member, a past president of the International Association of Fire Chiefs (IAFC), and past chairman of the Commission on Chief Fire Officer Designation. In 1999, he served as acting chief operating officer of the U.S. Fire Administration for seven months. He has a master’s degree and three bachelor’s degrees in fire science and administration and has taught extensively.
