There are many issues raised with automobile fires. Many variables exist with these so-called routine operations that have the potential to lead to disaster. In my early firefighting days as a probationary firefighter in E-318 in Coney Island in the early 80s, we frequently responded to these fires.
Most of them were arson related due to the burgeoning business of insurance fraud. This kind of fraud is why you should always take into account any possibility of why the fire started, and be on your guard at all times.
Firefighter safety, always our first priority, rescue and extrication of trapped victims, and secondary collision are all elements of the operation that need to be considered.
The dangerous consequences of auto fires include, but are not limited to, fuel tank explosions, hydraulic cylinder/piston ruptures, tires exploding, and a plethora of others.
Although extinguishment and rescue still remain our primary goals, there are many other issues that need to be addressed by all members operating at the scene. In the past 30 years, two New York City firefighters, Joseph Kanavan and Tony Shands, have been killed at these so-called routine operations. Both were hit by automobiles.
To start off and to provide a reduced-risk operating area, at least two apparatus should respond to an automobile fire. One of the apparatus should always be a pumper for extinguishment, while the other vehicle can block and warn oncoming traffic. Firefighting is dangerous enough without putting in additional elements of risk that are present on the streets and highways.
Additionally, all vehicles must be equipped with emergency warning devices. This is especially true in areas that have reduced visibility, such as weather-related problems or curves and hills.
If any doubt exists, shut down the highway completely. A little inconvenience for some people can prevent a serious injury or death to the operating members.
Rear placement
Placement of your apparatus is also crucial. The apparatus should be placed to the rear of the fire unless you are prevented from doing so. Circumstances that might prevent this are when the apparatus becomes an exposure problem or a vehicle involving flammable liquids or hazardous materials is involved.
Do not hesitate to use additional apparatus if necessary; the goal is to provide the safest working area possible. Fires occurring near a curve or beyond a hill require placing the apparatus at a distance so that it will be visible to oncoming traffic.
The blocking apparatus should always be placed at least 50 feet behind the operating pumper, which provides a reduced-risk working area for members.
You must always avoid standing behind the blocking apparatus unless warning devices such as flares and cones have been placed down. Flares should be used at night and also when visibility is reduced. Flares can actually be used anytime the officer in charge deems necessary. Flares should be placed in groups along the lane that needs to be blocked off.
Flares and cones should be placed following the formula of using the highest expected speed of the roadway you are operating on. To do this, take the first digit of the highest expected speed you expect to encounter, multiply it by the speed, and then add 60. For example, if the highest expected speed you’re anticipating is 70 mph, the formula would be 7x70+60 = 550. So, in this case, flares or cones must be placed from 550 feet behind the location of the appliance.
Flares should be used to block one or two lanes, or completely block the entire roadway if needed. The lane of operation should always be completely blocked.
The previously mentioned formula takes into account the reaction time of oncoming motorists and stopping distances, as well as distance required for safe lane changes.
Other warning devices
Flares or cones should be placed by two members if possible, with at least one of them equipped with a handi-talkie to warn operating members of speeding motorists. These same policies apply to any other warning devices available to your department.
While responding, you should strive to approach the incident from the same direction as the flow of traffic. If the road is congested with traffic, you should consider an alternate but safe route. The dispatcher should be notified of any modifications or problems during the response to alert incoming units, such as the police department or authorized tow truck. Police should always be dispatched and assume traffic control upon their arrival.
There are many areas of responsibility that need to be covered at automobile fires. First and foremost after a reduced-risk working environment is created, the proper PPE needs to be worn, including SCBA.
There are many toxic products used today in the assembly of automobiles that contain cancer causing agents. So, there should always be a minimum amount of members exposed to dangers during the operation, which will cut down the casualty list in the event of a catastrophe.
During extinguishment, the reach of the hose stream is very effective in knocking down the fire from a safe distance, allowing you to then move closer to the vehicle for final extinguishment. You must also position the line to protect exposures, and maybe provide a fog stream during the disentanglement of a victim to protect the rescuers and the victim.
If the fire is under the hood and the hood-lock release will not activate, pry open the hood from the side and operate the stream into this opening. Due to the possibility of the hydraulic bumper or trunk piston rupturing in the front or back of the vehicle, all members should avoid working in these areas. These devices have also been known to project as missiles and travel for a considerable distance. You should use all of this information during your size up of the area.
During the extinguishment phase there are other areas that need to be covered or controlled. If there are no visible victims in the vehicle, members not operating the line can be used to begin a search around the perimeter of the operation. There may be occupants of the vehicle who wandered away but are seriously injured.
Check trunk
It is also always necessary to open the trunk and check it. Besides the normal amount of hazardous containers inside, there is always the possibility that someone is in the trunk.
I remember one night after a “routine” car fire we popped the trunk. There was a male inside who we determined was not a passenger of leisure. His hands and feet were bound and his mouth duct taped over. He was dead from two bullets to the head.
Believe it or not, this stuff really happens. You would not want to get back to quarters without checking the trunk area, and then find out there was a body discovered in it later on.
When departing, the striker plate of the trunk should always be bent so that the possibility of someone getting locked in later on can be avoided.
Another area of concern is children playing in the area afterwards, so the battery of the vehicle should always be disconnected if possible to avoid sudden starting and movement of the vehicle.
In today’s world, batteries may exist in more than one location and there may even be multiple batteries.
The hazards that exist at these operations can fill a manual. I’ve only discussed a few, but hopefully they will assist you during your tour of duty.
There are many unique problems that exist due to the variables present in vehicle manufacturing as well as the amount of foreign designs available in the U.S.
Through training, the proper use of personal protective equipment, and by following standard operating procedures, you will be able to operate safely and effectively, and attain your goals at vehicle fire operations.
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