Safety and Education Information
by Extrication.Com

This Page was last updated: 01/04/2009

One of the most valuable resources to the extrication specialist is the automotive body repair person. They work on structural components and supplemental restraint systems for a living, use them as a resource. Use the link below to explore valuable information.

Extrication.Com Training

        Extrication.Com's Modified Dash Roll Technique

      
                                      Extrication.Com at Stirling, NJ Fire Department

The "Modified Dash Roll" (MDR) is a variation of the conventional dash roll developed by Extrication.Com and originally published in 1990. Similar to the conventional dashboard displacement, with the exception of leaving the roof and doors on and limiting glass removal. The MDR is the most radical technique since modern extrication was established by the introduction of heavy rescue tools by George Hurst in the early 70's.

We have found that the national average for performing a dashboard displacement is between 15-30 minutes using heavy rescue tools. The MDR can be performed in 4-6 minutes or less. This was demonstrated by alumni student Firefighter Jeff Wharton, Fairfax Virginia Fire Department who performed the MDR in a remarkable 3:42 minutes during an actual vehicle rescue with entrapment.

The MDR technique is taught in the following Extrication.Com programs:

•  "40-hour  Basic-Intermediate-Advanced Extrication Program

•  8-hour "Advanced Extrication: Heavy Truck" 

•  8-hour "Advanced Extrication: Bus"

•  8-hour "Vehicle Extrication: New Vehicle Technology"

The MDR is useful alternative when there is a need for rapid extrication, active non-deployed SIPS/ROPS systems in crash vehicles or vehicle under/over rides with limited forward space for displacement.

The only disadvantage MDR has is the lack of openness created when removing the roof for space making for patient access (ingress/egress) as compared to the conventional dash displacement when the roof is flapped or removed. However, it is our opinion that the benefits clearly out weight the disadvantage in most rescue situations. And, its another tool in the box as an alternative technique is not a does all procedure.

Note: The MDR is not limited to passenger vehicles it can be used with medium-heavy trucks and bus extrications. While it can be used in varying applications, it is not a "does all technique."

Extrication.Com does not teach the MDR technique at the basic skills level. It is important to get the fundamentals of the conventional dash roll first, master it in practice and then learn the MDR. For this reason we teach the MDR in our intermediate skills level technique programs. Learning how to do the MDR instead of the conventional dash roll is like losing a tool out of your tool box. Another way of putting it; learning the MDR prior to the conventional dash roll is like putting the cart before the horse. The two techniques should be taught in progression by an instructor who has been taught the technique and also mastered it himself.

For detailed directions: Available for $50 USD for an instructor's classroom PowerPoint presentation on CD. This will be a stand along program ready to use, complete with images, instructor notes and printable student handouts on the CD. 

New vehicle technology, are you Ready?

If your organization is interested in keeping pace with the latest safety features and innovative vehicles, we can help. The following are just a few questions that will be addressed in our 8-hour Vehicle Extrication: New Technology program:

•  Advanced SRS

•  Crash physics

•  Alternative fueled vehicles; electric, hybrid and fuel cell technology

•  Limited practical session demonstrating how to perform alternative extrication techniques including Extrication.Com's "Modified Dash Roll" (dash board displacement).

Did you know that the following (approximate) voltages are currently used in North American passenger vehicles?

a)     12 Volts ALL vehicles
b)     34 Volts some hybrids
c)     37 Volts some hybrids
d)     42 Volts some conventional and hybrid models
e)     72 Volts Neighborhood NEVs
 f)     144 Volts all Honda hybrids
g)     300 Volts Ford and Toyota first generation Prius hybrids
h)     500 Volts Toyota Prius (second generation)
i)      650 Volts Toyota Highlander SUV, Lexus RX 400h LUV, GS 450h and Camry hybrids

If you want to know more about other new vehicle features that can reduce the risk of injury take one of our new vehicle technology or 40-hour advanced extrication programs. With proper education there is no need for a responder to fear providing vehicle rescue to an innovative vehicle involved in a crash.

Toyota Emergency Response Guides
Toyota Motor Sales Headquarters Torrance Ca

The Lexus GS 450h (hybrid) ERG was approved for publication on Friday April 21, 2006 and will be soon be available on line. A link to that download will be available on your site as soon has it has been converted to a PDF format and available as a free download from our site.

The next available Toyota hybrid ERG will be for the 2007 Camry ERG. Toyota Motor Company has recently announced that in the near future all Toyota models vehicles will be available as hybrids.

Responders should note that Toyota has provided responders with the most accurate and informative response guide available. All Toyota/Lexus ERGs contain information needed by responders to help them safely mitigate an incident involving fire, spills, first aid and extrication specific to that model.

There are certain tasks related to all vehicles that need to be re-enforced during an incident:

1. Immobilize the Vehicle (chock or block the wheels) and shut the vehicle off.
2. Stabilize the Vehicle (crib the vehicle at four points as required)
3. Disable the Vehicle (perform low voltage power disconnect as required)

These three tasks while generic are vital to the safety of responders at an incident and will reduce the risk of injury to personnel and occupants.

Immobilizing a vehicle prevents it from moving under power and by gravity. This is not a new task nor specific to hybrid vehicles. Turning the ignition off shuts done the hybrid system and isolates the high voltage current.

Stabilizing a vehicle transfers the weight of the vehicle from the suspension system to the frame to help prevent movement. There have been at least one documented death related to a catastrophic failure of a conventional powered vehicle when responders made cuts to a vehicle's safety cage that was not stabilized.

Disabling a vehicle's low voltage system is not required at every crash. The incident commander or senior on scene responder should make that decision base on the individual incident or as required by their department SOPs/SOGs for a vehicle crash. The task of power disconnect to a vehicle will accomplish the following:

1. Shuts the ignition system OFF
2. Shuts off the fuel pump
3. Opens hybrid system relays
4. Shuts down the low voltage power supply including the power to the SRS ECU (unless the hybrid system is already on)

One of the most common questions asked by law enforcement is; "Why do personnel responsible for extrication have to disconnect the power to the vehicle?"  The reason for this question by law enforcement personnel is they feel that shutting the power down will also loose valuable information in the "black box" or EDR that can be download for their investigation.

Like a data recorder in a plane, modern vehicles also have a pre-collision record that can be downloaded. And, has been successfully used in court by either police or council to prove their case. This includes speed and braking moments before an impact. Most EDRs installed by manufacturers will not loose their information by performing power disconnect, and can still be download by technicians at a later time.

SRS Restraint Devices
Stratham NH VFD

Recently I and members of the Stratham, NH Fire Department witnessed a failure of a commercially available restraint device applied to a driver frontal airbag. For years I and other extrication specialists have warned responders to reframe from using restraint devices due to the possibility of these devices failing and injuring personnel or patient. On numerous occasions both soft and hard restraint devices have failed. It wasn't until recently did I personally witness a failure that could have caused serious injury to personnel or patient.

On March 25, 2006 at a program for Stratham NH VFD a demonstration was conducted to demonstrate the effectiveness of a restraint device. The entire class witnessed the device failing to withstand the blast from a deploying airbag and seeing the device being propelled back into the seatback.

In all fairness, I have seen this particular device used approximately 12 times. While the restraint device never became a projectile before, there has been enough failures and concern to warrant that this device not be used by the emergency services. Out of the demonstrations I have personally witnessed, only one other time did the device separate from the steering wheel ring. Meaning that it did not become a projectile as in Stratham NH, but it did drop off the steer wheel ring. However, the majority of the time the device did not shred the airbag with the teeth as it was intended, it caused the face of the airbag to have slight punctures, but the failure of the bag was attributed to the force of being restrained and rupturing at a point long the side of the bags.

Cause of Failures
Restraint devices are reliant on the integrity of the steering wheel assembly as a whole. It relies on the steering wheel ring to hold the device in place. The failure of this and other devices can be attributed to the design and construction of the steering wheel ring. Today's steering wheel ring is part of the passive safety of a vehicle, it is designed to give to reduce impact injuries during a collision experienced by the occupants. Steering wheel rings are NOT designed to withhold the forces generated by an airbag when a restraint device has been attached by the responder.

When properly attached, the device used in Stratham, NH weights approximately 7 pounds and is constructed of steel. The device is designed to clamp to the steering wheel ring by means of four hooks place behind the steering wheel ring and when properly in place a lock nut is tightened by hand. The device has the intention of staying in place before, during and after deployment of the driver frontal airbag. On the side facing the steering wheel hub assembly of this device are sharp teeth with the intention of puncturing the airbag as it deploys. The majority of tests that I have conducted/witnessed, the device fails to shred or fully puncture the airbag. Instead the resistance causes the bag to rupture at the side.

This particular failure on March 26 was caused due to the 2-spoke steering wheel design for that particular vehicle. As the airbag deployed the restraint device was unable to be held in place due to the flexibility of the steering wheel ring both top and bottom. The device then became a projectile forcibly hitting the seatback. To the best of my knowledge, there are no warnings issued by this or other manufacturer warning of possible failures attributed with two spoke steering wheel assemblies.

When contemplating the purchase or use of such devices, the agency should consider liability. Where does the liability lay when when a responder applies a device over a steering wheel assembly that was not designed for such a device? If an injury should occur due to the failure of the device during an accidental deployment of an airbag, its the device that you applied over the airbag that cause the injury not the airbag.

I have seen videos of soft restraint devices failing as well, its not my intention to single out any one make or style of restraint devices. These devices have good intention and I don't fault anyone from trying to make a safer working environment for the responder at a crash. But, restraint devices are not the answer. It has been the policy of Extrication.Com instructors to teach responders that they should NOT attempt to restrain any airbag. The emergency services inherently has some degree of risk, working with an active SRS is considered an acceptable risk and patient care should not be compromised. Learn how to identify SRS components, recognize SRS ICONS and work with active system at a crash. When a vehicle is inverted responders will find it difficult if not impossible to disconnect the 12V battery supply. We still perform the tasks associated with extrication just the same. Perhaps with more caution, but patient care is never compromised!

When and if possible, turn/push the vehicle's ignition key/start button to the off position/mode and remove the key/SMART keyless FOB to a location greater than 15 feet away from the crash vehicle. This single step will normally stop the low voltage electrical supply to the SRS electric control unit, shut down fuel pump and the high voltage system to hybrid vehicles. If you haven't taken an updated extrication program in the last 2-3 years a lot has changed and you need to prepare to day for the crash of tomorrow.

Ron Shaw

Extrication.Com is pleased to announce its affiliation with Len Watson and resQmed of the United Kingdom. Len has collaborated with us on several projects and will be joining the Extrication.Com instructor staff starting in September for the 2006 Toronto Canada programs. 

Replacing "Responder Fear" with Knowledge!

Extrication.Com has written many emergency service related safety articles. The publications contain information that has not been readily available to emergency responders. Its been my intent is to provide the reader with knowledge gained through experience and research to reduce the risk of injury and prevent the phenomena know as "Responder Fear."

Fear is often created by the lack of knowledge through training and in some cases improper reporting by irresponsible people. The Internet is a wonderful way of providing information quickly. However, online chat rooms and some related site can provide misinformation that is take as factual. When in doubt go to a reliable source such as a product manufacturer or a noted expert in the related field in question.

Most extrication specialists already know there is a significant gap between information received in current vehicle rescue training curriculum verses innovative vehicles already on the streets. On the roadway today responders will find pure electric, hybrid and fuel cell vehicles. While the innovative vehicles are mainly located in the research and development areas for the industry they are on the roadways in North America and Europe. Training divisions should have a close relationship with fire prevention divisions. Permits will be required for hydrogen production-refueling stations for hydrogen fueled vehicles. This information will tip your responders that there may be or will be innovative vehicles on the roadways and allow them to contact the manufacturers for responder emergency procedures involving their vehicles.

In Torrance, CA Toyota has a hydrogen production station that is used to fuel their fuel cell vehicles. They produce more hydrogen than is needed and permit other companies to fuel their vehicles as well. Now is the time to learn about innovative vehicles in your area; learn how to cope with new innovations before they become involved in an incident.

What we in the emergency services call innovative vehicles is actually considered mainstream technology to the automotive industry. Point in case; hybrid technology (gas-electric or electric-gas powered vehicles) are not considered innovative vehicles by the industry they are main stream technology. Fuel cell vehicles are actually what the industry now calls innovative. As stated before there are already innovative passenger and commercial hydrogen fuel cell vehicles on the U.S. roadways. In use by London cabs are fuel cell vehicles.  Responders need to be educated to vehicles in their area that they may come in contact with during a vehicle rescue (fire or crash).

Should we fear hydrogen:  No! When people think of hydrogen fueled vehicles they think of the "Hindenburg Disaster." It was falsely stated that hydrogen caused the fire. We need to reopen the tragic disaster and address what really happened.

 What Happened to the Hindenburg in Lakehurst NJ: The Hindenburg was the world's largest airship and was near the size of the Titanic in length. Due to strong head winds the airship was behind schedule. This put its arrival time in a collision course with disaster. The captain delayed docking do to strong winds and a local electrical storm at the international airport at Naval Air Station Lakehurst, NJ. As the ship passed through the highly electrified air it built up a high electrical charge due to the aluminum oxide in the doping. Because of poor electrical bonding an electrical discharged or arc was generated between the metal inter-structure or frame and the skin as it made its approach to the docking station. This caused the volatile dope coated outer skin to ignite. The chemical make of the dope has been expressed by an expert and former NASA scientist as being similar to solid rocket fuel. 

From the vintage newsreel images you can see that the fire started to burn down near the tail of the ship until the first hydrogen bladder (animal tissue coated with a gelatin) ignited.  First point; hydrogen burns up not down, this is proof that the skin was on fire before the hydrogen ignited. The characteristics of the fire was consistent with the chemical makeup of that type doping compound. The US had airship fires with similar doping compound when helium was used, not hydrogen.

What was not readily made available was an independent study by the Zeppelin company who built the Hindenburg. In short the blame was directly attributed to electro-static discharge igniting the doping on the skin of the airship, not hydrogen. The Hindenburg's sister ship under construction at the time had its doping formula immediately changed. However, this was in vain, the Hindenburg Disaster caused commercial ticket sales to rapidly dwindle as would be passengers sort alternative transportation. It also marked the ill fate of hydrogen as a useful and safe fuel.

Why wasn't documentation of the disaster released or made available; Hitler was trying to put pressure on the US to sell helium as a safer alternative to hydrogen gas. The US refused to sell its surplus of helium fearing that Germany would be going to war soon and the airships would be used for war time activities. Hitler was hoping that sympathy and public pressure would force the US to sell German its helium stores.

Going back to your basic high school chemistry class try to remember the properties of hydrogen. Doing so will help reduce many of your fears; hydrogen is the lightest known element in the universe, so it rapidly rises and dissipates in the atmosphere. It produces very little radiant heat. Live fire tests with vehicle fires have shown that hydrogen only raised ambient occupant cabin temperatures by only a few degrees. The combustion process produces low visible light and radiant heat and no harmful by products of combustion. These properties make it more desirable than hydrocarbon fuels such as diesel and gasoline. Which as you should already now vapors do not rapidly dissipate, stay low to the ground, vapors can easily migrate to ignition sources, produces large amounts of radiant heat and smoke.

Its a misconception that fuel cell vehicles burn hydrogen gas. Fuel cell vehicles do not burn (ignite) hydrogen, there is an electrical-chemical property change that produces electricity, heat and water vapors; no combustion. If fuel cell catalysts were close to 100% efficiency it would be possible to have a perpetual motion vehicle with a closed hydrogen gas system using reversible fuel cells to generate hydrogen and oxygen from water recovering the water vapors and completing the cycle. Imagine pulling up to a refilling station and filling up with distilled water! Of course the required distilled water will sky rocket in price, but we would have an environmentally safe cheap form of transportation. There are also manufacturers using hydrogen fueled internal combustion engines, but it seems the industry is leaning toward fuel cell technology, which really isn't all that new. NASA first started using fuel cells decades ago in spaceships.

The fuel cell technology is new to emergency responders and to the general public. However, its not to the automakers who may have already been working on the systems for a decade or more. For the consumer innovative vehicles are a breath of fresh air; conserving natural recourses, reducing global warming and the reliance to the Middle East for fuel. On the downside responders may not know how to properly react to an alternative fueled (electric/hybrid/fuel cell) vehicle at a crash. Now is the time to educate yourself not at 0230 in the morning at a vehicle rescue.

Extrication.Com is in favor of hydrogen as an alternative fuel for the transportation industry. Taxi cabs in London have been safely using hydrogen fuel cells for some time. It's time North America catches up with our motherland and responders need to train now, it has been estimated that commercially available passenger fuel cell vehicles will be available in ten years in the North America.

There will often be bad representation by the news media looking for stories. Pure electric, hybrid and fuel cell vehicles are the beginning for a new age in the field of transportation. Information is available for the responder from the automobile manufacturers, its just a matter knowing where to go for the information. In all my new vehicle technology programs I try to down grade all the hype that disseminates from bad press. Yes there are systems such as high voltage that can cause serious injury or death. However, with proper education responders will be able to mitigate a vehicle rescue involving modern vehicles safely.

I often try to correlate today's vehicle with that of the turn of the century. 100 years ago a horse draw carriage with a 12v lead acid battery and a jug of gasoline would be considered a hazard by today's concept. Responders through the evolution of the automobile have learned to deal with vehicle fluids and electrical systems. Much the same as our counter parts did with a horse drawn carriage. In the past, if you stood in front of a horse you could get bit or stepped on, if you walked around the back you'd get kicked. It didn't take too many times to realize that you kept your hand out of the path of the horse's mouth and hoofs and was careful about walking behind the other end. Well it may not be as easy as that, but I think you all get the idea. Learn to cope with modern vehicle technology and you'll reduce your chances of getting bit.

Responder Issues: There are vehicles currently with low (12v > 42v) and high voltage (72v > 650v) electrical systems using exotic batteries currently available. High voltage systems 144v to 500v systems have be utilized by hybrid systems beginning with model year 2001. Starting with 2006 model vehicles responders will be introduced to 650 volt systems in Toyota and Lexus hybrid systems. NiMH and lithium HV batteries are caustic and damaging to human tissue, can be stubborn to extinguish, produce toxic smoke as a byproduct of combustion and difficult to distinguish if burning. How do we know, Extrication.Com has conducted live burn tests on pure electric and hybrid vehicles and hybrid components for one manufacturer. However, through this testing we have taken the guess work out of proper safe handling during a modern vehicle rescue for the responder. The information is available to you through Toyota's hybrid ERGs. You will find that we left no stone unturned giving the responder the most comprehensive information available that can be used by agencies to develop there own SOPs/SOGs for hybrid vehicle rescue (fire, spills, first aid and extrication) or those involving NiMH high voltage battery packs.

Should you fear a hybrid vehicle incident? Respect yes, fear no! Take one of our new vehicle technology programs and you will be provided with a wealth of information. The information you gain will replace and hope resolve any fear that you may have about working at a crash/fire with these vehicles.

What is an Innovative Vehicle: What does the industry consider an innovative vehicle or new technology? Fuel cell! They already consider hybrid vehicle technology as mainstream not innovative. Meaning that the hybrid technology is already in use and becoming ever popular. Don't believe it, go to your local Honda or Toyota dealer ship and as for sales and delivery figures.

If your extrication/vehicle rescue training is not already including fuel cell (hydrogen/methanol) awareness information you're already behind in time. Extrication.Com has been teaching fuel cell technology at the awareness level for over three years. Now is the time to start learning about fuel cells to be prepared for the vehicles of the future. Within ten years it has been predicted that a consumer hydrogen fuel cell vehicle will be coming off the production line. It is not unlikely to see fuel cell vehicles in the Los Angeles area of CA, this is the heart of research and development for several major auto makers. Key locations within the US are targeted to test hydrogen producing refueling stations and combustion engine and fuel cell vehicles fueled by hydrogen gas. Today Hawaii is the leading producer for hydrogen production in the U.S.

The automotive industry has leaped light years ahead of the emergency services with the introduction of what we consider innovative vehicle technology and is now well beyond the scope of most current basic extrication programs. Basic extrication curriculum/programs over two years without updated material are inadequate and require addition information delivered in the intermediate skills level programs. The automotive industry recognizes their responsibility to provide emergency responders with information needed for innovative vehicles by making available emergency response guides. Unfortunately there are no generic guidelines, each vehicle is unique. Vehicle components are make specific, which means that emergency procedures are specific to make and model at this time. Not until NHTSA-DOT establishes common safety components will there be a generic guideline for all makes and model vehicles. Until such time as any, departments need to re-evaluate there current vehicle rescue policies/guidelines and adjust them accordingly to meet the needs of the modern vehicle currently on the roadways and innovative vehicles that will soon be available.

There are generic steps that need to be taken at any type vehicle crash regardless of make, model or propulsion system for modern vehicles:

• Immobilize the vehicle: Chock or block the wheels and set parking break
• Disable the vehicle:
      a) Shift gear selector into PARK
      b) Turn the ignition OFF and remove the key to a safe location (smart      keys 15-20 or more feet from the dashboard receiver) Some smart keys are are less (1-3 feet), but there is no distinction between devices.
      c) Disconnect the low voltage (12V battery) system "as required"
          
• Stabilize the vehicle: Crib four points; front and rear pillars when possible    -As needed or when extrication is required-

Disconnecting the power or stabilizing a vehicle is not always required for minor crash vehicles. However, it is at the discursion of the IC to implement these two points when in his opinion or if he is following department policy. 

These key tasks are required and should be performed at every motor vehicle crash requiring extrication or in the desecration of the IC. These are not new tasks to vehicle rescue or the emergency services. And, become more important as future innovative vehicles are developed. Many hybrid and innovative vehicles run silent and can start off instantly! What may appear to be a conventional vehicle could be a hybrid with the same body line running silent.

The links below will provide you with ERGs, safety articles or information to assist you in your educational activities. Please note that this is only a partial list and we will constantly be adding more links in the future to assist you.

Vehicle Manufacturer's Emergency Responder Guidelines: http://extrication.com/ERG.htm

You can train with others that we have trained or simply cut out the middleman and train with us! Take one of our new vehicle technology programs and see for yourself that education replaces fear.

Be Safe, Ron Shaw

Please note: If you intend to reproduce any information or photos, the entire text must be kept in its entirety including credits to the author for text and any images/photos. It is suggested that you receive permission from the publisher to avoid any legal issues for reproducing without proper permission. The Internet is not public domain, you must request permission for reproducing any material.

Extrication.Com will not give permission to private agencies/companies or individuals reproducing material for profit, commercial use or personal gain.

Featured Articles by Ron Shaw, Extrication.Com
This Page was last updated: 01/04/2009

Latest Article Release
2/3/06
Subject: Hybrid Vehicles
Title: "Hybrid Vehicle Safety"
Author: Ron Shaw
Publisher: Carolina Fire Rescue Journal
Part-1 Issue: Spring 2006
Part-2 Issue: Summer
Note: Extrication.Com will make this article available to any accredited U.S./Canadian fire/police training academy for reproduction as a public service. Please contact Ron Shaw for details.

2/31/06
Subject: Hybrid Vehicles
Title: "Hybrid Vehicle Safety"
Author: Ron Shaw
Publisher: FireFighting.Com
Part-1 Issue: March 2006
Part-2 Issue: April 2006
Note: Extrication.Com will make this article available to any accredited U.S./Canadian fire/police training academy for reproduction as a public service. Please contact Ron Shaw for details.

Subject: Coping Side Impact Protection
2004 Fire Engineering
Author: Ron Shaw
Publisher: Fire Engineering; PennWell
Issue: 2-parts

    Part-1May 2004, pages 16-24
    Part-2 July 2004, pages 26-35

Subject: Automatic Rollover Protection (ROPS/RPS)
Title: "ROPS: Automatic Rollover Protection System"
Authors: Ron Shaw and James Onder, PhD
Publisher: The Voice, International Society of Fire Service Instructors
Issue: December 1999; pages 12-14

Subject: Alternative extrication techniques: Modified Dash Roll (MDR)
Title: "Coping with Side Impact Protection: Alternative Extrication Technique"
Author: Ron Shaw
Publisher: Extrication.Com
Issue: Original 1999 revised May 2004
Web site: www.extrication.com

Subject: Enhanced Protective Glass (EPG)
Title: "Enhanced Protective Glass in Vehicle Extrication"
Authors: Ron Shaw & James Onder, PhD
Publisher: Fire Engineering
Issue: December 2001, pages 81-85

Subject: Polycarbonate Glazing
Title: "Polycarbonate Windows; Putting a New Bend in Extrication"
Author: Ron Shaw
Publisher: Firehouse Magazine
Issue: August 2000, pages 100-1001

Subject: Supplemental Restraint Systems
Title: "Emergency Response Guidelines for Airbag-Equipped Vehicles"
Author: Ron Shaw and James Onder, PhD
Publisher: The Voice, International Society of Fire Service Instructors
Issue: June 1999; pages 13-16

Subject: Supplemental Restraint Systems: SIPS
Title: "Side Impact Curtains: Take Caution When Roof Displacement is Required"
Author: Ron Shaw
Trade Periodical: The Fire & Rescue Journal
Publisher: NC Department of Insurance-Office of State Fire Marshal
Issue: Fall 2002; pages 6 and 8

Subject: Supplemental Restraint Systems: Rear-end Crash
Title: "Rear-End Crash: Why Didn't the Airbags Inflate"
Author: Ron Shaw
Trade Periodical: The Fire & Rescue Journal
Publisher: NC Department of Insurance-Office of State Fire Marshal
Issue: Summer 2001; page 8

Subject: Supplemental Restraints: Airbag Restraint Devices
Title: "Should We Use SRS Restraint Devices?"
Publisher: Extrication.Com
Issue: May 12, 2004

Subject: High Voltage Battery Electrolyte MSDS
Title: "NiMH Material Safety Data Sheet (MSDS)"
Publisher: Extrication.Com, Ron Shaw
Issue: NA
Available Online: Free from Extrication.Com by request from your chief officer of your department. Email Ron Shaw for document.

Note: Toyota and Lexus have published the most accurate NiMH battery MSDS and available in the event of an an emergency by contacting CHEMTREC 1-800-424-9300 (INTERNATIONAL 001-1-703-527-3887). However, for most crash incidents involving a Toyota or Lexus hybrid vehicle having HV NiMH battery pack, responder should refer to plan text information available in the Toyota and Lexus hybrid emergency response guides. The company ERGs will provide responders with the required information to safely mitigate a hybrid vehicle rescue with a Toyota NiMH HV battery pack including fire, spills, first aid and extrication.

Subject: Airbags
Title: "SRS propellant"
Author: Len Watson
Publisher: resQmed
Issue: First Quarter 2006
Available Online:  SRS propellant

Toyota and Lexus ERGs

Please not the following links have not been up loaded at this time, be patient we are trying to accommodate you as quickly as possible between training activities.

Subject: When we think of extrication, we think of the fire department. What about the other agencies that perform vehicle extrication?

NYPD Emergency Service Unit    
Millville New Jersey  

Extrication.Com will be entering into several new and exciting partnerships in 2006. The first that we have to report will be with National Fire & Rescue Magazine. We hope that you find time to browse the online magazine and subscribe to their monthly hard copy.

42-Volt Vehicle Electrical System

There has been much discussion about the industry using 42v electrical system in passenger vehicles. The responder needs to know that the higher voltage current has greater potential for arcing. Currently there are 42v systems already in place and three automotive companies using 42v electrical systems in their 2005 hybrid vehicles: Toyota, Lexus and GM.

Below are online articles that maybe of interest to responders:

Assembly Magazine Article
The 42-Volt Challenge
by Austin Weber / Senior Editor

Ford Media Services Article
Ford Prepares for Next Generation 42-Volt Systems

IMPORTANT RESPONDER INFORMATION!

Emergency Responder Guidelines (ERG)

Emergency responders need to familiarize themselves with hybrid and other alternative fuel vehicles. Our ERG webpage has links offered by the manufacturers for important free downloadable ERGs.  Departments should make use of these guidelines to assist them in developing generic SOPs/SOGs for incidents involving innovative and alternative fueled vehicles.

Enter Here

Extrication.Com's Alternative Fuel Vehicle Press Release Page

New to our web site is a page dedicated to hybrid and innovative vehicle press releases giving program developers a starting point to begin their research. This is also a valuable tool for all emergency responders to learn more about fuel cell and other alternative fueled vehicles.

Enter Here

Important Information for Agencies Looking for Federal Grant Funds!

National Incident Management System (NIMS)

On February 28, 2003 President Bush issued Homeland Security Presidential Directive 5. Which is a nationwide template to enable all agencies and private-sector organizations to work together during domestic incidents.

HSPD-5 does not mandated your agency to adopt NIMS. However if your agency does not comply by FY 2005 those agencies will not receive any federal grants, contracts, and other actives by the federal government.

How does this affect your Extrication.Com training, many of you are using grant money to attend or host our training. If your department does not comply with HSPD-5 you will not be eligible to be considered for grant funds.

Each member must receive training in NIMS and will be required to take a 25 question post written test. To assist trainers presenting NIMS the link below will show highlighted areas that need to be focused during your presentation.  Highlights of IS700 NIMS Course Summary.

Extrication.Com will be using the HSPD-5 NIMS model for developing future ICS templates in all program and adjunct training aids.

Note: FEMA has developed a MS PowerPoint presentation for NIMS.

MAZDA STARTS LEASING ROTARY HYDROGEN VEHICLES

Mazda Motor Corporation received permission from Japan's Ministry of Land Infrastructure and Transport (MLIT) on February 10, 2006, to begin leasing the RX-8 Hydrogen RE to its first two corporate customers. These vehicles, equipped with a rotary engine, feature a dual-fuel system that allows the driver to select either hydrogen or gasoline with the flick of a switch. Mazda has started limited leasing of the vehicles and today concluded leases with two energy-related companies, marking the first lease contracts of a hydrogen-powered rotary engine equipped vehicle in the world. Delivery of the vehicles is scheduled to take place in late March 2006.

Sodium Azide SRS Inflator Precautions

Airbag-induced Bilateral Corneal Graft Dehiscence
by Dr. Stephen S. Solomon

MASON-DIXON EXTRICATION CHALLENGE
York County Fire School PA
May 5-7, 2006

For more information click here!

Extrication.Com Seeking 2007 Training Sites
for 40-hour Extrication Program

If your agency would like to contract our services or possibly host an open enrollment program in your area, contact us... We can make things happen!

Extrication.Com is seeking agencies that would like to host a 40-hour extrication training program in their area. This program should be open to members within and outside of your department for up to 30-students.

The 40-hour program can be delivered in two weekend sessions for call and volunteer responders that can not make our 40-hour weekday program delivered Monday - Friday.  No prior experience or prerequisites of previous training is necessary for either 40-hour program. Students will be given the following skills in four separate modules for a total of 40-hours:

    Basic Skills: 16-hours "Vehicle Extrication: Basic Skills"
    Intermediate Skills: 8-hours "Vehicle Extrication: New Technology"
    Advanced Skills: 8-hours "Vehicle Extrication: Heavy Trucks"
    Advanced Skills: 8-hours "Vehicle Extrication: School Bus"

100% Attendance to all modules will be mandatory. Program modules have been approved by the MA OEMS for full EMT CEUs at the basic, intermediate and paramedic levels.

The 40-hour program is not just for career members, this program was designed for any emergency responder at the entry level or for those responders that need to be updated at the basic skills level.  Our training can be designed around weekends for call and volunteer agencies.

If your department has the resources to provide approximately (40) passenger vehicles, (1) medium-heavy duty truck and (1) school bus, suitable classroom/lecture hall, AVs, centrally located near a airport with commercial service  (within 1-hour of host's site) and suitable lodging; we would like to here from you.

Area's of particular interest based on email inquiries: New Jersey, Pennsylvania, Indiana, New Mexico, Nevada, Missouri, Illinois, Central Florida, California, Washington State, Arizona, Texas, Tennessee, Kentucky, North/South Carolina, Georgia, Central Canada, Nova Scotia and the United Kingdom.

Contact Information

Telephone

508.747.0860

FAX

508.747.7975 (prior contact required due to SPAM)

Postal address

Extrication.Com, LLC
19 Baldwin Circle
Plymouth, MA  02360
-USA-

Electronic mail

General information, sales customer support:
Ron Shaw:  rshaw @extrication.com