The Responder June 2015

Message from the TIM Network Liaison

Measurement of performance is not the same thing as performance measurement.

Performance measurement is a means of assessing activities that are associated with a specific task. It is a type of quality control.

Measurement of performance, on the other hand, is the documentation of the results that the tasks and activities produce. It is a type of quality assurance.

A colleague of mine explains the difference in terms we can all digest, so to speak, when he says:
“Quality control is the cook tasting the sauce in the kitchen before it gets to your plate. He is measuring the activities and tasks that make up the performance of his staff.

Quality assurance is the sever asking you if you like the sauce, if it is consistent with the sauce from last visit. He is measuring the results of his staff’s work as it concerns you and your satisfaction.I want quality control from the cook, and the cook needs quality assurance from me.”

We need to be about the business of measuring performance, and not being satisfied with performance measurement, if you will indulge the word play here.

We in the TIM community are no different than other businesses. We measure what is easiest. We measure the “average” time we can clear highways of obstructions, even as we know, deep down, that the only true measure is the performance of responders for that “specific” event. The aggregate of each of those events may give us a number, but it does not accurately help define the answers and solutions.

We all like bullet lists, so here are two
Let’s stop settling for assessment of:
• Numbers of obstructions, responders, etc.
• Duration times of events as raw numbers
• Response times for agencies
• Number of training sessions held
• Number of different agencies involved
Let’s concentrate instead on:
• Assessing obstructions specifically by type and size
• Scoring each clearance time according to those circumstances
• Assessing types of delays for responders to arrive
• Qualitative assessment of success of those trained in increasing safety, cutting clearance times
• Number of agencies that responded who do not have training
The 90-minute clearance goal so many of us espouse and support is a terrible goal for a small event. We will learn much more when we keep minor incidents under 30 minutes, try to cut our intermediates into that 90-120 range, and keep all our majors as close as possible to that two-hour cut line.
Measuring activities gets us on the base path, part way there. Measuring results will help us circle the bases, and get home safe.

Eric

Eric Rensel, TIM Network Liaison, Gannett Fleming, Inc. erensel@gfnet.com


View from the Street

By Eric Reddeck, NFFF Everyone Goes Home Advocate http://www.everyonegoeshome.com

Management by Walking Around and for First Responders Management by Driving to Scenes and looking Around. Could save the Agency Head the trip to the employees Family Members home or hospital trying to give comfort for a Line of Duty Death or serious injury.

Kenn Fontenot of National Volunteer Fire Council wrote ” Without strong, forceful leadership at the highest level, any and all safety programs will have limited or no success. http://www.nvfc.org/news-and-events/news/3966-a-dream-is-just-a-dream-until-you- take-action “

Leaders Questions : It is June how many safety meetings has your agency held in 2015? Does your agency meet your industry safety standards ? What is your agency’s safety goals for 2015 ?

Crews Questions : What was your agency’s safety goals for 2014 ? Does your crew wear their seatbelts everytime the vehicle moves ? Does your crew do After Action Reviews after every response?

Journey  to Safety Excellence - National Safety Council - 
$ 1.42 Million  Possible savings for each avoided Occupational Fatality  
http://www.nsc.org/learn/NSC-Initiatives/Pages/JSE-Infographic.aspx

2015 Killed in the Line of Duty

National BEST SAFETY PRACTICES !
NFFF – FIRE/EMS Vulnerability Assessment Tool https://www.firevap.org
TIM Network http://timnetwork.org/
FHWA Traffic Incident Management http://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm
Responder Safety Learning Network http://learning.respondersafety.com/
NFFF Fire Learning Network http://www.fireherolearningnetwork.com/
IACP * Police Officer Safety http://www.theiacp.org/CenterforOfficerSafetyandWellness
Towing and Recovery Association of America http://www.towserver.net/
Safe Highways http://www.safehighways.org/
TIM NETWORK Facebook National Traffic Incident Management Coalition
IAFF Health, Safety, Medicine http://www.iaff.org/hs/index.htm
NFPA 1500 Health and Safety http://www.vfis.com/documents/NFPA1500.pdf
VFIS http://www.vfis.com/additional-materials-downloads.htm

 

Eric Reddeck hrfsoc@cox.net
NFFF Everyone Goes Home Advocate http://www.everyonegoeshome.com

 


Electronic Stability Control Ruling Should Mean Fewer Big Rig Crashes, Fewer Responses Jim McGee

2,329 Big Rig Roll-over Crashes
There should be fewer big rig roll-over crash responses needed in the future, thanks to technology and a recent NHTSA ruling. The June National Highway Traffic Safety Administration ruling promises to reduce the number of truck roll-over crashes and is expected to prevent 2,329 crashes each year. Many are fatal and most create additional roadway hazards and risk due to prolonged incident duration. More than a third of drivers who died in crashes in 2012 were not using a seat belt. Ejection or partial ejection from the cab were the cause of death in the majority of those fatalities. Truck tractors and buses covered by the final rule make up a large proportion of air-braked heavy vehicles and a large proportion of the heavy vehicles involved in both rollover crashes and total heavy vehicle crashes.

Called ESC, the technology is a current example of how the confluence of automotive vehicle communications technology, infrastructure technology and computing will reduce some crash types by as much as 80%. About 70% of new trucks already have some form of stability control. Crashes are the leading cause of on-the-job death for those who drive trucks that weigh more than 10,000 pounds, according to the CDC. More than a third of drivers who died in crashes in 2012 were not using a seat belt. Ejection or partial ejection from the cab were the cause of death in the majority of those fatalities.

Stability Control Systems

There have been two types of stability control systems developed for heavy vehicles. A roll stability control (RSC) system is designed to prevent rollover by decelerating the vehicle using braking and engine torque control. The other type of stability control system is ESC, which includes all of the functions of an RSC system plus the ability to mitigate severe over steer or under steer conditions by automatically applying brake force at selected wheel-ends to help maintain directional control of a vehicle.

ESC and RSC
To date, ESC and RSC systems for heavy vehicles have been developed for air-braked vehicles. ESC is a vehicle control system comprised of sensors, brakes, engine control modules and a microcomputer that continuously monitors how well a vehicle responds to a driver’s steering input. The computer compares a driver’s commands to the actual travel of the vehicle. In general, when the sensors indicate the vehicle is leaving the intended line of travel, ESC applies the brake pressure needed at each wheel to bring the vehicle back on track. In some cases, ESC also reduces engine speed. ESC has been found to reduce single-vehicle fatal crash risk by 49 percent. It reduces the risk of fatal single-vehicle rollovers by 75 percent for SUVs and by 72 percent for cars. Electronic stability control (ESC) improves a truck’s stability by detecting and reducing loss of traction (skidding). When ESC detects loss of steering control, the brakes are automatically applied to help “steer” the vehicle where the driver intends to go. Braking is automatically applied to individual wheels to counter under steering. Some ESC systems reduce engine power until control is regained. ESC does not improve a vehicle’s cornering but it helps to minimize the loss of control.

33% of Fatal Truck Crashes

The Insurance Institute for Highway Safety and NHTSA say that 33% of fatal truck crashes could be prevented by the use of Electronic Stability Control (ESC) technology.Truck tractors and buses covered by the final rule make up a large proportion of air-braked heavy vehicles and a large proportion of the heavy vehicles involved in both rollover crashes and total heavy vehicle crashes.

About eight times every day, law enforcement, fire, EMS and towing and recovery operators rush to the scene of a truck roll-over crash where specialized T&R equipment and expertise is often needed to get travel lanes open again. Many roll-overs are fatal with the driver ejected due to lack of seat belt use. Each roll-over crash also increases responder exposure to risk. 90 towing and recovery workers are killed each year while working to clear a crash scene. The chances of secondary crashes which are often worse increase dramatically until a roll-over is cleared and traffic returns to normal conditions.

Human and Financial Costs
The financial costs of crashes of an injury crash to carriers is estimated to be $195,258. A fatal crash costs over $3.5 million. There were 3,309 fatal truck crashes last year. Settlements to victims can easily surpass federally-mandated carriers’ $750,000 per-incident insurance coverage by millions. 2014’s largest truck accident settlement was for over $34 million.

Though fatal truck crashes per mile traveled went down by 77% between 1975 and 2009, the Federal Motor Carrier Safety Administration has shown that truck crashes are ticking upward by 3 percent per mile per traveled between 2011 and 2012.

Truck Fatalities Ticking Upward
The trend for highway fatalities has been downward in recent years, thanks in to better vehicles, highways and the use of seat belts. Since the government started collecting data about 30 years ago, seat belts have prevented over 280,000 fatalities and 7.2 million serious injuries.

Humans are the deadliest factor in highway fatalities. Incident categories such as truck roll-over crashes, one of several accident types that are common and result from an error in judgement, often result from an error in judgment and a human reaction.

Responders understand that crashes involving large trucks tend to be more severe with lethal consequences. There were 3,300 fatal crashes involving large trucks last year.

Truck Traffic Increasing through 2040
Truck traffic is predicted to increase steadily for the next 25 years. Freight by truck is a key cog in the supply chain and the economy. As state economies grow increasingly interlinked; nearly 50% of manufactured goods are shipped by truck to destinations more than one state removed from their point of origin; and 80% of all communities have goods delivered only by truck.

Manufacturing jobs are growing in rural areas and today account for 11% of all manufacturing jobs. Nearly all fuels, including gasoline and diesel, are delivered by truck from pipeline terminals; and intermodal freight carried by rail is carried the “last mile by trucks.

Technology is moving swiftly as the confluence of automotive vehicle communications technology, infrastructure technology and computing begins to show results that will reduce some crash types by as much as 80%.
About 70% of new trucks already have some form of stability control. Crashes are the leading cause of on-the-job death for those who drive trucks that weigh more than 10,000 pounds, according to the CDC.

Effective August 24, 2015

The final ruling by the National Highway Safety Administration (NHTSA) is effective on August 24, 2015 and establishes a new Federal Motor Vehicle Safety Standard (No. 136) to require Electronic Stability Control (ESC) systems on truck tractors and certain buses with a gross vehicle weight exceeding 26,000 pounds.

Roll-over crashes accounted for just 3.3 percent of all large-truck crashes but were responsible for more than half of the deaths to drivers and their occupants in 2012. (Roll-over incidents are also a leading cause of fatalities within work zones.) Safety experts blame distracted and sleepy drivers, other motorists; and freeways, ramps and shoulders designed in a simpler time for different types of traffic.

Roll-over Hot Spots
ESC will not solve the roll-over problem alone. There certainly are other variables beyond human and vehicle behavior as causal factors in large truck roll-over crashes. Highway and ramp design, lack of shoulders, wind and weather conditions also contribute. There are statistical roll-over “hot spots.”

The American Transportation Research Institute has developed a useful map showing locations (termed “hotspots”) where rollovers commonly occurred in many states through 2009. The state-by-state roll-over statistics show that a widespread roll-over problem exists but has gradually improved. NHTSA expects the ESC ruling to eliminate 2,329 crashes per year.

The full report, Mapping Large Truck Rollovers: Identification and Mitigation through Spatial Data Analysis is available from ATRI at www.atri-online.org for methodology and data sources.

The author lives in Nebraska. He can be reached at jim.mcgee.ne@gmail.com



A new module from the respondersafetylearningnetwork.com is now live!

Termination

Termination is the final phase of response to a roadway incident, after major rescue and remediation operations have been completed. Termination involves tasks like removing vehicles, cleaning up debris, picking up temporary traffic control devices, and other tasks to reopen the remaining closed lanes. Although it seems as if the incident is “over,” termination is actually a very dangerous time; remaining responders may be less protected, motorists may be frustrated by backups, and termination operations by nature require responders to be exposed on the roadway as they secure vehicles, pack up and stow equipment, and remove traffic control devices. Successful, safe termination depends on executing many diverse tasks properly while keeping an eye on and being aware of approaching traffic and the possible errant vehicle.

This self-paced program begins with a review of foundational knowledge about the definition of the termination phase and quick clearance strategies.Then, the program covers best practices for typical tasks in the termination phase, including creating a termination plan, working with towing and recovery, demobilization, removal of traffic control devices and restoring traffic flow to normal patterns, notifications, and safety.

Please login and take this new module for Free! Please tell your peers involved in roadway response. Let them know that they can register for free and take modules just as you have.

http://newsletter.respondersafety.com/q/UFDAWnVq03GZqM3-aaQy2DJ-X0IWzJQQ8hAOMLG6hIBRpdcG0VaWhcKKM

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