By: F. R. Montes de Oca, EFO, MESH, CPM 

Previously published in The Pennsylvania Fireman

In a former life I wore many hats – firefighter, paramedic, chief training officer and fire chief, to name a few.  Now, I spend time researching and sharing information I hope in some small way assists those now holding the line in the trenches.

  A few years back as the fire chief of a department whose 1,500 square mile response area included sixty miles of the Florida Turnpike, I listened intently when units responded to motor vehicle accidents (MVAs) on this limited-access, high speed roadway.  Every day, typical traffic on this motorway consisted of semi-tractor trailer rigs speeding well over the posted limit. And to make the situation even more challenging, there was never a shortage of families travelling up and down the spine of Florida with visions of Mickey Mouse in their sights. Mix a collection of church and retiree vans filled with Mickey fans rocketing to the world-famous vacation destination just south of Orlando, and you’ve got a recipe for disaster.

  Shortly after receiving a delivery of several engines and ambulances decked out with the latest DOT and NFPA lighting packages and exterior high-visibility markings I received the call every fire chief dreads. “Comm to Chief 1, Engine 6-2 has been struck on the turnpike by a van.  Significant damage. No injuries reported. Standing by for follow-up report and will update you.” 

  Prior to this report from Comm, Engine 6-2 arrived on the scene of a minor MVA. During initial size-up, Engine 6-2 and Medic 6-2 was sideswiped by a church van.  Damage occurred to both engine and medic unit, but fortunately no responder injuries.  A few van occupants were slightly injured.

  Now to keep the incident a bit more interesting, this event occurred a few weeks following the catastrophic damage of another recently-delivered engine.  On the morning of this event the turnpike was enveloped in a thick blanket of smog;  the result of smoke from a weeks-long underground peat bog fire combining with early morning fog.  Following the closure of the turnpike twice and receiving pressure from the Governor’s office, state highway patrol ordered the thoroughfare reopened. Shortly after this, a car struck a slowed semi hauling lumber at a high rate of speed.  All four occupants of the car died on impact. While Engine 5-7 was sizing up the scene the officer sensed an eerie quiet combined with a faint, low frequency rumble and ordered all crew members off the road.  Within seconds another lumber hauler struck Engine 5-7 severely damaging the unit, but no responder injuries. Immediately, the officer requested an additional engine and medic unit to assist.

  Within one week of the event, I convened a meeting of senior officers along with training staff to discuss and develop an enhanced limited access highway operational policy.  The result was the beginning of a policy based on the LCES practice utilized by wildland firefighters.

To paint a better picture of the department, its response area includes a large rural setting of approximately 1,500 square miles resulting in a very active annual fire season. In addition to the typical structural, medical and special services training regimen, members were well-versed in wildland firefighting procedures and tactics included in the National Wildland Coordinating Group (NWCG) S-130 and S-190 curriculum. During one of the highway policy discussions a young training officer whose focus and experience was wildland operations suggested we look at LCES.  Several of us collectively stared at him in puzzlement. Quickly an “aha moment” look appeared when the group realized the suggestion had legs.  Below is a summary of the outcome that assists firefighters operating at limited access, highspeed thoroughfares.

  As a result of researching and transforming the LCES concept into a traffic safety policy, we discovered the teachings of Paul Gleason, an avid wildland safety proponent and veteran wildland firefighter who defined common WUI hazards and solutions. This is the abbreviated version of the new LCES strategy for MVAs, which can be applied to essentially all fire service emergency scenes.

  Upon arrival at an MVA the size-up includes applying the LCES policy. This includes the company officer and crew members quickly surveying and establishing an immediate refuge point.  The most common and readily-available refuge point is over the guardrail considering elevation and not compromising patient care. All engines whose first-due areas included high-speed, limited access routes would be assigned an extra member to play the role of lookout.

Lookout at all turnpike and similar responses is posted to the rear of the unit closest to oncoming traffic. The Lookout’s sole assignment is focusing on approaching traffic. At any sign that oncoming traffic poses a direct threat to the scene the Lookout would utilize a handheld, portable airhorn. Upon hearing the airhorn signal, all members immediately begin moving to the designated refuge site. In the department’s command system, Lookouts are considered Assistant Safety Officers whose sole function is spotting approaching traffic threats.

Communication(s) at the commencement of operations and throughout the operation the company officer communicates to on scene members keeping them abreast of possible threats. Active communications is a conduit to deliver safety and operational messages throughout the event. Safety Officers (assigned to multi-alarm incidents) would work in tandem with Command and the Lookout to maintain a high degree of safety and threat awareness.

Escape Routes in almost all cases were the closest, most direct access to a refuge point using the guardrail as a striking buffer.  Integral to the safety plan was reconning the area focusing on safety threat potentials along the highways. Another, more succinct definition by Paul Gleason, “Escape routes are the path the firefighter takes from their current locations, exposed to the danger, to an area free of danger.”

Safety Zones during this time were locations where responders threatened by oncoming traffic or similar threats could find refuge. During highway operations this was often “over the rail”.

What evolved as a concept, quickly terminated into a policy aimed at saving lives during often chaotic times. As the department began exploring other on scene protective techniques, vehicle positioning was incorporated into the practice.  And as Traffic Incident Management (TIM) continues to gain traction across the country, I suggest any and all objectives and strategies included in that extremely successful campaign be incorporated.

In a recent publication, I stated that Fire and EMS departments are living, breathing organisms whose members wish to serve their communities and feel proud of their accomplishments.  This is a constant that I have found throughout my travels and discussions with peers and colleagues.  As is said among campers; “Leave it better than you found it.”

Go forth and be safe.

About the Author: Frank Montes de Oca served as a firefighter/paramedic for over 38 years and appointed fire chief in Springfield, Ohio and Osceola County, Florida. His last appointment was as Emergency Services Director in Orange County, North Carolina.  Throughout his career he has been deeply engaged in developing firefighter safety training, leadership development and organizational change. Chief Montes de Oca is an adjunct instructor for the National Fire Academy and qualified to present training programs for Occupational Safety and Health Administration and the Environmental Protection Agency. He can be reached at frm1@me.com or www.responder1.org.