Note: This is the third article in a series about fire apparatus crashes by Greg Rogers. Read Part 1, “Fire Apparatus Crash Reduction,” and Part 2, “Why Fire Trucks Crash.”
Fighting fires is inherently dangerous. As fire service professionals, we accept that reality — and we manage it. We operate within the incident command system. We follow two-in/two-out. We wear SCBAs and advanced PPE. We train relentlessly. But one of the most dangerous activities in the fire service doesn’t happen on the fireground. It happens on the road. Responding to and returning from emergencies exposes firefighters and the public to significant risk. Apparatus crashes occur every day. If we are serious about risk management, roadway operations must receive the same disciplined attention as interior fire attack or technical rescue. In this article, we’ll examine the primary risk factors associated with apparatus crashes — and practical steps to reduce them.
Fighting fires is inherently dangerous. As fire service professionals, we accept that reality — and we manage it. We operate within the incident command system. We follow two-in/two-out. We wear SCBAs and advanced PPE. We train relentlessly. But one of the most dangerous activities in the fire service doesn’t happen on the fireground. It happens on the road. Responding to and returning from emergencies exposes firefighters and the public to significant risk. Apparatus crashes occur every day. If we are serious about risk management, roadway operations must receive the same disciplined attention as interior fire attack or technical rescue. In this article, we’ll examine the primary risk factors associated with apparatus crashes — and practical steps to reduce them.
The Scope of the Problem
Reducing fatalities is the greatest priority in managing apparatus crash risk. As we discussed in a previous article, fire apparatus incidents account for a significant number of fatalities and most of those killed are members of the public, not firefighters. But fatalities aren’t the only concern here. Personal injury and property damage crashes account for lost work hours, increased costs, and operational shortfalls. When an apparatus crashes, it’s usually removed from service for repair. If your agency is fortunate enough, you may have a spare rig to use. But if not, you may need to rely on borrowed equipment or mutual aid to cover your calls. This can lead to gaps in coverage and increased response time, both of which increase community risk. So, how can we reduce these incidents? The first step is identifying the risk. If your mindset is “It’ll never happen here,” you’re wrong. Every time an apparatus rolls out of the bay, collision risk exists. That risk remains on the return trip. Apparatus crashes are not rare events reserved for other departments — they are predictable outcomes when risk factors go unmanaged. Fatal crash data is more accessible because it is tracked by organizations such as the NIOSH and USFA. Non-fatal crashes are harder to quantify. However, the causal factors are consistent. A review of NIOSH Fire Fighter Fatality Investigation and Prevention Program reports revealed five recurring contributors:- Seat belt use
- Speed
- Adverse roadway or environmental conditions
- Driver distraction or operator performance
- Training and experience
“Apparatus crashes are not rare events reserved for other departments — they are predictable outcomes when risk factors go unmanaged.”
1. Seat Belt Use
Lack of seat belt use is not usually the cause of the initial collision — but it is frequently the cause of death or serious injury afterward. Most firefighters understand the value of seat belts. You regularly witness crashes that were survivable because occupants were restrained. Yet compliance inside fire apparatus still lags behind passenger vehicle usage. Several cultural and operational factors contribute to this:- A false sense of security in large, heavy vehicles
- Bulky PPE
- Donning gear en route
- Preparing for arrival
2. Speed
Just a few miles per hour can change how much time you have to process hazards — stopped traffic, a driver who fails to yield, a tight turn, or a red light at a blind intersection. The heavier the apparatus, the smaller the margin for error. If conditions aren’t ideal, the safest “due regard” decision is usually the slower one. Speed is a common factor in many apparatus crashes — specifically, speed that is excessive or unsafe for the conditions. Conditions include roadway type, traffic, and weather. Driving 60 mph on an expressway in clear, dry conditions may be appropriate. Add wet pavement, snow, ice, or congestion, and it may not be. The same applies in neighborhoods and business districts, where the roadway and pedestrians may severely limit your safe speed. Remember, fire apparatus are big and heavy and take longer to stop than most cars. Traveling 40 mph down a residential side street might seem justified, but you may not have time to react if a child runs out from between parked cars. Driving faster doesn’t save enough time to balance the risk it carries. According to NFPA 1750, the target response time for the first-due engine to a structure fire is four minutes. An engine company responding 2.7 miles from the station at 40 mph arrives in about 4:03. At 45 mph, it arrives in about 3:36 — a 27-second difference. In an operating environment where every second counts, that may seem like a lot of seconds. But that’s without considering how speed affects other things, like stopping distance. By simply increasing speed from 40 to 45 mph, you reduce your apparatus stopping distance from 325 feet to 278 feet. That distance can be the difference between avoiding a collision and not. This is a risk-management decision: a small time savings in exchange for a larger crash risk. We can’t control that the fire or other emergency has occurred, but we can control our response to it. Firefighters should make every effort not to cause undue risk or harm while responding. Managing speed is a realistic, achievable way to do that.3. Adverse Roadway or Environmental Conditions
Speed is closely tied to road conditions. Considerations can include anything from a poor road surface to rain or ice. Firefighters don’t get to choose which calls they go on based on weather or road conditions. Sometimes, the weather is the cause of the incident, so we can’t just stay in and wait until it blows over. What we can do is adjust our driving to the road conditions and other environmental factors. Water and ice reduce the friction needed to steer and brake a vehicle, and the faster you’re traveling, the worse that problem becomes. Apparatus operators need to stay aware of the road and weather conditions so that when you head out, you’re prepared to operate appropriately. Before you roll out, take a moment to gather information. Check the weather, listen for advisories, and watch for what the roads are doing right outside the bay door. Keep in mind that the conditions you see at the station may not match what you may encounter on your way to the first-due area, especially on bridges, shaded roads, or low spots where water collects. What seems like a lifetime ago, I climbed into the backseat of an engine to respond to a call in the middle of the night. Almost immediately after pulling out of the station, we went completely sideways. The driver was experienced and steered out of the spin and the officer quietly said, “Rumor has it that it’s icy out.” We continued to the call without incident, but it was a valuable lesson: Know your weather. We very easily could have crashed right in front of our station. Ice, slush, and snow may not be problems in some locations, but rain causes issues, too. There is no shortage of fire apparatus crashes where slippery roads were a factor. Weather and environmental conditions can also affect visibility. Heavy rain, snow, fog, and smoke can limit your visibility to the extent that you can’t see directly in front of your rig. When this happens, slow down as quickly and safely as you can. Arriving late is better than not arriving at all. Another road condition we need to address is the roadway itself. Is the surface solid? Is it stone, gravel, or dirt? Is the road narrow? Are there soft shoulders and drainage ditches? Each of these factors should influence how you operate your apparatus. Top-heavy units, like tankers (tenders) and ladder trucks, are more prone to rollover than engines (although engines are not without rollover risk). One common rollover sequence starts when tires leave the pavement onto a soft shoulder. Many drivers instinctively make a quick, aggressive correction to get back onto the roadway. Unfortunately, that overcorrection can lead to a rollover. Adverse road and weather conditions demand constant awareness and adjustment, as reduced traction, limited visibility, and changing surfaces can quickly turn routine responses into dangerous situations. The key is simple but critical: Slow down, stay alert, and let conditions — not urgency — dictate how you drive.4. Driver Distraction or Operator Performance
Distracted driving has been compared to drunk driving, and for good reason. According to the NHTSA, distracted driving is a reported factor in 13% of property damage and injury crashes and 8% of fatal crashes nationwide. However, those figures are based on what is reported and are likely underestimated. As an apparatus operator, you should expect motorists to be distracted by their smartphones. Next time you’re out, take note of how many drivers are looking at their phones. You’re sharing the road with these folks, and their distractions increase your risk. No apparatus operator should be using a phone while behind the wheel, even if state law allows it. This includes calls, texting, and smart phone apps. At 35 miles per hour, your vehicle travels over 250 feet in just five seconds. Add that to your stopping distance and it becomes obvious how quickly a small distraction can become a big problem. In the cab, distractions include radio traffic, MDC updates, crew conversation, and everything in between. The driver’s focus should be on the road and getting the apparatus to the scene and back safely. The officer or front-seat passenger should operate radios, read updates on the MDC, and handle maps and other reference materials. This allows the driver to focus on one thing: driving. Two factors that cannot be overlooked are responsibility and professionalism. Apparatus operators have an obligation to their passengers and to the community to operate with due regard for everyone’s safety. In fact, it’s required by law in every state. But take away that statutory requirement and consider the other trucks on the road. Imagine a dump truck or a semi driving down the road while failing to maintain its lane, signal for turns, or keep its speed in check. That would be irresponsible, right? You and your fire apparatus are no different. No matter what you’re responding to, you should not be operating in a manner that puts the public at risk,. And now, an unpopular stance. Plainly put, some people are simply not good at driving. Operating these rigs requires mechanical aptitude, coordination, responsibility, and a strong understanding of risk management. If staffing allows, consider limiting this responsibility to the members who are the most skilled and responsible. A momentary lapse in judgment or misunderstanding of speed or road conditions can quickly turn to tragedy. Limiting distractions, maintaining focus, and staying professional can go a long way toward preventing injury and loss of life.5. Training and Experience
Trucks handle differently than cars because of their size, weight, and braking systems. Because of this, most trucks with a gross vehicle weight rating over 26,000 pounds require a commercial driver’s license (CDL). However, the Federal Motor Carrier Safety Act allows states to exempt fire apparatus operators from possessing CDLs. While some states do require apparatus operators to obtain a CDL or similar advanced license, most do not. However, that doesn’t mean firefighters can get behind the wheel of these rigs without specific training. Most states have training requirements for fire apparatus operators that are based on NFPA standards. NFPA 1400, chapters 46 to 52, provides vehicle operations training program requirements, while NFPA 1010, chapters 11 to 17, provides the training requirements for individual apparatus operators. These standards help to ensure that fire apparatus operators are adequately trained. Your department should have an NFPA-compliant training program and each driver should meet the requirements before being authorized to drive fire apparatus in the performance of their duties. While CDLs are often not required, the NFPA standards exceed CDL training requirements. The program should include content on legal requirements, medical evaluations, risk management, vehicle dynamics, defensive driving, emergency response, and incident-related operations. Vehicle operators should also be trained in vehicle design and construction as well as braking systems, including air brakes and engine or transmission retarders. Also, there is no replacement for hands-on driving experience, so fire apparatus operators must demonstrate proficiency in their skills behind the wheel. Lack of familiarity can lead to a crash, so drivers should be trained on every vehicle they are expected to operate. Prior to a new vehicle going into service, all drivers should be given training on the new vehicle.Bonus Factor: Backing Incidents
While the majority of crashes are caused by the five factors outlined above, crashes also commonly happen while backing. How common is this? Look no further than the front of most fire stations. See those posts next to the doors? Those are bollards, and they’re there to prevent apparatus from striking the building and causing property damage. Keep in mind, they do nothing to protect the apparatus — or the people around it. The solutions to this issue are simple but continue to be ignored year after year:- Don’t back up unless you need to. That recommendation comes straight out of defensive driving and commercial vehicle training curriculum. As the saying goes, Two wrongs don’t make a right, but three lefts do. If you can go around the block or find another way to turn around, you may prevent a crash or pedestrian strike.
- Use a spotter. Newer apparatus come from the factory with backup cameras, but there is no substitute for a spotter. Your department should have a backing policy that requires a spotter every time an apparatus backs up.
- Get out and look. Sometimes, apparatus operators are driving alone due to limited staffing or operational requirements such as establishing a water supply. In those cases, GOAL: Get Out and Look. This only takes a moment and could save a life (or thousands of dollars in property damage).
- Back to the driver’s side whenever possible. This gives you the best view out the window and in the mirrors because you’re turning toward the side closest to you.
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Conclusion
Apparatus crashes are not random, unavoidable events. They are the predictable result of unmanaged risk factors — many of which are entirely within our control. We already understand how to manage risk. On the fireground, we apply strategy, follow policy, train to standards, and operate with discipline because lives depend on it. Roadway operations deserve the same professional rigor. Physics don’t simply change because a call is urgent. The laws of motion do not pause for lights and sirens. And “due regard” is not just legal language — it is an ethical obligation to our members and to the public we serve. If we are committed to reducing line-of-duty deaths and preventing injury, apparatus operations must be treated as a core competency, not an afterthought. Every response is a risk-management decision. The goal is not merely to arrive quickly — it is to arrive safely, operate effectively, and return home without having created a second emergency.- Today’s Tips
With what we know about the severity and frequency of emergency vehicle crashes, we must take important steps in assessing and preventing them.
