Story & Photos by Les Baker

Tunneling is a tactic that we’re rarely required to perform at extrication incidents. However, when it is the most practical plan, it’s usually the only tactic that will work, so rescuers need to have the expertise to get the job done.

Further, tunneling may become more common for responders in the future, with the increased number of sport utility vehicles and minivans on the road. It’s often a viable option on these vehicles due to the ease of removing rear seats and the ability to create a large path of egress using less complicated and forceful tactics, such as roof and side removals.

In this article, I’ll offer tips to assist with tunneling operations. As you read, keep in mind that tunneling does not have to take place strictly from the rear of the vehicle. Although these tips are mainly intended for operations from the rear, side tunnel evolutions are not uncommon, especially when considering alternative tactics to advanced steel-equipped vehicles, as addressed in the October FireRescue magazine feature “Get Around It,” p. 52.

1. Evaluate alternative plans and request resources as needed: Tunneling operations that initially appear to be fairly easy may ultimately turn out to be quite lengthy and complicated. Even if the tunnel operation is identified as the most suitable tactic, the incident commander (IC) and extrication group supervisor should continue to explore other options. On-scene personnel also need to determine if additional resources are required, and if so,they should be requested as soon as possible. One reason: Imagine an under-ride situation where the only suitable alternative to tunneling may be calling in a heavy recovery vehicle to lift the vehicle. Unfortunately, the average response time of a heavy recovery vehicle may be more than 30 minutes. Calling for an external resource early on ensures that if problems arise during the tunneling operation, the heavy recovery vehicle will be available as back-up.

2. Add an additional point of cribbing at the rear of an upright vehicle: Any unexpected vehicle movement can aggravate existing patient injuries and cause injury to emergency personnel working at the scene. Prior to conducting disentanglement tactics, vehicles should be stabilized using a four-point system, which is usually located on the cage side of the front and rear tires.

Depending on its construction, the rear-most part of the vehicle may be up to 10 feet away from the closest piece of cribbing. In this situation, the vehicle chassis can become a lever with the rear-most cribbing point acting as the fulcrum. When rescuers get on and off the vehicle, they may have enough force to rock the vehicle on the cribbing. Placing an additional cribbing point at the rear of the vehicle prior to beginning tunneling operations will minimize movement of the rear of the vehicle.

Along with providing an additional cribbing point, rescuers should also check the cribbing periodically. As rescuers remove components and therefore reduce the weight of the vehicle, the suspension may have a tendency to raise the vehicle off the cribbing. Pay close attention to the contact point of the cribbing at the rear. It’s typically harder to find a suitable point to crib given the construction of newer vehicle bumpers.

3. Use the trunk lid to remove most trunk contents: There’s no telling what contents may be included in a vehicle’s trunk. You might find clothing, trash, household items, automotive parts, cleaning supplies or really anything that could fit into the space. To create a clean and open work area and to maximize the path of egress, these contents must be removed. Once the trunk lid has been severed from the vehicle, lay it upside-down at the rear, and use it to remove the debris from the hot zone to a debris pile. This is an efficient method of moving the contents using resources that are already available. Don’t forget to use proper lifting techniques when picking up the truck lid.

4. Expect the unexpected: Remember that the general public may use the trunk area to transport both legal and illegal contents that could be hazardous to responders. Unfortunately, responders may not discover these hazards until they’ve raised the trunk lid/rear hatch. If there is an exposure, follow emergency decontamination procedures, and control the hazard as much as appropriate.

During a recent traffic stop in Cottageville, S.C., police discovered a mobile meth lab in the trunk of a vehicle. Police Chief Shane Roberts stated, “Mobile meth labs are a disaster waiting to happen—drug dealers driving around with highly flammable liquids sloshing around in the back.”

Even if the trunk contents pose no hazard, they may complicate the tunneling operation. For example, some people were transporting scrap metal to the local recycling company (see photo). How long would it take you to remove the contents before tunneling, especially if the contents were jammed in further by the collision and resulting vehicle damage?

5. Conduct a quick visual check of construction features: After the trunk lid and contents have been removed, peel the trimming and upholstery away to quickly assess the interior and determine the feasibility of a tunnel operation. Some common features that extend the length of operations include large lateral support members, hard-top convertible tracts and gas tanks. This doesn’t mean you should abort the tunneling operation, but it is valuable for the group leader to know the expected length of the operation, which may impact their decision about whether to select an alternate plan of action.

6. Stage a wide array of tools: A wide array of tools should be staged just outside the hot zone and ready for immediate deployment to increase the likelihood that rescuers will choose the appropriate tool for each task. Because tunneling limits the number of rescuers who can work at one time, the group leader should consider assigning one or two rescuers to gather and stage equipment. Some of the tools that should be staged include a hydraulic spreader and cutter, air chisel, reciprocating saw and hard/soft protection. Lights should be considered even in daytime operations, especially for operations involving roof-resting vehicles. Bolt cutters, which are rarely considered for extrication tactics, can be used to sever the trunk lid torque rods (if present) and the rear seat attachment points. Extra cribbing and wedges should be staged as well.

Staged tools must be ready for use. Air tools should be assembled and attached to the air source, and electrical tools should be readied with a power source staged nearby.

7. Manage the work area: Control the rear glass as much as possible. Because of its location, when rear glass is broken, it will completely coat the work area. If the glass has already broken secondary to the collision, rescuers should lay a blanket on the floor area or ground to protect personnel and the patient during the removal phase. Further, the rear area is often the one point where all operations have to funnel through. It’s therefore vital to keep that area clear of any debris or obstructions as pieces of the vehicle are removed.

Completing the steps necessary to tunnel through the rear requires the rescuer to work around sharp pieces of glass and metal. It takes several rescuers operating in a tight space to effectively move the patient. There’s a high likelihood that one of the rescuers will rub against a sharp edge during the operation and/or patient removal. Similar to structural collapse situations, rescuers should try to stabilize the situation as they move toward the front of the vehicle. This includes covering sharp edges.

8. Be proficient with front seat operations: If you can’t successfully lower or remove the seat back, you can’t remove the patient. Always attempt the manual or electric release first; this will provide the quickest and easiest path of egress before relying on other techniques. Other front seat techniques are most commonly needed when:
• The collision has damaged the electrical system at the battery or along the path of the wiring, making any powered seat inoperable.
• Personnel have disabled the battery prior to attempting to operate seat controls.
• The manual or electrical controls still work, but the damage from the collision will not allow the seat or seatback to move along its intended path.

Whether the seat controls are electrical or manual, if the mechanism doesn’t release the seatback, expose the hinges with a cutting device, such as a carpet knife. This will allow you to examine the easiest way to defeat the seat and possibly avoid unnecessary cuts. After the hinges are exposed, consider the vehicle position, tools available and seat construction, and then select the appropriate tool to disassemble or sever the hinges. Ensure patient and rescuer safety by placing hard and soft protection, observing safe tool techniques and covering any cut or sharp edges during and after maneuvers.

9. Maintain strong communication: A tunneling situation is similar to a structure fire where the IC is dependent on information from the interior officers and vice versa. Typically, the group officer does not have direct visual contact with the rescuers and the progress being made. The group leader should request regular updates that address conditions, actions and needs. There must be communication and coordination between the medic and rescuers for several reasons:
• Depending on the situation, the rescuer completing the tunnel operation may also have to relay patient information gathered by the medic.
• The rescuer must ensure the medic’s position does not interfere with operations.
• The rescuer must keep the medic updated so they can mentally and physically support and monitor the patient.

10. Increase the intensity and level of training: The modern fire service is filled with time-consuming requirements, such as dictated training, public education events and emergency response. It can be difficult to find opportunities to train on vehicle extrication, especially tactics like tunneling that aren’t used very often.

As a department, or at least at the company level, ensure that the training you conduct is extremely intensive and replicates real-world conditions as much as possible. This guarantees that personnel get the most value out of the time they have available.

Several tips to maximize training opportunities include:
• Use heavy machinery to damage the vehicles: Take the time to create conditions similar those in the real world. Damaged vehicles react differently to extrication tactics than junked vehicles.
• Place training dummies in anticipated victim locations: This provides an indication of the needed space and positioning for the rescuers and tools to complete the necessary tasks. Once the path of egress has been established, the rescuers can practice removing the simulated patient. Because of the confined area, rescuers must understand how to position themselves to remove a victim and not block the path of egress.
• Conduct scenario-based training: The best way to ensure that all personnel work well together is to set up scenarios and treat the drill like a real incident. Follow the extrication process model with incident command procedures, size-up, hazard control, stabilization, gaining access and disentanglement. These sessions can be recorded, allowing you the opportunity to review them from a third-person perspective and share with other crews. Evaluate your actions using a formal process as if it were a real incident, or simply use it as kitchen table discussion material.
• Set up tunneling situations with the vehicle in all three resting positions—wheel-resting, roof-resting and side-resting: The procedures remain the same, but the orientation of responders to vehicle components completely change. The most notable difference can be seen when comparing a wheel-resting vehicle to a roof-resting vehicle. In the wheel-resting situation, you must bend down in order to visualize components and complete cuts vs. the roof-resting situation where all work is conducted above your head. Also, different positions may alter your tool selection.

With all this in mind, rescuers should occasionally review tunneling operations and conduct intensive training as time allows. When required, it’s an invaluable tactic that unfortunately doesn’t receive the consideration it deserves.

Les Baker, a 12-year veteran of the fire service, is an assistant engineer with the City of Charleston (S.C.) Fire Department and a volunteer with the Darlington County (S.C.) Fire District. He has an associate’s degree in fire science from Pikes Peak Community College. Baker is an adjunct instructor with the South Carolina Fire Academy, a member of the Darlington County Extrication Team and a co-contributor to www.navra.net.

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