La subjetivación de las víctimas y la legitimidad del proyecto paramilitar

No. 2 moves to casualty’s left side to support the casualty No. 4 moves into rear seat of car with spinal board

No. 3 places one hand on the mid-thoracic spine and the other on the sternum to move the

casualty forward to allow long board to slide between seat and casualty’s back. (Alternatively if the casualty is held firmly in place by No. 2 and No.3 the seat back can be reclined slightly by No.4)

No. 4 places long board between the casualty’s back and the seat.

No. 3 manoeuvres casualty back against long board and operates reclining mechanism of

seat to allow long board to move towards horizontal position.

No. 4 at the rear of the car supports the head of the long board to prevent it moving as

casualty is manoeuvred on to it.

No. 2 to the casualty’s left, places hands in the casualty’s armpits to move her/him on the

board

No 3 to the casualty’s right, places hands in the casualty’s armpit to move her/him onto the

board.

No 1 maintains C-Spine control and gives commands for the casualty to be moved onto the

board fully in short steps.

Note: The person having control of the C-spine will be in charge of the procedure and will call

for all movements as necessary. Depending on the circumstances it may be necessary C- spine control to be transferred from one crew member to another.

3.12.2 Immediate release

Occasionally, it may be necessary due to extremely pressing circumstances to move a casualty as a matter of urgency. The following are the circumstances in which this may be done.

 fire,  submersion  toxic fumes,

 hazardous materials - direct contact with caustic, corrosive, or poisonous-through- absorption substances,

 Garda Síochána request - uncontrolled civil disturbance/terrorist activity,  medical requirement - on advice from HSE personnel.

3.13 Scene preservation

An Garda Síochána carry out forensic collision investigation at the scene of a number of road traffic accidents. This is a relatively new concept, which involves analysis and reconstruction of pre-impact circumstances as opposed to post-impact. It involves a detailed examination of physical evidence gathered from the scene. It is possible to accurately estimate speeds prior to impact and to calculate the time available to drivers and pedestrians.

At the moment forensic investigation is carried out at all fatal collisions and this may be

expanded to include potentially fatal collisions and life changing collisions. The collision scene is deemed a crime scene and must be secured and preserved.

The following evidence can be of assistance;  Post impact positions of vehicles  Gouge marks on road

 Skid marks  Paint, glass, etc.

 Debris…vehicle parts, engine fluids, stones from walls, bollards, etc.  Body positions, blood stains, hair, clothing fibres.

These investigations are very important; however, preservation of life takes precedence over everything. Firefighters should be observant and take note of the situation as found on arrival. If parts of the vehicle are in the way and must be moved, note where they were when found. Do not wash down the road surface without first checking with the Garda carrying out the

investigation. It may be advisable to take photographic evidence of the scene prior to moving the vehicle.

3.14 Make-up

Responsibility for tidying up the scene and restoring traffic flows rests with An Garda

Síochána, but fire brigade personnel should assist with whatever resources are available. It is

essential that the scene be left in a safe manner, whether this means providing signs, cones taping off etc. or handing over to the appropriate personnel.

It is a matter for the local authority Roads Section to decide whether a road is safe for traffic or otherwise.

Normal post-incident make-up procedures apply, all equipment should be cleaned and properly stored, and the appliance made ready for the next operation.

3.15 De-brief

The Incident Commander should conduct an operational de-brief at the scene, where appropriate. Debriefing is helpful in appraising performance, and identifying areas requiring additional preparation and training. What went right? What went wrong? How can brigades improve on procedures? What lessons were learned?

Road Traffic Accidents can be traumatic for responding firefighters. The IC should be conscious of the impact this may have on the crew. An immediate discussion session on this aspect following return to the station and reviewing the incident may be beneficial to staff. The crew may need to be reminded of the arrangements that are in place in their authority for Critical Incident Stress Management.

The Incident Commander should complete the standard report in respect of the incident, and any special reports required.

3.16 Standard operating procedures.

Standard operating procedures are generally produced to assist an Incident Commander in his/her work by acting as an aide memoire in formulating a plan for whatever situation is encountered. Fire authorities may wish to consider whether the procedure below is suitable for local circumstances, and may amend, add or exclude items as appropriate. Additionally, not all of the actions listed in the procedure will be necessary in any given situation and the Incident Commander should exercise her/his own judgement of actions to be taken in light of the circumstances.

It is assumed in the procedure below that some of the actions will be taken simultaneously and that the risk assessment may alter the sequence shown.