The next device I would like to consider for our use in racing safety is the Kendrick Extrication Device (KED). The device has undergone some changes since its hey-day as the KED. The same basic device has been marketed as the KODE 1 and the KODE 2. The later models have some changes that I consider to be improvements. More on that later.
The inventor of the device is Rick Kendrick. Rick is a former EMT/Firefighter from southern California who has a lot of experience in, of all things, racing safety. It is interesting to note that the device was invented specifically for use in sprint car racing. I have had the pleasure of working with Rick numerous times over the years on numerous projects including the extrication device, the Kendrick Traction Device (KTD), and other products. If you ever have the opportunity to attend one of Rick's inservice training sessions, DO IT!...it is well worth your time.
When using the device in racing applications, Rick emphasizes the speed with which the device can be applied and the effectiveness of its use. He believes it is not necessary to use the leg straps for this application...the device needs to be moved solidly into the armpit area, the top 2 chest straps need to be snugly applied, the head secured with tape strips (of course, with an effective collar in place) and then remove the driver from the car vertically, using the straps on the device to assist. Rick's belief is that his device is as fast, or faster, than others on the market.
It is my belief that a well-rounded racing safety person must be solidly familiar with both devices. Both tools can be tremendously valuable in the racing safety/rescue setting. One may develop preferences in certain cars or situations between the various devices. Make sure you develop the preferences because you have had your hands on the various devices...not because of something someone tells you. Keep an open mind...try it in training situations...nothing like using devices in realistic training situations.
I am interested in feedback from readers on their preferences for spinal immobilization devices in racing safety...please share with us.
Thursday, November 13, 2008
Friday, November 7, 2008
Spinal immobilization tools
There are lots of spinal immobilization products on the market...not all of them are good racing tools. Over the next couple of entries, I will discuss products that are good racing safety tools. I am also interested in our feedback.
The first product I'd like to highlight is the SpeedBoard. It is made by Thom Richmond and the folks at Rapid Deployment http://www.prolitespineboards.com/ and distributed by folks like Alliance Medical and BoundTree Medical. The SpeedBoard was designed with racing in mind...I know, I helped design it. It is simple, lightweight, easy to use, easy to clean, and highly effective.
One point needs to be made about using the SpeedBoard...you must move the patient with the immobilizer in place, not using the Board to move the patient. We use the product routinely at Eldora Speedway and I have heard of no negatives concerning the SpeedBoard. Whether it is midgets, sprinters, or stock cars, the SpeedBoard gets the job done.
Sunday, October 19, 2008
Fire extinguishing agents
Sounds pretty basic...what is your track using to extinguish fires? Some might say that if that is the biggest problem at your track, things are pretty good. Whether you are a driver or safety team member, it is a question worth asking.
In review of the basics, in racing, extinguishers tend to be dry chemical, carbon dioxide, or water-based. After using and studying all 3 extensively, I recommend using a water-based system backed up with a level of dry chemical.
Back in the day, PTS started using a pressurized tank of "light water", a water and AFFF solution. It was pressurized with compressed air in the same vessel and a garden hose with a spray nozzle. Using the water system became increasing popular with our crews and the owners in that is was very effective, inexpensive, and required little additional cleanup. The rest of racing safety has largely used dry chemical...it is reasonably effective, requires little cleanup, and is operational challenging. If you dump dry chem, it requires an inventory of spare extinguishers or a crew that has the tools and experience to refill quickly...I have done both and refilling dry chem is not easy.
I must give Terry Kibler, safety director at Eldora Speedway, lots of credit for implementing a system at Eldora based on Cold Fire and water in 1.5, 2.5 gal. hand-helds with 20 and 30 gallon systems with 50' hand-lines. We do carry a few dry chem bottles for good measure. A brief synopsis of Cold Fire...mixes with water...pressurized with compressed air...rated for A and B fires...the big advantages includes removing heat very effectively, no cloud of dust that restricts vision and breathing, and non-toxic/non-corrosive/biodegradable. Using Cold Fire directly on or around a driver in a closed cockpit does not cause the problems
We have been fortunate to have had few fires worth mentioning in the past four years at Eldora. The ones we have had were quickly extinguished with our Cold Fire bottles...with no re-ignition. The ability of Cold Fire to remove heat is remarkable...10 times better than tap water...brake fires do not re-ignite...engine fires with oil on headers are no problem...fuel spills do not ignite when diluted with the agent. Being based on water, the preferred agent for methanol, the Cold Fire system makes an awesome system for midgets, sprints, Indy cars, and other methanol fueled cars. If we do use hand-helds, we have pre-mixed solution...any compressor will bring us back in service. Our larger systems use SCUBA or SCBA bottle to pressurize them...easy to change and recharge.
Give what is being used at your track a serious look. Use of dry chem on or around people is not the best idea. It is also hard on engines and equipment. The effectiveness of Cold Fire is truly remarkable. When you can carry 30 gals of solution that are as effective as 300 gals of water...that is a good thing. Look at what you use and why...it is an interesting exercise.
In review of the basics, in racing, extinguishers tend to be dry chemical, carbon dioxide, or water-based. After using and studying all 3 extensively, I recommend using a water-based system backed up with a level of dry chemical.
Back in the day, PTS started using a pressurized tank of "light water", a water and AFFF solution. It was pressurized with compressed air in the same vessel and a garden hose with a spray nozzle. Using the water system became increasing popular with our crews and the owners in that is was very effective, inexpensive, and required little additional cleanup. The rest of racing safety has largely used dry chemical...it is reasonably effective, requires little cleanup, and is operational challenging. If you dump dry chem, it requires an inventory of spare extinguishers or a crew that has the tools and experience to refill quickly...I have done both and refilling dry chem is not easy.
I must give Terry Kibler, safety director at Eldora Speedway, lots of credit for implementing a system at Eldora based on Cold Fire and water in 1.5, 2.5 gal. hand-helds with 20 and 30 gallon systems with 50' hand-lines. We do carry a few dry chem bottles for good measure. A brief synopsis of Cold Fire...mixes with water...pressurized with compressed air...rated for A and B fires...the big advantages includes removing heat very effectively, no cloud of dust that restricts vision and breathing, and non-toxic/non-corrosive/biodegradable. Using Cold Fire directly on or around a driver in a closed cockpit does not cause the problems
We have been fortunate to have had few fires worth mentioning in the past four years at Eldora. The ones we have had were quickly extinguished with our Cold Fire bottles...with no re-ignition. The ability of Cold Fire to remove heat is remarkable...10 times better than tap water...brake fires do not re-ignite...engine fires with oil on headers are no problem...fuel spills do not ignite when diluted with the agent. Being based on water, the preferred agent for methanol, the Cold Fire system makes an awesome system for midgets, sprints, Indy cars, and other methanol fueled cars. If we do use hand-helds, we have pre-mixed solution...any compressor will bring us back in service. Our larger systems use SCUBA or SCBA bottle to pressurize them...easy to change and recharge.
Give what is being used at your track a serious look. Use of dry chem on or around people is not the best idea. It is also hard on engines and equipment. The effectiveness of Cold Fire is truly remarkable. When you can carry 30 gals of solution that are as effective as 300 gals of water...that is a good thing. Look at what you use and why...it is an interesting exercise.
Tuesday, October 14, 2008
FUNDAMENTALS OF RACING SAFETY
THE THUMBNAIL SKETCH
1. Racing is dangerous business...making it safer is everyone's business, all the time. NO COST ADVICE.
2. GET A GAP! You need AT LEAST 3" between the top of your helmet and the bottom of your halo bar while you are strapped in, especially if in a sprint/midget/open wheel...if you can not slide a 2x4 on edge between your helmet and the halo bar...FIX IT! Cost is variable...knowledge priceless.
3. Helmets are disposable...they make great mantlepieces or donations to sponsors, fans, or charities...replace yours periodically. If you are not using a Snell 05 SA helmet, explain to your loved ones why not. If you are involved in a crash where your helmet hits something or you take a major piece of debris to the melon, gratefully replace the hat. It did it's job...don't press your luck. Cost starts at about $225.
4. Firesuits must be at least 2 layers (SFI 5) and must be worn with long sleeved fire retardant underwear. That is what I wear when I respond to your crash. Should you be wearing less? Single layer suits are for pit reporters, and dignitaries. (Just kidding Dick!) If you have to wear a single-layer suit until your new suit comes in, you MUST wear the underwear. Not negotiable. Cost approx. $430+150 for the underwear.
5. The latest generation seats are awesome! ISP, Butler, LaJoie, and others have the right seat for your seat. The right seat with the right lateral head supports that are made with the proper padding in the right places are a huge part of the whole in-car package for safety. Follow the directions and fasten it in correctly. Do it now...no excuses...you owe it to yourself. Cost less than $1000.
6. Head and neck restraints are mandatory for all levels of racing and all size tracks. PERIOD. Find one that feels good to you and use it every time you buckle in. Some of the newer ones are even better on lateral impacts. I have taken care of folks with basilar skull fractures...it is not pretty. Cost starts at $650.
7. Head nets on both sides of your seat are necessary...inexpensive and easy to install. Cost approx. $225.
8. Pad your rollbars...with the good stuff. SFI approved bar padding is very firm...and what you need when the going get tough. Pipe insulation and swimming pool toys are just that...toys. Strap in...stretch your arms all around...if you can come close it hitting it with your arms, pad it! Cost approx $11/foot.
9. Keeping fire out of the cockpit is a big deal. Shifter boots need to be SFI approved. Look critically for holes in your firewall. Filling with silicone caulking is very marginal. Sheet metal patches are better. Make sure your crushpanels fit properly. Keeping heat, toxic gases, smoke, and fire out is crucial. Cost for boot $50.
10. In-car fire systems can be life-saving! Forget the 2.5# extinguisher fastened under the front edge of your seat...not gonna make it if you are roasting. Make the modest investment in a good system from a reputable company. As hard as safety teams hustle...bad things can still happen... don't wait for us, help yourself. Cost from $320.
11. Ask good questions...get a professional's opinion. Not knowing all the answers is ok...to ignore a good suggestion from someone qualified...or to not ask the question, that is just not ok.
12. Window nets are mandatory for anything with a roof over your head. You are smart enough to do this without being told to...keep the things inside, inside...keep the stuff outside, outside. Picture this...you get upside down in a crash, and while inverted, a piece of sharp debris enters the cockpit and cuts something important...no safety crew in America can help you. Cost approx. $75.
This list is only a start...it covers the areas where the most good can be done. The prices here are only given as a rough guide what to expect. Face it, the cost does matter.
Not many folks are usually interested in racing safety until tragedy strikes...let's do it the other way around...focusing on safety now can prevent some of those tragedies. Please take the time to step back and see the "big picture" of racing safety...you will not regret it.
Remember, at the end of the day, everyone needs to go home standing up.
Keith
1. Racing is dangerous business...making it safer is everyone's business, all the time. NO COST ADVICE.
2. GET A GAP! You need AT LEAST 3" between the top of your helmet and the bottom of your halo bar while you are strapped in, especially if in a sprint/midget/open wheel...if you can not slide a 2x4 on edge between your helmet and the halo bar...FIX IT! Cost is variable...knowledge priceless.
3. Helmets are disposable...they make great mantlepieces or donations to sponsors, fans, or charities...replace yours periodically. If you are not using a Snell 05 SA helmet, explain to your loved ones why not. If you are involved in a crash where your helmet hits something or you take a major piece of debris to the melon, gratefully replace the hat. It did it's job...don't press your luck. Cost starts at about $225.
4. Firesuits must be at least 2 layers (SFI 5) and must be worn with long sleeved fire retardant underwear. That is what I wear when I respond to your crash. Should you be wearing less? Single layer suits are for pit reporters, and dignitaries. (Just kidding Dick!) If you have to wear a single-layer suit until your new suit comes in, you MUST wear the underwear. Not negotiable. Cost approx. $430+150 for the underwear.
5. The latest generation seats are awesome! ISP, Butler, LaJoie, and others have the right seat for your seat. The right seat with the right lateral head supports that are made with the proper padding in the right places are a huge part of the whole in-car package for safety. Follow the directions and fasten it in correctly. Do it now...no excuses...you owe it to yourself. Cost less than $1000.
6. Head and neck restraints are mandatory for all levels of racing and all size tracks. PERIOD. Find one that feels good to you and use it every time you buckle in. Some of the newer ones are even better on lateral impacts. I have taken care of folks with basilar skull fractures...it is not pretty. Cost starts at $650.
7. Head nets on both sides of your seat are necessary...inexpensive and easy to install. Cost approx. $225.
8. Pad your rollbars...with the good stuff. SFI approved bar padding is very firm...and what you need when the going get tough. Pipe insulation and swimming pool toys are just that...toys. Strap in...stretch your arms all around...if you can come close it hitting it with your arms, pad it! Cost approx $11/foot.
9. Keeping fire out of the cockpit is a big deal. Shifter boots need to be SFI approved. Look critically for holes in your firewall. Filling with silicone caulking is very marginal. Sheet metal patches are better. Make sure your crushpanels fit properly. Keeping heat, toxic gases, smoke, and fire out is crucial. Cost for boot $50.
10. In-car fire systems can be life-saving! Forget the 2.5# extinguisher fastened under the front edge of your seat...not gonna make it if you are roasting. Make the modest investment in a good system from a reputable company. As hard as safety teams hustle...bad things can still happen... don't wait for us, help yourself. Cost from $320.
11. Ask good questions...get a professional's opinion. Not knowing all the answers is ok...to ignore a good suggestion from someone qualified...or to not ask the question, that is just not ok.
12. Window nets are mandatory for anything with a roof over your head. You are smart enough to do this without being told to...keep the things inside, inside...keep the stuff outside, outside. Picture this...you get upside down in a crash, and while inverted, a piece of sharp debris enters the cockpit and cuts something important...no safety crew in America can help you. Cost approx. $75.
This list is only a start...it covers the areas where the most good can be done. The prices here are only given as a rough guide what to expect. Face it, the cost does matter.
Not many folks are usually interested in racing safety until tragedy strikes...let's do it the other way around...focusing on safety now can prevent some of those tragedies. Please take the time to step back and see the "big picture" of racing safety...you will not regret it.
Remember, at the end of the day, everyone needs to go home standing up.
Keith
Thursday, October 9, 2008
Back in the day...
In 1977, I met a group of folks who would play a huge role in my racing safety career over the course of 30+ years. Dewayne Dimit, his brother Chuck, and senior crew chief Stan Poeppel were among the leaders of a racing safety group called Professional Track Services (PTS). I provided ambulance service to Baer Field Raceway in Fort Wayne for the 1977 season and had worked along side the PTS team throughout the season. Many memorable incidents came out of that season and perhaps we will go down the path some day. I learned much working about racing from my PTS friends and we developed a mutual respect.
The 1978 season did not start off as well...our EMS team discontinued our work at BFR. I was fortunate enough to be asked to come to work with PTS. Those guys were so far ahead of the rest of short-track safety it was amazing! Several of PTS's leader worked on-track fire at Indy...a couple were career firefighters...at least one was an Air National Guard firefighter...what a great combination of talent, experience, and training! PTS has provided coverage for virtually all the major sanctioning bodies at one time or another. Their specialties included all varieties of short-track racing and IHRA National Drag Racing events. One of the events I worked in 1978 was the DuQuoin event that I wrote a bit about in September.
The list all the areas where PTS pioneered would be lengthy. Techniques, procedures for fire/rescue/cleanup, the range of events covered, and use of personal protective clothing would be just a start on the list. The lessons that I and many others learned are still being used today.
I am proud to have learned from, worked with, and partied with the men and women of PTS. We sweated, bled, and cursed together for one reason...we were there for the drivers and the good of our sport. It was a great opportunity...and I am grateful for it.
Over thirty years ago, some guys from Indiana decided to do something positive about racing safety, especially short-track racing safety. All of racing is a little better because of the work they did...racing safety was not trendy or fashionable...racing safety was just plain hard work...definitely a "swimming upstream" experience. Thank you folks for all you have done.
RIP Sherrill, Don, Stan, and others...I pray God has a special place for folks who give their efforts so others lives are safer.
The 1978 season did not start off as well...our EMS team discontinued our work at BFR. I was fortunate enough to be asked to come to work with PTS. Those guys were so far ahead of the rest of short-track safety it was amazing! Several of PTS's leader worked on-track fire at Indy...a couple were career firefighters...at least one was an Air National Guard firefighter...what a great combination of talent, experience, and training! PTS has provided coverage for virtually all the major sanctioning bodies at one time or another. Their specialties included all varieties of short-track racing and IHRA National Drag Racing events. One of the events I worked in 1978 was the DuQuoin event that I wrote a bit about in September.
The list all the areas where PTS pioneered would be lengthy. Techniques, procedures for fire/rescue/cleanup, the range of events covered, and use of personal protective clothing would be just a start on the list. The lessons that I and many others learned are still being used today.
I am proud to have learned from, worked with, and partied with the men and women of PTS. We sweated, bled, and cursed together for one reason...we were there for the drivers and the good of our sport. It was a great opportunity...and I am grateful for it.
Over thirty years ago, some guys from Indiana decided to do something positive about racing safety, especially short-track racing safety. All of racing is a little better because of the work they did...racing safety was not trendy or fashionable...racing safety was just plain hard work...definitely a "swimming upstream" experience. Thank you folks for all you have done.
RIP Sherrill, Don, Stan, and others...I pray God has a special place for folks who give their efforts so others lives are safer.
Monday, September 22, 2008
Have a good seat?
"Have a good seat?" A concerned person might ask that...about the movie, concert, or a race. I am asking it about the seat in your race car. Having a good seat makes a big difference in how a crash turns out!
What is the role of the seat in your race car? Experience resulting from crash sled testing has shown that the seat is critical in your ability to survive a nasty crash in the best condition. Having a seat that is made to your size of appropriate materials and with proper bracing, designed to support your head, shoulders, chest, and pelvis, and installed correctly in the chassis is a huge step toward protecting your biggest investment...YOU!
There are a number of exceptional seat manufacturers...check out the ads in the magazines. As I conduct safety inspections, and as I just wander the pit areas trying to see what folks are using, I am struck by the wide variety of seats being used...good and bad. Folks, if you can take the side head support on your seat and bend it with your bare hands, you are not getting much protection from it. If the chest supports bend easily, that is bad! I have been in the business long enough to remember when fiberglass drivers seats were on their way out and folks griped about that change! "Aluminum seats are just too expensive...no need for them" was the whine occasionally heard. Fast forward 30 years and we hear the same thing about seats with proper design and structure.
In a recent conversation with Kris VanGilder of Innovative Safety Products (ISP), he advised me that an appropriate seat can be purchased for $1000 or less...and that would include head supports.
And remember...a crash at a quarter-mile can result in injury, not just the bigger tracks. There is no substitute for a good seat! Keep your seat in good shape by putting it in a good seat.
Our goal: Everyone goes home standing up at the end of the night.
Keith
What is the role of the seat in your race car? Experience resulting from crash sled testing has shown that the seat is critical in your ability to survive a nasty crash in the best condition. Having a seat that is made to your size of appropriate materials and with proper bracing, designed to support your head, shoulders, chest, and pelvis, and installed correctly in the chassis is a huge step toward protecting your biggest investment...YOU!
There are a number of exceptional seat manufacturers...check out the ads in the magazines. As I conduct safety inspections, and as I just wander the pit areas trying to see what folks are using, I am struck by the wide variety of seats being used...good and bad. Folks, if you can take the side head support on your seat and bend it with your bare hands, you are not getting much protection from it. If the chest supports bend easily, that is bad! I have been in the business long enough to remember when fiberglass drivers seats were on their way out and folks griped about that change! "Aluminum seats are just too expensive...no need for them" was the whine occasionally heard. Fast forward 30 years and we hear the same thing about seats with proper design and structure.
In a recent conversation with Kris VanGilder of Innovative Safety Products (ISP), he advised me that an appropriate seat can be purchased for $1000 or less...and that would include head supports.
And remember...a crash at a quarter-mile can result in injury, not just the bigger tracks. There is no substitute for a good seat! Keep your seat in good shape by putting it in a good seat.
Our goal: Everyone goes home standing up at the end of the night.
Keith
Thursday, September 11, 2008
September 11..."Let's roll!"
Hope you don't mind if I slip out of "racing gear" for a moment to pause and remember those who died on September 11, 2001...especially those who gave their lives protecting the lives of others.
Now, you might be ready for me, being a former paramedic and firefighter, for this post to be about the 343 firefighters who died at the World Trade Center complex. Well, I was thinking of going that way...and this morning I was having a conversation with a friend who reminded me of the folks on Flight 93 that crashed in PA after a bloody fight to regain control from the terrorists who had hijacked the plane and were planning to flight it into the White House or the Capitol.
Personally, it is hard to imagine the guts it took to organize the ill-fated attempt to take the plane back from the terrorists. The terrorists showed evidence of their motivation...dead and injured flight crew proved that. I can only imagine what was going through the minds of the passengers, especially Todd Beamer, whose words "Are you guys ready? Let's roll!" echo in history. I will never forget their actions, born of personal integrity and courage.
Please take just a minute today to thank God for folks who are willing to risk it all for others...and offer a prayer for those who suffered injuries and for the families of those who died on 9-11. Our world changed on one beautiful, sunny fall day...and let us never forget that day.
May God bless all of us as we remember this tragic day in history.
Keith
Now, you might be ready for me, being a former paramedic and firefighter, for this post to be about the 343 firefighters who died at the World Trade Center complex. Well, I was thinking of going that way...and this morning I was having a conversation with a friend who reminded me of the folks on Flight 93 that crashed in PA after a bloody fight to regain control from the terrorists who had hijacked the plane and were planning to flight it into the White House or the Capitol.
Personally, it is hard to imagine the guts it took to organize the ill-fated attempt to take the plane back from the terrorists. The terrorists showed evidence of their motivation...dead and injured flight crew proved that. I can only imagine what was going through the minds of the passengers, especially Todd Beamer, whose words "Are you guys ready? Let's roll!" echo in history. I will never forget their actions, born of personal integrity and courage.
Please take just a minute today to thank God for folks who are willing to risk it all for others...and offer a prayer for those who suffered injuries and for the families of those who died on 9-11. Our world changed on one beautiful, sunny fall day...and let us never forget that day.
May God bless all of us as we remember this tragic day in history.
Keith
Tuesday, September 9, 2008
Seat Belts and Shoulder Harnesses--Pay Attention!
Let's consider for a moment the critical nature of seat belts/shoulder harnesses in the modern race car. Whether it is a sprint car, stock car, or an Indy car, the role is the same--keeping the driver in the seat (hopefully, a properly constructed one), using the pelvis and shoulder structure to help control the body as the car accelerates, decelerates, and changes direction.
It is critical to pay attention to your belts, how they are installed, and how they are worn. You need to check the dates on the lap belts and shoulder harnesses at the start of every season...if you drive more than one car, then have a plan to check them routinely. Most sources agree that your restraints should not have seen more than their 3rd year since manufacturing...and that is under good conditions. Exposure to sunlight, exposure to chemicals and dirt (pay attention dirt-trackers!), points of abrasion, and use during a previous significant crash all will shorten their useful life. Please note...racing restraints are really only intended to do their job once! If they have done their job well once...allow them to be retired with dignity...there is no economy in continuing to use "abused" belts.
Details of installation are important. READ THE DIRECTIONS! What the belts are mounted to, the angle compared to the drivers body, how the belt passes through the seat, how and where the shoulder harnesses are mounted, where adjusters are placed...all play huge roles in how well the restraints will perform. Do not hesitate to call the manufacturer to help you make sure you are using their product in the best and safest way!
We will discuss safety restraints in more detail in later entries....this is an important subject. If you have any doubts, please...ask!
Remember to say thanks to your local safety team...they care about you!
Keith
It is critical to pay attention to your belts, how they are installed, and how they are worn. You need to check the dates on the lap belts and shoulder harnesses at the start of every season...if you drive more than one car, then have a plan to check them routinely. Most sources agree that your restraints should not have seen more than their 3rd year since manufacturing...and that is under good conditions. Exposure to sunlight, exposure to chemicals and dirt (pay attention dirt-trackers!), points of abrasion, and use during a previous significant crash all will shorten their useful life. Please note...racing restraints are really only intended to do their job once! If they have done their job well once...allow them to be retired with dignity...there is no economy in continuing to use "abused" belts.
Details of installation are important. READ THE DIRECTIONS! What the belts are mounted to, the angle compared to the drivers body, how the belt passes through the seat, how and where the shoulder harnesses are mounted, where adjusters are placed...all play huge roles in how well the restraints will perform. Do not hesitate to call the manufacturer to help you make sure you are using their product in the best and safest way!
We will discuss safety restraints in more detail in later entries....this is an important subject. If you have any doubts, please...ask!
Remember to say thanks to your local safety team...they care about you!
Keith
Friday, September 5, 2008
Feature on Dirt Track Safety Teams on Speed
Might want to take the opportunity to watch the Speed Channel broadcast of the WoO Dirt Late Model race from Eldora on Sunday, Sept. 7 at 12noon...Terry Kibler, Safety Coordinator at Eldora reports there will be a feature aired on dirt track safety teams during the broadcast...should be some nice exposure for the guys and gals "in the trenches."
Keith
Keith
Wednesday, September 3, 2008
DuQuoin Fairgrounds Racetrack...30 years later
I had the opportunity to work the ARCA Lincoln Welder Truck Series (ALWTS) race on August 24, 2008 at the DuQuoin Fairgrounds Racetrack...a 1 mile dirt track...smooth as glass...nice and wide. It is also the scene of a defining moment in my racing safety career 30 years before.
The ALWTS race was uneventful...one caution for a spin with minor wall contact...good racing!...Norm Weaver and Paul Hahn put on a great example of close and clean racing! This event is not the point of this entry...more, what happened there 30 years ago.
Early in my racing safety career, I was blessed to work with Professional Track Services (PTS), a Fort Wayne-based track safety company. On Saturday, August 26, 1978, we were providing coverage for a USAC Stock Car Division event (yes, that long ago)...a vicious crash occurred on the front stretch involving a chain link fence. The driver was critically injured and, as I understand it, ultimately recovered from his injuries. The PTS crews there that weekend (we also had a USAC Dirt Champ race on Sunday) played key roles in the medical care and extrication of this driver. How ironic is it that I would be at the same track 30 years later, almost to the day. It is interesting how much has changed and how much as stayed the same in those 30 years.
As I performed the safety inspections for the ALTWS show, I was struck by the irony of being back at DuQuoin after so many years. Having someone from a sanctioning body assigned to on-and off-track safety duties is still not that common...seeing the improved seats is very encouraging...seeing head and neck restraints being used is huge...and what is also encouraging is seeing the increased level of focus and training of safety teams. The concrete wall around tracks, versus the old guardrail retaining wall, has been a big improvement at many tracks.
What was also interesting to me is how far ahead of the curve the folks from PTS were...they were literally decades ahead of their time! We all need to strive for excellence the way the leaders in our business have done...and we cannot get complacent with our progress...we must keep our eyes open, our heads up, and continue to be aware of opportunities for improvement.
Remember...at the end of the day, everyone goes home standing up!
The ALWTS race was uneventful...one caution for a spin with minor wall contact...good racing!...Norm Weaver and Paul Hahn put on a great example of close and clean racing! This event is not the point of this entry...more, what happened there 30 years ago.
Early in my racing safety career, I was blessed to work with Professional Track Services (PTS), a Fort Wayne-based track safety company. On Saturday, August 26, 1978, we were providing coverage for a USAC Stock Car Division event (yes, that long ago)...a vicious crash occurred on the front stretch involving a chain link fence. The driver was critically injured and, as I understand it, ultimately recovered from his injuries. The PTS crews there that weekend (we also had a USAC Dirt Champ race on Sunday) played key roles in the medical care and extrication of this driver. How ironic is it that I would be at the same track 30 years later, almost to the day. It is interesting how much has changed and how much as stayed the same in those 30 years.
As I performed the safety inspections for the ALTWS show, I was struck by the irony of being back at DuQuoin after so many years. Having someone from a sanctioning body assigned to on-and off-track safety duties is still not that common...seeing the improved seats is very encouraging...seeing head and neck restraints being used is huge...and what is also encouraging is seeing the increased level of focus and training of safety teams. The concrete wall around tracks, versus the old guardrail retaining wall, has been a big improvement at many tracks.
What was also interesting to me is how far ahead of the curve the folks from PTS were...they were literally decades ahead of their time! We all need to strive for excellence the way the leaders in our business have done...and we cannot get complacent with our progress...we must keep our eyes open, our heads up, and continue to be aware of opportunities for improvement.
Remember...at the end of the day, everyone goes home standing up!
Tuesday, September 2, 2008
Window nets...why not?
In my travels, I have encountered a couple of divisions that do not require drivers side window nets. I am not sure I understand why that would ever be considered acceptable. Why would a driver think driving a car without a window net is a good practice?
Let's review the basics...the drivers side window net performs 2 critical functions...it keeps things inside the car inside (heads, arms, etc)...and keeps things outside the car outside (debris from the track surface, parts from other cars, etc). I do not ever recall first person experience where a net was a negative...nor do I recall any anecdotes about nets being a problem. I do remember Richard Petty's crash and violent flip at Darlington in 1970 where his arm and head were outside the window opening (I was very young!) I recall a story about a stock car driver who was upside down when a large piece of debris came through an unnetted window leading to his demise...not sure if it is true or not, and can see how it could happen.
Does your track or series require window nets? Have you seen issues with nets that were problematic?
Have a great race, whenever your next one is!
Keith
Let's review the basics...the drivers side window net performs 2 critical functions...it keeps things inside the car inside (heads, arms, etc)...and keeps things outside the car outside (debris from the track surface, parts from other cars, etc). I do not ever recall first person experience where a net was a negative...nor do I recall any anecdotes about nets being a problem. I do remember Richard Petty's crash and violent flip at Darlington in 1970 where his arm and head were outside the window opening (I was very young!
Does your track or series require window nets? Have you seen issues with nets that were problematic?
Have a great race, whenever your next one is!
Keith
Saturday, August 30, 2008
Local level improvements to safety?
How many drivers at your track are wearing some form of head and neck restraint? Who at your track is looking critically at belts/harnesses/seats? Are drivers at your track wearing oily firesuits with holes in the thread-bare material? Do your rules reflect an attitude of improving driver safety or do they largely ignore the subject?
Since Earnhardt's death in '01, a tremendous amount of improvement has occurred in NASCAR's traveling divisions...much money has been spent, hard science has been applied, research has been done, SAFER barriers have been installed, HANS devices worn, better drivers seats installed. What has trickled down to the local level? Not as much as one would hope over the 7 years!
If you are a driver, you need to read the articles and talk to suppliers about better personal gear...if you are a car owner, you need to support improving your car from a safety perspective... if you are a track promoter/owner/official, you need to think safety on a regular basis...if you are a safety team/emergency service provider, you need to seek out training opportunities and need to interface with track officials to improve your facility's safety situation.
Tell us about your successes, and your existing challenges...others can learn from your experiences! Our goal is for everyone to go home after the races...standing up!
Keith
Since Earnhardt's death in '01, a tremendous amount of improvement has occurred in NASCAR's traveling divisions...much money has been spent, hard science has been applied, research has been done, SAFER barriers have been installed, HANS devices worn, better drivers seats installed. What has trickled down to the local level? Not as much as one would hope over the 7 years!
If you are a driver, you need to read the articles and talk to suppliers about better personal gear...if you are a car owner, you need to support improving your car from a safety perspective... if you are a track promoter/owner/official, you need to think safety on a regular basis...if you are a safety team/emergency service provider, you need to seek out training opportunities and need to interface with track officials to improve your facility's safety situation.
Tell us about your successes, and your existing challenges...others can learn from your experiences! Our goal is for everyone to go home after the races...standing up!
Keith
Thanks for taking time to visit
Thanks to those who take the time to visit this blog!
The purpose of this blog is for folks to be able to intelligently (most of the time) discuss thoughts and ideas concerning auto racing safety. Whether in the racing safety industry or not, I invite you share our blog. I have been blessed with many years of participation in racing as either a EMT-Paramedic or as a Safety Team member, doing emergency care, firefighting, extrication, and the always necessary track cleanup. I have also been blessed with having many friends and a couple of mentors in the world of racing safety who are passionate about what we do and are very good at doing it! I look forward to seeing this blog develop as a site where the "BS stops when the green flag drops." It is ok to strongly disagree with an idea or concept here...it is not ok to be disagreeable. Let make this the best racing safety blog on the internet...with your help, it is possible.
Keith
The purpose of this blog is for folks to be able to intelligently (most of the time) discuss thoughts and ideas concerning auto racing safety. Whether in the racing safety industry or not, I invite you share our blog. I have been blessed with many years of participation in racing as either a EMT-Paramedic or as a Safety Team member, doing emergency care, firefighting, extrication, and the always necessary track cleanup. I have also been blessed with having many friends and a couple of mentors in the world of racing safety who are passionate about what we do and are very good at doing it! I look forward to seeing this blog develop as a site where the "BS stops when the green flag drops." It is ok to strongly disagree with an idea or concept here...it is not ok to be disagreeable. Let make this the best racing safety blog on the internet...with your help, it is possible.
Keith
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