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Posted: Dec 20, 2017

How Many Preconnects on Fire Apparatus is Too Many?

FA Viewpoints
 
Preconnects allow flexibility and a wide choice of options on the fireground.

How Many Preconnects Is Too Many?

Departments preferring static hose loads and reverse lays are not included in this discussion. Their method of firefighting is accepted without comment. Many departments use 1½-, 1¾-, and two-inch preconnects for initial attack, probably flowing less than 200 gallons per minute (gpm). Preconnects allow flexibility and a wide choice of options on the fireground. They’re fast and easy to deploy with limited staffing. Preconnects shouldn’t be limited to attack lines. It is irrelevant if the engine company using them is career-staffed. What is important is the number of firefighters on that first rig and how long it takes for more to arrive.

Two Perspectives

I address preconnects from two perspectives. One is when a real pumper is designed specifically for firefighting where the primary and possibly sole purpose is humping hose. The other is when a multifunction rig is first due and its limited space may be prioritized for nonpumper functions. Rescue-pumpers, tanker-pumpers, or quints might only have a bare minimum of preconnects and supply hose let alone what is recommended, desired, or actually needed. My dissertation is restricted to real pumpers. The quantity, lengths, diameters, flows, and purpose of preconnects should be based on each district’s physical characteristics. Single-story 1,000-square-foot ranch houses and wide residential streets require different tactics than densely populated areas with side-by-side 2½-story wood frames, mixed commercial and industrial areas, narrow streets, and inclement weather (snow).

The Backup Line

In the latter scenario, I prefer a choice of 150-, 200-, and 250-foot preconnected attack lines. My next preference reflects my old-school belief in having preconnected backup lines one size larger flowing at least 250 gpm. If the first line can’t handle it or fireground conditions turn to hell in a handbasket, I don’t want a backup line with the same limited capabilities as the first. The crew could be in trouble and need help. I want big water and I want it fast. Hopefully, the pump operator has already flaked one out on the front lawn and charged it. The 250-gpm line can be used for initial attack when situations warrant. And, there should be more than one.

I don’t always agree with the doctrine that the second line pulled should be an attack line stretched to the floor above the fire. But if that’s your procedure, preconnect it and make sure it’s 50 feet longer than the first one. Bear in mind that it can’t effectively function as a backup line when it’s located above the fire floor.

Preconnect Lengths

If all preconnects are the same length, the initial attack is limited to that distance from the engine. I favor a preconnected “long line” of 200 feet of 2½-inch with a conical reducer and 200 feet of 1¾-inch. The original concept was using a 2½-inch playpipe with the 1¾-inch attached to it. However, the playpipe’s handles impeded stretches, and its bail could get kicked shut as could a leader line wye’s handles. Pump pressure is within reason because of the lower friction loss in the 2½-inch. And, any preconnect can be broken down and used pi

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Posted: Dec 20, 2017

Single or Dual Axles for Your Next Fire Apparatus

There appears to be an industry trend to maximize loading on single rear axles, especially on tankers (tenders) and some of the recently introduced aerial devices.

The trend isn’t new, nor is it restricted to rear axles. Manufacturers have been challenged with axle weights for decades. Getting a comprehensible answer to the question, “How much weight can I put on this axle?” is as difficult as asking what the weight distribution should be or has to be between the front and rear axles. Asking, “When should I go to a tandem rear axle?” can be equally frustrating. Purchasers must rely on the advice, expertise, and integrity of fire apparatus manufacturers (OEMs) to find the correct answers. That is problematic when inconsistent or ambiguous answers are given. Purchasers shouldn’t be overly critical of OEMs who give conflicting answers about axle ratings. They must negotiate a labyrinth of governmental regulations at various levels, recommendations by recognized fire service and industry-affiliated organizations, as well as the requirements of National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus. Each answer might be correct in its own context.

Axle Ratings

To understand how ambiguities can occur when discussing axle ratings, it is best to define the ratings. Fire trucks are commercial vehicles. NFPA 1901’s Annex B states: “This annex is not part of the requirements of this NFPA document but is included for informational purposes only.” Included in section B.2.6 is: “Since the passage of Public Law 89-563, the National Traffic and Motor Vehicle Safety Act of 1966, the federal government has adopted certain motor vehicle safety standards applicable to all manufacturers of trucks, including fire apparatus. It is unlawful for a manufacturer to deliver a truck not in compliance with these federal standards. These federal safety standards are frequently changed, and their provisions make the incorporation of certain features and devices mandatory. Apparatus manufacturers cannot build apparatus to specifications that would require them to delete required items or to include any that are illegal, and they face substantial penalties for infraction of these rules. The italics are mine for emphasis. I don’t know of such a thing as the NFPA police. I don’t know who or how one determines illegality or liability or what the penalties could be. But, I’m reasonably sure the OEMs don’t want to find out.

The point of origin for the rules and regulations for commercial vehicles including fire apparatus lies within the bowels of the United States government. It could be the United States Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) or some other agency that generates rules or regulations that are published in the Code of Federal Regulations (CFR). They become administrative law and are, in turn, published in the Federal Register. It is immaterial and too time consuming to establish which agency established what, when, and why. From the point of origin forward, the “understandability” of axle ratings appears to go downhill.

1 This Rosenbauer quint delivered to Sioux Falls, South Dakota, features its 109-foot Viper aerial and a 500-gallon booster tank on a tandem-axle chassis. Dave Reichman, national sales manager for Rosenbauer America, states, “We are finding that some of our tandem aerials with a better cramp angle and the same or less wheelbase are outmaneuvering some of the 
	</div>
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Posted: Dec 20, 2017

Single or Dual Axles for Your Next Fire Apparatus

There appears to be an industry trend to maximize loading on single rear axles, especially on tankers (tenders) and some of the recently introduced aerial devices.

The trend isn’t new, nor is it restricted to rear axles. Manufacturers have been challenged with axle weights for decades. Getting a comprehensible answer to the question, “How much weight can I put on this axle?” is as difficult as asking what the weight distribution should be or has to be between the front and rear axles. Asking, “When should I go to a tandem rear axle?” can be equally frustrating. Purchasers must rely on the advice, expertise, and integrity of fire apparatus manufacturers (OEMs) to find the correct answers. That is problematic when inconsistent or ambiguous answers are given. Purchasers shouldn’t be overly critical of OEMs who give conflicting answers about axle ratings. They must negotiate a labyrinth of governmental regulations at various levels, recommendations by recognized fire service and industry-affiliated organizations, as well as the requirements of National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus. Each answer might be correct in its own context.

Axle Ratings

To understand how ambiguities can occur when discussing axle ratings, it is best to define the ratings. Fire trucks are commercial vehicles. NFPA 1901’s Annex B states: “This annex is not part of the requirements of this NFPA document but is included for informational purposes only.” Included in section B.2.6 is: “Since the passage of Public Law 89-563, the National Traffic and Motor Vehicle Safety Act of 1966, the federal government has adopted certain motor vehicle safety standards applicable to all manufacturers of trucks, including fire apparatus. It is unlawful for a manufacturer to deliver a truck not in compliance with these federal standards. These federal safety standards are frequently changed, and their provisions make the incorporation of certain features and devices mandatory. Apparatus manufacturers cannot build apparatus to specifications that would require them to delete required items or to include any that are illegal, and they face substantial penalties for infraction of these rules. The italics are mine for emphasis. I don’t know of such a thing as the NFPA police. I don’t know who or how one determines illegality or liability or what the penalties could be. But, I’m reasonably sure the OEMs don’t want to find out.

The point of origin for the rules and regulations for commercial vehicles including fire apparatus lies within the bowels of the United States government. It could be the United States Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) or some other agency that generates rules or regulations that are published in the Code of Federal Regulations (CFR). They become administrative law and are, in turn, published in the Federal Register. It is immaterial and too time consuming to establish which agency established what, when, and why. From the point of origin forward, the “understandability” of axle ratings appears to go downhill.

1 This Rosenbauer quint delivered to Sioux Falls, South Dakota, features its 109-foot Viper aerial and a 500-gallon booster tank on a tandem-axle chassis. Dave Reichman, national sales manager for Rosenbauer America, states, “We are finding that some of our tandem aerials with a better cramp angle and the same or less wheelbase are outmaneuvering some of the 
	</div>
	<a class=Read more
Posted: Dec 20, 2017

Single or Dual Axles for Your Next Fire Apparatus

There appears to be an industry trend to maximize loading on single rear axles, especially on tankers (tenders) and some of the recently introduced aerial devices.

The trend isn’t new, nor is it restricted to rear axles. Manufacturers have been challenged with axle weights for decades. Getting a comprehensible answer to the question, “How much weight can I put on this axle?” is as difficult as asking what the weight distribution should be or has to be between the front and rear axles. Asking, “When should I go to a tandem rear axle?” can be equally frustrating. Purchasers must rely on the advice, expertise, and integrity of fire apparatus manufacturers (OEMs) to find the correct answers. That is problematic when inconsistent or ambiguous answers are given. Purchasers shouldn’t be overly critical of OEMs who give conflicting answers about axle ratings. They must negotiate a labyrinth of governmental regulations at various levels, recommendations by recognized fire service and industry-affiliated organizations, as well as the requirements of National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus. Each answer might be correct in its own context.

Axle Ratings

To understand how ambiguities can occur when discussing axle ratings, it is best to define the ratings. Fire trucks are commercial vehicles. NFPA 1901’s Annex B states: “This annex is not part of the requirements of this NFPA document but is included for informational purposes only.” Included in section B.2.6 is: “Since the passage of Public Law 89-563, the National Traffic and Motor Vehicle Safety Act of 1966, the federal government has adopted certain motor vehicle safety standards applicable to all manufacturers of trucks, including fire apparatus. It is unlawful for a manufacturer to deliver a truck not in compliance with these federal standards. These federal safety standards are frequently changed, and their provisions make the incorporation of certain features and devices mandatory. Apparatus manufacturers cannot build apparatus to specifications that would require them to delete required items or to include any that are illegal, and they face substantial penalties for infraction of these rules. The italics are mine for emphasis. I don’t know of such a thing as the NFPA police. I don’t know who or how one determines illegality or liability or what the penalties could be. But, I’m reasonably sure the OEMs don’t want to find out.

The point of origin for the rules and regulations for commercial vehicles including fire apparatus lies within the bowels of the United States government. It could be the United States Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) or some other agency that generates rules or regulations that are published in the Code of Federal Regulations (CFR). They become administrative law and are, in turn, published in the Federal Register. It is immaterial and too time consuming to establish which agency established what, when, and why. From the point of origin forward, the “understandability” of axle ratings appears to go downhill.

1 This Rosenbauer quint delivered to Sioux Falls, South Dakota, features its 109-foot Viper aerial and a 500-gallon booster tank on a tandem-axle chassis. Dave Reichman, national sales manager for Rosenbauer America, states, “We are finding that some of our tandem aerials with a better cramp angle and the same or less wheelbase are outmaneuvering some of the 
	</div>
	<a class=Read more
Posted: Dec 20, 2017

Camera Systems for Fire Apparatus Provide Safety and Security

fama forum ERIC COMBS
 
Fire departments worldwide are rapidly embracing the use of video on their fire apparatus to increase safety and security. Video and recording technology is quickly evolving from basic backup cameras to multicamera video systems that provide operators greater visibility and high-tech recording and that deliver much more than the video.

Fire departments worldwide are rapidly embracing the use of video on their fire apparatus to increase safety and security. Video and recording technology is quickly evolving from basic backup cameras to multicamera video systems that provide operators greater visibility and high-tech recording and that deliver much more than the video.

Fire Apparatus Manufacturers’ Association (FAMA) member companies are seeing increased interest in camera systems on new apparatus. Let’s take a look at some of these products, their features, their benefits, and what a second set of eyes can do for your safety initiatives.

Driver Visibility and Awareness

The most common use of cameras is to provide the apparatus driver with improved visibility. Relatively inexpensive camera systems may increase safety around the apparatus, avoiding costly accidents. Proximity sensors are also becoming more popular to provide additional awareness to the driver when the apparatus is nearing an object. Common systems currently being used on apparatus in the emergency market include the following:

  • Rear-View Camera Systems: Similar to those used on passenger cars, providing in-cab views and activated by reverse mode.


  • Blind-Spot Cameras: Typically used with a rear-view camera. Second and third cameras mounted on each side of the apparatus are activated by the turn signal to provide views accordingly.


  • Forward-Facing Camera: Usually used with rear- and blind-spot cameras, making it a four-camera system. A forward-facing camera, placed either on the front bumper or top of brow, provides the driver with greater visibility when positioning the apparatus.


  • 360-Degree “Bird’s-Eye View” Camera Systems: Typically four wide-angle (180-degree) cameras mounted on each side of the apparatus. A control module “stitches” images to create one simple view around the apparatus. The resulting image is a 360-degree bird’s-eye view that appears like it is coming from above the apparatus, virtually eliminating blind spots. These systems typically use a split-screen monitor: one side displaying the 360-degree view and the other toggling between the individual camera views. The view selection can be made automatically for the driver based on transmission shift selection (drive or reverse) and turn signal indication (left or right).


Proximity Sensors

A proximity sensor will detect the presence of an object or obstacle. The majority of proximity sensors in use today incorporate ultrasonic technology because of its economical price and good close-range accuracy. Placement can be anywhere on fire apparatus and, in many cases, integrated into a camera system, providing on-monitor sensor location and distance to object.

In addition to hard-wired systems installed by OEMs usua

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