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Posted: Dec 1, 2018

Auto Extrication Challenges in Alaska

Carl j. Haddon

Here in the Rocky Mountains of Idaho, we have both unique and common extrication challenges. Some of these involve available volunteer staffing, lack of timely mutual aid, poor radio and satellite communications because of terrain, vehicles into the river, and a number of other factors that go with the business of firefighting and technical rescue in this beautiful part of the country.

Carl j. Haddon

Probably the single biggest challenge that we face regarding these obstacles is performing extrication operations in what we know as harsh winter weather environments. As it is with many other northern areas, this struggle is very real. Returning from a few weeks of working with departments all over the great state of Alaska put our winter struggle here in “the lower 48” into perspective.

We are “used to” daily winter temperatures in the single digits and below zero. We expect to see a decent amount of snow and ice on our highways. “Really cold” to us means 20 below zero for a few days at a time. My fire district is 2,400 square miles, and it can easily take well over an hour and a half to drive from one end of the district to the other, depending on weather. After spending time with many firefighters from all over Alaska and seeing their winter vehicle rescue and personnel survival challenges, our struggles pale in comparison. I share this information with you because I hope there is some takeaway for you and your department (as there was for me) to help enhance the safety and effectiveness of your winter operations, wherever you may serve.

These photos are examples of damage done by hitting a giant moose in Alaska with a vehicle.
These photos are examples of damage done by hitting a giant moose in Alaska with a vehicle.

1  2 These photos are examples of damage done by hitting a giant moose in Alaska with a vehicle. (Photos by author.)

CHAINING YOUR SHOES

One of my first winter assignments in the Last Frontier was with some great firefighters from the Anchorage (AK) Fire Department. Driving from my hotel to the training site, I was blown away at the amount of ice on all the roadways after a relatively minor weather system. The highway was literally littered with vehicles that had slid off of the roadway, rolled-over vehicles, and vehicles that had collided with each other. None of the occupants of these wrecks seemed to have any kind of footing, regardless of their choice of footwear. What didn

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Posted: Dec 1, 2018

The Fire Apparatus Pump Operator

By MIKE MURPHY


Today’s fire scenes are ever-changing. Fire progression, tactics, and oil-based materials are a few of the culprits. An often-overlooked portion of the tactical fireground is the pump operator.

The pump operator/driver position is one of if not the most important positions on any fireground or vehicle accident. A good operator will take care of anything and everything an engine company officer could need done on the exterior. Or, he can stand at the pump panel and verify the correct pressure until the scene is under control. I suggest the latter.

A well-trained and “battle-ready” pump operator is someone to look up to and appreciate. At no other time does one person hold so many lives at his fingertips. Between response to and from calls, vehicle accidents, medical calls, and even a trip to the grocery store, the driver-operator is in complete control of getting to and from your destination. It’s a more important job than we give it credit for. Some things that can assist in current or up-and-coming driver-operators to become better operators follow.

  1. Experience. I’m not talking about driving. I’m talking about riding seat three or four and learning your job as a firefighter first. This will assist you with driving by understanding the way certain calls will roll—i.e., what is the firefighter position’s job responsibility on a vehicle accident? It could be anything from patient care to setting up tools. Learn the job as a firefighter first so there is no confusion with what should take place. The same goes for a structure fire. Learn your seat assignment and become a master. You shouldn’t need to be told step by step what to do on every incident. A brief description of the task should be all that is required to accomplish the job at hand. Being a good firefighter will assist in roles down the road as you promote through your career. Most firefighters have a good understanding of what the first, second, third, and even fourth engine companies are accomplishing and can roll right into their role in sequence.
  2. Take time and care in educating yourself. Once you get the nod from a superior to start driving and operating the rig, make sure you take the time to learn as much about it as you can. There are usually some basic courses that have to be taken prior to this happening. In Florida, most departments require a minimum of an emergency vehicle operators’ course (EVOC) and possibly fire service hydraulics before you can even start training on the truck. Take these courses and truly learn from them. The training does not end when you are finished with whatever prerequisites are required. There is plenty of hands-on training that your company can get in on. Someone has to pull and hold the lines while you learn what and how to pump appropriately. Hydrant connections, secondary supply, fire department connections (FDCs), dual pump vs. relay pump—the options are unlimited with the amount of training opportunities available. Also, pull from senior firefighters/engineers for nuggets of wisdom and training. Believe that most of those folks have seen it and done it in their careers. Let them show you what they do and what they did when they had their own issues on scenes. The experience that the senior personnel can give you in training is worth the price of admission for sure and usually only costs a little respect to be given.
  3. Learn your streets! Read more
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Posted: Dec 1, 2018

The Fire Apparatus Pump Operator

By MIKE MURPHY


Today’s fire scenes are ever-changing. Fire progression, tactics, and oil-based materials are a few of the culprits. An often-overlooked portion of the tactical fireground is the pump operator.

The pump operator/driver position is one of if not the most important positions on any fireground or vehicle accident. A good operator will take care of anything and everything an engine company officer could need done on the exterior. Or, he can stand at the pump panel and verify the correct pressure until the scene is under control. I suggest the latter.

A well-trained and “battle-ready” pump operator is someone to look up to and appreciate. At no other time does one person hold so many lives at his fingertips. Between response to and from calls, vehicle accidents, medical calls, and even a trip to the grocery store, the driver-operator is in complete control of getting to and from your destination. It’s a more important job than we give it credit for. Some things that can assist in current or up-and-coming driver-operators to become better operators follow.

  1. Experience. I’m not talking about driving. I’m talking about riding seat three or four and learning your job as a firefighter first. This will assist you with driving by understanding the way certain calls will roll—i.e., what is the firefighter position’s job responsibility on a vehicle accident? It could be anything from patient care to setting up tools. Learn the job as a firefighter first so there is no confusion with what should take place. The same goes for a structure fire. Learn your seat assignment and become a master. You shouldn’t need to be told step by step what to do on every incident. A brief description of the task should be all that is required to accomplish the job at hand. Being a good firefighter will assist in roles down the road as you promote through your career. Most firefighters have a good understanding of what the first, second, third, and even fourth engine companies are accomplishing and can roll right into their role in sequence.
  2. Take time and care in educating yourself. Once you get the nod from a superior to start driving and operating the rig, make sure you take the time to learn as much about it as you can. There are usually some basic courses that have to be taken prior to this happening. In Florida, most departments require a minimum of an emergency vehicle operators’ course (EVOC) and possibly fire service hydraulics before you can even start training on the truck. Take these courses and truly learn from them. The training does not end when you are finished with whatever prerequisites are required. There is plenty of hands-on training that your company can get in on. Someone has to pull and hold the lines while you learn what and how to pump appropriately. Hydrant connections, secondary supply, fire department connections (FDCs), dual pump vs. relay pump—the options are unlimited with the amount of training opportunities available. Also, pull from senior firefighters/engineers for nuggets of wisdom and training. Believe that most of those folks have seen it and done it in their careers. Let them show you what they do and what they did when they had their own issues on scenes. The experience that the senior personnel can give you in training is worth the price of admission for sure and usually only costs a little respect to be given.
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Posted: Dec 1, 2018

4 Guys Tanker/Tender Acts as Water Hauler or First-Due Engine

BOB VACCARO

Most rural fire departments in the United States rely on tankers to bring water to a fire scene—the more, the better. However, in the case of the Hecktown Fire Company in lower Nazareth Township, Pennsylvania, members decided they needed more from a new apparatus purchase.

BOB VACCARO

According to Chief Jeff Seip, the department decided to go with a dry side tanker, primarily because it wanted to be proactive. It wanted a full-size hosebed and to have some compartmentation to carry fittings, tools, and ladders just like a normal engine company.

In addition, Hecktown spec’d a 4,000-gallon tank and a 1,750-gallon-per-minute (gpm) pump in case it has to shuttle water to a fire scene so it can operate as a multiuse firefighting vehicle.

“We usually try to replace front-line fire apparatus every 20 years if possible,” says Seip. “If we can, we try for 25 to 30 years if the vehicles are mechanically sound. So about two years ago, we decided to look into our previous tanker’s condition and decided to spec a new piece of apparatus to replace the older unit. Although we shopped around and looked at other manufacturers before we made a decision, we went with 4 Guys. We already had experience with 4 Guys since we had an engine manufactured by them in the past. Our fire company is lucky in that we own all of our equipment, so we don’t have to go out to bid. Not to say that we don’t look at all of our options. Our committee looked at what was out there as far as manufacturers, chassis, pumps, tanks, and compartment layouts.”

4 Guys/Peterbilt Tanker

  • Peterbilt 389 chassis
  • Cummins ISX 550-hp engine
  • Hale Qmax 1,750-gpm pump
  • Side-mount operator’s panel
  • 4,000-gallon polypropylene water tank
  • 10-inch square electric rear dump with 180-degree swivel
  • Whelen lighting
  • Pump panel behind roll-up door
  • Three MaxxVision level gauges, one on each side of the body and one on the rear
  • Two three-inch rear tank fills, one on each side of the rear
  • Portable tank stored through tank on driver’s side
  • Ground ladders and pike poles stored through the tank on the officer’s side
  • SCBA cylinder compartments in forward section of rear wheel wells
  • Fire extinguisher compartments in rear s Read more
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    Posted: Dec 1, 2018

    4 Guys Tanker/Tender Acts as Water Hauler or First-Due Engine

    BOB VACCARO

    Most rural fire departments in the United States rely on tankers to bring water to a fire scene—the more, the better. However, in the case of the Hecktown Fire Company in lower Nazareth Township, Pennsylvania, members decided they needed more from a new apparatus purchase.

    BOB VACCARO

    According to Chief Jeff Seip, the department decided to go with a dry side tanker, primarily because it wanted to be proactive. It wanted a full-size hosebed and to have some compartmentation to carry fittings, tools, and ladders just like a normal engine company.

    In addition, Hecktown spec’d a 4,000-gallon tank and a 1,750-gallon-per-minute (gpm) pump in case it has to shuttle water to a fire scene so it can operate as a multiuse firefighting vehicle.

    “We usually try to replace front-line fire apparatus every 20 years if possible,” says Seip. “If we can, we try for 25 to 30 years if the vehicles are mechanically sound. So about two years ago, we decided to look into our previous tanker’s condition and decided to spec a new piece of apparatus to replace the older unit. Although we shopped around and looked at other manufacturers before we made a decision, we went with 4 Guys. We already had experience with 4 Guys since we had an engine manufactured by them in the past. Our fire company is lucky in that we own all of our equipment, so we don’t have to go out to bid. Not to say that we don’t look at all of our options. Our committee looked at what was out there as far as manufacturers, chassis, pumps, tanks, and compartment layouts.”

    4 Guys/Peterbilt Tanker