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Posted: Jan 1, 2019

Specialty PPE


Personal protective equipment (PPE) manufacturers are turning out new styles of specialty PPE for nonstructural firefighting tasks that provide the protection necessary for the type of job to be performed without sacrificing safety or comfort. Such specialty PPE includes that made for wildland firefighting, rescue, emergency medical services (EMS), and proximity/hazmat incidents.

WILDLAND PPE

Todd Herring, director of marketing for Fire-Dex, says his company makes TECGEN51 Fatigues, which meet National Fire Protection Association (NFPA) 1977, Standard on Protective Clothing and Equipment for Wildland Fire Fighting, and NFPA 1951, Standard on Protective Ensembles for Technical Rescue Incidents. “TECGEN51 Fatigues have a very diverse range of use,” Herring points out. “The PPE uses an exclusive fabric and technology for Fire-Dex, which is a blend of TECGEN fibers to give a high level of comfort and breathability, very high tear strength, a high level of flash protection, and radiant heat protection—all in a single-layer fabric.”

Alysha Gray, product marketing director for fire PPE at Lion, says Lion makes the VersaPro and VersaPro Plus, two models of specialty PPE that meet NFPA 1977 and NFPA 1951. “The VersaPro garment is less cumbersome than structural firefighting PPE, made from a single layer that uses the Sigma™ fabric that is soft yet strong and durable,” Gray says. “Sigma fabric is made up of 45 percent Meta-Aramid, 32 percent Lenzing FR®, 17 percent Polymide, and six percent Para-Aramid, giving a combination of flash/thermal protection, durability, comfort, and appearance.”

John Therrien, national sales manager for Lakeland Fire, says Lakeland’s wildland PPE meets NFPA 1977 and 1951 in coat, pant, and coverall models. “They all are made with TenCate Defender M Gold shell fabric, and the styles have been ergonomically designed to provide function and comfort,” Therrien says. “The gear comes with our patented LazerMax trim, a silver Scotchlite reflective piping that we run in the major seams of our garments, around the arm holes and down the back of the sleeves, and down the sides of the legs to improve the visibility of first responders on the roads or firegrounds.”

Fire-Dex makes TECGEN51 Fatigues for use in wildland firefighting and technical rescue incidents. (Photos 1-3 courtesy of Fire-Dex.)

1 Fire-Dex makes TECGEN51 Fatigues for use in wildland firefighting and technical rescue incidents. (Photos 1-3 courtesy of Fire-Dex.)


Fire-Dex’s USAR PPE has a CROSSTECH® SR moisture barrier and an outer shell of either TECGEN51 or traditional Nomex®.

2 Fire-Dex’s USAR PPE has a CROSSTECH® SR moisture barrier and an outer shell of either TECGEN51 or t

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Posted: Jan 1, 2019

Fire Apparatus Evolution

Chris Mc Loone

We’ve gotten through the holidays, the ball has dropped in Times Square, and now it’s time to get moving on 2019.

Chris Mc Loone

All our fire apparatus is a year older as well as the myriad items we use every time the whistle blows or the bell rings.

Certain things are consumable, while other pieces of equipment, like our self-contained breathing apparatus (SCBA), must be tested and results recorded, including fit testing for each firefighter. The cycle begins anew at the beginning of every year. Atmospheric monitors must be tested, and personal protective equipment inventories must be reviewed to remove turnout gear that has reached its 10-year limit.

No doubt, there are countless departments across the nation preparing to replace their fire apparatus. It might be in bulk; it might be one at a time. But as we move into 2019, understand that we are now experiencing the next evolution in fire apparatus design, and it’s not something you can take a picture of. It’s about communication.

There is no shortage of ideas from firefighters for how to make our apparatus more efficient. Tool placement, crosslay and rear hosebed heights, ladder locations—these are all things that firefighters can tweak to ensure fireground efficiency. They keep things within easy reach so the crew can deploy quickly to get the job done. But if the trucks can’t get off the front apron, then all these practical features won’t do the crew a bit of good.

It’s about technology but beyond touch screen pump panels—which I’d love to try, by the way. I’ve seen them on rigs but haven’t had a chance to operate them. However, the technology I’m talking about is beyond that. We are beyond wirelessly talking to computers back at the station as we back in but not quite at a point where we are regularly communicating real-time information as the trucks operate at the fireground. We can do it, but we are not doing it across the board yet.

During 2018, we started to hear and read a lot about smart cities. At the highest level, the concept can be difficult to completely understand. But, it’s a little easier when considering what we already can do. We can monitor firefighter physiology in some cases, firefighter air consumption, firefighter location, etc. on the fireground. We can keep track of what firefighters are on scene. Vehicle systems allow us to monitor major components on a fire truck. Now consider tying all of these separate systems together and sending information back and forth to your municipality. With some truck systems, critical components are constantly monitored not only for preventive maintenance but also for predictive maintenance. Consider what that means for firefighters if everything is tied together. Firefighter cancer is getting a lot of deserved attention. Exposure tracking is an area that can assist in documenting when and how often firefighters have been exposed to the

Read more
Posted: Jan 1, 2019

Fire Apparatus Evolution

Chris Mc Loone

We’ve gotten through the holidays, the ball has dropped in Times Square, and now it’s time to get moving on 2019.

Chris Mc Loone

All our fire apparatus is a year older as well as the myriad items we use every time the whistle blows or the bell rings.

Certain things are consumable, while other pieces of equipment, like our self-contained breathing apparatus (SCBA), must be tested and results recorded, including fit testing for each firefighter. The cycle begins anew at the beginning of every year. Atmospheric monitors must be tested, and personal protective equipment inventories must be reviewed to remove turnout gear that has reached its 10-year limit.

No doubt, there are countless departments across the nation preparing to replace their fire apparatus. It might be in bulk; it might be one at a time. But as we move into 2019, understand that we are now experiencing the next evolution in fire apparatus design, and it’s not something you can take a picture of. It’s about communication.

There is no shortage of ideas from firefighters for how to make our apparatus more efficient. Tool placement, crosslay and rear hosebed heights, ladder locations—these are all things that firefighters can tweak to ensure fireground efficiency. They keep things within easy reach so the crew can deploy quickly to get the job done. But if the trucks can’t get off the front apron, then all these practical features won’t do the crew a bit of good.

It’s about technology but beyond touch screen pump panels—which I’d love to try, by the way. I’ve seen them on rigs but haven’t had a chance to operate them. However, the technology I’m talking about is beyond that. We are beyond wirelessly talking to computers back at the station as we back in but not quite at a point where we are regularly communicating real-time information as the trucks operate at the fireground. We can do it, but we are not doing it across the board yet.

During 2018, we started to hear and read a lot about smart cities. At the highest level, the concept can be difficult to completely understand. But, it’s a little easier when considering what we already can do. We can monitor firefighter physiology in some cases, firefighter air consumption, firefighter location, etc. on the fireground. We can keep track of what firefighters are on scene. Vehicle systems allow us to monitor major components on a fire truck. Now consider tying all of these separate systems together and sending information back and forth to your municipality. With some truck systems, critical components are constantly monitored not only for preventive maintenance but also for predictive maintenance. Consider what that means for firefighters if everything is tied together. Firefighter cancer is getting a lot of deserved attention. Exposure tracking is an area that can assist in documenting when and how often firefighters have been exposed to the

Read more
Posted: Jan 1, 2019

Fire Apparatus Rollovers, Part 1


In this series of articles, we will examine some of the more serious safety issues faced by the fire apparatus operator. By reviewing recent case studies, it is apparent that our first topic should be that of fire apparatus rollovers. Rollovers are a common cause of fire apparatus crashes.

Many of these rollovers are the direct result of excess speed or an inappropriate steering maneuver. When a fire apparatus with a high center of gravity is combined with excess speed and harsh steering, disaster often results. Unfortunately, many driver training programs lack an in-depth explanation of rollover dynamics.


ROLLOVER THRESHOLDS

The first step in understanding rollover dynamics is to understand the concept of a “rollover threshold.” A vehicle’s rollover threshold is a numerical relationship between the height of the vehicle’s center of gravity and the track width (distance between the rear wheels). The higher the vehicle’s rollover threshold, the more stable the vehicle. The rollover threshold of a vehicle is calculated using the “Equation 1” formula above.

As evidenced by this formula, a vehicle with a low center of gravity is more stable because it has a higher rollover threshold. Therefore, automobile manufacturers strive to design vehicles that have low centers of gravity. If the design and function of the vehicle prevents the center of gravity from being lowered any further, the only way to increase the vehicle’s rollover threshold is to make it wider. A good example of this concept is a quarry truck. Although the vehicle’s center of gravity is high off the ground, the vehicle is relatively stable because it is so wide.

Unfortunately, fire apparatus manufacturers are limited in how wide they can build a vehicle. This is because fire apparatus drive on public highways and must fit within a travel lane. Because a fire apparatus can only be built so wide, any increase in the center of gravity height reduces the vehicle’s stability and increases the risk of rollover.

1. A vehicle’s rollover threshold is a relationship between the height of its center of gravity and the track width (distance between the rear wheels). A vehicle with a low center of gravity has a higher rollover threshold. A higher rollover threshold translates to better stability and more resistance to a rollover. (Photo by author.)

1 A vehicle’s rollover threshold is a relationship between the height of its center of gravity and the track width (distance between the rear wheels). A vehicle with a low center of gravity has a higher rollover threshold. A higher rollover threshold translates to better stability and more resistance to a rollover. (Photo by author.)


NFPA 1901 requires a minimum rollover threshold. The rollover threshold can be calculated or determined with tilt table testing. This photograph demonstrates tilt-table testing at KME. (Photo courtesy of KME.)

2 NFPA 1901 requ

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Posted: Jan 1, 2019

Fire Apparatus Rollovers, Part 1


In this series of articles, we will examine some of the more serious safety issues faced by the fire apparatus operator. By reviewing recent case studies, it is apparent that our first topic should be that of fire apparatus rollovers. Rollovers are a common cause of fire apparatus crashes.

Many of these rollovers are the direct result of excess speed or an inappropriate steering maneuver. When a fire apparatus with a high center of gravity is combined with excess speed and harsh steering, disaster often results. Unfortunately, many driver training programs lack an in-depth explanation of rollover dynamics.


ROLLOVER THRESHOLDS

The first step in understanding rollover dynamics is to understand the concept of a “rollover threshold.” A vehicle’s rollover threshold is a numerical relationship between the height of the vehicle’s center of gravity and the track width (distance between the rear wheels). The higher the vehicle’s rollover threshold, the more stable the vehicle. The rollover threshold of a vehicle is calculated using the “Equation 1” formula above.

As evidenced by this formula, a vehicle with a low center of gravity is more stable because it has a higher rollover threshold. Therefore, automobile manufacturers strive to design vehicles that have low centers of gravity. If the design and function of the vehicle prevents the center of gravity from being lowered any further, the only way to increase the vehicle’s rollover threshold is to make it wider. A good example of this concept is a quarry truck. Although the vehicle’s center of gravity is high off the ground, the vehicle is relatively stable because it is so wide.

Unfortunately, fire apparatus manufacturers are limited in how wide they can build a vehicle. This is because fire apparatus drive on public highways and must fit within a travel lane. Because a fire apparatus can only be built so wide, any increase in the center of gravity height reduces the vehicle’s stability and increases the risk of rollover.

1. A vehicle’s rollover threshold is a relationship between the height of its center of gravity and the track width (distance between the rear wheels). A vehicle with a low center of gravity has a higher rollover threshold. A higher rollover threshold translates to better stability and more resistance to a rollover. (Photo by author.)

1 A vehicle’s rollover threshold is a relationship between the height of its center of gravity and the track width (distance between the rear wheels). A vehicle with a low center of gravity has a higher rollover threshold. A higher rollover threshold translates to better stability and more resistance to a rollover. (Photo by author.)


NFPA 1901 requires a minimum rollover threshold. The rollover threshold can be calculated or determined with tilt table testing. This photograph demonstrates tilt-table testing at KME. (Photo courtesy of KME.)

2 NFPA 1901 requ

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