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Posted: Apr 1, 2018

Hydraulic Extrication Tools and New Vehicle Technology: Where Do We Stand?

to the rescue carl j. haddon

Six or seven years ago, I stood in front of a classroom full of students at FDIC International and spoke about the future of automobiles and how it would affect vehicle rescue practices.

This included such things as vehicles whose computer systems took control of the car in the event of an imminent accident, cars that parked themselves, and autonomous or driverless vehicles. My attendees looked at me like I had three heads and chuckled. So, how do you like me now?

This all started for me in 2007 when a colleague made a statement about how the new Volvo XC90 was made of materials that were so tough none of the rescue tools from that time could conquer it. Although he was correct to an extent, another firefighter and I set out on a mission to prove my colleague wrong, which we did. That was 10 years ago. The 2017 model year version of that same vehicle now contains five times the amount of ultra-high-strength steel as the 2007 release did!

Up to the Task

If you were to ask me if today’s hydraulic rescue tools are five times better or stronger than the new ones we were using in 2007, I’d have to answer no. That said, many manufacturers have made improvements in blade, arm, cutting and spreading force, and mechanical advantage designs. Others have simply added new color schemes, lights, and other nonessential wiz bang creature features. There certainly has been vast improvement in the battery-powered tool lines, as battery technology has improved from when the first manufacturers tried introducing battery-powered tools in the 1980s.

1 At a recent training event, two 2017 crash-tested Volvo XC90 hybrid vehicles. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. (Photos by author.)

1 At a recent training event, two 2017 crash-tested Volvo XC90 hybrid vehicles. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. (Photos by author.)

Can the new rescue tools conquer the strength and hardness of the metals used to make that 2007 Volvo XC90 that I refer to above? My personal experience tells me that some of them can and some of them can’t. I will tell you that in the late fall of last year, I taught the full lecture and hands-on version of my FDIC International New Vehicle Extrication class in Wisconsin with two brand new, crash-tested 2017 Volvo XC90 Hybrids—the retail value of these two cars was in excess of $160,000. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. I share this information simply to offer that these were two of the toughest vehicles on the market, and they had virtually every option available on them. They had also been severely punished during the crash testing, which gave our students real-life scenarios on monster-tough

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Posted: Apr 1, 2018

Hydraulic Extrication Tools and New Vehicle Technology: Where Do We Stand?

to the rescue carl j. haddon

Six or seven years ago, I stood in front of a classroom full of students at FDIC International and spoke about the future of automobiles and how it would affect vehicle rescue practices.

This included such things as vehicles whose computer systems took control of the car in the event of an imminent accident, cars that parked themselves, and autonomous or driverless vehicles. My attendees looked at me like I had three heads and chuckled. So, how do you like me now?

This all started for me in 2007 when a colleague made a statement about how the new Volvo XC90 was made of materials that were so tough none of the rescue tools from that time could conquer it. Although he was correct to an extent, another firefighter and I set out on a mission to prove my colleague wrong, which we did. That was 10 years ago. The 2017 model year version of that same vehicle now contains five times the amount of ultra-high-strength steel as the 2007 release did!

Up to the Task

If you were to ask me if today’s hydraulic rescue tools are five times better or stronger than the new ones we were using in 2007, I’d have to answer no. That said, many manufacturers have made improvements in blade, arm, cutting and spreading force, and mechanical advantage designs. Others have simply added new color schemes, lights, and other nonessential wiz bang creature features. There certainly has been vast improvement in the battery-powered tool lines, as battery technology has improved from when the first manufacturers tried introducing battery-powered tools in the 1980s.

1 At a recent training event, two 2017 crash-tested Volvo XC90 hybrid vehicles. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. (Photos by author.)

1 At a recent training event, two 2017 crash-tested Volvo XC90 hybrid vehicles. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. (Photos by author.)

Can the new rescue tools conquer the strength and hardness of the metals used to make that 2007 Volvo XC90 that I refer to above? My personal experience tells me that some of them can and some of them can’t. I will tell you that in the late fall of last year, I taught the full lecture and hands-on version of my FDIC International New Vehicle Extrication class in Wisconsin with two brand new, crash-tested 2017 Volvo XC90 Hybrids—the retail value of these two cars was in excess of $160,000. One of these test cars had sustained a frontal offset (corner) 40-mph test, while the other had been subjected to a 45-mph side-impact test. I share this information simply to offer that these were two of the toughest vehicles on the market, and they had virtually every option available on them. They had also been severely punished during the crash testing, which gave our students real-life scenarios on monster-tough

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Posted: Apr 1, 2018

Two-Inch Hose and Fire Apparatus Considerations

By Bill Adams

I don’t advocate using or not using two-inch hose for handlines.

I’ve never handled two-inch on a fireground or during a training scenario and rely on others’ expertise who are more versed in the subject as well as published pieces by people such as “water movement guru” Paul Schapiro (http://bit.ly/2F537TR). I asked Bill Graves, regional sales manager for All American Hose, to weigh in with commentary from a hose manufacturer’s perspective.

1 This Hamlin, New York, engine has two 200-foot 1¾-inch crosslays (red and yellow) and a 200-foot two-inch crosslay (blue). This rig also has two 150-foot 1¾-inch preconnects on top of the driver’s side compartment connected to a gated wye on the pump panel. (Photos 1 and 2 by Allan Smith.)

1 This Hamlin, New York, engine has two 200-foot 1¾-inch crosslays (red and yellow) and a 200-foot two-inch crosslay (blue). This rig also has two 150-foot 1¾-inch preconnects on top of the driver’s side compartment connected to a gated wye on the pump panel. (Photos 1 and 2 by Allan Smith.)

Except for a few dyed-in-the-wool traditionalists, the fire service has accepted the fact that 1¾-inch hose has replaced 1½-inch as the standard handline for initial attack. Today, using two-inch hose for initial attack is slowly gaining popularity. According to Graves, the attack hose market for 1½-inch hose accounts for 10 percent of sales, 1¾-inch has 75 percent of the sales, and two-inch has the remaining 15 percent. Generic reasons given for changing over to two-inch are lower weight, more maneuverability, less friction loss, and increased flow. If explicit firematic goals and objectives for purchasing two-inch are not clearly defined, the generalized reasons for purchasing can become false narratives.

2 A newer engine from Hamlin has speedays with two 200-foot 1¾-inch preconnects (red and yellow) and a 200-foot two-inch preconnect (blue). All of Hamlin’s rigs have rear preconnects including 300-foot two-inch lines and preconnected portable ground monitors.

2 A newer engine from Hamlin has speedays with two 200-foot 1¾-inch preconnects (red and yellow) and a 200-foot two-inch preconnect (blue). All of Hamlin’s rigs have rear preconnects including 300-foot two-inch lines and preconnected portable ground monitors.

It is admirable when innovations and technology make firefighters’ lives easy and safer. Occasionally new concepts, designs, or changes in the fire service create skepticism and occasional ridicule. In the 1950s, firefighters ridiculed putting doors on apparatus cabs, and then they complained about going to fully enclosed four-door cabs. For years, some questioned whose idea it was to mandate using self-contained breathing apparatus. And, then it was foolish to use large-diameter hose. Adopting two-inch hose for handlines can invite similar comments from the uninformed, the uneducated, and unfortunately the ignorant.

Preplann

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Posted: Apr 1, 2018

Two-Inch Hose and Fire Apparatus Considerations

By Bill Adams

I don’t advocate using or not using two-inch hose for handlines.

I’ve never handled two-inch on a fireground or during a training scenario and rely on others’ expertise who are more versed in the subject as well as published pieces by people such as “water movement guru” Paul Schapiro (http://bit.ly/2F537TR). I asked Bill Graves, regional sales manager for All American Hose, to weigh in with commentary from a hose manufacturer’s perspective.

1 This Hamlin, New York, engine has two 200-foot 1¾-inch crosslays (red and yellow) and a 200-foot two-inch crosslay (blue). This rig also has two 150-foot 1¾-inch preconnects on top of the driver’s side compartment connected to a gated wye on the pump panel. (Photos 1 and 2 by Allan Smith.)

1 This Hamlin, New York, engine has two 200-foot 1¾-inch crosslays (red and yellow) and a 200-foot two-inch crosslay (blue). This rig also has two 150-foot 1¾-inch preconnects on top of the driver’s side compartment connected to a gated wye on the pump panel. (Photos 1 and 2 by Allan Smith.)

Except for a few dyed-in-the-wool traditionalists, the fire service has accepted the fact that 1¾-inch hose has replaced 1½-inch as the standard handline for initial attack. Today, using two-inch hose for initial attack is slowly gaining popularity. According to Graves, the attack hose market for 1½-inch hose accounts for 10 percent of sales, 1¾-inch has 75 percent of the sales, and two-inch has the remaining 15 percent. Generic reasons given for changing over to two-inch are lower weight, more maneuverability, less friction loss, and increased flow. If explicit firematic goals and objectives for purchasing two-inch are not clearly defined, the generalized reasons for purchasing can become false narratives.

2 A newer engine from Hamlin has speedays with two 200-foot 1¾-inch preconnects (red and yellow) and a 200-foot two-inch preconnect (blue). All of Hamlin’s rigs have rear preconnects including 300-foot two-inch lines and preconnected portable ground monitors.

2 A newer engine from Hamlin has speedays with two 200-foot 1¾-inch preconnects (red and yellow) and a 200-foot two-inch preconnect (blue). All of Hamlin’s rigs have rear preconnects including 300-foot two-inch lines and preconnected portable ground monitors.

It is admirable when innovations and technology make firefighters’ lives easy and safer. Occasionally new concepts, designs, or changes in the fire service create skepticism and occasional ridicule. In the 1950s, firefighters ridiculed putting doors on apparatus cabs, and then they complained about going to fully enclosed four-door cabs. For years, some questioned whose idea it was to mandate using self-contained breathing apparatus. And, then it was foolish to use large-diameter hose. Adopting two-inch hose for handlines can invite similar comments from the uninformed, the uneducated, and unfortunately the ignorant.

Preplann

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Posted: Apr 1, 2018

Fire Apparatus Electric Valves: I Don’t Like Them

Editor’s Note: Every department has its own reasons for specifying certain components on its fire apparatus, including valves on a pumper. In recent years, electric valve use for intakes and discharges has increased. However, there is still a large contingent in the fire service that prefers valves with manual linkages. This month, we asked Editorial Advisory Board members Ricky Riley (left) and Bill Adams (right) to comment on electric and manual valves.

My views on electric valves are biased and outdated and do not reflect current products or trends. Some older acquaintances still in the industry and fire service have similar sentiments—so do those uneducated on the subject. Their opinions are incorporated into my narration. To temper my predisposed views, I sought input from Jason Witmier, northeast regional sales manager for Safe Fleet (representing FRC, Elkhart Brass, ROM, and FoamPro). Witmier previously worked for KME as a product manager for 14 years.

The term electric valve is a misnomer. Most valves are the same. It’s the controller that is either manually moved or activated by air, electricity, or hydraulic power (see photo). Discounting mechanical sirens and beacon rays, I dislike most electronics on fire apparatus. Manual levers, linkages, and pull-rods appear fail-safe. And when engaged, they give assurance that something is happening. Assurance is felt, heard, and seen. It can be the resistance (pressure) against a valve, the sound of water moving, or watching pressure gauge needles moving. You don’t sense that with electric valves. Besides, you can have a broken wire, a malfunctioning switch, a stuck valve, a malfunctioning visual screen, or a burned-out indicator light.

1 In the mid 1980s, the former Young Fire Apparatus delivered custom chassied pumpers with hydraulically operated valves on pump panels remotely located from the front-mounted pump. When questioned, owner Dick Young stated, “Well, we used a hydraulically operated cylinder to control each valve. It was domestically available right off the shelf. It was a double-acting cylinder with a six-inch throw. A single one-gallon oil reservoir operated all the valves; I believe it ran about 480 pounds per square inch (psi). You could put the reservoir anyplace and just run tubing to the valves. Doing so, you could locate the pump panel wherever you wanted.” Young went on to say it was an important design feature because regardless of the valve location, any size valve could be opened or closed with minimal effort, and the speed could be regulated—no matter what size valve. They never caught on. See http://bit.ly/2Fl4eg1 for more information. (Photo by Bob Milnes.)

1 In the mid 1980s, the former Young Fire Apparatus delivered custom chassied pumpers with hydraulically operated valves on pump panels remotely located from the front-mounted pump. When questioned, owner Dick Young stated, “Well, we used a hydraulically operated cylinder to control each valve. It was domestically available right off the shelf. It was a double-acting cylinder with a six-inch throw. A single one-gallon oil reservoir operated all the valves; I believe it ran about 480 pounds per square inch (psi). You could put the reservoir anyplace and ju

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