By Jonathan M. Hinson

Firefighting foam has been around for many years, from the powder foam to protein foam to the synthetic foam in use today.

Originally designed to extinguish simple hydrocarbon-based fuel fires, today’s foams can be used on Class A fires and alcohol-based fuel fires and, of course, foam is still used for hydrocarbon fuel fires. Technology has advanced to make foam operations more effective, simplistic, and cost-effective. Flammable and combustible liquids are everywhere and being transported through all modes of transportation. Hopefully, all fire departments have enough foam resources readily available to effect a rescue from a flammable liquid incident. Some communities may have a higher risk or threat, so more foam resources are needed. Whether a department has an eductor and three buckets of foam or thousands of gallons of foam with master stream devices, there are still some basic principles and tips that can apply to both situations that will facilitate a successful foam operation.

Foam 101

Foam has been a source of frustration for many firefighters over the years, as making an effective finished foam blanket can be a challenge. Most foam equipment is very simple in operation, but there are complex systems on apparatus that require in-depth knowledge for operation. Regardless of the system being used, making finished foam without failure requires knowledge of basic principles and the equipment and supplies being used. The foam must also be properly applied to ensure complete extinguishment and prevent reignition.

As taught in most basic firefighting classes, four components are required to make finished Class B foam. Foam concentrate is the first component needed, which is commercially manufactured by both domestic and international companies. The foam concentrate is then introduced into water to form a foam solution. Next, the foam solution is mixed with air either by expelling it into the air through a standard nozzle or while passing through an air-aspirating foam nozzle. The foam must also be agitated, which can occur in a foam nozzle or on contact with a surface after leaving the nozzle. When these four components come together, the result is finished foam that can be used to extinguish flammable/combustible liquid fires or prevent ignition of flammable vapors. If any of these four components are missing, the Class B foam operation will not be effective and possibly fail completely.

There are two common types of foam, Class A and Class B, that equate to the types of fires they are effective on. Class B foams create a film or membrane over the surface of a fuel to prevent vapor production. The higher the expansion rate of the foam application, the longer the blanket will last, and also less foam concentrate will be used during reapplications during longer term incidents. Class A foams break down the surface tension of a fuel, allowing the water to penetrate quicker and deeper. Making a thick foam blanket is not required with Class A foam because the bubbles have nothing to do with the effectiveness of the foam.

Using the wrong type of foam can cause an ineffective firefight, leading to someone getting hurt. Class A foam cannot be used on a Class B fire. Class A foams do not make the needed film to smother the fire and prevent the production of vapors needed for combustion. Class A foam could slow the fire down and even extinguish a small flammable liquid fire somewhat, but even the small fire is going to quickly degrade the foam and allow the fire to reignite. The sudden and often unexpected reignition can injure the firefighters on scene who have possibly let their guard down after seeing extinguishment.

Applying Class B foam to a Class A fire is not as dangerous but can be ineffective. Some br

By Bill Adams

A term gaining popularity in the fire service and apparatus industry is “FDNY-style hosebed” - obviously in deference to pumpers purchased by the Fire Department of New York (FDNY). A similar phrase is “low-style hosebed.” Variants of both have been incorporated into apparatus purchasing specifications and even into some apparatus manufacturers’ published literature.

1 One of 46 Mack CFs delivered to the FDNY in 1972 featuring one adjustable and one permanent hosebed divider. The FDNY eventually purchased more than 400 CFs from Mack and another 100 from Ward 79 built on CF chassis. The arrow points to a “dead space” between the rear of the body and the inner dual tires on both sides of the rig. Today, there would be a door on it to store something. (Photo courtesy of Harvey Eckart.)

Everyone thinks they know what it means, but there is no written description for it. I believe the terminology describes a theory or a generic design and not a physical, measurable, and definitive feature. If so, the verbiage does not belong in purchasing specifications.

If fire departments’ specifications do not include quantifiable criteria describing the hosebed desired, it is impossible to compare and evaluate bidders’ compliance or noncompliance with nebulous descriptions such as an “FDNY-style hosebed.” It is another case where purchasers specify and apparatus manufacturers (OEMs) post bid sureties guaranteeing they will provide something that can’t be defined. It is an ambiguous description similar to heavy-duty, top-of-the-line, and severe-service that unnecessarily clutters up apparatus specifications. However, it is an interesting topic that merits discussion.

2 A 1980 American LaFrance from the FDNY in a private collection. A second permanent hosebed divider was added. The hose load and nozzles are not the FDNY’s. About 100 of these were purchased by FDNY in the early 1980s. (Photo courtesy of Mahlon Irish.)

The FDNY

I have the utmost respect and admiration for the FDNY for what it does, for who it is, and for what it has experienced during its years of existence. FDNY lineage dates back to 1648. FDNY lettering first appeared on its rigs in the mid 1800s. Operating almost 200 in-service pumpers, it has the operational experience to justify its chosen type of hosebed and the right to call it whatever it wants.

Read more 320 0 Article rating: No rating Posted: Sep 13, 2017 Apparatus Purchasing: FDNY-Style Hosebeds By Bill Adams A term gaining popularity in the fire service and apparatus industry is “FDNY-style hosebed” - obviously in deference to pumpers purchased by the Fire Department of New York (FDNY). A similar phrase is “low-style hosebed.” Variants of both have been incorporated into apparatus purchasing specifications and even into some apparatus manufacturers’ published literature. 1 One of 46 Mack CFs delivered to the FDNY in 1972 featuring one adjustable and one permanent hosebed divider. The FDNY eventually purchased more than 400 CFs from Mack and another 100 from Ward 79 built on CF chassis. The arrow points to a “dead space” between the rear of the body and the inner dual tires on both sides of the rig. Today, there would be a door on it to store something. (Photo courtesy of Harvey Eckart.) Everyone thinks they know what it means, but there is no written description for it. I believe the terminology describes a theory or a generic design and not a physical, measurable, and definitive feature. If so, the verbiage does not belong in purchasing specifications. If fire departments’ specifications do not include quantifiable criteria describing the hosebed desired, it is impossible to compare and evaluate bidders’ compliance or noncompliance with nebulous descriptions such as an “FDNY-style hosebed.” It is another case where purchasers specify and apparatus manufacturers (OEMs) post bid sureties guaranteeing they will provide something that can’t be defined. It is an ambiguous description similar to heavy-duty, top-of-the-line, and severe-service that unnecessarily clutters up apparatus specifications. However, it is an interesting topic that merits discussion. 2 A 1980 American LaFrance from the FDNY in a private collection. A second permanent hosebed divider was added. The hose load and nozzles are not the FDNY’s. About 100 of these were purchased by FDNY in the early 1980s. (Photo courtesy of Mahlon Irish.) The FDNY I have the utmost respect and admiration for the FDNY for what it does, for who it is, and for what it has experienced during its years of existence. FDNY lineage dates back to 1648. FDNY lettering first appeared on its rigs in the mid 1800s. Operating almost 200 in-service pumpers, it has the operational experience to justify its chosen type of hosebed and the right to call it whatever it wants. Read more 316 0 Article rating: No rating Posted: Sep 13, 2017 Apparatus Purchasing: FDNY-Style Hosebeds By Bill Adams A term gaining popularity in the fire service and apparatus industry is “FDNY-style hosebed” - obviously in deference to pumpers purchased by the Fire Department of New York (FDNY). A similar phrase is “low-style hosebed.” Variants of both have been incorporated into apparatus purchasing specifications and even into some apparatus manufacturers’ published literature. 1 One of 46 Mack CFs delivered to the FDNY in 1972 featuring one adjustable and one permanent hosebed divider. The FDNY eventually purchased more than 400 CFs from Mack and another 100 from Ward 79 built on CF chassis. The arrow points to a “dead space” between the rear of the body and the inner dual tires on both sides of the rig. Today, there would be a door on it to store something. (Photo courtesy of Harvey Eckart.) Everyone thinks they know what it means, but there is no written description for it. I believe the terminology describes a theory or a generic design and not a physical, measurable, and definitive feature. If so, the verbiage does not belong in purchasing specifications. If fire departments’ specifications do not include quantifiable criteria describing the hosebed desired, it is impossible to compare and evaluate bidders’ compliance or noncompliance with nebulous descriptions such as an “FDNY-style hosebed.” It is another case where purchasers specify and apparatus manufacturers (OEMs) post bid sureties guaranteeing they will provide something that can’t be defined. It is an ambiguous description similar to heavy-duty, top-of-the-line, and severe-service that unnecessarily clutters up apparatus specifications. However, it is an interesting topic that merits discussion. 2 A 1980 American LaFrance from the FDNY in a private collection. A second permanent hosebed divider was added. The hose load and nozzles are not the FDNY’s. About 100 of these were purchased by FDNY in the early 1980s. (Photo courtesy of Mahlon Irish.) The FDNY I have the utmost respect and admiration for the FDNY for what it does, for who it is, and for what it has experienced during its years of existence. FDNY lineage dates back to 1648. FDNY lettering first appeared on its rigs in the mid 1800s. Operating almost 200 in-service pumpers, it has the operational experience to justify its chosen type of hosebed and the right to call it whatever it wants. Read more 213 0 Article rating: No rating Posted: Sep 13, 2017 Click, Tug, and Snug: What a Novel Idea   By Steve Ward Safety always starts with a simple click of the seat belt buckle. With the advent of active safety systems in passenger vehicles, such as collision warning, blind spot, and rollover technology and the transition of these new technologies into emergency vehicles, the Fire Apparatus Manufacturers’ Association (FAMA) continues to drive safety and new technology to protect firefighters. While these new technologies help mitigate accidents, wearing your seat belt will always be the number one reason an individual can significantly reduce injury risk and increase his chance of survival in an accident. Apparatus Seat Belt Evolution Prior to the 1980s, both commercial and custom fire apparatus were equipped with lap belts, otherwise termed type 1 seat belts, and through the evolution of safety awareness and testing, we have transitioned into today’s three-point belts, otherwise called type 2 seat belts. Even today, a three-point seat belt is not mandated in a fire apparatus but has become the standard within our industry. The two seat belt types found in emergency vehicles are vehicle-structure-mounted seat belts and seat bels integrated with seats, or all belts to seat (ABTS). These two types are typically available through the fire apparatus manufacturers when specing your vehicle. All of us know a seat belt secures an occupant in a vehicle. If you Google the definition of a “seat belt,” you will find it defined as “a belt or strap securing a person to prevent injury in vehicle or aircraft.” However, there is more to the restraint than just a simple belt or strap. A seat belt does several things, such as reducing contact within the interior of the apparatus, spreading the forces of the crash over a larger area of your body and preventing ejection from the cab. The seat belt also removes the possibility of you or your crew members becoming flying projectiles inside the cab and causing injury to others. Vehicle Standards The challenge to fire apparatus manufactures is that all seat belts in all vehicles must comply with the Federal Motor Vehicle Safety Standard (FMVSS), which is regulated and enforced by the National Highway Transportation Safety Administration (NHTSA). The regulation applying to seat belts is FMVSS 209, which specifies design, performance, and durability requirements. Fire apparatus are not exempt from this standard, and manufacturers are challenged with seating and space requirements. The standard also requires the seat belt fit a fifth-percentile female (108 pounds) to a 95th-percentile male (223 pounds). This applies to the occupants sitting in the seat but not including being outfitted in turnout gear. The typical seat belt found in emergency vehicles is a three-point device consisting of a retractor, webbing, and a buckle. The retractor, which is inertia locking, is called an emergency locking retractor. The belt is a single piece of two-inch webbing that secures the occupant across the pelvic, chest, and shoulder area and has an FMVSS-rated tensile strength of 5,000 pounds. The retractor stores the webbing inside, which is attached to a spool that engages a coiled spring inside the retractor. The preset spring force allows the webbing to spool in and out of the retractor. The spring force itself keeps the belt firm against the occupant and eliminates any slack when worn. This design allows the seated occupants to move freely within the cab when belted and is activated only if an accident occurs. The typical retractor used in emergency vehicles is “dual sensitive,” wh Read more 290 0 Article rating: No rating RSS FirstPrevious5825582658275828582958305831583258335834NextLast Theme picker Filter News Catagories Categories News (193) RSS Expand/Collapse Washington News (11847) RSS Expand/Collapse National News (11518) RSS Expand/Collapse WFC News (109) RSS Expand/Collapse Legislative Announcements (7) RSS Expand/Collapse Flag Lowerings (15) RSS Expand/Collapse Memorial Information (24) RSS Expand/Collapse Sections (6) RSS Expand/Collapse Emergency Medical Services (1) RSS Expand/Collapse Fire Administrative Support (17) RSS Expand/Collapse Fire Mechanics (19576) RSS Expand/Collapse Fire Training Safety & Officers (25) RSS Expand/Collapse Public Fire Educators (4) RSS Expand/Collapse HazMat Committee (0) RSS Expand/Collapse Filter to see National, Washington or WFC News, or filter to the Section News you are looking for! 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