Richard Marinucci

In major metropolitan areas and larger fire departments, there is delineation between engine companies and truck companies.

In smaller organizations, there may not be the same distinction, and engine companies may be asked to do many more functions on the fireground and even other emergency responses such as emergency medical services (EMS). As these responsibilities expand, the expectation for quality service does not diminish. This is a great challenge for fire departments and firefighters who must embrace this.

The role of the engine company is constantly evolving, and if you were to compare what was expected just a few years ago and what may be part of the job today, you may not realize how much has changed. Engine companies are asked to do more than deliver water. Some departments have licensed these vehicles to deliver paramedic service to supplement their EMS delivery system. Changes such as these have an impact on vehicle design, equipment storage, daily apparatus checks, and training for those assigned to the engine.

Occasionally evaluating the functions expected of the engine company is a good idea. This would start with a review of the various responsibilities and corresponding equipment needs. The amount of equipment needed definitely affects space needs and usage of available compartmentation. For those organizations that license their engines for EMS response, they are very aware of the constraints placed on them as they look to fit everything into a suitable space. But, it is more than looking at the “extra” assignments.

Engine Company Expectations

Will the engine company be asked to do more than deliver water? Will it need forcible entry tools, laddering capabilities, and other more traditional truck functions? There are space considerations and there can be weight issues. Do you know your gross vehicle weight rating (GVWR)? Departments can continue to add weight to the point where they overload the apparatus. This can be very dangerous and lead to other problems. If your organization has changed what is being carried on your vehicle, have the vehicle weighed to make sure you are operating within acceptable limits.

The questions don’t stop there. Is your vehicle routinely operating on the roadway? If so, the vehicle must be marked properly and in accordance with applicable standards. It must carry traffic cones and should consider arrow boards or directional lighting. While these may be obvious and not necessarily overtaxing in appearance, they are considerations that should not be approached haphazardly. The firefighters on the vehicle need to receive the proper training and be issued the corresponding safety equipment such as reflective vests. There should be some awareness of the Manual for Uniform Traffic Control Devices (MUTCD). If all members assigned to a vehicle that responds to roadway incidents are not aware, they are remiss in their preparation and responsibilities.

Often, engine companies are outfitted to begin an initial response to hazmat incidents or special rescue situations such as ice or water rescue, confined space, high-angle, collapse, or trench rescue events. The same questions still apply. Based on the organization’s desires to assign responsibilities to engine companies, the suitable equipment must be acquired. Then space must be found on the vehicle. If this is not all accounted for in an organized planning process, you may have overloaded compartments, equipment in places that are somewhat precarious,

Richard Marinucci

In major metropolitan areas and larger fire departments, there is delineation between engine companies and truck companies.

In smaller organizations, there may not be the same distinction, and engine companies may be asked to do many more functions on the fireground and even other emergency responses such as emergency medical services (EMS). As these responsibilities expand, the expectation for quality service does not diminish. This is a great challenge for fire departments and firefighters who must embrace this.

The role of the engine company is constantly evolving, and if you were to compare what was expected just a few years ago and what may be part of the job today, you may not realize how much has changed. Engine companies are asked to do more than deliver water. Some departments have licensed these vehicles to deliver paramedic service to supplement their EMS delivery system. Changes such as these have an impact on vehicle design, equipment storage, daily apparatus checks, and training for those assigned to the engine.

Occasionally evaluating the functions expected of the engine company is a good idea. This would start with a review of the various responsibilities and corresponding equipment needs. The amount of equipment needed definitely affects space needs and usage of available compartmentation. For those organizations that license their engines for EMS response, they are very aware of the constraints placed on them as they look to fit everything into a suitable space. But, it is more than looking at the “extra” assignments.

Engine Company Expectations

Will the engine company be asked to do more than deliver water? Will it need forcible entry tools, laddering capabilities, and other more traditional truck functions? There are space considerations and there can be weight issues. Do you know your gross vehicle weight rating (GVWR)? Departments can continue to add weight to the point where they overload the apparatus. This can be very dangerous and lead to other problems. If your organization has changed what is being carried on your vehicle, have the vehicle weighed to make sure you are operating within acceptable limits.

The questions don’t stop there. Is your vehicle routinely operating on the roadway? If so, the vehicle must be marked properly and in accordance with applicable standards. It must carry traffic cones and should consider arrow boards or directional lighting. While these may be obvious and not necessarily overtaxing in appearance, they are considerations that should not be approached haphazardly. The firefighters on the vehicle need to receive the proper training and be issued the corresponding safety equipment such as reflective vests. There should be some awareness of the Manual for Uniform Traffic Control Devices (MUTCD). If all members assigned to a vehicle that responds to roadway incidents are not aware, they are remiss in their preparation and responsibilities.

Often, engine companies are outfitted to begin an initial response to hazmat incidents or special rescue situations such as ice or water rescue, confined space, high-angle, collapse, or trench rescue events. The same questions still apply. Based on the organization’s desires to assign responsibilities to engine companies, the suitable equipment must be acquired. Then space must be found on the vehicle. If this is not all accounted for in an organized planning process, you may have overloaded compartments, equipment in places that are somewhat precarious,

By Mike Emillio

There is perhaps nothing more satisfying as an apparatus operator than beating a company into its “first in” assignment on a big “whooptie doer”-to make the initial stretch; maybe make the grab; and certainly, as a result, grab the glory. Reciprocally, there is nothing more mortifying than being beaten into the neighborhood or district on which a very serious vow was taken to protect.

A fire company’s “first due” or “first in” can be described in two ways. Geographically, the first in would describe the area covered by a company for which it is responsible. “First in” could also describe the personnel and their actions on the fireground as in, “Engine 10’s crew is first in on fire attack.” My company, in an Oklahoma fire department, vehemently defends our first in.

It will sometimes occur that an incident will be assigned to another company in our first in because of rig status on the mobile data computer (MDC). Often the rig that is dispatched will appear on the computer as nearer or a better assignment based on MDC status postings. Engine 10 will often “jump” these rides that occur in our first in to which other rigs might be assigned, because it’s in our first in, and we are responsible for its care because we are proud to be responsible for its care.

It is the intent of this article to embolden those who are maybe just beginning to drive a district-whether as acting chauffeur or in a relief capacity-to aggressively defend the grounds of the first-in district. This is not an article advocating wanton and reckless behavior.

First and foremost, a good driver operates safely gets his crew to the destination intact and calm, having not had to worry about the means by which they would traverse the often hectic and crowded streets of their first due. Essential is the operator’s commitment to provide for the citizens on the roadways, to give advanced notice of approach, and to anticipate and sometimes guide their moves. This cannot be done if the operator is anything less than adroit and single-minded in his intentions to protect the first in.

The great driver is a driver who tops his delivery of said crew with the protective aggression of a watchdog, ensuring that those operating on his watch-sometimes by themselves before second-due rigs appear-are keenly brooded over. To the great driver, his greatest duty is to stand vigil over and provide for the safety of his crew on the fireground, thus defending the first in.

En Route

Time cannot be made up on the street. This is an indisputable fact amplified by the sundry of random snags on the roadways: traffic jams, stop lights, and hazardous road conditions. Time, as it applies to fire department response, can only be “made” in the house-meaning that an apparatus’s response may only be positively affected by quickly making it to the rig, quickly dressing, and quickly and safely exiting the apparatus bay. National Fire Protection Association (NFPA) 1710, Standard for the Organization and Deployment of Fire Suppression Operations, Emergency Medical Operations, and Special Operations to the Public by Career Fire Departments, recommends 80 seconds for turnout time. It is highly encouraged that personnel get below 60 seconds to bunk out. The 20 seconds saved on the rig room floor could quite possibly be the only advantage a rig will have when seconds count. Every passing “tick” brings a citizen in the first in closer to a catastrophic loss of life or, at very least, property.

The standards for rig speed revolve primarily around acceleration. Topped out speeds are typically limited to the 65-mile-per-hour (mph) range (68 mph per NFPA) using engine governors, and it is widely accepted that for travel along city stree

By Mike Emillio

There is perhaps nothing more satisfying as an apparatus operator than beating a company into its “first in” assignment on a big “whooptie doer”-to make the initial stretch; maybe make the grab; and certainly, as a result, grab the glory. Reciprocally, there is nothing more mortifying than being beaten into the neighborhood or district on which a very serious vow was taken to protect.

A fire company’s “first due” or “first in” can be described in two ways. Geographically, the first in would describe the area covered by a company for which it is responsible. “First in” could also describe the personnel and their actions on the fireground as in, “Engine 10’s crew is first in on fire attack.” My company, in an Oklahoma fire department, vehemently defends our first in.

It will sometimes occur that an incident will be assigned to another company in our first in because of rig status on the mobile data computer (MDC). Often the rig that is dispatched will appear on the computer as nearer or a better assignment based on MDC status postings. Engine 10 will often “jump” these rides that occur in our first in to which other rigs might be assigned, because it’s in our first in, and we are responsible for its care because we are proud to be responsible for its care.

It is the intent of this article to embolden those who are maybe just beginning to drive a district-whether as acting chauffeur or in a relief capacity-to aggressively defend the grounds of the first-in district. This is not an article advocating wanton and reckless behavior.

First and foremost, a good driver operates safely gets his crew to the destination intact and calm, having not had to worry about the means by which they would traverse the often hectic and crowded streets of their first due. Essential is the operator’s commitment to provide for the citizens on the roadways, to give advanced notice of approach, and to anticipate and sometimes guide their moves. This cannot be done if the operator is anything less than adroit and single-minded in his intentions to protect the first in.

The great driver is a driver who tops his delivery of said crew with the protective aggression of a watchdog, ensuring that those operating on his watch-sometimes by themselves before second-due rigs appear-are keenly brooded over. To the great driver, his greatest duty is to stand vigil over and provide for the safety of his crew on the fireground, thus defending the first in.

En Route

Time cannot be made up on the street. This is an indisputable fact amplified by the sundry of random snags on the roadways: traffic jams, stop lights, and hazardous road conditions. Time, as it applies to fire department response, can only be “made” in the house-meaning that an apparatus’s response may only be positively affected by quickly making it to the rig, quickly dressing, and quickly and safely exiting the apparatus bay. National Fire Protection Association (NFPA) 1710, Standard for the Organization and Deployment of Fire Suppression Operations, Emergency Medical Operations, and Special Operations to the Public by Career Fire Departments, recommends 80 seconds for turnout time. It is highly encouraged that personnel get below 60 seconds to bunk out. The 20 seconds saved on the rig room floor could quite possibly be the only advantage a rig will have when seconds count. Every passing “tick” brings a citizen in the first in closer to a catastrophic loss of life or, at very least, property.

The standards for rig speed revolve primarily around acceleration. Topped out speeds are typically limited to the 65-mile-per-hour (mph) range (68 mph per NFPA) using engine governors, and it is widely accepted that for travel along city stree

By Mike Emillio

There is perhaps nothing more satisfying as an apparatus operator than beating a company into its “first in” assignment on a big “whooptie doer”-to make the initial stretch; maybe make the grab; and certainly, as a result, grab the glory. Reciprocally, there is nothing more mortifying than being beaten into the neighborhood or district on which a very serious vow was taken to protect.

A fire company’s “first due” or “first in” can be described in two ways. Geographically, the first in would describe the area covered by a company for which it is responsible. “First in” could also describe the personnel and their actions on the fireground as in, “Engine 10’s crew is first in on fire attack.” My company, in an Oklahoma fire department, vehemently defends our first in.

It will sometimes occur that an incident will be assigned to another company in our first in because of rig status on the mobile data computer (MDC). Often the rig that is dispatched will appear on the computer as nearer or a better assignment based on MDC status postings. Engine 10 will often “jump” these rides that occur in our first in to which other rigs might be assigned, because it’s in our first in, and we are responsible for its care because we are proud to be responsible for its care.

It is the intent of this article to embolden those who are maybe just beginning to drive a district-whether as acting chauffeur or in a relief capacity-to aggressively defend the grounds of the first-in district. This is not an article advocating wanton and reckless behavior.

First and foremost, a good driver operates safely gets his crew to the destination intact and calm, having not had to worry about the means by which they would traverse the often hectic and crowded streets of their first due. Essential is the operator’s commitment to provide for the citizens on the roadways, to give advanced notice of approach, and to anticipate and sometimes guide their moves. This cannot be done if the operator is anything less than adroit and single-minded in his intentions to protect the first in.

The great driver is a driver who tops his delivery of said crew with the protective aggression of a watchdog, ensuring that those operating on his watch-sometimes by themselves before second-due rigs appear-are keenly brooded over. To the great driver, his greatest duty is to stand vigil over and provide for the safety of his crew on the fireground, thus defending the first in.

En Route

Time cannot be made up on the street. This is an indisputable fact amplified by the sundry of random snags on the roadways: traffic jams, stop lights, and hazardous road conditions. Time, as it applies to fire department response, can only be “made” in the house-meaning that an apparatus’s response may only be positively affected by quickly making it to the rig, quickly dressing, and quickly and safely exiting the apparatus bay. National Fire Protection Association (NFPA) 1710, Standard for the Organization and Deployment of Fire Suppression Operations, Emergency Medical Operations, and Special Operations to the Public by Career Fire Departments, recommends 80 seconds for turnout time. It is highly encouraged that personnel get below 60 seconds to bunk out. The 20 seconds saved on the rig room floor could quite possibly be the only advantage a rig will have when seconds count. Every passing “tick” brings a citizen in the first in closer to a catastrophic loss of life or, at very least, property.

The standards for rig speed revolve primarily around acceleration. Topped out speeds are typically limited to the 65-mile-per-hour (mph) range (68 mph per NFPA) using engine governors, and it is widely accepted that for travel along city stree