Carl J. Haddon

The students in the New Vehicle Extrication class were losing their minds and pulling their hair out. I was about to make matters worse.

The firefighters were struggling to navigate the evolution and conquer the tough new metals and components found in 2015 model year European luxury vehicles given to them to train with. To add some real-world challenges to the mix, I walked through the individual training evolution pits like the Grim Reaper, telling each crew boss that the cutter or spreader of his heavy-duty extrication tools (hydraulic and battery over hydraulic) had just died, was broken, or couldn’t cut or spread the component they were working on and that they would have to resort to plan B. What I saw next was the inspiration for this article.

Some of the fire companies in attendance were working from their dedicated rescue trucks, while other fire companies worked out of compartments from engines and ladder trucks. When they were told to switch to plan B while already struggling with some of the toughest new vehicles on the road today, the look of deer in the headlights was nothing short of priceless.

Refamiliarization

The drill I put before them was not done for the purpose of simply terrorizing the troops but to make them use the best rescue tool they have-the one that sits on their shoulders. I wanted to make them think and to become refamiliarized with some of the other critical tools in their respective toolboxes.

Air-powered tools such as chisels and air shears, reciprocating saws, come-alongs, chains, straps, and other related devices were suddenly in the limelight. Some of the younger firefighters referred to these tried-and-true tools as “old school tools,” in so much as they have very much been overshadowed by today’s new heavy-duty hydraulic/electric “metal eating monster” extrication tools. But what happens when blades break, power units fail to start, or departments simply don’t have the forces needed to complete the task at hand?

One of the things I explained to the class is that just because hydraulics and such have taken over the lion’s share of the extrication work, it does not mean that all of the tools we used to use have become obsolete. I went on to remind them also that many, if not most, of these tools have been updated and upgraded by their respective manufacturers in an attempt to keep up with the automotive technology that they are needed to overcome.

Interesting Challenge

Another of the more interesting challenges experienced in my class’s plan B methods and tactics involved the use of reciprocating saws. Reciprocating saw blades have come a long, long way since we first started using them. These types of saws “evolved” to where most manufacturers now produce battery powered versions of saws that are available in various battery voltages. One of the unexpected things the students and I learned about reciprocating saws is that they are not all created equal and that the best of the best of today’s new aftermarket blades used for extrication work (on some of today’s vehicle metals) are actually “too good” for the saws they were used with. I know. This is the part in the article where you’re thinking, “What did he just say?”

What we found is that the new reciprocating saw blades we were using on these new cars actually caused a number of the battery powered reciprocating saws to cough up their blade mount assemblies. Additionally, we saw a number of other battery powered saw

Carl J. Haddon

The students in the New Vehicle Extrication class were losing their minds and pulling their hair out. I was about to make matters worse.

The firefighters were struggling to navigate the evolution and conquer the tough new metals and components found in 2015 model year European luxury vehicles given to them to train with. To add some real-world challenges to the mix, I walked through the individual training evolution pits like the Grim Reaper, telling each crew boss that the cutter or spreader of his heavy-duty extrication tools (hydraulic and battery over hydraulic) had just died, was broken, or couldn’t cut or spread the component they were working on and that they would have to resort to plan B. What I saw next was the inspiration for this article.

Some of the fire companies in attendance were working from their dedicated rescue trucks, while other fire companies worked out of compartments from engines and ladder trucks. When they were told to switch to plan B while already struggling with some of the toughest new vehicles on the road today, the look of deer in the headlights was nothing short of priceless.

Refamiliarization

The drill I put before them was not done for the purpose of simply terrorizing the troops but to make them use the best rescue tool they have-the one that sits on their shoulders. I wanted to make them think and to become refamiliarized with some of the other critical tools in their respective toolboxes.

Air-powered tools such as chisels and air shears, reciprocating saws, come-alongs, chains, straps, and other related devices were suddenly in the limelight. Some of the younger firefighters referred to these tried-and-true tools as “old school tools,” in so much as they have very much been overshadowed by today’s new heavy-duty hydraulic/electric “metal eating monster” extrication tools. But what happens when blades break, power units fail to start, or departments simply don’t have the forces needed to complete the task at hand?

One of the things I explained to the class is that just because hydraulics and such have taken over the lion’s share of the extrication work, it does not mean that all of the tools we used to use have become obsolete. I went on to remind them also that many, if not most, of these tools have been updated and upgraded by their respective manufacturers in an attempt to keep up with the automotive technology that they are needed to overcome.

Interesting Challenge

Another of the more interesting challenges experienced in my class’s plan B methods and tactics involved the use of reciprocating saws. Reciprocating saw blades have come a long, long way since we first started using them. These types of saws “evolved” to where most manufacturers now produce battery powered versions of saws that are available in various battery voltages. One of the unexpected things the students and I learned about reciprocating saws is that they are not all created equal and that the best of the best of today’s new aftermarket blades used for extrication work (on some of today’s vehicle metals) are actually “too good” for the saws they were used with. I know. This is the part in the article where you’re thinking, “What did he just say?”

What we found is that the new reciprocating saw blades we were using on these new cars actually caused a number of the battery powered reciprocating saws to cough up their blade mount assemblies. Additionally, we saw a number of other battery powered saw

By Bill Adams

This article continues my assessment of lower-level warning lights.

It is my opinion that mechanically moving lights are more mission-specific in coverage. This article also illustrates how one manufacturer addresses the subject.

Mission-Specific Warning Lights

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, recognizes two modes of warning light operation: calling for the right of way and blocking the right of way. Noticeable differences are no white (clear) lights in the blocking mode and no amber to the front or white to the rear when responding. Indiscernible are the differences in optical requirements between the two modes. Flash patterns and mechanical light “movements” usually remain the same, although some departments astutely shut down a significant number of warning lights when on scene.

Chicago-area rigs are known for having a single center-mounted Mars 888 light and alternating red and green flashers. The second set of flashing lights on the front bumper is less likely to be affected by headlight glare. (Photo courtesy of Toyne.)

Fast-paced rush hour traffic around the Washington, D.C., Beltway is different than stop-and-go traffic in a congested city or infrequent traffic in a small Midwestern farming community. I’m not disparaging NFPA 1901, but remember it is a minimum recommended standard. Additional mission-specific or area-specific lighting may be prudent in some scenarios. Purchasers should spec what they need and not what some regulatory agency says meets the basic requirements of every fire department in the western hemisphere. Numerous warning light commentaries have been made. Some are fair and impartial. Others appear prejudicial, justifying preconceived beliefs, such as favoring mechanically moving lights. Read between the lines.

This LED210 light photo shows an oscillating six-LED module on the right side and six stationary LEDs on the left side. Ken Menke III, president of PowerArc, says the use of LEDs has made it possible to create some very complex flash patterns. (Photo courtesy of PowerArc.)

Vendors have an obligation to educate purchasers that area-specific warning lights are available when calling for the right of way. Apparatus in remote, rural areas or on expressways may benefit from additional lighting directed at traffic located at far distances. In metropolitan and urban areas, more lights could be directed at traffic in close proximity. Congested areas with numerous intersections may warrant increased lighting at 45-degree angles. If they must be purchased as “extras,” so be it. They’re for the safety of the apparatus and the crew staffing it.

Perception

Perception is in the eyes of the beholder. Using school buses as an example, Pete Lauffenburger, from Akron’s Weldon lighting division, says, “Fede

By Bill Adams

This article continues my assessment of lower-level warning lights.

It is my opinion that mechanically moving lights are more mission-specific in coverage. This article also illustrates how one manufacturer addresses the subject.

Mission-Specific Warning Lights

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, recognizes two modes of warning light operation: calling for the right of way and blocking the right of way. Noticeable differences are no white (clear) lights in the blocking mode and no amber to the front or white to the rear when responding. Indiscernible are the differences in optical requirements between the two modes. Flash patterns and mechanical light “movements” usually remain the same, although some departments astutely shut down a significant number of warning lights when on scene.

Chicago-area rigs are known for having a single center-mounted Mars 888 light and alternating red and green flashers. The second set of flashing lights on the front bumper is less likely to be affected by headlight glare. (Photo courtesy of Toyne.)

Fast-paced rush hour traffic around the Washington, D.C., Beltway is different than stop-and-go traffic in a congested city or infrequent traffic in a small Midwestern farming community. I’m not disparaging NFPA 1901, but remember it is a minimum recommended standard. Additional mission-specific or area-specific lighting may be prudent in some scenarios. Purchasers should spec what they need and not what some regulatory agency says meets the basic requirements of every fire department in the western hemisphere. Numerous warning light commentaries have been made. Some are fair and impartial. Others appear prejudicial, justifying preconceived beliefs, such as favoring mechanically moving lights. Read between the lines.

This LED210 light photo shows an oscillating six-LED module on the right side and six stationary LEDs on the left side. Ken Menke III, president of PowerArc, says the use of LEDs has made it possible to create some very complex flash patterns. (Photo courtesy of PowerArc.)

Vendors have an obligation to educate purchasers that area-specific warning lights are available when calling for the right of way. Apparatus in remote, rural areas or on expressways may benefit from additional lighting directed at traffic located at far distances. In metropolitan and urban areas, more lights could be directed at traffic in close proximity. Congested areas with numerous intersections may warrant increased lighting at 45-degree angles. If they must be purchased as “extras,” so be it. They’re for the safety of the apparatus and the crew staffing it.

Perception

Perception is in the eyes of the beholder. Using school buses as an example, Pete Lauffenburger, from Akron’s Weldon lighting division, says, “Fede