Gathering information through sensors is as old as life.

The five major senses-sight, sound, feel, smell, and touch-have provided us with information since the beginning of human life. Mechanical sensors, such as pressure gauges and fuel level gauges, have been with us for more than a century. However, the emergence of electronic sensors is a relatively new technology that is growing by leaps and bounds.

Smart Firefighting

In May 2015, the National Institute of Standards and Technology (NIST) and the National Fire Protection Association (NFPA) released a much-awaited report titled, “Research Roadmap for Smart Fire Fighting.” The more than 200-page report is the output of several months of input that began in September 2013 under the guidance of a nine-member project technical panel. There are 14 chapters with different authors for each chapter-it is not one person’s opinion. As stated in the report, “The purpose of this research roadmap is to identify and prioritize the research and development needs for implementation of the next generation of smart systems to benefit fire protection and firefighting.” The report primarily looks at “emerging sensor and computing technologies with building control systems, firefighting equipment, and apparatus.”

Is all this necessary? Let’s take a brief look at the current firefighting environment. We may or may not know where the fire is located (seat of the fire). We likely do not know the rate of fire spread, the temperatures inside the structure, the exact location of firefighters, the environment of the firefighters, and so on. The anticipated future of firefighting will be filled with sensory-rich information and tactics based on science rather than tradition. Lack of situational awareness will be replaced with actual situational awareness. The data will be collected from both stationary and mobile sensory platforms.

The technology required for all of this already exists or is quickly emerging. Here is a sampling:

• Smart fabrics used in PPE can measure heart rate, breathing rate, and skin temperature, and wireless technology can transmit the data to a smartphone.
• Augmented reality glasses can see things not visible to the naked eye.
• Robots and drones are becoming less expensive to gather fireground information.
• Soon all vehicles will likely come with collision avoidance systems.
• GPS is leading to increased mapping capabilities.
• Smart home alarm systems are more affordable and provide more and more data.
• Commercial, industrial, and multifamily dwellings are using dashboards to monitor their energy efficiency. This can be expanded to provide information to responders.

StandardS Development

One of the biggest challenges for smart firefighting is integrating all this data into a user-friendly format. The key step will be to develop standards for these technologies to comply with. For example, the valve stem is the same for any tire regardless of size or manufacturer. We know what the color and size of a stop sign will be in any jurisdiction in the country. One of the goals of the report is to outline the roadmap for developing these standards.

The publication is an interesting read for anyone interested in the future of the fire service. Readers, beware: There are seven pages of acronyms described at the front of the report. There are several useful graphs and illustrations. A generation ago, a battalion chief told me that t

Final beta testing has been completed on StreetWise CADlink for the iOS operating system, so users of the iPad and iPad Mini will now be able to enjoy the world’s only third-party MDC response software for fire departments. Responding to a huge number of requests from Apple enthusiasts, Hangar 14 Solutions, LLC completed development of a dedicated StreetWise client application for one of the most popular tablet operating systems in the world. The initial release will include the progressive features enjoyed by our Android clients, including:

• Instant Incident Notifications
• Tactical Map Views
• Interactive Hydrant Displays
• Preplan Viewing
• Instant Tactical Waypoints
• Unit Location Tracking (AVL)
• Status Buttons

And, just like the existing versions, StreetWise on iOS will NOT depend on Push Notification Services, but will have direct tablet-to-server networking to deliver unparalleled speed, consistency, confirmed communication, and encrypted security. In addition, as with all StreetWise versions, the devices are completely interactive with any other device in the same agency, meaning a department can choose to mix and match devices of different operating systems.

For more information, visit the Web site at www.streetwisecadlink.com.

By Chris Daly

A common question I am often asked is: “How many feet does it take to stop if I am going X miles per hour?”

The answer to this question is, “It depends.” The actual question should be, “What is the total stopping distance of my vehicle at X miles per hour?” Total stopping distance is one of the most important concepts a fire apparatus operator must understand.

Perception and Reaction

Total stopping distance is that distance which takes into account all the steps necessary to bring a moving fire truck to a complete stop. Drivers must understand that this distance is more than just the distance necessary to slow the vehicle down and come to a stop. Total stopping distance also includes the time it takes an operator to see a hazard in the roadway, process this hazard in his brain, and send signals to his arms and legs to press the brake pedal or turn the wheel to avoid a hazard. This part of the process is known as perception and reaction distance.

When discussing perception and reaction distance, it is important for fire apparatus operators to understand speed in terms of feet per second (fps) instead of miles per hour (mph). A speed of 60 mph is equal to 88 fps. So in one second, your vehicle will traverse 88 feet. Stop and think about that. It takes the average person around 1.6 seconds to see, process, and react to a hazard. This means that at 60 mph, it takes you 140 feet just to realize there is a problem up ahead and start pushing your foot down on the brake pedal or turning the wheel. This is your perception and reaction distance.

Calculating perception and reaction distance is actually quite simple:

1. Convert the vehicle’s speed from mph to fps by multiplying the speed in mph by 1.466.
2. 60 mph × 1.466 = 87.96 (88).
3. Multiply the vehicle speed in fps by 1.6 seconds, which is the average reaction time for a sober, daylight driver.
4. 88 fps × 1.6 = 140.8 (140) feet.
5. The reaction distance at 60 mph is 140 feet.

Once an operator has perceived and reacted to the hazard, and his foot starts pressing down on the brake pedal, he is now initiating the braking process. Most drivers aren’t skilled enough or experienced enough to master the art of threshold braking (see “Introduction to Braking Energy,” Fire Apparatus & Emergency Equipment, August 2015). Instead, most drivers tend to lock up their wheels and start skidding. As we’ve discussed in previous articles, once the vehicle starts to skid, the driver has no steering control. The vehicle will skid in a straight line until it comes to a stop or strikes an object-i.e., crashes. If the vehicle is equipped with anti-lock brakes, the driver will be able to maintain steering control during the skid; however, the stopping distance will remain relatively the same. (See “Brake Fade and Antilock Brake Options,” October 2015.)

Stopping Distance

Having determined the perception and reaction distance, we must now determine the distance that the vehicle is going to skid-the stopping distance. Before discussing stopping distance, we must first discuss the roadway the operator is driving on. Every roadway has a certain stickiness or, in technical terms, coefficient of friction. This coefficient of friction is a value measured with specialized equipment that gives crash reconstructionists an idea of how sticky the road is. A dry, asphalt road that was recently paved can have a coefficient of friction as high as 0.9. A wet, worn-down road can have a coefficient of friction of 0.4 or less. The r

By Chris Daly

A common question I am often asked is: “How many feet does it take to stop if I am going X miles per hour?”

The answer to this question is, “It depends.” The actual question should be, “What is the total stopping distance of my vehicle at X miles per hour?” Total stopping distance is one of the most important concepts a fire apparatus operator must understand.

Perception and Reaction

Total stopping distance is that distance which takes into account all the steps necessary to bring a moving fire truck to a complete stop. Drivers must understand that this distance is more than just the distance necessary to slow the vehicle down and come to a stop. Total stopping distance also includes the time it takes an operator to see a hazard in the roadway, process this hazard in his brain, and send signals to his arms and legs to press the brake pedal or turn the wheel to avoid a hazard. This part of the process is known as perception and reaction distance.

When discussing perception and reaction distance, it is important for fire apparatus operators to understand speed in terms of feet per second (fps) instead of miles per hour (mph). A speed of 60 mph is equal to 88 fps. So in one second, your vehicle will traverse 88 feet. Stop and think about that. It takes the average person around 1.6 seconds to see, process, and react to a hazard. This means that at 60 mph, it takes you 140 feet just to realize there is a problem up ahead and start pushing your foot down on the brake pedal or turning the wheel. This is your perception and reaction distance.

Calculating perception and reaction distance is actually quite simple:

1. Convert the vehicle’s speed from mph to fps by multiplying the speed in mph by 1.466.
2. 60 mph × 1.466 = 87.96 (88).
3. Multiply the vehicle speed in fps by 1.6 seconds, which is the average reaction time for a sober, daylight driver.
4. 88 fps × 1.6 = 140.8 (140) feet.
5. The reaction distance at 60 mph is 140 feet.

Once an operator has perceived and reacted to the hazard, and his foot starts pressing down on the brake pedal, he is now initiating the braking process. Most drivers aren’t skilled enough or experienced enough to master the art of threshold braking (see “Introduction to Braking Energy,” Fire Apparatus & Emergency Equipment, August 2015). Instead, most drivers tend to lock up their wheels and start skidding. As we’ve discussed in previous articles, once the vehicle starts to skid, the driver has no steering control. The vehicle will skid in a straight line until it comes to a stop or strikes an object-i.e., crashes. If the vehicle is equipped with anti-lock brakes, the driver will be able to maintain steering control during the skid; however, the stopping distance will remain relatively the same. (See “Brake Fade and Antilock Brake Options,” October 2015.)

Stopping Distance

Having determined the perception and reaction distance, we must now determine the distance that the vehicle is going to skid-the stopping distance. Before discussing stopping distance, we must first discuss the roadway the operator is driving on. Every roadway has a certain stickiness or, in technical terms, coefficient of friction. This coefficient of friction is a value measured with specialized equipment that gives crash reconstructionists an idea of how sticky the road is. A dry, asphalt road that was recently paved can have a coefficient of friction as high as 0.9. A wet, worn-down road can have a coefficient of friction of 0.4 or less. The r

By Chris Daly

A common question I am often asked is: “How many feet does it take to stop if I am going X miles per hour?”

The answer to this question is, “It depends.” The actual question should be, “What is the total stopping distance of my vehicle at X miles per hour?” Total stopping distance is one of the most important concepts a fire apparatus operator must understand.

Perception and Reaction

Total stopping distance is that distance which takes into account all the steps necessary to bring a moving fire truck to a complete stop. Drivers must understand that this distance is more than just the distance necessary to slow the vehicle down and come to a stop. Total stopping distance also includes the time it takes an operator to see a hazard in the roadway, process this hazard in his brain, and send signals to his arms and legs to press the brake pedal or turn the wheel to avoid a hazard. This part of the process is known as perception and reaction distance.

When discussing perception and reaction distance, it is important for fire apparatus operators to understand speed in terms of feet per second (fps) instead of miles per hour (mph). A speed of 60 mph is equal to 88 fps. So in one second, your vehicle will traverse 88 feet. Stop and think about that. It takes the average person around 1.6 seconds to see, process, and react to a hazard. This means that at 60 mph, it takes you 140 feet just to realize there is a problem up ahead and start pushing your foot down on the brake pedal or turning the wheel. This is your perception and reaction distance.

Calculating perception and reaction distance is actually quite simple:

1. Convert the vehicle’s speed from mph to fps by multiplying the speed in mph by 1.466.
2. 60 mph × 1.466 = 87.96 (88).
3. Multiply the vehicle speed in fps by 1.6 seconds, which is the average reaction time for a sober, daylight driver.
4. 88 fps × 1.6 = 140.8 (140) feet.
5. The reaction distance at 60 mph is 140 feet.

Once an operator has perceived and reacted to the hazard, and his foot starts pressing down on the brake pedal, he is now initiating the braking process. Most drivers aren’t skilled enough or experienced enough to master the art of threshold braking (see “Introduction to Braking Energy,” Fire Apparatus & Emergency Equipment, August 2015). Instead, most drivers tend to lock up their wheels and start skidding. As we’ve discussed in previous articles, once the vehicle starts to skid, the driver has no steering control. The vehicle will skid in a straight line until it comes to a stop or strikes an object-i.e., crashes. If the vehicle is equipped with anti-lock brakes, the driver will be able to maintain steering control during the skid; however, the stopping distance will remain relatively the same. (See “Brake Fade and Antilock Brake Options,” October 2015.)

Stopping Distance

Having determined the perception and reaction distance, we must now determine the distance that the vehicle is going to skid-the stopping distance. Before discussing stopping distance, we must first discuss the roadway the operator is driving on. Every roadway has a certain stickiness or, in technical terms, coefficient of friction. This coefficient of friction is a value measured with specialized equipment that gives crash reconstructionists an idea of how sticky the road is. A dry, asphalt road that was recently paved can have a coefficient of friction as high as 0.9. A wet, worn-down road can have a coefficient of friction of 0.4 or less. The r