The Pacific Northwest is experiencing rapid changes in how crude oil is moved through rail corridors and over Washington waters for in-state refining and / or exportation to other West Coast refineries.  The Association of American Railroads reports that in 2008, 9,500 carloads of crude oil were moved by rail nationwide.  In 2012, nearly 234,000 carloads were moved, and estimated 400,000 carloads were moved by rail in 2013.  This traffic will continue to increase as long as crude oil production increases.

Moving crude oil by rail from North Dakota into Washington is creating a new risk environment.  In response, Governor Inslee directed the Department of Ecology conduct a Marine and Rail Oil Transportation Study.  The purpose of the study is to deliver risk mitigation recommendations that address potential safety gaps, which will feed into a larger report.  This report will inform the Spill Program, Governor Inslee, and Washington Legislature of the technical, legal, and administrative actions necessary to make Washington more resilient to oil by rail incidents. 

Alan M. Petrillo

The Augusta (MI) Charter Township Fire Department was looking to replace an old elliptical tanker (tender) with a more modern version but had concerns about the height and length of a new vehicle because of size limitations of the station where it would be housed.

It Was Time

Vic Chevrette, Augusta's chief, says Augusta had been running a 1985 Ford/4 Guys 2,500-gallon tanker with a 1,000-gallon-per-minute (gpm) pump, but the vehicle started breaking down; the department's mechanic couldn't get parts for it anymore. "We had refurbished the vehicle 10 years ago, but it still needed replacement," Chevrette says. "So, we put together an apparatus committee of myself, an assistant chief, our maintenance sergeant, and two firefighters and then got approval from the government that supports us to bid out a new tanker."

Chevrette says the committee checked out a command vehicle the sheriff's department had built on a Kenworth chassis with a Paccar engine and liked the performance. After developing the specs, the committee sent out 14 requests for proposals and received four bids in return. "We chose the Rosenbauer bid because it met our specs perfectly," Chevrette says.

The Augusta (MI) Charter Township Fire Department replaced an elliptical tanker with a pumper-tanker from Rosenbauer that carries 3,000 gallons of water and a Waterous CSC20 midship 1,250-gpm pump with an enclosed pump heater. [Photos courtesy of the Augusta (MI) Charter Township Fire Department.]

Special Concerns

Chevrette points out the department had several concerns it wanted addressed with its new pumper-tanker. Two issues were the overall height and length of the new vehicle, because the rig is housed in a station with height and length limitations. The chief also says that an electric portable tank rack was a must-have on the vehicle, as was a midship-mounted pump and a pump heater.

"It took a joint effort on everyone's part-the committee, the salesman, and Rosenbauer's engineers-to get the truck as low as it is," Chevrette says. The pumper-tanker's overall height came in at nine feet, 8½ inches so it could fit in a doorway with an opening of only 10 feet.

One of the department's concerns was fitting the vehicle into a station with a 10-foot-high door opening. The pumper-tanker Rosenbauer built came in at nine feet, 8½ inches in overall height.

Bob Colter, Emergency Vehicles Plus apparatus sales manager, who sold the apparatus, notes, "The height and length of the tanker was a big issue because of where the truck was going to be located, but they also wanted as much compartmentation as possible, space for ladders, and the electric portable tank rack. We were able to give all that to them by going from an elliptical tanker style to a fire body tanker."

Chevrette says that the department's previous tanker had a Hale 1,000-gpm front-mount pump on it that was always wet. "We were freezing up that front-mount quite a lot," he says. "There was always icing on it when we ran in the winter. We also had some issues with pressure pushing water from the water tank through the valves and causing a lot of leaks."

Meeting Demands

Donley Frederickson, Rosenbauer's national sale

By Bill Volk

Firefighting is not easy in Jerome, Arizona. The streets were plotted in the 1880s before motor vehicles were invented. Traffic in the old days was on foot, by mule, or by horse. All the streets have remained the same-very narrow and steep.

Today it is very difficult to maneuver an emergency vehicle through town. Parts of State Highway 89A in town have lanes as narrow as seven feet, two inches. The residential side streets are much tighter and are one-way, and many intersections have mirrors to help navigate cross traffic. Many houses are so close together that you can put your hand through the window and touch your neighbor's house.

The Jerome (AZ) Volunteer Fire Department has gone back to what its forefathers started in 1899-using hose storage sheds strategically placed around town. By preplacing fire hose, nozzles, and equipment, firefighting is a little easier. Hose size and equipment vary as needed in the neighborhood. Some sheds have hose reels and other have hose packs.

Shown here is a hose shed before and after Jerome (AZ) Fire Department personnel refurbished it. (Photos by Rusty Blair unless otherwise noted.)

Jerome, Arizona

In 1876, American pioneers discovered gold and copper on the steep hillsides of Mingus Mountain in the wild, untamed reaches of the Arizona territory. Settlers immediately registered claims followed by establishing a rough and tumble mining camp. In the 1920s, Jerome was the fourth largest city in Arizona. It sits on a 30-degree slope and is surrounded by the Prescott National Forest. The elevation difference in Jerome is extreme-between 4,500 feet and 5,600 feet in an area encompassing three square miles.

As was the case in many early mining camps, there was no long-term planning. The only plan was to get the ore out of the mountain and to market. Men dreamed of riches and gave little thought to anything else. As a result, only the most temporary of structures were built at the camp. This situation created extremely dangerous fire conditions. And fire, given half a chance, will exploit those conditions. Inevitably, a series of fires devastated the mining camps in Jerome's early years.

Four fires in the 1890s were sufficiently destructive to be placed in the category of disasters. Jerome's conflagrations occurred in rapid succession. Many conditions existed at the time that contributed to Jerome's ability to burn so easily: pine buildings, some covered in canvas; structures packed closely together on a steep hillside; and the use of kerosene lamps and wood burning stoves with clay and wood chimneys. Other factors that contributed greatly to the fires were quoted in the local paper as wind, lack of adequate water supply, and alcohol consumption among the populace.

This formula for disaster produced a series of destructive fires. After each burn, citizens lived in tents while reconstructing their structures, only to have them burn again.

The streets of Jerome, Arizona, were plotted in 1880s before motor vehicles. All the streets have remained the same-very narrow and steep. Parts of State Highway 89A in town have lanes as narrow as seven feet, two inches. Residential side streets are much tighter. Many houses are so close together that you can put your hand through a window and touch your neighbor's house. (Photo by author.)

Bill Adams, editor of the Jerome Mining News, remarked that he might as

By Alan M. Petrillo

Some fire departments around the country have been experimenting with running rapid response vehicles (RRVs) or alternate response vehicles (ARVs) on emergency medical service (EMS) runs instead of putting a pumper or ladder truck on the road.

Two departments in different parts of the country-one in Tennessee and the other in Oregon-are reporting success with their programs thus far, although they had to overcome several hurdles to make the plans work effectively.

ARV Program

Memphis (TN) Fire Services currently staffs eight ARVs: Ford F-350 pickup trucks with crew cabs and long-bed wheelbases, powered by Ford V8 diesel engines. Michael Putt, deputy director for Memphis Fire Services, says the F-350's bed is enclosed with a cap that rises to the top of the truck cab and covers the entire bed. Access to the area under the cap is from the rear, and there are compartments on either side.

Portland (OR) Fire Department Lieutenant Rich Chatman stands in front of one of the department's RRVs-a GMC Yukon with the back seat removed to carry medical equipment and gear for two firefighters. [Photo courtesy of the Portland (OR) Fire Department.]

"The long-wheelbase Ford F-350 holds more than what we needed to carry," Putt says. "But at the time we bought the vehicles, we needed the long wheelbase to carry a spine board because we couldn't find a good, collapsible spine board to use. Good collapsible boards are available now, so we could go with a shorter wheelbase on future ARVs-either one-ton or ¾-ton vehicles on short wheelbases."

Memphis Fire Services took delivery of all eight vehicles within two months of each other and put them in service in June 2010. "Like everyone else in the country, we were tight on money but had set funds aside to buy these ARVs," Putt points out. "We haven't purchased any more of them yet and would have to do so through capital improvement planning bonds."

Memphis (TN) Fire Services staffs eight ARVs like this Ford F- 350 long-wheelbase crew cab vehicle with equipment bays in the covered truck bed. [Photos 2-4 courtesy of Memphis (TN) Fire Services.]

Putt says the biggest challenge when starting the program was firefighters' concern that they should have control in determining whether to respond to an EMS call in an ARV or in a pumper. "Because the ARV only carries medical gear, there was some worry that if the crew was in the ARV for an EMS call, it wouldn't have the necessary equipment to fight a fire if it was alerted to a fire call," he says. "So, we gave the crews total control on whether to take the ARV or the pumper on an EMS call. The firefighters liked having that measure of control and also liked how easy it was to get around in traffic in the ARV. It is faster and more maneuverable than a pumper."

Putt points out that department policy states if a pumper is out on an EMS call, the crew must tend to that person's medical event, even if a fire call comes in during the EMS call. "It's the same with EMS calls where the crew responds in the ARV," he says. "They can't accept a fire call until they are back at the pumper."

Robert Rutterow

In my past two columns, I provided a quote from Glen Usdin, a former magazine publisher, that states, "The fire service is a low-tech market that has zero potential for growth, and the amount of new products and services being introduced each year is very small. We keep our expensive stuff for a long time, don't really embrace much new technology ...."

I found this comment to be humbling as it was something I have never considered.

Personal Protective Equipment

When I step back to my first experiences in the fire service as a kid in the late 1950s, I can easily see changes everywhere. Firefighters had virtually no personal protective equipment (PPE). The only items available were plastic raincoats, thin plastic helmets, and rubber gloves and boots. There was no self-contained breathing apparatus (SCBA). The objective was to stay dry.

If there is one item that is predominantly a fire service product, it is the PASS device. Other than two-way radios and handlights, it can be said that the PASS device ushered in the era of electronics on the fireground. PASS devices started to emerge in the mid 1980s as standalone products. Today, most PASS devices are integrated into SCBA. Steady and incremental improvements in PASS devices have continued for the past 30 years.

Our SCBA has probably seen the most advancement of any part of our PPE ensemble. Early versions consisted of heavy steel bottles and demand-only belt-mounted regulators. Today, the industry standard is lighter-weight composite bottles, positive-pressure face-mounted regulators, and nose cups. Electronics have led to heads-up displays.

PPE Materials

Our protective fabrics have certainly come a long way. Inherently flame-resistant fabrics and breathable moisture barriers have provided significant improvements in flame and heat protection. We have seen incremental improvements in thermal barriers and improved garment patterns.

Our footwear is transformed from "one size fits all" rubber boots and hip boots to a more athletic fit of leather boots. Our Red Ball rubber gloves have given way to better fitting, moisture-barrier-lined, primarily leather gloves. Helmets, well … that's a story for another time.

Thermal Imaging cameras

Arguably, the most important technological advancement has been with thermal imaging cameras (TICs). Although not considered by most a PPE component, the National Fire Protection Association (NFPA) requirements for them fall within its Fire and Emergency Services Personal Protective Clothing and Equipment Project. As with most electronic equipment, the pace of advancements and the subsequent reduction in costs have been quite rapid. We must keep in mind that our thermal imaging technology is borrowed primarily from the military and other industries. However, the fire service can be proud that, through the NFPA, it has prompted the industry to develop much more robust TICs than found in other applications. I foresee a fireground where their use is greatly expanded as we learn more about fire behavior.

ROle of Electronics

Electronics will continue to be the venue for technological advancements in PPE. Hopefully, the industry is not too far from having reliable and affordable physiological monitoring (breathing rate, heart rate, blood pressure, body core temperature, and so on) as well as a firefighter locator system. I envision an incident management system that has an on-scene management structure and a supplemental off-scene component of the command structure-perhaps at the communications center. The supplemental off-scene component would be responsible for the "bird's-eye" view of the physiological monitoring, firefighter locator system, and time remaining in the breathing air cylinder. Note that I use the term "time remaining" rather than percenta