Bill Proft

Specifying a new rescue apparatus can be a daunting task, given that there are few common defining features.

Some refer to them as "heavy rescues," while others call them "squads." Still others use names that capture the main purpose of the vehicle such as "air and light," "hazmat," or "fireground support" vehicles. The National Fire Protection Association (NFPA) lumps them all under the heading of "special service fire apparatus." Recognizing the importance and complexity of these apparatus, the Fire Apparatus Manufacturers' Association (FAMA) has an apparatus body technical committee dedicated, in part, to the special aspects of these apparatus. Drawing on the expertise of this committee, this article will provide some items to consider when specifying your next rescue apparatus.

Consider End Use and Purpose

Before settling on a specific size and type of rescue, give proper consideration to how it will be used. Identify how many firefighters will be on board. Will the vehicle be used for rehab while on scene? What equipment and capabilities are necessary, such as hydraulic tools, breathing air, or perhaps a water tank and pump? With these items identified, it becomes easier to decide on a general type and size of rescue truck. Give some thought to the types of calls your department is typically involved with, and consider those calls you might have based on your community, local industry, and geography. Motor vehicle accidents, fireground support, below-grade rescue, hazmat, and water and ice rescue are all possibilities. From this, develop a list of tools, equipment, and capabilities that will be necessary on your new vehicle.

Chassis

It is very easy to get stuck thinking that you "need" a specific type of body or chassis and then proceed to specify and purchase just that. The reason behind giving thought and consideration to the end use and purpose of the vehicle is to help guide everyone on the correct vehicle. The decisions for the type and size of chassis and body should not be independent activities. The two must work in concert, and one certainly affects the other. Obviously, custom cabs and chassis allow for great amounts of flexibility with a commensurate price tag. They can carry anywhere from two to 10 firefighters, have many available roof heights, often provide a shorter wheelbase because of the "cab over" design, and ultimately provide many unique storage possibilities. Commercial cabs and chassis are solid products, but most of the customization has to be accomplished at the body builder's facility rather than at the chassis manufacturer's plant. They have limited numbers of options compared to the custom products, but the price tag is typically much lower.

Consider the overall size of the vehicle based on maneuverability and the amount of space within your fire station. A vehicle that has all of the correct equipment but is too tall, is too long, or cannot negotiate turns on your community streets will serve no useful purpose. So, pick a chassis that meets the needs of your firefighting crew and allows for sufficient body storage space.

I have heard many people say that they "need" a tandem rear axle because of the length of their vehicle. That is absolutely not true. Tandem axles provide for greater weight-carrying capability and, therefore, if a vehicle that meets your requirements can be manufactured with a single rear axle, go with that. Although a tandem axle plays well with the "macho factor," it also adds cost (twice as many wheels, axles, and tires), is not as easy to maneuver, and causes more tire scrub and wear. However, if your requirements dictate a tandem axle vehicle, consider an air ride suspension. It provides a bit of a softer ride that benefits the firefighters, the vehicle, and the equipme

By Chris Mc Loone

Mobile data computers (MDCs) or mobile data terminals (MDTs) have been the primary source of mobile information for the fire service in recent years.

As wireless technologies have advanced, it has become possible for chiefs' vehicles, ambulances, and fire apparatus to carry laptops configured as MDCs and MDTs. Information relayed includes CAD information with the location of the call; mapping options with the location of the incident; hydrant locations; preplan information if available; and in some cases, depending on the software, GPS functions for routing to the call.

Although these have increased the availability of information at the point of dispatch and response, the MDCs do not always allow for true mobility on the fireground. What do allow for mobility are the various mobile apps available to consumers and now at an increasing pace to the fire service.

Apps for the fire service are not new. They have been around for a while from simple "police scanner apps" to more involved apps that serve as references-for example, for tying the various knots we need to know to perform our duties. Although apps for the fire service have been around for a while, none has been designed to cull data from various sources and put them in one central location to be at the disposal of incident commanders (ICs) during a response and once on the fireground.

An issue like this is often the mother of creation, and it is what led Charlie Jacobson, a Princeton University student from Englewood Cliffs, New Jersey, to look into designing an app geared specifically for ICs that focuses on, according to Jacobson, accurate and efficient data collection for a more effective response.

FireStop is the world's first end-to-end, cloud-based system that helps departments take fire data from inspection all the way through to the fireground. (Photos courtesy of FireStop.)

The FireStop App

According to Jacobson, the idea for the FireStop app came from his own experience at the Englewood Cliffs (NJ) Fire Department. "We got a grant for technology, so we bought software that did some of the job," he says. "It helped us collect a database of information. We had the capability to view the information on the go, but no one was really using it. There was no great way to access the data. Still, we were seeing day in and day out how useful this data could be on the fireground. I thought not only would firefighters want to use better designed software, but also that it could make a huge impact on firefighting operations."

The app itself is geared toward the IC for fire response. Jacobson says it provides all the important information an IC needs to know while en route and on scene. "So, we're talking about how to get to the incident, what you're dealing with at the incident, what's around you, routing, satellite imagery, and once you're on scene giving you the nearest hydrants, building information, what you're likely to find inside, and other hazards that might be in the area," comments Jacobson. The app performs these functions by harnessing Google's vast capabilities to provide users with access to the most recent satellite imagery and StreetView of the fire building and nearby exposures.

The idea for the app is that it sits in the cab of first- and second-due apparatus or chief's cars. But as the incident grows, it is oriented for the IC to have an overall view of the location of all apparatus, what kind of resources he has at hand, the incident he's dealing with, and the building. "We don't want to be interfering with the firefighting pr

Christian P. Koop

In November 2013, I wrote about emergency response vehicle (ERV) fleet defects I have encountered over the years that can repeat themselves even in different makes, models, and equipment vocations.

I began the article with an analogy about how history seems to repeat itself-not only in recorded history but also with trucks, automotive equipment in general, and ERVs in particular. I feel it can be beneficial to others involved in ERV maintenance and repair to communicate these past fleet-wide issues because they can repeat themselves. The driving force behind writing about these cases is sharing past experiences with the hope that it may help someone get a difficult issue resolved and get a unit back into service sooner rather than later. I have witnessed these issues recur time and time again. Being forewarned about these issues will effectively forearm you to help resolve a problem.

In this article, I cover two cases involving a new fleet that had steering system defects and directional control issues because of an improperly wired antilock braking system (ABS) and traction control system.

Steering Miter Boxes

One fleet defect I have seen repeatedly is the steering system miter box and the security and design of how it is mounted to the chassis or cab. The steering miter box is necessary when the location of the steering column in the cab is forward of where the steering gear box is located or mounted on the chassis. Most miter boxes I have seen on fire apparatus are 1:1 ratio, 90-degree types and are used to redirect the steering shaft output from the steering column back toward the power steering gear that is mounted on the chassis, generally somewhere below the driver's seating position.

I distinctly remember when a critical problem was detected in a group of aerial fire apparatus during a predelivery inspection of a group of new aerial apparatus at the manufacturer's facility. While I was inspecting the steering system, I noticed the miter box had been mounted on an L-type bracket constructed out of what appeared to be a ⅜-inch aluminum plate that was bent at 90 degrees. What really caught my eye was that it had no gussets or any form of reinforcement. Becoming suspicious of its mounting integrity, I had one of the inspection team members rock the steering wheel back and forth with the engine off while I checked the miter box for movement. Just as I feared, the bracket flexed excessively. We reported the problem to engineering, and the miter box mounting bracket was redesigned with the appropriate welded gussets to ensure it would support the miter without any undue flexing or movement.

This was done prior to accepting and placing the units into service. I think most reading this can imagine what could have happened had those units left the factory with defective miter box mounting brackets. If a miter box bracket had broken during operation, the steering could have locked, causing loss of directional control for the operator. Loss of steering is a scary thought, and just think of the possible legalities involved if someone was seriously injured or killed had there been an accident. A good attorney would have a field day with a failure of this type involving such a safety-sensitive component that should be properly engineered and tested prior to being placed into production.

I must also mention this was not an anomaly because I have seen issues with how this component is mounted not just on fire apparatus but also on other vehicles. A few years after the previous case, I was invited to inspect a new type of refuse truck cab and chassis where I discovered a very similar issue where the miter box flexed excessively because the mounting location was not structurally sound for the torque loads placed on it during steering.

This is an item technicians must check thoroughly when examining the steering system during pre