By Alan M. Petrillo

These specialized vehicles, made by a large number of manufacturers, differ in what they are able to accomplish, how many people they can carry, and the amount of onboard equipment.

1 Kimtek Corp. makes four medical rescue units, including this MedLite Transport MTB-101 set up to carry a driver, an attendant, and a patient on either a long board or in a Stokes. The unit is mounted on a 4x4 John Deere Gator. (Photo courtesy of Kimtek Corp.)

Medical Units

Kimtek Corp. makes four medical units that fit into and become a part of the cargo boxes of UTVs, according to Kimball W. Johnson, president of the company. "The basic model is our MedLite Transport MTB-101, which can carry an attendant and a patient on a long board or Stokes," Johnson says. "The next two models are the MTS-102 MedLite Transport Standard and the MTS-103 MedLite Transport Deluxe. The fourth unit is the MedLite Transport MTSTR-104."

The Standard unit, Johnson points out, has a three-position guidelock seat and seat belt, an area for walking wounded, a rescue area for a long board or Stokes, a retractable IV pole, nine cubic feet of enclosed storage for trauma bags, and an automated external defibrillator (AED). The Deluxe unit adds a holder on deck for a standard oxygen bottle and regulator, a slide-out tray, grab bars, and an additional attendant rail. The Transport is a cot unit that can accept a full-size Stryker or Ferno wheeled stretcher.

"These medical units will fit on Polaris, John Deere Gator, and other UTVs," Johnson points out. "They are being used in a lot of off-road rescues and aren't restricted to rural areas anymore. We're finding them in urban interfaces, especially where towns have narrow trails systems that don't have the egress for a standard ambulance."

2 Kimtek also makes the MedLite MTD102, shown here on a six-wheel Polaris utility terrain vehicle. It can carry a driver, a passenger, an attendant, and a patient, along with medical gear. (Photo courtesy of Kimtek Corp.)

Amphibious Vehicles

Jim Gonzales, marketing director of Argo Southwest, notes his company makes both six- and eight-wheel Argo fire and rescue vehicles. "The eight-wheel version comes in two models for rescue-the 750HDI and the Cintaur commercial version," Gonzales says. "Both are fully amphibious, moving from land to water and back with no changes; can seat up to six persons; and can be equipped with stretchers for rescue scenarios. We also can mount spraying devices on them for fire suppression."

Gonzales points out that the 750HDI model is the one chosen by the majority of fire departments and emergency medical service (EMS) providers for rescue purposes. "It's powered by a Kohler Aegis 31-horsepower 748-cubic centimeter liquid-cooled engine that makes it versatile at altitude," Gonzales says. "It has an electric starter, hydraulic brakes, and an Admiral transmission, which requires less power to maneuver. This unit can turn on a dime."

"We also make the Cin

Carl J. Haddon

This is also the time of year when we look forward to the release of 2015 model year vehicles. When we look for a new car or truck, in addition to other research about the vehicles, we test drive them, putting them through their paces, don't we? Do we do the same thing with department purchases like rescue tools? I'm not talking about physically touching them at a show or with a dealer. I'm talking about really putting them through their paces and testing their limitations.

As automakers continue their quest to make new cars tougher, lighter, safer, and more fuel-efficient for the consumer, how have the changes in new vehicle construction and safety features affected how we do our job at the scene of a vehicle wreck?

There continues to be lots of talk and hype within the fire service about hybrids and concerns over electric vehicle issues. However, for the purpose of this article, my focus is on extrication challenges-the process of removing the vehicle parts and components from around a victim who is entrapped, either medically or physically. Additionally, what, if any, advances have been made in rescue tool technology to address these challenges?

Vehicle Construction

Ultra-high-strength steel (UHSS) and other metals, such as titanium and magnesium, continue to be used in ever increasing amounts in new vehicle construction. These materials are used, in part, to make today's vehicles lighter and more fuel-efficient without compromising strength. Think of today's new cars like 200-mph race cars without the horsepower. Superspeedway cars are built to be aerodynamic and to withstand high-speed crashes. Heavy-duty chromolly roll cage components protect the driver, but the "skin" of the race car is very thin and lightweight.

Today's passenger cars have become increasingly similar to these race vehicles in many ways. The aforementioned metals are used to make the vehicle's passenger compartment-roll cage-very strong and able to withstand crashes at highway speeds, while the outer "skin" of the car is very lightweight and used for aerodynamics and fuel economy. Interestingly enough, not too long ago these race cars were a challenge for many rescue tools on the market, while most passenger cars posed little trouble for them. Today, the opposite is true. Most rescue tool technology has advanced to the point where race car superstructure is no longer the challenge it once was. The challenges presented to them by today's UHSS-infused passenger vehicles is a whole other story.

Upcoming Standards

The National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) drive many of the new and upcoming safety and construction standards for vehicles sold in the United States. One standard that has affected the outcomes of vehicle rescues is the Roof Crush Standard 216a. This standard, paraphrased, changed passenger vehicles and light truck roofs from having to withstand 1½ times their own vehicle weight in a rollover to three times the weight of the vehicle. To meet this standard, automakers had to beef up metals and components not only in the car roofs but also in all of the supporting structures-all vertical posts, roof rails, and rocker panels. Without belaboring the subject, you can see how this standard, along with the latest side-impact standard, put a huge strain on the rescue tools we have used in the fire service for

By Chris Mc Loone

When arriving at the scene of a vehicle accident involving extrication, we go through a process.

We stretch a handline, disconnect the battery, control fluids, size up the vehicle in question, and determine an action plan for extricating the entrapped people. Before any extrication can begin, we must stabilize the vehicle. We do this so the vehicle doesn't shift with our personnel inside, and this also helps keep the patient inside the vehicle from moving around while we go to work. Light vehicle rescue is pretty straightforward. When we get into rescues involving larger and heavier vehicles, like a loaded cement mixer, for example, properly stabilizing the vehicle becomes more complex and requires a different tool complement to complete this task safely.

1 Companies make different size struts for different size vehicles. Things like ground contour and material present additional challenges that need to be addressed. The main challenge is keeping crew members safe. (Photo courtesy of Hurst Jaws of Life.)

Tool Cache

According to Carl Haddon, Fire Apparatus & Emergency Equipment columnist and director of Five Star Fire Training LLC, there are four main tools for heavy vehicle extrication: heavy-duty cribbing; struts; high- and low-pressure air bags; and, most importantly to Haddon, a knowledgeable tow truck operator. "The tow truck guy is often overlooked until it's time to mop up," he says. "These guys know how to stabilize and manipulate heavy vehicles better than we do. The trucks with the Roto booms are a godsend, in my opinion."

Kevin Halstead, director of rescue sales, Hurst Jaws of Life, Air Shore Division, concurs. "You can get creative with a winch or grip hoist, but the main [tools] are going to be heavy struts, pneumatic bags, and the lifting cylinders," he says.

Regarding struts, Tim O'Connell, president, Rescue 42, says, "There are basically three families of struts. There is what I call a heavy rescue strut; those are the 40,000-pound struts. Then there is the intermediate step with a stabilization and lifting strut. They can handle 18,000 pounds. And, then you get into what I call the props, or the lightest class. They are the struts not designed to lift anything. They're really not designed to support strong loads. They're designed to be a supplemental support piece." He adds that when a department says it is going to purchase a heavy rescue strut, it should make sure it purchases "something with a safety factor that has third-party testing and that has a working load capacity sufficient to meet the kind of loads that you're referring to when you say heavy rescue."

2 Some systems have working load ratings for the struts displayed on the struts. The labels inlcude load capacity when the strut is collapsed all the way up to fully extended, including any extensions that can be added. (Photo courtesy of Paratech, Inc.)

Must-Haves

Rescue crews perform multiple tasks. Depending on the response, a rescue crew could be performing engine or truck company tasks at a structure fire, high-angle or confined space rescues, vehicle extrication, or other technical rescue functions. With this wide swath of duties, departments outfit rescue vehicles differently. Some might run rescue-pumpers equipped for vehicle extric

Christian P. Koop

Any short-term savings realized by cutting PM funds will be miniscule when compared with the expense of repairing and replacing vehicles that have not been properly maintained. PM that is fine-tuned to your operation will, in the long term, save money by reducing equipment downtime and extending the service life of vehicles.

This is not an area that anyone should attempt to cut costs because it will bite your operation hard in the pocketbook and expose your organization to potential liabilities. More importantly, those who do attempt to cut costs by reducing maintenance expenditures jeopardize ERVs' safe operation. Neglecting ERVs' PM to save money in the short term can endanger not only their occupants' lives but the public they are trying to protect. Anyone considering cutting funds for PM should also consider this: When an ERV is involved in an accident that results in a fatality or serious injury, attorneys will scrutinize every minute detail of its maintenance records. This article looks at various areas of this broad subject and sheds some light on the different types of PM ranging from common routine reactive maintenance to condition-based maintenance.

This past May, I was an instructor at the 18th annual Florida Association of Emergency Vehicle Technicians week-long national training academy in Daytona Beach, Florida. The session that I participated in examined shop management's many facets, including PM. This is a topic that is always discussed in depth among those in attendance. This year was no different. Most of the participants were generally involved in running or managing shops that maintain and repair ERVs for both public and private organizations. This program comes under the umbrella of the Florida Chief's Association's maintenance section. This program has been very successful for several years in providing technical training for emergency vehicle technicians (EVTs) and shop managers in Florida and throughout the nation.

The Driver's Role

Managing PM programs generated a lot of discussion. Many participants expressed very strongly that one vital factor of PM programs, often overlooked, is the driver, because he is the first link to their success or failure. The driver is a key figure in preventing ERV failures or breakdowns. A conscientious driver who inspects his vehicle frequently and has been trained by maintenance personnel to identify potential safety problems can find many maintenance issues, in particular, safety-sensitive items such as steering, suspension components, and brakes. In my experience, it is extremely important that ERV operators be properly trained to handle these critical inspections effectively.

A case in point is a fatal fire apparatus accident that occurred a few years ago. The investigation revealed that apparatus brake failure caused the accident. Although I will not speculate about whether or not that particular accident could have been prevented by a proper brake inspection, I firmly believe that a driver properly trained to check brake adjustment can go a long way in preventing similar accidents. Recently, my own department had an aerial device that was involved in a minor accident because the left front forward spring hanger bolts sheared off, causing the steer axle to shift back and the driver to lose control. Inspection revealed that the bolts had loosened because of severe impact loading and ev

By Bill Adams

"Apparatus Specifications: the Unseen World, Part 1" (January 2014) described strange happenings that can occur when writing fire apparatus specifications (specs).

It also illustrated peculiar behavioral patterns spec writers can develop when doing so. This part examines additional aspects of spec writing that are little known, seldom admitted, and hardly addressed. The intent is not to fault or criticize the buyer, seller, or spec writer. Purchasers should be aware that certain specification verbiage can result in consequences they may not anticipate or desire or be in a fire department's best interests.

Some departments are content inside their individual domains, with little concern about how other departments operate. Some don't care what kind of apparatus others purchase. Progressive departments, striving to become better educated and more knowledgeable, look "outside the village limits" when purchasing apparatus. Most want the best value for monies expended, and every vendor wants a sale. It doesn't always happen like that. Many times vendors decline to bid. Wonder why? Read the spec. Reading between the lines may reveal hidden agendas.

Top of the Line

Purchasers attempting to obtain the best product available often use the phrase "top of the line" in good faith. When a prospective bidder represents two apparatus manufacturers, a purchaser may only want to consider the "better" manufacturer. If more than one chassis manufacturer or various models of a particular chassis are available, purchasers again may opt for only the "best." The same applies to body materials. As an example, a spec may read, "If a bidder can provide multiple materials, only its top-of-the-line product will be considered." Although the purchaser's intent is admirable, it may be hard to achieve. Is it the buyer or seller who determines what constitutes a bidder's top-of-the-line product? What is the criterion for it? Top of the line is undefinable and immeasurable. Leave it and words such as better and best out of the document. Be specific in describing the product itself. It'll make life easier. Also be aware that vendor-influenced purchasing specifications may subtly include that same phrase just to eliminate some of their competition.

Method of Construction

To establish a level of quality and create a benchmark to compare various construction methods that may be proposed, purchasing specs should describe how an apparatus is to be fabricated. It is acceptable to specify a method with an established track record and proven reliability. It is equally acceptable to preclude one that has performed unsatisfactorily.

Again, use caution. When a spec meticulously specifies a construction method and is very component-specific and dimensionally detailed, it can, and usually does, reflect a preferred manufacturer. It's irrelevant if the document accidentally or intentionally incorporates favoritism. Prospective bidders know it exists. Obviously, the manufacturer will not complain when a department specifies that manufacturer's construction method.

Some vendors might still bid while taking an exception-providing exceptions are allowed. Be careful not to inadvertently discourage potential bidders by inserting a statement similar to, "Because all custom manufacturers have the capability to bend, shear, cut, and weld, exceptions will not be considered for the method of construction specified." That statement may be too restrictive for many manufacturers. They may decline to bid. That is detrimental to the competitive bidding process unless, of course, that is the spec writer's underlying intent. Bear in mind that vendors also read between the lines.

Body Materials

This article shows no preference for bodies constructed of aluminum, stainless steel, galvanized steel, fiberglass, o