By Jeff Aiken
Pierce Manufacturing

It is probably safe to say that just about everyone active in the North American firefighting and emergency services community is aware of National Fire Protection Association (NFPA) standards and revisions that are published on a regular basis. What are not yet on everyone's radars are the parallel standards and revision processes that occur within the Canadian firefighting and emergency services community.

The last major ULC-S515 revision was published in 2004 and was written to align closely with NFPA 1901, Standard for Automotive Apparatus (2003 ed.). ULC-S515 has been undergoing a revision cycle to bring it in alignment with the NFPA 1901 (2009 ed.). ULC-S515-12 has been through the public comment period, the French translation work is complete, and it should be published shortly.

Differences

In looking at NFPA 1901 and ULC-S515-12, there are a number of differences to note. The lists of referenced documents and standards and their respective revisions are not identical. Canada has established the metric SI system as the primary system of measurement. This is significant in that the metric SI unit is the requirement-any units in brackets are considered approximate. Gallons and gallons per minute (gpm) refer to imperial gallons. Any references to United States gallons are noted as "US-gal" or "USgpm."

By law, all Canadian standards must be published in both French and English. So, when a fire department in French-speaking Quebec reads the standard differently than a fire department in British Columbia, it can, quite literally, be a matter of interpretation.

Changes

There are a number of changes and new chapter additions for this latest edition of ULCS515. The chapter for Industrial Supply Pumps and Associated Equipment of the 2004 edition of CAN/ULC-S515 has been incorporated into Chapter 15-Fire Pumps and Associated Equipment of the 2012 edition. There is no longer a separate chapter for Industrial Supply Pumps.

Other chapter changes include Chapter 18-Foam Proportioning Systems, aligned closely with NFPA 1901 (2009 ed.) Chapter 20; Chapter 19-Compressed Air Foam Systems, aligned closely with NFPA 1901 (2009 ed.) Chapter 21; Chapter 20-Line Voltage Electrical Systems, aligned closely with NFPA 1901 (2009 ed.) Chapter 22 but note the primary reference to the Canadian Electrical Code, not the National Electrical Code; Chapter 21-Command and Communications, aligned closely with NFPA 1901 (2009 ed.) Chapter 23; Chapter 22-Air Systems, aligned closely with NFPA 1901 (2009 ed.) Chapter 24; Chapter 23-Winches, aligned closely with NFPA 1901 (2009 ed.) Chapter 25; and Chapter 24-Trailers, aligned closely with NFPA (2009 ed.) Chapter 26.

Data tables for friction loss, miscellaneous equipment, suction and discharge sizes, and flow rates are all located at the back of ULC-S515 instead of in their respective chapters, as in NFPA 1901.

There are no informational annexes, as in NFPA 1901. These resources for firefighters will be developed in the future by ULC Standards but have not been included in this edition. ULC-S515-12 does have an Appendix A on Limiting Design Stresses. This appendix provides direction and equations to be used in aerial device structural design. The safety factor equation used by ULC-S515-12 is not identical to that used by NFPA 1901, so aerial manufacturers need to be aware of this difference.

Aerial Stability Testing

This latest edition of ULC-S515-12 introduces new language covering stability testing requirements for aerial devices with envelope control, or "Limited Reach Operating Envelope Aerials" as they are referred to in the standard. This new language is contained in Chapter 17-Aerial Devices in Section 17.13-Tests. Manufacturers, testing and certification companies, and end users need to review t

Alan M. Petrillo

Diesel engine manufacturers are developing engines that generate more horsepower (hp) from the same or smaller size units, all while running cleaner to reduce or remove emissions and to more efficiently provide the most power for vehicle operations.

Diesel Technology

Dave Drehobl, manager of specialty vehicle business for Cummins Inc., says the evolution of technology over the years has radically changed diesel engines used in fire apparatus. "The first emissions regulations dealt with smoke and then nitrogen oxides (NOx)," Drehobl notes. "But, these days unburned hydrocarbons, oxides of nitrogen, and particulates are at near-zero-emission output levels in diesel engines."

He says that in 2002 the industry was first introduced to exhaust gas recirculation (EGR), which lowered NOx levels. "Engines today continue to use cooled EGR," he observes. In 2007, the industry was introduced to the diesel particulate filter (DPF), Drehobl says, which brought on the need for both passive and active regeneration. Most recently in 2010, the industry added selective catalytic reduction (SCR) with diesel exhaust fluid (DEF) to its diesel engines.

(1) Cummins offers the ISL-9 engine, compliant with EPA 2010 emission regulations, which features the XPI fuel system, enhanced cooled EGR, a single VGT turbocharger, selective catalytic reduction, and Cummins particulate filter. (Photo courtesy of Cummins.)

"With greenhouse gas fuel efficiency regulations in front of us," Drehobl says, "what's happening now is the integration of onboard diagnostics (OBD) into engines, something that has been around since the late 1990s in cars and light trucks."

Cummins uses an engine control module (ECM) running OBD software in the background that monitors the engine in a real-time diagnostic mode to identify if there is any engine system malfunction, Drehobl says.

He points out that the Environmental Protection Agency (EPA) and the California Air Resources Board expect that an engine will remain in compliance with coming greenhouse gas regulations as it operates. "Our engine control module accomplishes that task as it performs diagnostics on the engine, aftertreatment, cooling system, and the charged air system on the vehicle," Drehobl adds.

Because diesel engine emissions have been reduced to near-zero levels, regulators are now focusing on improving fuel economy, and greenhouse gases and fuel economy work hand in hand. "Greenhouse gas rules regulate the carbon dioxide (CO₂) output from the engine," Drehbol points out, "and when you lower carbon dioxide emissions, the engine consumes less fuel and the miles per gallon improve."

(2) The ISX-12 engine made by Cummins was designed to deliver better fuel economy, performance reliability, and durability in a compact design that could save space on fire apparatus. (Photo courtesy of Cummins.)

Durable with Less Weight

Creighton Pritzlaff, Navistar's vocational sales manager for the North American fire and emergency segment, says Navistar offers its own brand of engines in commercial chassis in a range that includes the Maxxforce-7, Maxxforce-11, and Maxxforce-13 engines. The Maxxforce-13 is available in a 475-hp rating (1,700 foot pounds of torque), two 450-hp ratings (1,700 foot pounds of output and multitorque output of 1,550/1,700 foot pounds), as well as a 430-hp r

By Richard Marinucci

The goal of the fire service is to provide the best possible service every time. There is an expectation of "A" performance from the people who call 911. Organizations cannot provide top-shelf service without the reliable apparatus. This means that the vehicles are in service almost all the time, and when they need service or repair the time out of service is minimal. There is also an expectation that the vehicle will last many years. It must function just as well in its last year as its first.

Setting the Standard

The Cadillac brand has been associated with excellence to the point that it is used to identify other products that have a sterling reputation. You may have heard someone say that a particular brand is the "Cadillac" of that line of products, or you may have even said it yourself. What is being said is that something is reliable and dependable to the point that it exceeds the norm or average within an industry. It does not necessarily mean that it was the least expensive or cheapest. The implication is that if you can afford the particular product, you won't be disappointed in its performance. You will also be getting the state of the art within the industry.

Along with the perception that you are getting a top-shelf product, you are getting follow-up service that is also exceptional. I have a friend who works for Cadillac, and one of his roles is to respond to calls for roadside assistance. Within a certain period of time after a purchase or lease, the owner receives free service should something go wrong. This can be for something wrong with the vehicle or something the owner did. The service includes jumping a battery, even if the owner left the lights on; fixing a flat tire, even if the driver rode over a pile of nails; and even gasoline if the owner disregarded the warning that the vehicle was getting low on fuel.

General Motors and Cadillac have found a niche in the market that is willing to pay for a better, more reliable automobile that comes with follow-up service. I know there are other luxury vehicles and companies that do the same. The point is that some people think it is important to have this added value. Although it is charging for this, Cadillac certainly wants to minimize its service calls because the more it responds, the more it pays. It also risks an impact on its reputation. Another thing to note is that the company does not care what causes the problem, it just fixes it. It doesn't blame various suppliers for things that go wrong; it just makes it right for the customer.

I have been asking various people in the fire service what vehicle they would buy if price was not a factor. This has not been a scientific poll by any stretch of the imagination. I have asked people from different parts of the country, but that is about the extent of my attempts to be random. The results have varied. I have not had any particular manufacturer identified as being the Cadillac of fire apparatus-be it engines, ladders, rescues, ambulances, or whatever else comes to mind. I am not sure how this affects my future decisions regarding the acquisition of apparatus, but it can get me thinking about issues that I need to consider further with respect to reliability, service, and cost.

Apparatus Acquisition

Acquiring fire apparatus is not the same as buying a car. In most cases, specifications are drafted and the buyer gets to request different components. Fire departments can choose the chassis, engine, pump, tires, water tank, and anything else they want to specify. Following the same discussion from earlier, which of the individual components would be considered the Cadillac? Which ones would be considered the most reliable with the best follow-up service? Many times fire departments can specify the components they desire, regardless of price. Rarely would a fire department bid be quest

Chris Mc Loone

Technology is transcending just about every part of fire apparatus and equipment design. Most of the time electronics come to mind when discussing technology. Think about all the electronics that go into fire apparatus, self-contained breathing apparatus (SCBA), and recently even personal protective equipment (PPE) research has been devoted to adding electronics into PPE. They're everywhere.

Another technology area firefighters often think of is communications. Between digital radio systems, mobile data computers (MDCs), and paging systems, communications today are advancing more quickly than many can comprehend. Performance Advantage Company (PAC) is leveraging communications in a way not traditionally considered in the fire service. There are few, if any, fire departments that don't have a computer connected to the Internet. It's the way the world communicates today. Although the days of picking up the phone and calling a dealer or OEM are not gone, communicating with e-mail and through a company's Web site is the preferred method for many, especially the younger generation entering the fire service today.

PAC's specialty is tool-mounting systems. In the 20 years the company has existed, its reach has become global. Even when the economy saw better times, it was not always feasible to send representatives all over the world to train end users and dealers how to install PAC's mounting systems. With PAC's new "PAC SHOWROOM," communicating just got easier. "Our swing-out tool board is getting very popular, and it's easy to install if you know how," says Dick Young, founder of PAC. "Engineering has put out instructions that should be OK. But, suppose you run into trouble?" PAC will have the parts and pieces for its swing-out tool board right at the PAC SHOWROOM. Using video conferencing, Young says, "We'll be able to show you exactly where you've got the problem."

(1) The PAC SHOWROOM includes workbenches, layout tables, drills, saws, and so on. With video conferencing, end users can work with technicians in real time to solve their mounting problems. (Photo courtesy of Performance Advantage Company.)

Identifying a Need

Tool mounting has become increasingly important. Besides the various tool mounting required to be compliant with National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, there are weight distribution considerations. Still, many departments have compartments full of equipment that is not mounted. "One of the problems, first of all, is getting the end user to be willing to identify that tool mounting is a problem," says Chick Granito, vice president of PAC. "What we see a lot of is a compartment open and everything thrown into it with no ability to safely mount the equipment, to inventory the equipment, or save the equipment from being damaged. We've had situations where a fire department spends an exorbitant amount of money each year to repair portable equipment because it's just bouncing around in the compartment."

Young adds, "Another very important thing is that up until a few years ago, the way you bought a fire truck was you got it in and then you figured out how to mount your equipment. Now you really have to figure out what your equipment-mounting needs are to design your new truck."

Additionally, PAC receives inquiries from dealers, customers, and potential customers who want to know how to best mount the wide variety of tools and portable equipment in use throughout the world.

The need to show end users exactly how to mount

By Christian P. Koop

Most of us in the emergency response vehicle (ERV) service and repair industry generally do not give much thought to the effects of corrosion (rust, oxidation)-at least not to the degree I think we should. I believe it is one of those things that is not really at the forefront of a maintenance organization's hit list. Usually when you find it is a problem it is kind of late, and the cost to correct the damage can be great. I am not just talking about cosmetic items such as body rust and corrosion. There are a number of important areas that, when left unchecked, can lead to serious safety issues or cause your ERV to break down.

If you have been around this field a long time, you have probably learned that breakdowns usually occur at the most inopportune times, such as when your pumper is on a third-alarm fire and the engine shuts down or your rescue/ambulance breaks down during a patient transport. This is classic Murphy's Law at work. I like to refer to corrosion as the silent enemy-kind of like the termites of aluminum, steel, and electrical systems. This article explains what corrosion really is, the serious damage it can cause, and what you can do to find it and prevent it from continuing along its costly and sometimes deadly path of destruction.

Affects More than Metal

Corrosion is a process that can affect most metals but can also affect other materials, such as ceramics or polymers. It is a gradual process that will totally destroy these materials because of a chemical reaction with the elements that surround it. When the material is metal, what occurs is electrochemical oxidation reacting to oxygen. This process is more commonly referred to as oxidation.

Most people are familiar with the term "rusting" and the reddish brown colors that become more and more visible as the process accelerates. This is the most common form of corrosion in metals that contain iron and in various alloys that are derived from it such as steel. Rust, or rusting, is the formation of iron oxides and is an example of electrochemical corrosion. Essentially what is occurring is an electrochemical transfer of electrons from the iron to oxygen. This electrochemical reaction is relatively slow. However, when salt and water are introduced, the process speeds up and can weaken and destroy substantially large steel structures faster than you would think possible. Think about structural components, such as the ERV's chassis. If equipped with an aerial device, the structural integrity of the chassis plays a critical role in the stability of the entire aerial device. Train your technicians to watch for any signs of rust or rust stains. If it is not an item on your preventive maintenance (PM) inspection sheet, consider adding it. You know the old adage: out of sight, out of mind.

The other phenomenon similar to corrosion that can wreak havoc on critical areas of your ERV is known as galvanic corrosion. This occurs when two different metals are in physical or electrical contact with each other and are exposed to air, moisture or water or even totally immersed in water. The water, when exposed to air and its natural components, will essentially become an electrolyte, which will serve as an electrical bridge to accelerate removal of material from the less noble of the metals. When salt, air, or road salt is introduced in the mix, it accelerates this electrochemical reaction. This process is very similar to electrolysis, and sometimes galvanic corrosion is referred to as electrolysis.

Protecting Components

There are ways to protect components from this phenomenon. Sacrificial anodes can be used, and various alloys are used in the construction of anodes, with zinc being a very common one. These are very common in the marine industry, and normally they are referred to as zincs. They have a very important job-protecting costly key components su