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

Roger Lackore

The guide is a collaborative effort by those in fire apparatus and component manufacturing to provide a common source for apparatus safety information. Printed in a colorful 8.5- by 5.5-inch format, the book is a convenient summary of safety procedures for fire chiefs, safety officers, training officers, apparatus operators, and mechanics. The guide begins with safety program basics, describes safety signs interpretation, presents the essentials for working on and around any apparatus, and then concludes with specifics on safe pumping and aerial operation.

Today's fire apparatus are the most advanced tools for getting people out of trouble. They are complex pieces of equipment intended for use only by fire service professionals. Therefore, firefighters have a duty to know how to use them properly and safely-both for their own safety as well as for the safety of those they will be working around. The FAMA Fire Apparatus Safety Guide is not a substitute for a manufacturer's operator and maintenance manual, but we believe it is an essential resource for any firefighter authorized to drive, operate, or work around fire apparatus.

Follow a Safety Program

The Apparatus Safety Guide begins by covering the roles of fire department personnel and the unique perspectives that each should be bringing to the apparatus safety equation. The guide covers many of the safety practices required to be compliant with NFPA 1451, Standard for a Fire and Emergency Service Vehicle Operations Training Program. Whether it be the silver-haired chiefs or departments' newest rookies, they all have a role to play in the apparatus safety program.

Safety Alerts

People are used to seeing myriad warnings on consumer products and may roll their eyes over the cup that reminds them that the coffee is hot. But, firefighters cannot be reminded too often that apparatus are very powerful pieces of industrial equipment. They are powerful and capable because they need to carry personnel, equipment, and water quickly and efficiently to a fire. But, like any powerful and capable tool, fire apparatus have the power to harm if not used knowledgably and carefully by experienced and skilled operators. The safety warnings on these tools are reminders, but before firefighters take these tools out of the garage, they had better know what the safety signs mean and have their message ingrained in their actions.

Prepare for Safe Operation

This section of the guide walks readers through the types of general hazards they may encounter when working on or around their apparatus. The custom nature of fire apparatus means that personnel must study each apparatus individually to identify each potential for harm. Pinch points, hot surfaces, stored energy, and more-the guide points out each type of hazard to help users identify them. Once documented, departments can use this list of identified hazards to train new personnel or others unfamiliar with the equipment.

Know Your Response Area

Some hazards are not found on the apparatus but are a function of using the apparatus in unique environments. This section of the guide walks readers through the process of identifying characteristics of their response areas that may require special consideration. Narrow roads, bridges, power lines, railroad crossings, and other infrastructure can turn a routine run into an emergency scene if departments neglect proper planning.

Secure, Load, and Check

Even the most carefully planned apparatus specification may not account for every item a department may decide to store and c

Chris Mc Loone

The last time we had it out was for our 100th anniversary, and it has become obvious that there aren't many fire company members left who actually know how to put this thing together.

So, a few of us younger members went through the process, and hopefully in another 10 years when we bring it out again we won't be shaking our heads trying to figure out how all the parts fit together. Yes, we have considered leaving it together, but our firehouse doesn't really have the space to do so.

This hose reel isn't actually the one we purchased originally, but it's a match. Last month, I mentioned how purchasing our hose reel nearly depleted our funds back in 1904. I did some checking, and our treasury dropped to $0.75 after we paid for it. But, the company kept moving forward, continued to raise funds, and purchased 500 feet of hose for the cart's reel shortly thereafter. This was October 1904, six months after the fire company's founding. And, it wasn't until February 1905 that that we responded with the new hose reel to its first fire.

Once we had the reel assembled, I went to the hose tower to get the hose that goes with it. I brought the first length back and asked the group, mostly younger members, what the coupling at the end of the hose is called. Sadly, no one knew about Jones Snaps, and it's been years since I actually had a Jones Snap key, so that history was lost on them. It's hard to appreciate how great threaded couplings are until you've struggled with the Jones Snaps.

When I was fact finding about the cost of the reel and how it affected our fire company's bottom line, something struck me. We live in a time when fire apparatus costs are in the hundreds of thousands, not $110 like in 1904. I've discussed here how some departments serve their communities with 35-year-old apparatus out of necessity. Sometimes, a truck this age may even be the newest apparatus a department owns. In other communities, the apparatus is newer, but it's still a struggle sometimes to secure funds for replacement. In large municipalities, getting approval to replace an aging apparatus is more challenging than ever. But, none of this is new. Apparatus purchasing has never been an easy process, and it probably never will be.

I read a short item on a Web site recently about a new apparatus purchase. The company that submitted the new delivery was understandably proud of the truck it just built. It makes sense-we are all proud of the finished product after all the work we put into planning a new rig. The fire company worked with an outside consultant, the apparatus manufacturer, and its own purchasing committee and ended up saving approximately $50,000 on items and equipment for the truck. In today's purchasing climate, that is a significant savings.

As I sit down with my fellow purchasing committee members to plan our next rescue truck, I realize it is no different than in 1904. Back then, we had a committee; it researched options, presented them to the company, got approval to make the purchase, and shortly thereafter it equipped the reel. The process is the same today, and with some hard work, we can build functional apparatus and save some money.

I think a bit of hard work on the specification end of the process, previous purchasing experiences, and a decent needs vs. wants exercise all go a long way toward easing the process. But, here's one more.