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

By Bill Adams

Most fire apparatus manufacturers have Web sites enabling prospective purchasers to locate their closest authorized dealer.

In some instances, the manufacturer itself is listed as the primary sales contact. Little known and seldom advertised is the fact the majority of apparatus manufacturers sell rigs "factory direct" albeit for varied, valid, and understandable reasons. When a fire department inquires about whether it can purchase factory direct or demands to, a quandary can develop, putting apparatus manufacturers in an uncomfortable position and dealers in a precarious one. The topic can be as volatile as boiling gasoline in an open container on a campfire. The intent of this article is to address the subject in a manner understandable to purchasers yet fair and equitable for dealers and manufacturers.

Purchasers' perceptions of apparatus manufacturers and their distribution networks are based on a "right now" assessment and may not be entirely objective. Almost all manufacturers, including the larger ones and those in business for generations, all started out small. Access their histories. Most founders were blacksmiths, fabricators, or operated repair shops. Usually the owner/sole-proprietor started out fixing someone's broken fire truck, then built one for the local fire department, then one for a neighboring department. Have you ever heard of Don Smeal, Sam Saulsbury, Chris Ferrara, Elmer Abrahamson, Carlton Maxim, Harold Boer, or John Kovatch Jr.? When these people started in business, they did not inherit large, well-established distribution networks (dealers and dealerships). They started out selling factory direct. As their businesses expanded into statewide, regional, national, and international markets, so did their marketing and sales strategies. Along the way they established personal relationships with some of their first customers and some of their original dealers. Those relationships can be as strong now as when forged.

Today, most large and midsize apparatus manufacturers sell via dealers. Smaller and regional manufacturers don't always do so. Caution-it could be by choice. It's not fair to compare the distribution networks and sales policies of manufacturers building 30 rigs per year with those building 300 rigs per year. Purchasers should be cognizant of the fact that many regional and smaller builders are very comfortable with their size, their annual sales, and their methods of marketing. The number of employees, size of their facilities, and how they sell are not necessarily reflective of the quality of their finished product.

The particulars of the business relationships between manufacturers and their dealers are personal, usually contractually binding, and bluntly none of a fire department's business. Purchasers shouldn't ask. Apparatus dealerships are unlike automobile dealerships where there may be multiple dealers in one city. Apparatus manufacturers have one dealership per territory. A dealership's customer base remains constant-only those fire departments within its territory.

Direct Sales

My interpretation of a direct sale, sometimes called a house account, is a sale that is not handled by a local dealer. It can be by the manufacturer's owner himself, through in-house sales staff, a regional sales manager, or a factory store. Several manufacturers own and operate regional service centers, which may employ local sales staffs.

The primary reason for selling direct is not having a local dealer in a territory. The military, cooperative purchasing consortiums, the federal government, and export sales are usually administered from single locations. It makes sense for a direct factory relationship to manage those types of accounts. Occasionally, there are very technical, highly complex vehicles requiring such an inordinate amount of factory involvement that it's logical for t

By Dhiren Chauhan

"I am responsible for everyone who goes into this burning building. I am responsible for making sure everyone who goes into this building comes out safely and returns home."

A variation of this dialog goes through an incident commander's (IC) thought process every time he is assigned to a working fire. He is the first responder's lifeline to the outside world. In the event that one of his personnel is in trouble, he is also the one responsible for making sure he provides information to the rapid intervention team (RIT) to get him out safely. It is a job that requires him to act swiftly and manage multiple tasks-all while being flooded with information from various sources.

Various Technologies

An IC leverages various technologies today to manage the incident-solutions ranging from two-way radio communications, delivery of self-contained breathing apparatus (SCBA) telemetry, thermal imaging cameras, and body-worn video to relay information to ICs.

There is no lack of excellent technology today for ICs. The challenge is to get them all to work together as a solution, providing a situational-awareness-based approach to incident management.

It is tempting for departments to invest in a potentially life-saving piece of new equipment. But unless it is clear how the product fits into the entire ecosystem, the investment might not pay off. Worse, it may be counterproductive. Responders could be saddled with multiple devices, each of which delivers information in a different format. At some point, the disparate devices may become too burdensome or deliver too much inconsistent information that the emergency team ignores them altogether.

As we are seeing in the consumer electronics market, it is more important to have product convergence than it is to purchase individual products that may not work together. Keeping informed about how one vendor's product may or may not work with another vendor's product-all while understanding technological limitations before you invest in equipment-helps you make the right decision about the next investment for your firefighters' safety.

Think Integrated Solutions, Not Devices

Today, there are new approaches and solutions in the fire market that help the IC perform routine tasks. Thermal imaging cameras from MSA allow the IC to view first-person footage from the eyes of the first responder, Pak-Tracker technology from Scott Safety allows a RIT and IC to locate a down firefighter. Streamlined radio-based roll call technology from Motorola Solutions cuts personnel accountability report (PAR) cycle time by up to 85 percent. These are a few of the solutions available today.

You may be familiar with these technologies, but how well do you know their roles in a complex environment that includes seemingly disparate subsystems-SCBA, radios, dispatch solutions, fire-alerting solutions, and more-as well as a wide range of people in different roles, from dispatchers to firefighters to ICs?

In the end, you want all these pieces to work together so an IC can concentrate on first responder safety and preserving personal property. Using technology in conjunction with best practices your department already employs allows the IC to concentrate on tasks that require complete focus.

Embracing and understanding unfamiliar technological solutions can be overwhelming and sometimes intimidating. Thankfully, your equipment providers can provide technologically robust solutions that are intuitive, are easy to use, and do not create a burden in the moments that matter. You can't afford to replace a ladder company member with someone from IT when there is a firefighter who is not answering your request to check for PAR. Not only are vendors responsible for providing the right solution that works, they should also be responsible for working with each other to ensure all products i

By Chris Mc Loone

I recently sat in on a rather spirited but informal truck committee meeting at my fire company-informal because although the group of us will be on an upcoming truck committee, we weren't in any official decision making capacity at the time, and the committee in its entirety hasn't been named yet.

It was spirited because we had a number of personalities in the room who had very strong opinions about how our next apparatus should be equipped and how it should be designed. As I looked around the room during one rather loud yet not heated discussion, I began to wonder, Who will be the voice of reason moving forward during this process; who will be the most persuasive; and, frankly, how in the world are we going to get through this?

In some ways, this is uncharted waters for the truck committee. The last truck we built was an engine. We took delivery in 2010. Although it was not a simple process, to my recollection we did not have any of the impassioned debates we are starting to have already. Actually, the other members of the committee may disagree with that, because I really wanted a bell on the engine. And, I know some of us had some convincing to do to get a booster reel on the truck. But, all in all, it was a relatively smooth process. A rescue truck, however, is a whole different animal.

In this month's FAMA Forum, Bill Proft mentions that a rescue vehicle is an expensive toolbox. Not only that, but a rescue vehicle is probably one of the most heavily customized fire apparatus on the road. The amount of equipment and degree of customization leave a lot of room for debate.

For an engine, there is certain equipment we have to carry per NFPA 1901, Standard for Automotive Fire Apparatus. It creates a rather defined starting point. When we were specing our engine, it was relatively simple outside of deciding how many discharges to go with, figuring out the crew cab, and equipment location. NFPA 1901 has no classification for a rescue truck. It falls under the "special service apparatus" heading. The minimum requirements for special service apparatus do not include rescue equipment, which is where our debate begins. It's pretty hard to build a truck when there isn't a baseline from which to start.

You might think, "What's the problem? You have the equipment. Put it on the next truck." This is where some of the uncharted waters are for us. The entire fire service is being asked to do more with fewer personnel, and in some cases the volunteer fire service isn't being asked to do so but is being forced to because of declining numbers. We are looking at designing a truck around realities we haven't had to focus on as of yet. We have to more carefully consider daytime numbers vs. the numbers we get at night to build a truck with equipment that realistically can be deployed by one person. We need to take a closer look than ever at the walk-in and walk-through designs we've employed on past rescues and decide whether it's realistic to expect that we could have up to 13 personnel on the truck. We can pick up a lot of space by reducing the size of the walk-in area at the very least or eliminating it completely.

Data are going to come in handy for this one. It's not going to stop disagreements over seating, but it's going to be hard to argue with data that say we staff the truck with X amount of personnel beyond the driver and officer on average. We have the data-one of the benefits of the accreditation process we've been going through that I talked about last month.

We purchase our apparatus ourselves, so the truck committee will have to justify the purchase to the general body of the fire company, and the expenditure will come to a vote. Our next rescue truck undoubtedly is going to be a departure from rescue trucks of the past in many ways, and the committee will have to explain the rationale behind many of its decisions. The

By Alan M. Petrillo

Fire departments can face confined space rescue situations at any time. There are times, however, when those events are of a larger magnitude than the departments might be prepared for. That's when having firefighters properly trained in confined space work and the right kinds of equipment for the job come into play to rescue victims and secure the scene.

Scene Assessment

Kent Freeman, owner of California Health & Rescue Training, says fire department confined space teams typically should run through the tactical priorities when faced with a confined space event. They have to assess the survival profile of the victim by yelling to get a verbal response or using some type of physical stimulus, he says, as well as use monitoring equipment to assess the atmosphere viability in the space, including getting a reading at the place where the victim is located.

Ventilating the space is important, he maintains, and can be accomplished, depending on the scenario, with a standard smoke ejector like those found on many engine companies or axial and centrifugal fans with ductwork. "They might need to use either a positive or negative pressure system," Freeman observes, "or even a combination of the two."

Tom Fox, director of operations for Leader North America, says that in addition to search cameras and communications equipment used in confined space-the LeaderCAM and LeaderCOM units-Leader also makes the V-Box, an extractor-blower conversion kit that transforms a ventilation fan used in confined space work into an extractor.

Fox says a ventilation fan is positioned inside the V-Box, connects to a duct with quick fasteners, and "canalizes the flow of air for powerful ventilation of confined spaces." He notes that 1.5-horsepower electric fan can move 12,000 to 13,000 cubic feet of air through the flexible ducting. The V-Box can accommodate 16-, 18-, 20-, and 21-inch-diameter fans," he says, adding, "more and quicker air movement is an advantage."

Communication

Communications systems and respiratory protection also are "must-have equipment" in confined space rescues, Freeman points out. "Many fire departments use 800-megahertz (MHz) radios, but that range is terrible for confined space because of its lower wattage," he says. "They use a computer to match people to talk on a frequency, and often the signal can't get out. The radios have to be switched to simplex mode during a confined space event to be able to talk radio to radio."

Freeman says he's found that departments are better off carrying two sets of portable radios-an 800-MHz and a very high frequency (VHF) radio that can transmit farther in confined space situations.

"Never enter into a confined space without first discussing your communications and backup communications systems," Freeman says. "The backup can be rope signals, tapping and rapping signals or codes, or PASS alarm systems. Always work from the high end to the simpler low end. Often the simpler is good because we encumber our entrant with a lot of gear and equipment."

Technicians use a three-piece davit arm made by Capital Safety that allows for more room around the space being accessed compared with a tripod. The davit arm breaks down into sections that pack up easily in rescue or ladder trucks.

Respiratory Protection

The most expensive piece of confined space equipment, Freeman says, is the respiratory

Alan M. Petrillo

The Hummelstown (PA) Chemical Fire Co. No. 1 needed to replace an aging pumper but wanted to do so by building a combination vehicle-one that could serve as a first-line pumper as well as a rescue truck. The department found what it needed with Alexis.

"We're an all-volunteer department and sometimes have scarce staffing during the day," says Charlie Cogan, Hummelstown chief. "We had a pumper that needed to be replaced, and our rescue truck runs a lot because it handles a lot of mutual aid. So, we decided to spec a vehicle that can handle almost anything with a crew of five-whether it be fire suppression or a rescue."

The Hummelstown (PA) Chemical Fire Co. No. 1 chose Alexis to build a rescue-pumper that would replace an older pumper and worn-out rescue in the department's fleet. (Photos courtesy of Alexis.)

Cogan says the department put together a committee composed of line officers and the fire company president and treasurer. "We determined what we wanted on the vehicle and started out with a $1 million truck. [We] tweaked it back to what our budget would stand," Cogan notes. "Once we got a good idea of what we wanted in the vehicle, we sent our specs out to a list of different manufacturers to see what they could do for us."

Ultimately, five companies placed bids for the Hummelstown vehicle. "We wanted a pumper first and a rescue second, along with a Class A foam system and a light tower," Cogan points out. "This is our first vehicle with a light tower, and we wanted a big enough generator to handle that light tower as well as all the other power requirements on the vehicle. Alexis is the one we chose to build the truck."

The rescue-pumper carries a Hale QMAX 150 1,500-gpm pump with a left-side pump panel, a 750-gallon water tank, and an integral 30-gallon foam tank.

Filling Multiple Roles

Rick Debroisse, owner of I.M. Apparatus, the Alexis dealer for Pennsylvania, Delaware, and New Jersey, acknowledges that Hummelstown wanted to design a multifunctional piece of apparatus. "They wanted a front-line pumper merged with a rescue because this apparatus would be their first-due piece in their own district as well as for mutual aid," Debroisse says. "They wanted all the multifunctional capabilities we could offer, including space for all the equipment that goes along with it."

Dirk Jordan, lead sales engineer for Alexis, says the rescue-pumper design Alexis came up with for Hummelstown "allows a combination of the best of both worlds. They wanted a low hosebed, lots of compartment space, and upper storage compartments on the roof." He adds, "When you go for a low hosebed and a big water load, it's a challenge to put in deep compartments because there is only so much space available, but we were able to do it. In addition, Hummelstown wanted a short turning radius on the vehicle, which we also were able to give them."

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The MegaMover measures 40 by 80 inches and is made from nonwoven, latex-free nylon. This provides a fluid barrier for protection. Heavy duty reinforced nylon straps are set in a grid to provide strength and support for the patient. Fourteen handles evenly spaced are part of the grid system to provide a working strength of 1,000 pounds with a maximum breaking strength of 1,500 pounds, yet the entire unit only weighs one pound. (Photos by author.)

When you think about it, whether we're talking about firefighting, technical rescues, motor vehicle accidents, or emergency medical services (EMS), a lot of our job involves moving a person from point A to point B-from a hazardous area to an area of safety. Since the traditional fireman's carry, tools and techniques have been developed to make this task easier. As emergency medicine evolved, a whole new emphasis was placed on spinal stabilization during extrication procedures, which led to the development of specialized spinal stabilizing devices. But tools and ideas don't have to be complicated to work. One case in point is the MegaMover®.

Enhancing an Old Idea

The MegaMover is based on the old blanket drag rescue technique. Then someone thought, "You know what this blanket needs? Handles!" After a few blankets ripped and patients dropped, someone else thought, "You know, this blanket needs to be made of something stronger than cotton." And, so it went. Although firefighters were still using large, heavy canvas tarps for this evolution, the idea was seized and perfected by Graham Medical, a subsidiary of the Little Rapids Corporation in Green Bay, Wisconsin.

The MegaMover is a portable patient transport unit used to transport, transfer, or rescue patients from areas inaccessible to stretchers and for transferring a patient from a gurney to a bed. It could be considered a lightweight tarp with handles. This 40- x 80-inch nonwoven, latex-free, nylon-constructed tarp provides a fluid barrier to protect personnel, equipment, chairs, and mattresses from blood and other bodily fluids. Additional heavy duty reinforced nylon straps are laid out in a vertical and horizontal grid, which gives it the strength to withstand 1,000 pounds. The actual weight capacity is 1,500 pounds, which gives the MegaMover an almost 2:1 safety factor, yet this compact unit weighs only one pound. The support grid incorporates 14 reinforced nylon handles, which are evenly spaced around the tarp.

There are various models of the MegaMover. In the Seattle (WA) Fire Department (SFD), we use the disposable basic 1500 model, named for the weight capacity of 1,500 pounds. The MegaMoverPlus has built-in pockets to accommodate standard backboards for spinal and neck injury transports, and the newest

By Alan M. Petrillo

More and more departments, large and small, are moving toward providing firefighters with personal safety gear often referred to as bailout kits.

Some styles of this equipment are embedded in turnout pants, like internal harnesses, while others are separate units. But, each type of escape gear is there to give firefighters the ability to save themselves if it becomes necessary.

Growing Market

Matt Hunt, rescue safety market manager for Sterling Rope Co., says Sterling has seen a continued growth in the personal escape market for firefighters. Fire departments are getting used to the idea of issuing personal escape gear to firefighters doing high-rise work, Hunt says, especially those in residential structures like apartment buildings where there are no fire suppression systems like standpipes or sprinklers.

"A fall off of the third story of a structure can be as bad as a longer fall," Hunt says, "depending on what you land on. Realistically we think every interior firefighter should have access to a personal escape system."

Sterling Rope offers the component parts that go into a personal escape system as well as complete systems themselves. "We are now producing our own hook, the Lightning hook," he says, "made out of aluminum instead of steel, to cut the weight by a third, and with a gated hitching slot like a carabiner where you clip in instead of having to thread the rope through a slot."

Sterling Rope makes the F4 Escape Tech kit that includes its newly developed Lightning hook, shown here being deployed. (Photo courtesy of Sterling Rope Co.)

The Sterling-built F4 Escape Tech kit includes 50 feet of Escape Tech rope, an F4 escape device, a SAFE-D three-stage carabiner, and a Lightning hook enclosed in a low-profile bag that hangs below a firefighter's SCBA. Hunt notes that the system weighs 3.2 pounds, and each component is UL-certified to NFPA 1983, Standard on Life Safety Rope and Equipment for Emergency Services. The F4 Escape Tech system also can be configured with a Crosby hook instead of the Lightning hook.

Some departments prefer to build their own kits depending on their needs assessments, Hunt points out, and many of them pick and choose specific pieces of equipment from different manufacturers to develop their own customized personal escape kit. "Most personal escape kits are aftermarket solutions," Hunt adds, "but over time, we will see more integrated solutions where the entire system is designed as a unit to work together. We're also seeing a trend toward integration with some self-contained breathing apparatus (SCBA) companies offering escape systems built onto their SCBA."

SCBA Integrated System

Mark Williamson, global product manager for supplied air products at Avon Protection Systems Inc., says his company makes a personal escape system that attaches to its Deltair SCBA lumbar pad with two straps. "If it's needed, you could drop the SCBA, hold the release straps (which keep the rescue belt on), anchor yourself, and use the descending device," Williamson says.

The Avon system is custom built through a Fire Innovations design, he notes, to include 50 feet of Sterling TSafe Technora 7.5-millimeter rope attached to a carabiner, anchor hook, and descending device. "The system can be used as a standalone rescue belt too," Williamson points out.

Read more 720 0 Highway Incident Safety: One Department's Solution Posted: Jan 10, 2014 Highway Incident Safety: One Department's Solution By Robert Tutterow This column has a personal connection because it is about my former volunteer fire department-the Center Volunteer Fire Department (CVFD) in the Piedmont of North Carolina. I was an active member and chief officer with the department in the late 1970s through the late 1980s before my employment with the Charlotte (NC) Fire Department. My father was a charter member of the CVFD, which was organized in 1958. The department is located 25 miles southwest of Winston Salem, North Carolina, along the Interstate 40 (I-40) corridor. It serves a primarily rural environment, with a commercial area on the outskirts of the response district. I-40 runs through the middle of the district, and the department is first due to several miles (east and west) of the interstate. This portion of I-40 carries light to moderate traffic, and the posted speed limit is 70 miles per hour (mph). Because of its rural setting, motorists are often "numbed"-i.e., not paying close attention while driving. This "numbing" effect can be very hazardous to emergency responders. This pumper was retrofitted for safety on interstate incidents. (Photo by author.) Struck Apparatus This setting has been the scene of two major crashes during the past five years involving motorists striking CVFD vehicles. In August 2009, its new tanker-pumper, in service for just a couple of months, was struck in the rear while tending to a motor vehicle accident. The impact caused a whiplash injury to the driver/operator. And in December 2010, its Ford F-350 crew cab "quick response" vehicle was demolished by a tractor trailer. The crew was arriving on the scene of a four-vehicle accident and had slowed to about five mph while positioning to render aid. The impact of the collision flipped the CVFD vehicle 2½ times, and it came to rest on its roof. After impact, the tractor trailer proceeded to take out 465 feet of guardrail. The two CVFD firefighters inside the vehicle were injured. One suffered a concussion and knee injury, and the other suffered a broken collarbone. Both firefighters were buckled; if they had not been, they could have easily been killed. The department has experienced several other close calls. On one occasion, charges were filed against a motorist who ran through traffic cones into an incident zone. Fortunately, there was no collision or any emergency responders struck. This new pumper had been in service only two months when it was rear-ended. The driver/operator suffered minor injuries. (Photo courtesy of the Center Volunteer Fire Department.) Apparatus for Highway Safety Based on the two accidents and other close calls, the department recognized it was time to reexamine its fleet and response protocol. Since its founding, the department had purchased two-door commercial cabs for its apparatus. Typically, for interstate response, only the driver/operator would be in the apparatus and everyone else responded in their privately owned vehicles (POVs). This served the department well during its first 50 years. I personally responded to this stretch of interstate in my POV or as driver/operator dozens of times. After careful examination, the department decided it needed a crashworth Read more 671 0 RSS FirstPrevious914915916917918919920921922923NextLast Theme picker Terms Of Use | Privacy Statement - Copyright 2024 by Washington Fire Chiefs Home Members About Us News Calendar Resources Documents Sections County Fire Chiefs FRWC WSAFM