By Chris Mc Loone

In late May, a Washington, D.C., ambulance shut down while transporting a gunshot victim. The ambulance operator was able to safely pull the vehicle over to the side of the road to await another unit to finish the transport to the hospital. Immediately prior to the engine failing, the operator noted a light had illuminated that indicated engine failure was imminent. News reports out of Washington, D.C., that week reported it was the emissions control system that caused the problem.

I wasn't convinced it was an emissions control problem. Although logically it made sense based on the vehicle's age, it just didn't figure to be the cause-unless regens weren't being performed. Unless there was something really wrong with system, the driver would have been signaled multiple times before the engine actually derated-IF everything was working properly. So I was disappointed that this looked like a case of not performing aftertreatment regeneration when prompted or that the emissions system was being made a scapegoat here.

A week after the incident, news arrived that the culprit was actually a faulty fuel cooler screen that caused the engine to shut down.

These 2010 engines have caused a good deal of consternation for fire departments all over the country. The Washington, D.C., Fire Department did the right thing and conducted an investigation into the incident and discovered the actual cause of the engine shutdown. However, remember to not let our general displeasure with EPA-compliant engines cause you to rush to judgment when an apparatus or ambulance experiences engine trouble. And, whatever you do, don't delay your regens unnecessarily. Legitimate problems with emissions control systems may occur, but do everything you can to ensure your operations are not the cause of the problems.

Technology and the Fire Service

The use of new technology within the fire service has come up in a number of my conversations recently. Topics ranged from how to use it, the cost of it, why the fire service embraces it or doesn't embrace it, and so on. There is any number of answers to any of those questions. Any time a product employing a new technology allows us to complete our tasks more safely and efficiently, it's a no-brainer, to me, to put it to use.

A case in point is a recent training night at which several line officers and firefighters got a chance to use a new hydraulic tool power unit. We all got a chance to use the new product, inspect it, and learn about it. The technology in this case was using a lithium ion battery as the unit's power source. The instructor began the conversation by stating that there is a great deal of fear out there regarding battery-operated tools. Many departments know firsthand how the NiCad batteries we had charging in our trucks connected to shorelines had dismally short life-spans. Lithium ion batteries, however, are a whole different game. Questions ranged from whether the tool would work slower as the battery strength diminished, what the overall lifetime of the battery is, how long we can work off the battery before the power unit shuts down, how many stages the pump has, and so on.

In one hour and seven minutes, we performed three door removals, one B-post removal, and a vertical displacement and removed the trunk lid for good measure. Our instructor also reviewed some new tactics for rescue scenarios.

Using a power unit with this technology to me is a no-brainer. It's quiet. There is no exhaust-which is good for the rescuer and the rescued. The truck's generator is not running, so it's not pumping out diesel exhaust into the air around the rescuers. No generator means no cord reels to trip over-health and safety are covered right off the bat. Powering up the unit is with the touch of a button. The rescuer literally picks it up with a tool and hydraulic hose and goes. There is no waiting for the gener

Chris Mc Loone

We have all heard about the trends in apparatus purchasing these days. There's a definite move toward multipurpose apparatus that incorporate many tactical functions into one apparatus to maximize what the crew riding the rig can do once it arrives at an incident. So, we know how budget cuts have affected personnel and purchasing strategies and schedules. But, ultimately when a purchasing committee is getting together to spec out a new truck, the challenge is getting that new truck to fit into the budget the committee is working with. There are many ways to accomplish this, and they're easier than you might think. They might cause a group to change the way it approaches the new purchase, but they are all viable ways to build an effective fire apparatus in as affordable a manner as possible.

Standard Vehicles

Scott Edens, president and CEO of Fouts Bros, espouses accepting standard specifications. He says that if a department can purchase a standard apparatus, the customization cost, which includes engineering and production costs, is dramatically reduced. "Supply agreements with the industry's best component suppliers provide Fouts Bros with discounted pricing for all standard specifications," he adds. "Fouts Bros incorporates brand-specific components in our standard specifications, which allows us to offer departments a best-value proposition for the standard trucks."

Ed Smith, director emergency vehicles group, VT Hackney, Inc., states that the greatest savings a purchaser can experience is to allow the manufacturer to create a product to meet specific requirements based on an existing standard model. "Most manufacturers have numerous models that would fit that classification based on body size, horsepower requirements, maneuverability, water capacity, and so on," he says. "Historically, standardization has been the most difficult option to sell in this industry."

Standardization is a hard sell, according to Smith, because many departments hope to build apparatus that distinguishes them from their peers. "The result is incredible engineering hours and disruption of a production facility-hours that must be passed to the purchaser," he says. "These and other factors result in significant cost increases to provide an apparatus that just as likely could have been served by a preengineered product."

A "program" vehicle is another type of standard vehicle departments can consider to keep the overall cost of the purchase down. "The most cost-effective apparatus we offer is our line of preengineered trucks, commonly known as program trucks," says Harold Boer, president of Rosenbauer America. "We negotiate with our suppliers for better pricing on larger quantities of components."

Phil Gerace, director of sales and marketing, KME, adds, "We have program configurations that offer savings by using standardized components but still offer the flexibility to customize dozens of items like plumbing, lighting, and compartmentation. Our service department offers a number of different levels of refurbishment, and many new trucks use components transferred from the current in-service vehicle."

"Just because it's a program vehicle doesn't mean that we skipped or cut corners to create a truck for a budget-conscious department," cautions Bryan Smeal, regional sales director for Smeal Fire Apparatus. "We did the work in advance to make it simple for our employees to manufacture these products because the bodies, the accessories, and so on, are all preengineered to go together. You're not losing the quality you have come to expect from the builder you choose."

Smeal adds, "If you're looking to purchase something and get a good bang for your buck, program vehicles are a very good option. Most entry-level vehicles are preen

There are many important systems that work harmoniously on your apparatus to provide reliable, safe, and effective operation but safety and reliability starts at the ground and works its way to the operator’s seat. The first point of contact for your apparatus and the roadway is the tire, one of the many underestimated items that play an important role in the handling characteristics of your vehicle. Tires provide not only the means by which to grip the roadway and propel your vehicle down the road, but have the responsibility to resist breaking traction when bringing the vehicle to a stop. Providing support and ground contact when cornering is equally important. Your tires are also the first component of the vehicle’s suspension system absorbing a large amount of jounce and rebound. With all of the above taken into consideration, inspection, maintenance, and preventive replacement of tires should be considered a high priority in any agency...

Task Force Tips's (TFT) FlipTip nozzle changes use with a simple flip of its twist-lock pivoting tip. FlipTip is the latest addition to TFT's New Force product line. There are three different series of FlipTips available, each designed to fit unique needs and budgets: FlipTip Only (with two smoothbores), FlipTip Integrated Shutoff (with two smoothbores), and FlipTip Integrated Shutoff with one smoothbore and G-Force combination nozzle (with the G-Force nozzle offering 18 model choices of fixed, selectable, or automatic nozzle combinations). The FlipTip Only series features multiple smoothbore choices for both the front and the rear tip orifices and quickly allows the initial attack team a choice of flows The FlipTip with Integrated Ball Shutoff features a high-volume ball shutoff, providing a single nozzle that offers a choice of hard hitting straight streams. The third option is the FlipTip with Integrated Ball Shutoff and G-Force nozzle.
-newforce.tft.com, 800-348-2686

Streamlight® Inc. LOGO™ keychain light is a personal LED flashlight with four lighting modes and an auto-off feature that conserves battery life. The LOGO features a five-mm LED, which is impervious to shock and provides a 100,000-hour lifetime. It offers four lighting modes: high (10 lumens), medium (5 Lumens), low (2.5 Lumens), and blink. Users quickly press the light's center for on, off, and mode changes. The LOGO also features an auto-off warning, which is activated after four minutes of continuous run time. The feature is designed to warn users prior to turning off the light while also conserving batteries. Constructed from impact-resistant polycarbonate and thermoplastic elastomer, The LOGO uses two 2016 size, Lithium coin cell batteries. It measures 1.8 inches long and weighs 0.37 ounces with included batteries. The weather-resistant light features a nonrotating snap hook that attaches to a keychain or zipper pull.
-www.streamlight.com, 800-523-7488

Cummins Inc. 2013 engine lineup for fire and emergency vehicles is a complete range of clean-diesel engines from 260 to 600 hp. For 2013, Cummins will offer the fire and emergency vehicle market four choices in clean-diesel power: the ISX15, ISX12, ISL9, and ISB6.7. All engines will share a new single electronic control module (ECM) that will manage both the engine and the Cummins Aftertreatment System. In addition, these engines meet the 2013 United States Environmental Protection Agency (EPA) regulations as well as the 2014 EPA greenhouse gas (GHG) and United States Department of Transportation (DOT) fuel efficiency standards. Cummins 2013 engines also feature an improved electronic calibration that is specific for fire and emergency vehicles that eliminates any emissions related vehicle speed or engine torque derates. Some 2013 ISX15 and ISX12 engines built in early 2013 may require a calibration update to eliminate emissions related derates.
-www.cumminsengines.com, 800-343-7357

Spartan ERV MPA 65' is a multifunction pumper aerial that has all the features of a quint. It can be configured with a 1,250- to 1,500-gpm pump, 1,000-gpm telescopic aerial waterway, and up to 500 gallo

ARMORED FIRE APPARATUS

Robert Tutterow's April 2013 Keeping It Safe column "Time for Armored Fire Apparatus?" is definitely visionary thinking, especially in these times of scene safety and increasing terrorism in the United States-i.e., incidents like the 2013 Boston Marathon bombing. However, emergency planners need to be mindful of a fundamental point: Armored vehicles defeat their intended purpose whenever their occupants "surface" themselves like a turtle opening up its shell and sticking out its head, arms, and legs.

Real-world examples include whenever armored car guards exit their cargo compartment, SWAT teams ride on their back steps, and so on. The same vulnerability would apply whenever firefighters exit their cabs or whenever medics exit their patient compartments.

Are armored vehicles viable for firefighting? Yes-if and when designed for rotating deck gun operation like a military tank turret. Examples of this type of apparatus include aircraft fire department foam tenders and European fire engines commonly used to safely quell rioters.

Donald E. White
Administrative Officer
Alexandria (VA) Volunteer Fire Department
Director of Safety and Security, Northern Virginia Mental Health Institute

• SEAGRAVE FIRE APPARATUS was recognized by the FDNY for its dedication and support provided during the recent tragic events following Superstorm Sandy. The award was presented by Mark Aronberg, assistant commissioner for FDNY fleet services, to A. Joseph Neiner, chairman and CEO of Seagrave Fire Apparatus, LLC, during FDNY's visit to Seagrave's company headquarters.

A portion of the inscription on the plaque reads "FWD Seagrave Once Again Stepped up to Provide Much Needed Assistance to the FDNY, In Our Most Difficult Times We Can Always Count on the Men & Women of FWD Seagrave for their Continued Support."

• TENCATE ADVANCED COMPOSITES NORTH AMERICA announces that Northern Composites, of Hampton, New Hampshire, will serve as an eastern United States representative for TenCate regarding tooling prepregs and materials. As reported last year, TenCate and 3M have joined forces to market and support 3M's line of tooling prepregs featuring 3M's matrix resin technology. This 3M innovation uses nanosilicas to create a more durable, robust, and dimensionally accurate tool for the fabrication of composite parts. Northern Composites will have responsibility for supporting customers in the eastern half of the United States.

• PIERCE MANUFACTURING, part of the Fire & Emergency segment of Oshkosh Corporation, is celebrating its 100th anniversary with a public open house scheduled for July 13, 2013, from 12:00-4:00 p.m. at the Pierce 41 manufacturing facility in Appleton, Wisconsin. Visitors to the event can attend the 100th ceremony at 1:00 p.m., visit the new Pierce History and fire truck and Oshkosh truck displays, view interactive fire and safety education, participate in kids activities and games, go on rides on fire apparatus, and take manufacturing tours.

To round out the celebration, Pierce is hosting a 9-11 Stair Climb at Lambeau Field in Green Bay, Wisconsin, on Sunday, July 14 to raise funds for the National Fallen Firefighters Foundation (NFFF).

For more information on the event, visit http://www.piercemfg.com/100thopenhouse to register for the open house and the 9-11 Stair Climb.

• STREAMLIGHT®, INC., a provider of lighting for first responders, has donated $25,000 to the National Fallen Firefighters Foundation (NFFF), including $15,000 in proceeds from sales of the company's Red Nano Light®. Streamlight earmarks $1.00 from the sale of each Red Nano Light to the NFFF. The company also contributed an additional $10,000 for renewal of its "Bronze Helmet" NFFF sponsorship. Both donations will assist the nonprofit organization in commemorating the lives of firefighters who have died in the line of duty and supporting their families and co-workers. Streamlight's sponsorship of NFFF helps fund various initiatives, including the organization's National Memorial Weekend tribute to fallen heroes. Streamlight's sponsorship support also helps fund scholarships awarded to spouses and children of fallen firefighters and counseling programs for agencies that have lost colleagues in the line of duty.

• FERRARA FIRE APPARATUS unveiled its F-Shield chassis frame corrosion protection for the Ultra, Inferno, and Igniter models of custom fire chassis. F-Shield is a process that encapsulates the chassis frame, cross members, fasteners, and fixed accessories mounted on the chassis. The fuel tank, air reservoirs, and their brackets are treated separately before assembly. These additional steps ensure these components are completely sealed with the F-Shield proces

Alan M. Petrillo

Two manufacturers-Sutphen Corp. and SVI Trucks-recently teamed up to design, manufacture, and deliver five identical heavy rescues to the Columbus (OH) Division of Fire.

Scott Sanders, a lieutenant in Columbus's Research and Development Bureau, says the 10-person vehicle committee, headed by Captain Steve Martin, met periodically and determined the next generation of heavy rescue truck that would meet the needs of the department. "We run all our rescues as heavy units, so we need room for manpower and all the equipment we have to carry-cutters, spreaders, rams, air bags, tripods, cribbing, air bottles, diving equipment, and the rest of it," says Sanders. "Once we settled on the spec, we put it out to bid."

Harry Sutphen, sales representative for Sutphen Corp., says that Sutphen had a prior relationship with the Columbus (OH) Division of Fire, which currently has 17 Sutphen pumpers serving as first-line engines and nine Sutphen SPH100 midmount aerial platforms as first-line ladders. "We were pleased to be awarded the bid, which we sold to Columbus as a Sutphen heavy rescue truck with an SVI body," Sutphen says. He notes that Sutphen has collaborated with SVI Trucks for a number of years on various heavy rescue vehicles. "We sat down with Bob Sorenson, vice president of SVI Trucks, and the SVI engineers at Columbus Fire headquarters and got the vehicle to the way their committee wanted it," he says.

(1) The five heavy rescues built for the Columbus (OH) Bureau of Fire by Sutphen Corp. and SVI Trucks are on Sutphen Monarch 73-inch cabs and chassis with 20-inch raised roofs with SVI aluminum front walk-in/walk-around bodies. (Photos courtesy of SVI Trucks.)

Identical Specs

The five heavy rescues were built to identical specs so there was a commonality as to placement of equipment, Sanders points out. "Our agreement in the beginning was that we would fine tune the trucks as we went along, and if an obstacle arose, we'd sit down together and work it out," Sanders says. "Sutphen and SVI bent over backward numerous times to give us what we wanted and suggest what was best for our needs."

Columbus Fire wanted all five rescues delivered completely equipped with all tools mounted, Sanders says, which meant that the department had to work closely with Sutphen and SVI engineers. "If we wanted to move a shelf or a piece of equipment that wouldn't fit in a compartment, they figured out a way to accommodate us," Sanders says. "Our guys sat with the engineers and built the entire trucks on a computer beforehand. We had to give them the name, make, and measurement of every tool that we wanted on the vehicles."

Once the trucks were blueprinted digitally, with all the equipment placed, it was easier to adapt to changes, Sanders points out.

(2) The Columbus rescues were all set up in identical fashion in terms of design and gear location. Sutphen and SVI designed the location of all equipment on slide-out trays and rolling tool boards under the direction of the Columbus truck committee, and SVI mounted it all prior to delivery of the five vehicles.

Identical Designs

The Columbus rescue designs are based on a Sutphen Monarch 73-in

By Wesley D. Chestnut
Lead, Compliance, Spartan Motors, Inc.

During the past several months, I've been asked to write articles and give presentations discussing changes in emissions standards set forth by the United States Environmental Protection Agency (EPA) and fuel efficiency standards set forth by the National Highway Transportation Safety Administration (NHTSA) that impact fire apparatus.

At a presentation I gave in January, certain members of the audience provided feedback that certain elements were not very clear and the topic was "boring." It may be a boring topic, but when departments or city councils wonder why the price of a fire apparatus has increased during the past six years, it may be largely attributed to the complex emissions standards. Emissions standards have a very real impact on the price of a fire apparatus and service of the vehicle during its in-service life. Beginning with the forthcoming first round of greenhouse gas emissions standards, the regulations are more complex and apply to more than the engine.

Greenhouse Gas Emissions

Beginning with model year 2014, or January 1, 2014, both engines and chassis for fire apparatus will have to meet greenhouse gas emissions standards defined by the EPA. Certain engine manufacturers have opted to certify their engines early, resulting in changes to certain components of the emission control system as well as the engine. Although the engine and its aftertreatment devices may look the same as more recent fire apparatus, there are changes nonetheless. These changes have resulted in certain manufacturers having to perform tests required by the engine manufacturer, which in turn indicate to the EPA that the engine installed in the fire apparatus meets the emissions standards that apply to the engine.

Where the greenhouse gas rules differ from previous emissions rules as they relate to fire apparatus is that the chassis must also be certified with the EPA. Rolling resistance of the tires is the critical element in determining the greenhouse gas emissions output of fire apparatus as they are considered vocational vehicles. Because rolling resistance is a critical factor in determining the emissions output, tire manufacturers have had to test tires or have their tires tested by a third party and submit the rolling resistance values to the chassis manufacturers. In some cases, certain tires or combinations of tires may not be used because the chassis does not meet the applicable requirements within the regulations.

Chassis and Components

The chassis must maintain its certification for its useful life. As set forth by the EPA, the useful life a fire apparatus is 10 years or 100,000 miles. This may impact the choice of tires that are installed on a fire apparatus after it has been placed in service. Replacement tires must have similar rolling resistance values as the original tires on the vehicle. Although rolling resistance values will likely not be put in owner's manuals or other literature related to the tire, the owner's manual may instruct the owner to seek a tire that is equivalent to the original built tire.

There may be changes to certain warranties that relate to emissions-critical components on the fire apparatus that apply for a longer period of time than that of the overall apparatus. Certain components within the emission control system must have a five-year/100,000-mile warranty. With the new greenhouse gas emissions rules, tires are required to have a two-year/24,000-mile warranty. In certain cases, fire apparatus manufacturers may have to, if they have not already done so, update their owner's manuals to reflect the new warranty information.

Timeframe

Although the first phase of the greenhouse gas emissions rules starts with 2014, other federal requirements apply with model year 2016. The next phase of requirements involves

Chris Mc Loone

At the 2013 Fire Department Instructors Conference (FDIC), the Fire Apparatus Manufacturers' Association's (FAMA) Technical Committee held one of its two meetings for 2013. The agenda included industry and FAMA updates, as well as naming the 2012 Chairman's Award winner.

FAMA Updates

FAMA President Harold Boer started the meeting by introducing two guests from the University of Illinois Fire Service Institute (IFSI), Dennis Spice and Gavin Horn. Boer explained that the ISFI is looking to help FAMA through research on different projects and encouraged FAMA members to meet with them during the meeting.

Boer continued with an update from the association's spring meeting. He reported that there were great presentations on both statistics and surveying that gave FAMA a good idea of what its members' customers are asking for and how customers are getting information from manufacturers.

Another statistic Boer shared was that through 2012, the market has remained relatively flat. Based on this, he issued a challenge to the group. "When you are reviewing and proposing NFPA revisions and new proposals, take a look and decide if the cost/benefit ratio is justified," he said. "Is there a problem? Is the proposed solution going to solve it? Is it worth the cost to do it?" He cited that there have been good examples of identifying problems and coming up with solutions. One problem was hose falling off trucks. "It was a definite problem," he said. "We came up with a solution for it. It solved the problem and it was relatively inexpensive to do it. That was a very good solution." He concluded, "Let's be careful when we propose these new standards not to add significant cost to the trucks and see our market go down further. If there's a problem, let's address it. If it's not, let's have a recommended guideline."

FAMA Initiatives for the Year

Roger Lackore, co-chair of the Technical Committee, presented FAMA initiatives for the current year, including the following:
• Reorganizing the white papers and resource sections of the FAMA Web site.
• NFPA 1901/1906 participation.
• Fire Department Safety Officer Association (FDSOA) Apparatus Symposium.
• Developing a Fire Apparatus Safety Manual.
• Publishing a quarterly e-newsletter.

A Fire Apparatus Safety Manual is a glove-compartment-sized manual that would cover all the safety issues around using an apparatus. Lackore called for participants to join the ad hoc committee to develop the manual. Plans call for this committee's first meeting to be on July 25, 2013. The manual will be published through FAMA, and fire apparatus manufacturers can buy the books in bulk and send them with every apparatus.

Lackore also commented on FAMA's involvement with the FDSOA's Apparatus Symposium. The Apparatus Symposium turned a profit this year, and the FDSOA remains committed to continuing with the Symposium. "Our part of it is to try to provide presenters for those equipment- and apparatus-related topics," said Lackore. "We're providing recommendations. The FDSOA still has the final say on whether or not it likes the presenters. For each presentation this year, rather than just saying 'here's a topic,' the committee sat down and created a detailed outline for each presentation and learning objectives." He said that the committee determined the audience-spec writers or mechanics and service people, for example-and chose presentations to balance that out.

NFPA Process Update

The National Fire Protection Association (NFPA) has recently transitioned to a new system for standards revision participation. Ryan Depew, the NFPA's staff liaison to the technical committee on fire apparatus, provided a brief rundown on some of the new aspects of the system, encouraging attendees to participate

Chris Mc Loone

I recently joined the thousands of other Pierce Manufacturing customers who travel to the company's Appleton, Wisconsin, facility for a tour of its headquarters. While I was there, Bobby Williams, Pierce's vice president, sales and marketing, sat down with me and answered a few questions about Pierce and the fire service.

CM: How are things shaping up for Pierce and its 100th anniversary celebration?

BW: There is a lot going on, and it's pretty exciting all the things we're doing. What I like the most about it is that we are focusing on the people and the stories about Pierce. The marketing team has done a really great job of taking time to talk to folks who have been here, and we have wonderful stories about sons and fathers and grandfathers who have worked here through the years and have heard some of the rich history of what they've been involved with. For me, that's the most exciting thing-to hear the stories and to really learn the legacy of Pierce.

CM: What's next for Pierce?

BW: Really, we're still excited about the Dash CF and see a lot of good things continuing to happen. We were out in the field this past week at what we call a "Road Rally" where we take the product out and show customers at their locations and really had a phenomenal turnout and a real excitement about what that does for the fire service. We know that we strive to be a leader in innovation of products for the fire service. We try not to innovate just for the sake of saying we have something new on the board. But, we really look at and listen to the customers to say, "What is it that you need? Where are we missing the mark? Where do we need to challenge ourselves to change and adjust?" And so, moving forward, we have some exciting things on the board that will be coming forth to the marketplace.

CM: What do you think is the most important innovation in the fire service during the past five years?

BW: To me, the most important innovation is really a paradigm shift in how fire departments look at themselves. They are required to do more with what they have. And, I'm hearing a lot about how they look at themselves and their constituents in the neighborhoods and in the communities they serve. They are finding ways to reach out and engage their constituents and rethink how they approach them. So for me, I see more departments naming their top executive as CEO as opposed to fire chief and changing how they think about themselves.

CM: What do you think the biggest issue is facing the fire service today, and how should the fire service address it?

BW: I really believe it's doing more with less. Budgets have been cut. Tax revenues are down. They are stretching out vehicle purchases. So many of them are struggling to get gloves, turnout gear, and all the equipment they need. So, it's trying to find innovative ways to do more with less. And, it's quite challenging. I've seen a number of creative ways departments try to relook at how they are buying apparatus-whether it's a buy-back program, or stretching out how they use apparatus, or how they approach front-line apparatus as smaller quick-attack vehicles, things like that. Departments are really looking at all different aspects of their operations to see how they can stretch those resources that they do have.

CM: What keeps you up at night?

BW: For me, it's being a good steward of what we've done here at Pierce and its legacy. We've been in business for 100 years, which is pretty exciting. Not a lot of companies can say that they have that rich history. So, it's taking care of all the people who have gone before us and established that foundation for us. And then, how I help continue and lead the organization into the next 100 years so that s

By Robert Tutterow

In last month's column I discussed the 2013 Kill the Flashover (KTF) project conducted at the South Carolina Fire Academy. KTF, led by Chief Joe Starnes, looks at fire behavior through air track management. If we understand air track management, we can influence fire behavior in ways that make for much more effective and safer fire attack. The results of KTF go hand in glove with recent findings in a series of live fire burns by Underwriters Laboratories (UL) in Spartanburg, South Carolina. To highlight the findings, a well-respected fire chief asked one of the UL researchers if there is ever a situation when firefighters should go on a roof and open it for vertical ventilation. After a long pause, the answer was no. KTF confirmed this answer through its air track management study.

This month, I will review how the 2013 F.I.E.R.O. Biennial Fire Personal Protective Equipment (PPE) Symposium complemented the findings of KTF. After observing KTF, Alan Bruancini, retired chief of the Phoenix (AZ) Fire Department, said these recent findings will be difficult for the United States fire service to accept. His comment about the fire service's predictable reluctance to embrace a deeper understanding of fire behavior was underscored at the PPE Symposium on several fronts.

Tradition

First, fire service attorney Jim Juneau gave an eye-opening presentation about how firefighters, company officers, and chief officers can be held accountable for their actions. Our actions are often grounded on indefensible traditions. Let me get your attention again: Juneau told the audience that leather helmets are not the best head protection. In fact, the European-style helmet is the optimal design available today. Many in the audience were quick to point out that leather helmets are National Fire Protection Association (NFPA) compliant. Juneau replied, "I can jump over that chair. An Olympic high jumper can also jump over that chair. Does that make us equal?"

The crusty old leather helmet, with its totally useless flip-down Bourke eye-shields, is symbolic of our defiance to scientific conclusions. Shhhh! Don't tell anyone, but the earth ain't flat. If the National Football League can take huge steps to improve the safety of its players, the fire service had better take heed. If we don't, someone else will do it for us.

The PPE Symposium was also the venue that Rich Duffy, retired assistant to the general president of the International Association of Fire Fighters (IAFF) and veteran PPE expert, used to show photos of a new thermal imaging camera (TIC). The mini imager mounts on the SCBA face lens and reportedly produces an image quality so vivid that firefighters can identify the position of hose couplings on an attack line to lead them out of a structure if necessary. Speaking of the TIC, it is clearly the most underused tool in the fire service tool chest. TICs are absolutely critical in understanding air track management. Think of them as diagnostic tools.

Future Fire Service?

Imagine an American fire service learning from the European fire service. For decades, we've always dismissed the Europeans' approach by saying their building construction is different-and it is. However, fire behavior is the same across the planet. Imagine a fire service that rarely performs vertical ventilation; uses smaller hoselines; uses less water; uses foam or a wetting agent on every attack; "closes up" rather than "opens up" burning structures; equips every firefighter with a TIC mounted on his face mask or helmet; wears European- style helmets; often uses positive-pressure attack; and ensures every firefighter has a scientific baseline of knowledge about fire behavior-i.e. air track management. The idea could transform our training, our PPE, and our apparatus and change the makeup of our firefighting toolbox.

These are inte

By Richard Marinucci

Today's fire service offers more personal protective equipment (PPE) than ever before. This should not be a revelation to anyone in this business. Besides having more options, the standard protective equipment has continued to improve to offer a higher level of safety while still allowing firefighters to do the job. For example, turnout gear is lighter and more resistant to heat and has a better moisture barrier. Having the right tools is only part of the equation. Firefighters must accept the responsibility to not only use the equipment but use it properly.

Required and Enforced

I recently was in the locker room of a professional football team and I noticed a large poster that demonstrated the proper way to wear the uniform and pads. I wondered why this was necessary since all of the players have been in football most of their lives. I realized that the players need a reminder and probably will look for a shortcut if they think it gives them an advantage. As such, the league does its best to educate the players so that they get the maximum protection. Of course, the requirement to wear the equipment properly is mandated and the players are subject to fines if they deviate from the standard. Players in the National Football League (NFL) have the best safety equipment available yet will not necessarily embrace all of it unless forced to do so. Although education is a part of the strategy, enforcement is necessary. This seems like a good plan to follow with firefighters to make sure they are operating as safely as possible.

Departments must continually educate personnel on the value and use of safety equipment. Education may not be the only word to use-it could be nagging! Regardless, the purpose is to minimize the chance that complacency becomes the root cause of a preventable injury. Firefighters must continually be reminded to use their chin straps, cover exposed skin, wear their hoods, and have their gloves on. Why is it the responsibility of the leadership to do this when the firefighters should see the obvious advantage to their well-being? It is for the same reason the NFL feels it is important to continually remind its players to use their equipment.

But, continual reminders can only go so far. There must be consequences when all else fails. Football players are to wear the equipment as prescribed by the league. If not, they are subject to penalties that can hurt their team's chances of winning and they can be fined, which hurts their pocketbooks. If an organization is really serious about an issue, it must be willing to do whatever it takes to ensure that its wishes are met.

Changing Mindsets

There are other things to consider. In previous occupations, I can recall workers disabling safety equipment-items designed to keep them from being injured. Occasionally someone would get hurt. Of course, it was never the worker's fault! Now, I am not here to accuse anyone else in the fire service of blatantly disregarding safe working practices. But, I can say that maybe in my younger days, along with some of my coworkers, we may have taken shortcuts. Because of my age, I can be reasonably sure that the statute of limitations has passed. Looking at this experience, I know shortcuts could only be taken if the culture of the organization allowed it to happen. I believe that to be the case and know that it takes great effort to undo this line of thinking. It is worth the effort for the leadership of an organization to change the mindset of its members so that this is not acceptable.

Always a Chance for Injury

Even if all the PPE is worn correctly and all safety devices are used, there is still a chance for an injury. This can be minimized if the equipment is used as intended and operators are properly trained. This can become more challenging to departments as they now have many more options when choosing

Alan M. Petrillo

Personal protective equipment (PPE) makers are regularly talking to firefighters and fire command personnel to determine what they want to see in their turnout gear and how it might be redesigned or modified to make it as functional as possible.

Lighter, Less Bulky

Globe Manufacturing Inc. introduced its latest embodiment of what firefighters have been asking for in their gear with its PBI Lightweight Gold System.

Mark Mordecai, Globe's director of business development, says Globe has heard from firefighters that they want less restrictive, lighter, less bulky turnout gear without sacrificing the breathability or thermal protection offered by current PPE. "This requires a garment design, its fit, and the material it is crafted from to work together the way the firefighter's body moves," Mordecai says. "For our G-Xtreme turnout gear, which is less restrictive because it has length in those areas where the body bends, we've introduced the dimension of shape through lighter and more flexible materials to fit the firefighter's body better."

Mordecai points out that Globe added shape to G-Xtreme last year to improve fit and reduce bulk, and with the new PBI materials the gear now is even more flexible and has superior break-open resistance, which allows for still greater thermal protection.

"The outer shell of gear made with a traditional fabric is pretty stiff," he notes, "but using the PBI Max with its lighter filament Kevlar® we get more flex yet still a very strong fabric, so it maximizes both strength and flexibility."

Gear lightness and extra flexibility is accomplished by adding the PBI fiber to the moisture substrate and thermal liner, Mordecai says. He adds that "restriction, bulk, inflexibility, and weight are the bad guys in PPE design, so you have to address those areas and shape the turnout gear to fit the firefighter's body."

(1) Globe Manufacturing has given its G-Xtreme turnout gear more strength and flexibility through use of a PBI Max fabric made from a lighter filament Kevlar. (Photo courtesy of Globe Manufacturing.)

Component Interaction

Karen Lehtonen, director of products for Lion, says Lion has been retooling PPE as a result of firefighter feedback. "Our goal is to take an innovative approach to make turnout gear more functional and stress reducing and provide better mobility," she says. "Those goals are where we're focused with retooling our PPE."

Lehtonen says that key areas Lion is looking at are interfaces and interoperability with other PPE elements. "We want to make sure it's not harder to put gloves on after putting on the turnout coat or harder to put on a self-contained breathing apparatus (SCBA) after being geared up," she says. "We're also looking at how the helmet interacts with the turnout coat, hood, and SCBA face piece."

Lion's recent redesign of its V-Force turnout gear that uses PBI Max fabric outer shells and Glide liners has resulted in a balance of comfort, mobility, and protection, Lehtonen maintains. "These fabrics have higher lubricity levels so they improve mobility of the firefighter and the fit of the garment," she says. "And, we've incorporated greater venting and stretch into our turnout gear. We took the concept from athletic wear of allowing interior heat to vent out to the exterior, while preventing exterior heat from coming in, and are adding stretch panels in areas where greater stretch mobility is needed."

(1) The XT designation in the MSA Fire M7 XT SCBA system stands for extreme temperature. (Photo courtesy of MSA Fire.)

NFPA 1981 also standardized the personal alert safety system (PASS) alarm sound and pattern and moved the low-air alarm activation from 25 percent of air remaining to 33 percent. Other changes include a new communications test protocol changing to a speech transmission index (STI) where the speaking diaphragm has to pass the criterion of 0.45 on the STI and optional voice amplification must pass the criterion of 0.50 on the STI. The standard also has emergency buddy breathing system (EBBS) performance requirements, but these are still being worked out with the National Institute for Occupational Safety and Health (NIOSH).

The five companies that have recently released new SCBA designs that expect to be compliant with the 2013 versions of NFPA 1981 and 1852 are Scott Safety, Avon Protection, MSA Fire, Draeger, and Honeywell First Responder Products. Currently, all five are awaiting notification of compliancy. All SCBA manufacturers must stop selling SCBA manufactured to the 2007 standards on August 31, 2013. There is no set timeframe for hearing about compliancy.

Reducing Weight

John Dinning, Scott Safety's North American product line manager, fire service, says Scott's new SCBA platform is the Air-Pak X3, a sleeker and more durable SCBA than prior models that makes better use of weight management and addresses comfort issues. "We look at this platform in a new way in that it's sleeker than SCBAs in the past," Denning points out. "And, it's available in both the snap change connection and compressed gas connection."

Honeywell First Responder Products introduced its new BA8013 SCBA platform, which Jeff Shipley, Honeywell's senior product manager, says improves the system's ergonomics and functionality and provides a savings in weight. "We shaved the weight of the new system from our Warrior product," Shipley says, "and enhanced the ergonomics by better distribution of the weight. With the BA8013, the weight sits more on the firefighter's hips because of a swivel pivot mechanism on the back of the unit that has a knuckle attached to the frame so the firefighter can move more freely without having the frame limit his motions." Shipley notes the shoulder straps also were modified so they don't pinch when a

By Christian P. Koop

I recently had the good fortune of attending two premier trade shows: the National Truck and Equipment (NTEA) Work Truck Show and the Fire Department Instructors Conference (FDIC), which are both held at the same venue, the relatively new convention center in downtown Indianapolis, Indiana. I say good fortune because I had never been to the NTEA show and it had been many years since I had been to FDIC. Both shows were very impressive in their own right and by the obvious fact that they were well organized and sponsored. Both offered a wide array of training classes and symposiums. They were well attended and both ran like well-oiled machines. Kudos are in order to the folks behind the scenes who prepare and organize these huge events.

Fleet Management

One of the conference sessions I attended at the NTEA show was a two-day fleet management symposium. The symposium was presented by Kelley Walker and was very informative. The main focus was about managing the modern shop with an emphasis on reducing capital and operating budgets in the fleet and on improving technician productivity both in the shop and field while incorporating the latest technologies such as vehicle GPS and telematics. Long-haul trucking is at least 10 years ahead of most other fleet operations in this area.

Walker pointed out that for a fleet vehicle to be efficient, it must be "matched to the application, productive, efficient to operate, cost-effective, safe, user-friendly, regulatory-compliant, and reasonably priced." This brings me to what this article is about-responsible fleet management is a philosophy that needs to start when new apparatus are specified with the idea that if the units are matched properly to the applications, they will be more cost-effective to operate. It is about constantly looking for ways to cut costs and improving efficiency in the modern shop. It needs to involve everyone in the organization, and if everyone buys into it, you can ultimately reduce operating cost, improve quality, and still make gains in overall organization efficiency-including the shop. Although Walker was not speaking directly about emergency response vehicles, this rationale can be applied to these vehicles as well.

Matching Applications

If you have been around this field for a while, you can probably think of some vehicles you've had or possibly still have in your fleet that don't meet some or even any of these vital requirements. If your fleet is not matched properly to the application, it is overloaded, or the duty cycle is too severe for its design, it will require extremely high levels of maintenance and repairs to keep it operational. I have seen this happen, and sometimes critics blame the vehicle and manufacturer. But, the reality is that it may not have been specified properly for the application.

To further express my point, here is an analogy by Alan Brunacini, retired chief of the Phoenix (AZ) Fire Department: "Sending a fire apparatus on a medical call is like delivering flowers with a cement truck." Unfortunately, most of us can relate or recall having some of these vehicles in our fleet. Some of these units are labeled lemons, and although some of them may very well have been true lemons, others were just not properly specified for the application. I attribute some of my gray hair to vehicles that fall into this category.

Simplicity Saves Money

I sometimes affectionately reference an old acronym, KISS, which stands for "Keep It Simple, Stupid." However, I have slightly modified it to help us get by in this tougher economy to KISSSM, pronounced kisum, which simply means "Keep It Simple, Stupid, and Save Money." Responsible fleet management will help today's fleet managers and maintenance supervisors meet the objectives and goals of those faced with today's tight budgets and still