W. Parker Browne

It's a given that suburban and rural fire departments that routinely draft from folding tanks or other static sources must have well-trained pump operators. I have learned during fire pump operations and drafting water from a static source instruction that priming the centrifugal fire pump is generally one of the most challenging and hardest tasks for the student to understand and master. Automatic priming offers ease of operation when priming a centrifugal pump.

Automatic priming was a standard feature and natural benefit for fire pumps installed in most of the early fire trucks built in the United States. These fire pumps were typically positive displacement, either piston or rotary type. Positive displacement fire pumps were truly self-priming because they were able to pump both air and water. The operator just connected a suction line from the pump to the water source, engaged the pump, opened a discharge, and waited for the air to pass through the pump and then for the water to flow. It was that simple.

If the pump swallowed some air during operation because of turbulence at the entrance to the hose, or even a slow leak in the hose itself, the fire pump would move air through and continue to provide water pressure as long as the pump was running and the water supply lasted. With the advent of the centrifugal pump, manufacturers had to find another way to prime because the centrifugal pump cannot move both water and air. When the centrifugal pump came into common use, so did the primer.

(1) The simplicity of the air-powered primer design is in its ability to create a high vacuum without the use of moving parts or high electrical current draw. Passing the pressurized air through a series of nozzles creates the vacuum. The reliability of a product that has no moving parts and is powered by a vehicle system as carefully engineered and maintained as the air brakes has led to the air-powered primer's growing use on new vehicles as well as its retrofit popularity on older vehicles equipped with air brakes. (Photos and illustrations courtesy of Trident Emergency Products, LLC.)

Conventional Priming

A conventional primer is a small vacuum-producing pump that can remove the air from the suction hose and pump. Since the primer's inception, the pump operator has been required to activate it manually, which can lead to problems if the operator is not trained in its use. If it is shut off too soon, the prime can be lost-if left running too long, the primer can burn out its vanes and seals.

Across the ocean, European fire truck builders also use the centrifugal-style pump. However for the past several decades, they have been providing many of their pumps with an automatic priming feature. Their approach also uses a separate small positive displacement priming pump, but the primer is automatically engaged whenever the pump shaft is rotating and it senses little or no discharge pressure.

Although this approach is not quite as simple as using a truly self-priming water pump, it does automatically tie the separate primer's operation to the water pump's discharge pressure status. The Godiva, Rosenbauer, and Ziegler brands all have fire pumps available with automatic priming.

As the world grows smaller, many of the more useful ideas for firefighting techniques and equipment are crossing the oceans in all directions. The automatic priming idea for centrifugal fire pumps is one of these and makes perfect sense on any fire truck for several reasons:

• It is simple and makes the pump operator's job easier, allowing time for other tasks.
• It will automatically remove any

Accurate information is not only important on the fire ground and the pre-hospital setting; it is paramount to the timely and safe repair of fire department vehicles. For that reason it is important to discuss this topic in detail explaining some of the common issues fire department mechanics face. The security of our careers as mechanics in the fire service relies on the ability to provide confident repairs that follow the manufacturer specification.  With so much riding on our work, we must be able to access the information we seek in a timely manner...

Alan M. Petrillo

The Bakersfield (CA) Fire Department covers a wide swath of territory within the Bakersfield, California, city limits-144 square miles with a population of more than 347,000 people-with 180 firefighters working 14 pumpers, three ladder trucks, and a variety of other apparatus out of 14 stations. So, fleet uniformity is an important consideration to Bakersfield's officers and firefighters when specing out new apparatus.

Early in 2012, the department pulled out its pumper specifications and sought input from a number of sources-firefighters, mechanics, and officers-about the good and not-so-good working features of its current apparatus to prepare for a new engine purchase.

Ross Kelly, Bakersfield's deputy chief, says uniformity with the department's existing fleet of pumpers was a concern voiced often. "We took ideas from the pumpers currently in our fleet and looked to improve on some things that weren't working well but still stay in a configuration that we are used to dealing with," Kelly said. "We wanted to keep the body and setup of the equipment on the new pumper as uniform as we could compared with the other pumpers in our fleet."

(1) Uniformity with its other fleet pumpers was a chief concern at the Bakersfield (CA) Fire Department. The KME Severe Service pumper it chose has a Waterous 1,500-gpm pump, 750-gallon water tank, and 20-gallon foam cell. It also features a six-person XMFD cab extended to 59½ inches long to give the crew more space for both structural and wildland firefighting gear. (Photos courtesy of KME.)

Kelly says the department also considered the geography of the coverage area of the station where the new apparatus would be housed in choosing its new pumper. "The station where it was going is mostly hilly in the first-in response areas, so we were looking at strong braking power as well as the angles of approach and departure on the new vehicle," he points out.

Kelly says the input received from department members was included in the specs, which they sent out for bid. Five fire apparatus manufacturers responded to the department's request for bids, and the department chose KME to build the new pumper.

"The finished pumper has some things in different places than our other pumpers, but there was no compromising the basic setup, so it's very similar to our other apparatus," Kelly points out.

(2) The new pumper's hosebed carries 1,700 feet of 2½-inch hose, 600 feet of four-inch LDH, and 300 feet of 1¾-inch hose, all under a hard top cover.

Standard Design

Dean Carriger, the KME salesman who submitted the winning bid, says the Bakersfield pumper is built on a Severe Service chassis, a model KME developed about eight years ago for the Los Angeles County (CA) Fire Department. "The Severe Service line became so popular that it's our premier seller on the West Coast," Carriger says. "It's noted for its durability, unobstructed vision, and having the biggest air-conditioning system available in the fire service. It's all aluminum, including the cab and frame rails, so the design makes for a minimum amount of maintenance."

The XMFD cab that Bakersfield chose is extended to 59½ inches, which Carriger notes "gives the firefighters in the crew cab section more room for their turnout and wildlan

Chris Mc Loone

On a trip to KME's headquarters in Nesquehoning, Pennsylvania, John Kovatch III agreed to sit down and answer a few questions about KME and the fire industry in general. I also sat down with Phil Gerace, director of sales and marketing, who guided me through the history of the company from the time John Kovatch Jr. came back from army service and started a small auto repair shop, which has grown into the KME we know today. In 1946, Kovatch Jr. started the service center and over time bought car dealerships, which grew into a company that remanufactured and eventually built a wide range of specialty vehicles. Over time, Kovatch Jr. bought two car dealerships, a company that built refuelers, and a tank company.

Known for its fire apparatus, which makes up most of its business today, KME also builds refueling trucks for the military and tankers for oil home delivery trucks and is very involved in green energy initiatives.

Among recent highlights, according to Gerace, is KME's certification to ISO:9001. It was a process the company is very proud of, and which led me to ask the "bonus question" below, "What's next for KME?"

CM: Talk about KME's newest offering.

JK: KME has a very broad product line, and we're constantly innovating configurations, cabs, and body options. However, one of the biggest projects we've been successful with is the updating of our AerialCat™ models. We recently completed our 79- to 123-foot rear-mount ladders. In the redesign, we added strength to what were already the strongest devices in the fire service, removed weight, and engineered in a fire service best rating in six performance categories. Now we're doing similar work on the rear-mount platforms.

CM: KME has several large orders right now, with two of the most recent being Boston and the FDNY. What about KME's portfolio has helped it secure these orders?

JK: Many of KME's successes, whether with a small or large department, have been the result of our continued reinvestments during even tough economic times. We've continued to invest in our facility, employees, distribution network, product testing, and quality systems.

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

JK: One of the most important has been the heavy emphasis on fire cab strength and safety options to protect the occupants. Crash testing, roof strength testing, rollover protection, and frontal impact protection are many of the areas where we've seen a tremendous jump in safety for the firefighter. KME is also now offering numerous new safety options regarding pump panels, ladder storage, and hosebeds as well.

CM: What current issues in the fire service trouble you the most?

JK: One of the most troubling is the underfunding of the fire service. Funding for the United States Fire Administration and the Fire Act grants is critical in helping our first responders be ready for the wide range of scenarios for which they're called on a daily basis.

CM: What keeps you up at night?

JK: My two-year-old grandson, John V, when he spends the weekend! Seriously, the kinds of things that keep every business owner up at night: how to balance rising taxes and costs, continue to offer competitive wages and benefits for our employees, and still provide high-quality products and service every day.

CM: What's next for KME?

JK: KME will continue to grow because we've embraced a continual improvement process. We'll expand on the products we offer within our core markets, grow our customer base both domestically and internationally, and continue to grow our already expanded customer service division to provide a fu

By Raul A. Angulo

My favorite tool is the pickhead ax not only because it can cause major damage but because, along with the fire helmet, it's the most recognized iconic symbol of our profession. However, after 35 years on the job, whether I'm on an engine or a ladder company, if I had to choose between grabbing the ax or a D-handle pike pole, I'd choose the pike pole. I'm not saying this is the only tool we need, but I am saying if you're on an engine or a truck, someone on your crew should have a pike pole as part of the tool complement they're carrying in and here's the reason: In addition to the hoseline and the thermal imaging camera, the crew usually carries the irons (a halligan tool and a flathead ax), an A tool, or a pickhead ax. All these tools are fine and may even be necessary, but after forcible entry is made, they lack the reach that's provided by the pike pole. Once your crew is inside the structure, there are numerous scenarios that require extra reach that are difficult to accomplish with regular forcible entry tools.

(1) During a vertical ventilation operation, it is essential that the team has a pike pole of sufficient reach to punch through the ceiling below. Even during this drill on an acquired structure, the pike pole is too short to punch through the ceiling. Notice how the firefighter's face and torso are directly over the vent hole. His entire arm is reaching through the attic space to reach the ceiling. This is a very dangerous position. When hot fire gases and smoke flash during vertical ventilation, it happens with lightning speed. There would be no time for this firefighter to react. He would be engulfed in smoke, heat, and flame. Having a 12-foot pike pole would allow the firefighter to stand windward, away from the vent hole, and still accomplish the objective. (Photos by author.)

The pike pole is a simple design-it's just a pointed hook at the end of a stick-but it's uniquely versatile for the many tasks crews may have to perform on the fireground. Let's look at the general sequence of some realistic fire attack scenarios where the pike pole is invaluable. All references will imply using a D-handle pike pole.

Forcible Entry

First is access and forcible entry. Say you come across any variety of wooden fences. A pike pole can easily pull slats from the stringers or maybe even pull down an entire section of fence. I've done it. The D-handle can also be used to punch the slats away from the horizontal cross members, creating a passageway through the fence.

(2) Leader-North America's telescopic pike pole weighs six and a half pounds. Retracted, it measures seven feet, two inches. Fully extended, it measures 12 feet, three inches. It has a carbon steel head and insulates up to 20,000 volts of electricity, a comforting safety feature. The black center easy-twist mechanism locks the pike pole at the desired length.

A pike pole can be used to help pry and lift up a garage door or a roll-up door. It can also be used to wedge such a door in the up position, preventing it from accidentally closing on the entry team or compressing the charged hoseline. This situation has trapped and killed more than one firefighter. Once the door is opened and the hook is in place, consider placing a vise grip onto the track rail or even replace your hook with a small A-frame ladder to hold the door open so you still have your tool for firefighting activities. Consider the height adva

Bill Adams

This is the first in a series profiling individual fire apparatus dealers-the people who sell fire trucks. Although some apparatus are sold factory direct, the majority of sales are through an agent or a broker-an intermediary between purchaser and manufacturer. An agent can also be called a dealer, a dealership, or a sales representative. For the sake of simplicity, this article defines a dealer as an entity that customarily enters into a contractual agreement with a manufacturer to sell product in a given geographical territory. I define a dealership as a dealer who has a physical workplace-a place of business similar to a showroom or service facility. A sales representative, the person fire departments deal with on a face-to-face basis, can be a factory employee, a dealer's employee, or the dealer principal himself.

The intent is not to judge a dealer because of size, longevity, or capability. The objective here is to give the purchaser an understanding of who some fire apparatus dealers are, their business philosophies, and how they got where they are today.

(1) These four aerial devices are being "flown" behind Greenwood's Sales & Administration building for its 2012 open house. (Photos by author.)

Beginning

In the late 1970s, three friends in Southern Massachusetts-Mark France, a retired captain with the Attleboro (MA) Fire Department; Robert Allard, a mechanic with the same department; and Tim O'Neill-contemplated going into the automotive business together. Allard suggested a shop large enough to accommodate his expertise-repairing fire apparatus. They did and formed Greenwood Motors in 1979. Emergency One (E-ONE), based in Ocala, Florida, which had just started in 1974, was expanding its dealer network, and Greenwood signed on as E-ONE's New England dealer in May 1979. It has experienced steady, planned growth ever since. E-ONE's Web site shows Greenwood being its second oldest dealer-surpassed by one who signed on just three months earlier. Dealer longevity with a single fire apparatus manufacturer is an anomaly in today's marketplace.

I had the opportunity to interview Greenwood's principals at their sales and administration office and later observe their employees interacting with customers and vendors during their September 2012 open house. Commenting on Greenwood, Alan Hollister, E-ONE's northeast region sales director, says, "Greenwood is considered by E-ONE to be one of our premier dealers. A truly professional organization, their strength lies in a firm commitment to customer satisfaction and unmatched customer service." O'Neill is president and owner. Executive vice president is Dennis Carvalho, and Mark MacDonald is vice president of sales.

(2) The product mix at the 2012 open house included a mini pumper, a stainless steel bodied pumper, straight aerials, quints, a tower ladder, a heavy rescue, numerous extruded aluminum pumpers on both custom and commercial chassis, many styles of ambulances, and an aerial that was refurbished in Greenwood's shops.

Growth

In 1979, the business opened a sales and service facility in North Attleboro, Massachusetts, and the business incorporated as Greenwood Motors. A larger building followed in 1984, and the name changed to Greenwood Fire Apparatus. The company built a separate sales and administration

By Robert Tutterow

Last Christmas Eve's Webster, New York, firefighter ambush that killed two volunteer firefighters and wounded two others once again brought the subject of violence against firefighters to the forefront. This incident was one of a growing number of acts of violence against firefighters. National Fire Protection Association (NFPA) statistics reveal that, on average, there are three firefighter line-of-duty deaths (LODDs) annually from assaults. It is estimated that there are well over a million assaults against firefighters and EMS personnel annually in the United States. Anecdotal evidence also indicates that more than 90 percent of firefighters have been verbally or physically assaulted.

If you are a firefighter reading this column, you can probably recount one (maybe several) assaults. Violence against firefighters is not a new thing.

Thirty years ago, I responded with my volunteer fire department to a reported vehicle fire at an auction barn in rural North Carolina. It was an early Saturday evening, and an auction had just started. On our arrival, the fire had been extinguished. However, people were running out of the auction barn screaming, "He has a gun!" The owner/auctioneer came out of the barn and threatened all of us volunteer firefighters. We stood still, remained silent, let him vent, and then it was all over.

This situation was perhaps unique in that we all knew the owner/auctioneer. He was known as "Dud," and he liked alcohol and women. Apparently, he had a little too much of at least one of his two life pleasures that evening. I don't think any of us felt his threats were sincere, for he had a generous side. Dud was a well-known character who always carried a lot of money-and a gun. He never hesitated to peel off a few bills from the roll of cash he carried during fire department fundraisers. Nonetheless, this incident gave me pause to think how a similar situation in a different setting could have a bad outcome.

The fire service collectively acknowledged violent acts against firefighters in 2004 when the National Fallen Firefighters Foundation (NFFF) issued its 16 Life Safety Initiatives. Initiative #12 states, "National protocols for response to violent incidents should be developed and championed." The issue is also addressed in NFPA 1500, Standard on Fire Department Occupational Safety and Health Program. Chapter 8, "Emergency Operations," has a section titled "Scenes of Violence, Civil Unrest, or Terrorism."

Acts of Violence

Acts of violence can occur in many ways. The Webster ambush was staged by the assailant setting his house on fire. In 2004, the Lexington (KY) Fire Department lost a firefighter when she was shot during a domestic dispute. Firefighter/EMT Brenda Denise Cowan was in the yard providing aid to the wife of the assailant, whom he shot. She was also the first black female to die in the line of duty in the United States.

In 2008, a Maplewood, Missouri, firefighter was shot and killed at the scene of a vehicle fire by an awaiting sniper. Twenty-two-year-old Ryan Hummert, son of the former mayor, was on his first fire call. The sniper also shot and wounded two police officers.

In the Aurora, Colorado, theater mass shooting in July 2012, the shooter had booby-trapped his apartment to kill emergency responders through an array of ignition systems, chemicals, and a trip wire.

Some of you may recall that many of the tillered aerials in Los Angeles had to be removed from service during the riots following the Rodney King trial in 1992. It was apparent that the tiller person was a sitting duck for rioters.

And, violence against firefighters can occur at places other than an emergency scene. Seventeen years ago, a Jackson, Mississippi, firefighter shot and killed his wife and then went to the central fire station, where he opened f

Alan M. Petrillo

Pump manufacturers have responded to fire department requests for fire apparatus pumps that can flow plenty of water yet take up the least amount of space on their vehicles so any extra space saved can be dedicated to equipment storage or other uses.

Narrowing Pumps

Jon Moore, national sales manager for Hale Products Inc., says that his company's QMAX-XS-the XS stands for extra space-is a slimmed down version of its popular QMAX pump with the same flow characteristics and in the same versions that will generate from 1,250 to 2,000 gallons per minute (gpm).

Moore notes that the QMAX-XS takes a foot off the pump box with no loss of functionality. "The QMAX is our most reliable and largest selling pump," Moore says. "It's virtually indestructible and delivers very good performance. The XS version builds on those characteristics but in a smaller package that saves space on a vehicle and has many interchangeable parts with the QMAX."

Hale isn't a stranger to putting the most amount of performance into a smaller package, Moore notes. "We came out with the QPAK, a pump rated from 750 to 1,000 gpm, about 20 years ago and it was the original small pump for the fire service," he says. "This was the smallest version available of a fully manifolded midship pump."

(1) The Waterous CXS end suction pump with ram's horns on the pump's inlet allows the company to put a 1,500-gpm pump into a 28-inch-wide package when using electric discharge valves. (Photo courtesy of Waterous.)

He adds that the QPAK can be run off of a J gearbox for a left or right power takeoff (PTO) or off of a standard G gearbox for a split-shaft midship drive off the vehicle's transmission. "QPAK is a very slim pump that sets up well for smaller chassis and for tankers where you want a smaller pump box," Moore says. "It also works well in smaller brush trucks. It's the original pump that started the series of narrow pumps we have out now, like the QMAX-2 and the QFLO."

Bruce Senn, Hale's Southeast regional sales manager, says Hale also makes the Sidekick, a pump available in the 500- to 1,500-gpm range but that doesn't require a conventional pump box. "Sidekick fits in a compartment and can be narrowed down to 24 inches wide," Senn says. "It's great for rescues and tankers. The pump is available as both a package and a kit that bolts to the side of the frame rail and works with several different models of pumps."

(2) The S101 end suction pump made by Waterous uses schedule 10 stainless steel plumbing and can fit into a 38-inch pump house for a 1,500-gpm model. (Photo courtesy of Waterous.)

End Suction

Paul Darley, president and chief executive officer of Darley, says the fire industry has seen a strong move away from big midship fire pumps and toward end suction pumps. "End suction allows an apparatus builder or pump manufacturer to custom design the pump manifolds-the suction and discharge manifolds-which can free up a lot of space in the pump compartment that can be put to other uses."

Darley says one of the key driving forces in putting bigger pumps in smaller packages is the freeing up of space on fire apparatus for other uses. "The second key is the availability of large or full torque PTOs, and the third key is pricing,"

By Jeff Aiken
Pierce Manufacturing

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

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

Differences

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

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

Changes

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

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

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

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

Aerial Stability Testing

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

Alan M. Petrillo

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

Diesel Technology

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

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

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

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

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

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

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

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

Durable with Less Weight

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

By Richard Marinucci

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

Setting the Standard

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

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

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

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

Apparatus Acquisition

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

Chris Mc Loone

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

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

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

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

Identifying a Need

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

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

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

The need to show end users exactly how to mount

By Christian P. Koop

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

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

Affects More than Metal

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

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

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

Protecting Components

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

Alan M. Petrillo

Auxiliary power units (APUs)-small diesel engine and generator combinations that have been used for years on airliners, locomotives, and over-the-road trucks to handle electrical, heating, and air-conditioning while the vehicle is stationary-are making more frequent appearances in fire apparatus.

Manufacturers using APUs on fire vehicles say they are responding to requests from fire departments for ways to cut down on main engine idling time, saving fuel and reducing regeneration time.

Green Edge

Scott Oyen, vice president of sales for Rosenbauer, says his company introduced its Green Star idle reduction technology nearly three years ago, which can be incorporated into any vehicle Rosenbauer makes.

"The basis of the Green Star is in the electronics, where we take a diesel-driven generator and add the intelligence of electronics to turn the unit into a fuel saver," Oyen says. "Our diesel APU is designed to provide heating, air-conditioning, and 12- and 120-volt electrical while the vehicle's main chassis engine is shut off."

Donley Frederickson, Rosenbauer's national sales manager, points out, "Today's fire service is a constantly changing community organization where we've seen the role of fire departments take on more responsibilities for medical calls, rescues, and hazmat incidents, for example. Eighty percent of calls fire departments respond to result in fire apparatus needlessly idling for between 10 and 40 minutes per call."

(1) Rosenbauer offers an auxiliary power unit (APU) on its apparatus, controlled by its Green Star electronic technology and powered by a Kubota diesel engine. (Photo courtesy of Rosenbauer.)

Frederickson notes that engine manufacturers say a big block diesel engine uses a minimum of one gallon of fuel per hour of idling. An eight-kW diesel generator APU, he says, uses approximately one quart of fuel per hour while operating under a full load. He adds that an idling main engine puts more unspent diesel soot that occurs while the engine operates at cooler temperatures into the vehicle's diesel particulate filter (DPF). "While the APU doesn't alter the chemical makeup of diesel emissions," he says, "it does reduce the amount of nitrogen oxides (NOx) that are released overall."

Oyen notes that an APU can run off of many different fuels, but Rosenbauer chose diesel so its Green Star APU would run off the vehicle's chassis fuel tank. Besides the diesel-driven APU, Rosenbauer also makes two battery versions, called Smart Batteries-one sized to provide 12-volt power on a scene for warning and compartment lighting through lithium-ion batteries and another using Smart Technology lithium-polymer batteries that can power all lighting, including scene lighting, and some 120-volt usage on a vehicle.

"An APU can replace a vehicle's generator," Oyen says. "For instance, the Tacoma (WA) Fire Department doesn't put generators on its apparatus but rather uses Smart Batteries to run all their lighting needs," he says.

Green Star features fully integrated automatic engine controls, Oyen says, where an apparatus operator can have a hands-free system activation that automatically starts the APU and shuts down the main engine. If needed, he notes, the controls will restart the main chassis engine to prevent a low-voltage situation. Green Star can be operated in either automatic or manual modes.

Read more 826 0 The Impact of NFPA 1917 Posted: Apr 1, 2013 The Impact of NFPA 1917 By Chad Brown Vice President, Sales & Marketing Braun Industries The talk of the industry for the past year and a half has been the National Fire Protection Association (NFPA) 1917, Standard for Automotive Ambulance, specifications. Additionally, talk has revolved around what impact those specifications will have on the industry as a whole, the impact on the manufacturers, and ultimately the impact on the individual departments and agencies. I will touch on all three impacts as I have seen and experienced during the past year and a half. EMS Industry Regarding the impact on the emergency medical service (EMS) industry as a whole, we need to take a step back and ask what is or was the driver behind these new industry specifications. I believe the intent of the NFPA 1917 committee members, then and now, is to create a safer ambulance for patients and crew members. Having had numerous discussions with past and current members of the committee regarding some of the changes to the KKK-1822-Revision F specifications (the current specification that ambulance manufacturers build to), all the conversation and decisions revolved around safety. In the end, I believe we are all striving to make a safer ambulance for all. One distinct difference in the EMS community is that there is legislation at the state level on what defines an ambulance. What I mean by this is that the definition of an ambulance in Ohio vs. any other state can be completely different. There are state EMS directors and agencies that inspect the ambulances as they come into the respective states, and every state has some varying degree of differences, whereas on the fire side of the business, fire engines and aerials are not regulated at the state level. As manufacturers, we build to a set of generalized standards using the General Services Administration (GSA) specification KKK-1822-Rev. F as a starting point and go from there with each state's different regulations and definitions. Specifically regarding NFPA 1917, there are many new items within that standard with which we must comply. Some of the more prevalent items include tire pressure monitoring, seat belt monitoring, cabinet testing (10-G pull test in all four directions of the cabinet), outside oxygen storage only compartment, cabinet weight capacity labeling, approach angle, brake over angle, and departure angle of 10 degrees. Identifying Payload However, I think the biggest change is that the department or agency will have to identify the overall payload needed for the vehicle. With the KKK-1822-Rev. F specifications, the manufacturer would tell the department or agency the overall remaining payload and have guidelines based on the chassis the department selected. With NFPA 1917, the department or agency will work with the sales representative to define the specific equipment it is putting into the vehicle. There are predetermined weights for equipment and personnel that will help you determine your remaining payload listed in NFPA 1917. For a manufacturer that calculates front axle remaining payload, rear axle remaining payload, and overall remaining payload today, this is a rather big change in responsibility from the manufacturer communicating the remaining payload to end users. The department or agency is now responsible for communicating the desired payload to the manufacturer. I highly recommend that your committee fully investigate the weights of the equipment you choose to put into the ambulance and work with your sales representative to properly pick the right chassis with the appropriate gross vehicle weight rating for your department or agency. Primary Care Position Another significant change you will see or hear about from your sale representative will be a question your sales representative will ask: "What is your primary care position?" From an end Read more 813 0 Apparatus Purchasing: Bolted Bodies Posted: Apr 1, 2013 Apparatus Purchasing: Bolted Bodies Bill Adams The majority of metallic fire apparatus bodies feature welded construction; however, a handful of manufacturers bolt their bodies together. Some use bolted construction exclusively, while others offer it as an alternative to the welding process. Some use a combination of both. This article does not endorse, prefer, or recommend any method of construction, body material, or manufacturer, nor will it compare one to another. The intent is to inform the reader of the procedure and process of bolting apparatus bodies together and why some manufacturers market that method. Whether one is better than the other is a matter left to manufacturers' marketing people and individual purchasers. Manufacturers offering bolted construction were contacted for input. Some replied and are quoted herein. Some did not reply. Several expressed hesitation in participating for fear of getting into a "heated debate" over why one is better than the other. One manufacturer said it would be hard to objectively opine on one method of construction without it resulting in a "tit for tat" comparison with other methods. I will try not to. Another inferred it would become "proprietary." My interpretation of proprietary is something that is exclusive, copyrighted, trademarked, or brand named. Bolting and welding are methods of construction available to all manufacturers. History In 1912, the E.G. Budd Company in Philadelphia spot welded the first automobile body. Around 1914, the Heil Company began acetylene and electric welding of bodies, claiming to have built the first "electrically welded compartment tank" for motor trucks. The first all-welded automotive body was fabricated in 1923. A historical record cannot be found for the evolution of fire apparatus bodies, although Mack Fire Apparatus's 1925 catalog notes, "The bodies used on all but the Hook-and-Ladder and Squad Car types of apparatus are constructed of only five sheets of gauge steel plate, 3⁄16 inches thick, electric welded to form the sides and front ...." Lieutenant (Ret.) Mahlon Irish, of the Ithaca (NY) Fire Department and an antique American LaFrance (ALF) aficionado, owns more than a dozen antique rigs. He states ALF's 1920s-era bodies were riveted together with accoutrements such as fenders and steps bolted to the body. In the 1930s and 1940s, ALF's sheet metal was bolted to a welded framework. In the mid 1930s, Ward LaFrance riveted formed sheet metal around wood planks into a "sandwiched" type body. A 1932 Buffalo engine, in Mendon, New York, has a wooden hose body skinned with formed steel attached with wood screws and metal fenders riveted together. A 1938 Mack Type 75 pumper, in East Greenwich, Rhode Island, has sheet metal doors and a sheet metal cab screwed to a wood framework. The late 1940s ALF 700 Series introduced all-welded bodies. The late 1950s 800 Series featured bolted-on compartment modules. Most builders during that era used untreated steel compartments. They didn't last long, and the bolted-on compartment modules were easy to replace. In 1971, ALF's Century body featured all- welded bodies and compartments. The Century 2000 body went back to bolting compartments to a welded body. No date can be found for the introduction of all-bolted construction. (1-2) Bolted construction typically requires the process of computer numerical control (CNC) high-precision manufacturing to achieve high levels of accuracy and exactness. This bicycle, laser cut from a sheet of 14 gauge 304 stainless steel, is used by one manuf Read more 761 0 The Importance of Grass Roots Posted: Apr 1, 2013 The Importance of Grass Roots By Chris Mc Loone I had a chance to give a presentation recently to a group of apparatus operators (engineers) in Montgomery County, Pennsylvania. The group meets every other month on a Wednesday evening at different fire stations across the county. The leader of the group asked if I would come and speak about what I see happening with fire apparatus. It was harder than I thought distilling what I see happening with fire apparatus into 45 minutes to an hour. I pulled it off, but it wasn't easy. That the group is pretty lively helped out, and it was nice seeing a few familiar faces from fire companies local to me. Still, it was a bit daunting, but I made it through relatively unscathed. The importance of this small association is immeasurable to me though. Montgomery County is a pretty diverse county when it comes to occupancies. The southeast end of the county is very suburban-almost urban in some areas-while the northwest end is still very rural. At the northwest end, you'll still find farms and wide open spaces as well as wildland concerns. So, the group moving to different areas affords members the opportunity to see what other departments are doing with their apparatus and equipment based on their locale. Although the southeast end won't get to see many grain elevator fires or silo rescues, all areas of the county will see work in the form of structure fires in dwellings and commercial occupancies of various ages and construction, vehicle rescues on both highways and local roads, and various types of technical rescues ranging from industrial rescues to trench and confined space. So, representatives from each end of the county would be hard pressed to say that one department or another doesn't offer something to take back home in terms of innovation. About Learning This is what it's all about though-learning from one another. What has always impressed me about the fire service is how we all borrow from each other, and yes, sometimes claim we thought of something before another department, but it's always in the name of efficiency, innovation, safety, and the greater good of the fire service as a whole. So, this group has asked me to continue coming, not to speak all the time but to be a part of the association. I'm looking forward to it. Hopefully as I see things at other fire companies, I'll be able to snap a picture and bring them back here. So many innovations are home-grown and very practical. All of this of course begs the question, "What did you talk about?" I really did not deviate much from what I've written here, although it is hard to talk about what I see happening with fire apparatus without first touching on various outside influences, which have been the economy, in a big way; EPA regulations, which have been impacting us for the past few years and will continue to as the EPA works to reduce greenhouse emissions; and safety. All of these lead toward innovation-both at the department level in how it is designing its apparatus and at the manufacturer level as apparatus builders work on new offerings to address what some call the new norm in the fire industry. Critical Groups Grass roots organizations like the Montgomery County Engineers Association are critical to the fire service. Get a bunch of firefighters in one place, and you'll soon have impromptu kitchen table conversations about your most recent job, your newest rig, and a fair amount of Monday morning quarterbacking. But, what you're also going to find is a group of people working together to solve problems both at their own departments and countywide. These organizations are the ones that are closest to the men and women driving and operating these apparatus. At the end of the night, we had some interesting conversations. One revolved around tankers (tenders) and whether or not it's a good idea to run them with lights and sirens and whe Read more 761 0 Performing a Fleet Audit Survey Posted: Apr 1, 2013 Performing a Fleet Audit Survey Brian Brown Although departments across the country are being forced to do more with less, fleet maintenance operations can only cut back so much before you start to see the effects on quality of service and customer relations. Thus, you should periodically perform an internal fleet audit/survey to appraise the current fleet maintenance operations business plan, because all departments have multitier relationships in the organization that affect all divisions in the department. The best way to approach those relationships as well as their fleet operations is with trust and mutual respect. Open and honest communications give the customers (both internal and external) a unique opportunity to understand the end users' needs. This allows fire departments to develop various fleet services and support programs that best suit their needs. In addition, providing feedback for the fleet staff creates a sense of ownership within the business plan through problem solving, quality support programs, and the highest possible vehicle availability at the lowest life cycle cost. Economic Impacts Material costs have risen dramatically while most municipalities, counties, and special district fire department revenues have drastically declined. Take my department's revenue, for instance. Ninety percent of our revenue is from single-family homes and the commercial property tax. The other 10 percent comes from vehicle ownership tax from one of the two counties we serve. Even the county clerk's offices have seen a drastic reduction in license plate renewals because people don't have the money to renew their vehicle license plates, which means there are also a lot of uninsured drivers. Consider the surging cost of fuel. Most fleet operations I have spoken with looked at adding anywhere from a 30 to 60 percent increase for fuel cost for 2013. Now relate this to the increased cost of petroleum products-i.e., engine oil, transmission fluid, grease, tires, oil seals, spray lubricants, and so on. Fire department fleets have also been hit with increased manufacturer and factory costs because of an average three percent annual increase in the manufacturers' benefits for their employees, increased material costs, and more. Life Cycle Analysis A newer fleet has less maintenance and is more fuel-efficient to operate. The problem lies in the capital portion of the budget. Is there any money to purchase new apparatus? If so, which ones get replaced? That's the reason it's imperative for the individual over the fleet maintenance operation to produce life cycle cost analysis reports for each unit. The analysis would encapsulate several areas, including vehicle age, life-to-date maintenance and repair costs, current miles or hours, overall condition, and whether it still fits operationally (open or closed cab, adequate space for equipment to be carried, reliability on the fireground) in the district in which it responds. Also, include a survey with other "best-in-class" fleet organizations that have comparable fleets in your area. Take into account factors unique to each fleet organization, such as annual usage levels, types of use, number of backup or reserve units available, weather, and operating terrain. Then calculate this information using a current fleet software system or another process used by American Public Works Association (APWA). A lifecycle cost analysis enables management to create a "score card" that will evaluate new equipment purchases and determine if it is more economical to retain equipment. Once a fleet manager decides on a process or formula, he can use the information to create the department's minimum five-year replacement schedule, ultimately moving toward a 10-year replacement schedule that interfaces nicely in an annual budget report and strategic plan. Make sure to review the life cycle cost analysis and replacement schedule Read more 726 0 Apparatus/Equipment News Posted: Apr 1, 2013 Apparatus/Equipment News Emmons Off Road Rescue Systems BALISTICA and BALISTICA M-class fast access patient transport units offer four-wheel steering, good stability, light weight, low rolling resistance, and 1,200-pound rescue capacity with 450-pound haul-out capacity. The BALISTICA units weigh 100 pounds, are 34 to 36 inches wide, and have a turning radius of more than six feet. Custom rescue systems are available for specific response requirements. The units can be pulled by hand or using an ATV. -www.rescuewagons.com, 803-624-7152 XRT Power Systems Westerbeke diesel fire rescue generators/APUs provide 5.5 to 26 kW. Optional accessories include DC alternators up to 270 amps, XRT rescue tool pump, hydraulic pump for ladder retraction, and an air conditioning compressor. Westerbeke diesel generators give fire departments the backup they need to keep equipment running and the scene secure for response personnel. They are also a source of idle reduction technology. Westerbeke APUs are simple, understandable, serviceable equipment comprising a heavy duty alternator with two drive belts in sizes up to 270 amps. -www.xrtcombi.com, 800-343-0480 Roadwater's vehicle display model RWD080M has been selected for use in Primetech Ltd.'s fire service thermal imaging camera system. The display is used as part of a fire truck thermal imaging camera integrated into the Bronto Skylift boom ladder control system. The display allows the boom operator to see what the thermal imaging camera sees 40 meters up. The boom control station is open to the environment and the system is exposed to wet, dirty conditions as well as extreme heat and cold. The RWD080M eight-inch vehicle LCD is specifically designed for mobile public safety and public security applications that include fire trucks, police marine units, and coast guard installations. The unit is sealed to water, dirt, and dust and includes an optically enhanced high bright LCD using low-power LED backlights. -www.roadwatercomputer.com, 727-474-0929 MN8-Foxfire illuminating helmet bars are used on helmets, flashlights, hoses, and other items that get used in the dark. Foxfire illuminating helmet bars combine advanced photoluminescent technology with reflective micro prismatic technology. The bars are constructed with high-temperature-resistant fire-retardant cloth and an industrial grade adhesive to ensure strong surface bonding. MN8-Foxfire's photoluminescent coatings and products provide illumination and stay visible in complete darkness for many hours. Foxfire products can be charged in just a few minutes from any light source and be recharged indefinitely. As a result, there is no need for any external battery, electrical, or energy source other than light. -www.mn8products.com, 513-761-7614 Kimtek's FIRELITETM Transport compact skid units offer versatile, cost-effective quick-response solutions for remote and facility fire service use. FIRELITE units are constructed of bright aluminum diamond plate with aluminum tubing sub Read more 813 0 Have You Stepped On The Scale Lately? Posted: Mar 14, 2013 Have You Stepped On The Scale Lately? Fire Department apparatus have weight problems; they are ever changing to meet departmental needs and those of the communities they serve. Over time operational equipment changes and this equipment will move from one side to the other or be transferred between several units. Most often, functionality and fit win the battle on relocating tools, but vehicle weight can be a very important factor effecting the handling and safety of the apparatus. Vehicles will display a ... 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