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The purpose of the Fire Mechanics Section is to promote standardization of fire apparatus and equipment preventative maintenance, improve safety standards and practices, promote workshops, conferences, and seminars related to the purposes of this Section, and to promote cost savings through standardization of building and equipment purchasing and maintenance.

RECENT FIRE MECHANIC NEWS

Posted: Feb 1, 2019

Booster Lines on Fire Apparatus: Are They Needed

Saying there’s no need for booster lines today or claiming they’re tools of the past doesn’t objectively answer the question. Not wanting to alienate reel manufacturers, I’ll say a booster line can be a valuable tool in facilitating specific fire suppression applications.

In the early 1960s, my volunteer department, like many others, regularly used booster lines for initial attack on structure fires. The booster was pulled for light smoke showing or fire at one window. If decent smoke was showing, or fire was visible at two windows, a preconnected 1½-inch was pulled if the rig had one. Fire at more than two windows or on two floors necessitated a 2½-inch stretch and hopefully a nearby water source.

It wasn’t smart then, and less so today, to charge into a burning building with a ¾-inch or one-inch line flowing between 12 and 23 gallons per minute (gpm). We were taught the ¾-inch booster flowed 12 gpm, and progressive departments ran one-inch boosters because they doubled the flow and were better for structure fires. Defining light smoke, decent smoke, and knowing which line was better was learned on the job and passed down by word of mouth.

Boosters extinguished many fires inside structures; however, those beyond the earliest incipient stages took a while to do so. Some were simply beyond the capabilities of the venerable one-inch Rockwood SG-60 nozzle designed to flow 20 gpm @ 100 pounds per square inch (psi) nozzle pressure (NP). Today, there’s an accepted minimum 100-gpm requirement for initial attack lines, with some having greater than 200-gpm capabilities. Hence, booster lines flowing plain water (no additives) at low gallonages and 100-psi NPs are ineffective for structural firefighting. Times and tactics have changed; however, all booster reels should not be scrapped.

My bias against booster lines is directed at traditional pumpers designed for structural firefighting that only occasionally respond to vegetation and nuisance fires such as trash cans (not dumpsters) or small mulch fires easily extinguishable with a couple of water cans. It doesn’t include anything inside or in close proximity to a structure. Nor does it include vehicle fires where firefighters are likely confronted with gallons of flammable liquids.

VEGETATION FIRES

Apparatus specifically designed to fight vegetation fires regularly use booster lines. I am not disparaging booster line use in the wildland urban interface (WUI) arena, nor am I demeaning departments that primarily respond to such incidents. Manufacturers such as Elkhart Brass, Akron Brass, and Task Force Tips advertise nozzles for booster and forestry use with flow ranges varying from 12 to 25 gpm, 13 to 60 gpm, 13 to 40 gpm, and 10 to 30 gpm. Perhaps justification for the aforementioned 12- to 23-gpm theory is the Elkhart Brass S-205-BAF available in 12- or 23-gpm flows. Consult manufacturers for data on NPs, single gallonage, variable gallonage, automatic nozzles, and straight tips for booster use. Note: Nozzle manufacturers do not promote them for structural attack.

Busy departments running full-sized struct

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Posted: Feb 1, 2019

Boston Fire Department Aerial Fire Apparatus

A critical part of public fire protection planning is to create and maintain the organization, resources, and equipment that will execute a fire suppression plan.

This plan uses tactical units—i.e., fire companies—to achieve its goals. Larger departments can specialize the functions of these companies—hence, the ladder company. The choice of apparatus can impact success of the plan, vis-a-vis fireground operations. The process of choosing the right one must employ several disciplines, considering such areas as engineering, operations, finance, and policy. A systematic process must be used. Having done all of that, the Boston (MA) Fire Department chose to standardize our ladder truck design. An old maxim states, “The truck will support your tactics, or your tactics will be dictated by the truck,” and this guided our decisions. The trucks had to be safer and more reliable in operation. Our goal was a maximum of 15 days out of service (OOS) per year at five years. This would be very good for a fire truck, and these trucks are averaging five to seven days (including accomodating preventive maintenance and testing).

I will describe some of the features of these trucks to give you some things to think about when spec’ing a new truck. Keep in mind that who “makes” the truck matters less than the type of truck; the buyer must employ due diligence in coordinating with dealers and manufacturers to address all of a department’s needs. The right truck starts with an honest assessment of what you need. We needed smaller, lighter, and more maneuverable ladder trucks while reducing costs, crashes, and the likelihood of a crash and improving overall reliability and operational capability.

I’ve summarized the major areas addressed: the truck’s driveline, its aerial and operations, and its vision systems.

DRIVELINE

A 450-horsepower (hp) motor (turbo diesel) was chosen, as it had adequate power and was cheaper and lighter than the more powerful (big block) engine. Since the truck is 6,500 pounds lighter than our previous standard truck, we have found it more than adequate. This motor also has excellent heat management characteristics in this application. This will add to reliability and reduce OOS time caused by heat-stressed alternators, oil coolers, and other components.

The braking system includes the driveline (motor, transmission) and air-operated foundation brakes. Drum brakes are used on the rear on a single axle. With a 31,000-pound axle, it has large brakes adequate for the challenges of response tasks. This was not the case before modern auxiliary braking systems. Auxiliary braking includes an automatic downshift feature (any time throttle is in zero fuel position, above approximately 12 miles per hour) of the automatic transmission and a top gear lockout feature. The engine brake is also part of this system. This is a game changer. Brake fade from heat, the bug-a-boo of fire apparatus, is a thing of the past—IF the systems are used (policy and training must support this). Automatic lockout of top gear prevents the untimely shift into fifth gear. That last shift cuts driveline braking in half (measured as braking horsepower), and that is BAD. So, our new design provides excellent control, and a truck is much less likely to experience catastrophic brake failure from overuse and the attendant heat. This is evidenced by the brakes lasting at least four times longer than before with no evidence of overheating.

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Posted: Feb 1, 2019

Boston Fire Department Aerial Fire Apparatus

A critical part of public fire protection planning is to create and maintain the organization, resources, and equipment that will execute a fire suppression plan.

This plan uses tactical units—i.e., fire companies—to achieve its goals. Larger departments can specialize the functions of these companies—hence, the ladder company. The choice of apparatus can impact success of the plan, vis-a-vis fireground operations. The process of choosing the right one must employ several disciplines, considering such areas as engineering, operations, finance, and policy. A systematic process must be used. Having done all of that, the Boston (MA) Fire Department chose to standardize our ladder truck design. An old maxim states, “The truck will support your tactics, or your tactics will be dictated by the truck,” and this guided our decisions. The trucks had to be safer and more reliable in operation. Our goal was a maximum of 15 days out of service (OOS) per year at five years. This would be very good for a fire truck, and these trucks are averaging five to seven days (including accomodating preventive maintenance and testing).

I will describe some of the features of these trucks to give you some things to think about when spec’ing a new truck. Keep in mind that who “makes” the truck matters less than the type of truck; the buyer must employ due diligence in coordinating with dealers and manufacturers to address all of a department’s needs. The right truck starts with an honest assessment of what you need. We needed smaller, lighter, and more maneuverable ladder trucks while reducing costs, crashes, and the likelihood of a crash and improving overall reliability and operational capability.

I’ve summarized the major areas addressed: the truck’s driveline, its aerial and operations, and its vision systems.

DRIVELINE

A 450-horsepower (hp) motor (turbo diesel) was chosen, as it had adequate power and was cheaper and lighter than the more powerful (big block) engine. Since the truck is 6,500 pounds lighter than our previous standard truck, we have found it more than adequate. This motor also has excellent heat management characteristics in this application. This will add to reliability and reduce OOS time caused by heat-stressed alternators, oil coolers, and other components.

The braking system includes the driveline (motor, transmission) and air-operated foundation brakes. Drum brakes are used on the rear on a single axle. With a 31,000-pound axle, it has large brakes adequate for the challenges of response tasks. This was not the case before modern auxiliary braking systems. Auxiliary braking includes an automatic downshift feature (any time throttle is in zero fuel position, above approximately 12 miles per hour) of the automatic transmission and a top gear lockout feature. The engine brake is also part of this system. This is a game changer. Brake fade from heat, the bug-a-boo of fire apparatus, is a thing of the past—IF the systems are used (policy and training must support this). Automatic lockout of top gear prevents the untimely shift into fifth gear. That last shift cuts driveline braking in half (measured as braking horsepower), and that is BAD. So, our new design provides excellent control, and a truck is much less likely to experience catastrophic brake failure from overuse and the attendant heat. This is evidenced by the brakes lasting at least four times longer than before with no evidence of overheating.

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Posted: Feb 1, 2019

Water Tanks for Fire Apparatus

BY CHAD FALLS

More than 30 years ago, fire truck manufacturers started using plastic for their water tanks. With that being said, I am going to walk you through the history and evolution of plastic water tanks in fire apparatus from my perspective.

Fire Apparatus Manufactures Association logo

Along the way, I’ll explain why it is important not only to buy trucks and tanks from Fire Apparatus Manufacturers’ Association (FAMA) members but also to make sure that you are using the FAMA buyers guide, which ensures the best decision for your department.

HISTORY

First, let’s go back to the early 1980s. Alongside the copious amount of perms, glam rock, and spandex, the plastic welding industry was also starting to grow in the United States. While entrepreneurs and engineers were working hard to come up with the best design for water tanks, I was just a kid chasing frogs, building forts, and probably sporting a mullet (thanks, Mom). In all seriousness, we owe a lot to those innovators who worked along with and for fire apparatus manufacturers. Ultimately, they helped pave the way for the future of plastic fabrication and water tanks. Looking back, it’s amazing to think that without their efforts, I would not be here writing this today.

It did not take long for fire truck manufacturers to see that these new tanks made from plastic solved a major problem. Plastic is a noncorrosive product, so it eliminated the possibility of rust and leaks caused by corrosion. These tanks were first built from homopolymer polypropylene, a material that held up great against forms of corrosion but failed miserably when introduced to impact or extreme stress tests. That is when FAMA members that produce plastic water tanks started using their own version of a copolymer. Most of this product is still polypropylene, but with the benefits of some polyethylene, this product became bulletproof. No joke—this material is bulletproof to a .45 bullet at point blank range. Now, I should add a disclaimer here: This is not the time to try and shoot your water tank, as it is extremely dangerous! However, if you really want to see it, e-mail me and I will send you the video.

Over the past 25 years, FAMA members that produced water tanks also started adding “baffles” to the tanks. No, I’m not trying confuse you with the word baffles, so I’ll add that they are flow directing obstructing veins or panels inside of plastic tanks. They made the tanks much safer options for firefighters. Tanks baffled correctly are now much easier to deal with when turning, starting, and stopping the trucks, as the water is no longer constantly shifting weight. By adding them, tanks were made much stronger because the baffles also created tremendous support. Fun fact: This was such an important design element of the tank that it is now included in National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus; NFPA 1906, Standard for Automotive Wildland Fire Apparatus; and NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles.

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Fire Mechanics Section Board

Chair

Posted: Oct 21, 2015

Chair

Elliot Courage
North Whatcom Fire & Rescue
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Vice Chair

Posted: Oct 21, 2015

Vice Chair

Mike Smith 
Pierce County Fire District #5
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Secretary

Posted: Oct 21, 2015

Secretary

Greg Bach
South Snohomish County Fire & Rescue
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Director #1

Posted: Oct 21, 2015

Director #1

Doug Jones
South Kitsap Fire & Rescue
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Director #2

Posted: Oct 21, 2015

Director #2

Paul Spencer 
Fire Fleet Maintenance LLC
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Director #3

Posted: Oct 21, 2015

Director #3

Jim Morris
Mountain View Fire Department
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Director #4

Posted: Oct 21, 2015

Director #4

Arnie Kuchta

Clark County Fire District 6

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Director #6

Posted: Oct 21, 2015

Director #6

Brett Annear
Kitsap County Fire District 18
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Director #5

Posted: Oct 21, 2015

Director #5

Jay Jacks
Camano Island Fire & Rescue
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Legislative Representative

Posted: Oct 21, 2015

Legislative Representative

TBD
TBD
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Immediate Past Chair

Posted: Oct 20, 2015

Immediate Past Chair

Brian Fortner
Graham Fire & Rescue

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