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By Alan M. Petrillo

The types of rescue craft being used range from fireboat-size craft of 30 feet or more down to zodiac-size small boats. The variety of craft being made for water rescue meet the specific needs of the departments that use them.

RIBCRAFT USA

The Boston (MA) Fire Department runs a 30-foot RIBCRAFT rescue boat with twin 250-horsepower Evinrude E-tec outboard motors. Steven Murphy, the Boston Fire Department's marine pilot and dive master, says the department was looking for a boat "that could get from point A to B quickly and safely with eight to 10 divers with gear." Murphy notes the RIBCRAFT has "plenty of room and is rugged enough to withstand storm conditions."

Murphy points out that the RIBCRAFT's low profile to the water makes it easy to deploy divers and retrieve victims or divers with full gear. "In an emergency situation, one pull and the diver is in the boat with all his gear on," Murphy says.

Matthew Velluto, director of business development for RIBCRAFT USA, says RIBCRAFT started operations in Europe in the late 1980s building rescue patrol boats and has been building such craft in the United States for 14 years. "The boats we build are mission and operationally specific," he says. "They are built as a tool for search and rescue for fire departments and for patrol by military and law enforcement agencies."

Velluto notes that in the past several years there has been a growing need for fire departments to address responses on the water, whether it's ocean coastal towns or towns on large lakes or rivers. "They are using them for search and rescue, recovery operations, and vessel assistance," he says. "Those towns on smaller bodies of inland water are doing mostly search and rescue where a durable, stable craft is required."

RIBCRAFT USA offers boats from 14 to 30 feet long. "Our fully inflatable style boat has inflatable floor and sides and comes in the 14- to 16-foot range," Velluto notes. "Our deep-vee fiberglass hull and deck model is designed for surf rescue. It's highly maneuverable and stable in open waters but small enough to launch from a trailer and store in a station bay."

Velluto adds that the 19-foot model is the company's most popular with fire departments because of its versatility. "It's easy to use, has plenty of space on deck for a Stokes or dive team, and is rated for up to 10 people, although most fire departments crew it with three persons."

Lake Assault Boats

Jerry Atherton, founder and director of product development and sales for Lake Assault Boats, says most rescue boats he sells are used for both rescue and fire suppression. "Most of our boats have fire pumps on them, and they make a good fire boat, dive boat, and rescue-and-recovery boat," Atherton says. "The landing-craft-style boats we make are the most popular, typically in the 30- to 32-foot range."

Atherton points out that Lake Assault Boats are being used on many of the

Carl J. Haddon

For those of you who may not know, I presently live and serve in the Northern Rocky Mountains of Idaho, where winter temperatures are known to regularly dip into the -20 to -30°F range. We traditionally battle the winter weather with things like CAFS units, pumps, hoses, and the expected gamut of equipment and apparatus that we use on a regular basis.

To keep this piece from being about me, I put the question about the effects of severe winter weather on hydraulic rescue tools out to departments from various parts of North America where the winter weather is an issue. The responses I received were generally similar. One common response was the effect of the cold on hydraulic fluid viscosity (thickening), causing the tools to run slower. The longer the hydraulic hose length, the greater the frequency of reports of this issue. Additionally, as with other gasoline-powered tools, respondents reported hard starting power units in extreme cold as an issue.

1 Two common cold-weather issues affecting hydraulic rescue tools are transporting the tools from the apparatus to the vehicle, which is often off the roadway, and oil viscosity issues (thickening), which cause the tools to operate more slowly. Consider having a way to mount tools to a backboard or Stokes so you can lower them with a rope to a vehicle's location. For viscosity issues, there isn't a lot departments can do short of cycling the tools at full throttle from fully closed to fully open positions a number of times to help warm the fluid in the system. (Photo by author.)

Oil and Fuel Issues

Although there typically isn't much that can be done about the cold-related viscosity changes to the hydraulic fluid-short of cycling the tools at full throttle from fully closed to fully open a number of times to help warm the fluid in the system-there are a couple of things that departments can do to help gasoline power unit performance, most notably using specialized fuels and fuel additives. Be sure to check with rescue tool manufacturers before adding fuel additives or specialized fuels.

Small engine fuel (SEF) has been around for a while but is gaining in popularity and use in the fire service. SEF is typically a high-grade gasoline that is free of ethanol, which is known to cause issues with small gas engines and is proven to degrade faster than ethanol-free fuels. Additionally, SEF is typically a higher octane (100 to 104) than that which you can get at your local gas station.

Tool Transport

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By Debbie Bolduc

The rescuers, dressed in heavy gear, were physically drained from pulling themselves out of the icy water time and again. Visibility was nil, and communications failed as radios became waterlogged.

After successfully pulling the ice fisherman from the frigid waters, the men still had a long haul back to shore through the same crumbling ice conditions. If not for the Maine State Game Warden's air boat meeting them part way, the outcome could have been very bad. "I feared my members might not make it back alive," recalls Bosse. "It was a sickening feeling."

The Solution

It was then that Bosse realized there had to be a better way. He began an extensive search for a solution. It wasn't until he attended the annual Fire Department Instructors Conference (FDIC) a few months later that he started to see the light at the end of the tunnel. That's when he became acquainted with WISE (Water, Ice, Snow Equipment) Technology and the Amphibious Ice Rescue (AIR) Responder, an amphibious vehicle capable of carrying multiple people-up to 900 pounds combined-across solid and broken ice as well as open water. The vehicle virtually eliminates the risk to rescue personnel who, using traditional methods, may otherwise become victims themselves, as was nearly the case for the Poland crew that evening.

Bosse made arrangements to have WISE Technology demonstrate the versatility of the AIR Responder over the course of months in a variety of cold water conditions. Meanwhile, the rescuers, those who would eventually be using the vehicle, were able to offer some valuable input. It was a win-win collaboration. WISE made improvements to the prototype, and the end result was delivered to the Poland (ME) Fire Department in July 2014.

"We are very excited to be the first in the world to have this valuable lifesaving vehicle. It can go across water, across ice, and anything in between in situations where you can't safely put another piece of equipment out there," adds Bosse.

Powered by an unmodified snowmobile, there is almost no learning curve to operate the vehicle. It is so easy to remove the snowmobile that Bosse expects to also use it alone as needed.

The AIR Responder's specialized features result in reduced rescue time and increased safety for all involved. Its Kevlar®-reinforced fiberglass hull; foam-filled, high-density plastic bottom; and very low center of gravity render the AIR Responder virtually unsinkable. The vehicle is capable of reaching the victim in a fraction of the time of conventional methods, reducing the likelihood of hypothermia. Any necessary medical care can begin as soon as the victim is onboard while the vehicle returns to shore to the waiting ambulance.

Company History

After seeing media accounts of rescue personnel walking gingerly on, or often sprawled across, icy bodies of water to get to a victim, Roger Bailey of Gilford, New Hampshire, thought, "There has to be a better way." He founded W

Christian P. Koop

I think some failures are too easily relegated at face value to normal wear and tear when the actual problem may go much deeper. Departments should address why it failed. It can ultimately save the organization unnecessary equipment downtime and save big dollars at the same time. Additionally, it could lead to eventual equipment improvements industrywide.

Most in the ERV maintenance field should already have an adequate understanding of failure analysis and its importance. The main purpose behind this article is to discuss the basic failure analysis steps for those readers who may not be aware of them. I will also cover some of the common terminology associated with failure analysis and the steps involved in the process that departments sometimes do not follow correctly.

Underlying Problems

Finding out why a component or system failed catastrophically or had a shorter-than-normal service life is something that should be ingrained into a maintenance organization's operations and its technicians. It should not matter whether the maintenance operation is private, municipal, or governmental. The curiosity alone of finding out the reason behind a failure-not just making repairs or replacing parts-will separate the average technicians from the good ones. In some cases, a design or manufacturing defect may actually be the culprit. On the other hand, it could be a training issue involving misuse of the equipment leading to early failure. Keep in mind that equipment misuse or improper operation by the driver/operator can lead to instant failures. Many times an ERV will continue to operate normally, but eventually the part or system affected will fail prematurely. It could also be that equipment was not specified or built for the level, severity of service, or even the climatic conditions of an ERV's location.

The level of maintenance and the intervals may not be frequent enough or may not meet the basic minimum schedule recommended by the original equipment manufacturer (OEM). Keep in mind that most OEM-recommended maintenance schedules are minimum requirements and may need to be exceeded. The use of incorrect lubricants and fluids is another cause of failures and shortened service life. Yet another critical factor is operating ERVs beyond gross vehicle weight ratings (GVWRs), which will negatively impact entire drivetrain and chassis componentry service lives. Careful study and investigation of failures with the objective of finding the root cause will eventually point to one of the items mentioned above.

Don't Assume

To properly begin failure analysis, you must take on the role of investigator and never assume that the failed part is the problem. Taking notes to document the process is very important and a basic requirement. Speaking to the driver, if possible, and asking the proper questions should also provide useful information. Many times a good visual inspection by an experienced technician can quickly find the cause. However, in some cases, it may be difficult to find and may require consultation with the OEM or the parts manufacturer or even using specialized equipment.

Determining whether a part failed over time or experienced a one-time catastrophic failure is very important in failure analysis. Depending on what parts failed, do not clean them before the inspection, and leave them on the vehicle. Fo