RICHARD MARINUCCI

As everyone knows, the fire chief is all-knowing and, like Mary Poppins, practically perfect in every way! I am just kidding, but sometimes we chiefs extend our expertise beyond our knowledge and adversely affect outcomes.

Just because you can do something because of your position doesn't mean you should. Sometimes, a chief may have expertise and have to show others how smart he is. This is not to be critical, only to introduce a topic for discussion-that of fire department vehicles and the role a fire chief should play. One of the main jobs of a fire chief is to get the best possible apparatus and equipment for the organization so the firefighters can perform to their capabilities.

The role of the fire chief in the acquisition and maintenance of apparatus can vary from department to department. Larger organizations with more specialized staff may relieve the chief of certain responsibilities while smaller organizations may not have the resources without more involvement from the chief. Regardless, the fire chief should be engaged and aware of the role he plays. Remember that apparatus is a department's biggest cost, with the exception of personnel. The impact on the budget and revenue is significant and requires understanding of the entire apparatus program from apparatus purchasing to retirement.

The chief's degree of involvement can vary from total control to a more hands-off approach. Those individuals who have a deep passion for fire apparatus will most likely take a more involved role, sometimes to the detriment of the organization. They know their position gives them authority, and because of their interest in apparatus they may overextend their control. Conversely, some fire chiefs may take a completely hands-off approach. In almost all cases, somewhere in the middle is the best approach. Chiefs need to find the "sweet spot" regarding their involvement. They need to realize that they have the ultimate accountability but that others in the organization have much to offer if they are allowed to do so.

A good starting point is to assess the talent in your organization and determine who has ability with regard to apparatus. The individuals need some requisite knowledge and an interest in doing the work. It is more than locating a backyard mechanic and turning things over to that person. A single individual or a team of employees may be needed. Some larger organizations can have a dedicated staff, both managerial and mechanical, to perform the various functions. Smaller departments could give an assignment to an interested and capable individual. There are variations of both of these approaches, but the concepts remain the same. In most cases, you should delegate the tasks associated with the acquisition and maintenance of apparatus.

Once a chief opts to become less of a "nuts and bolts" leader regarding apparatus, he must continue to help provide the support and resources those doing the work need. The ultimate goal is success in getting the necessary vehicles to provide the level of service desired. Like for any job, individuals need the appropriate level of job-specific training. This may be easier said than done. There are programs specific to fire apparatus and others more generic in nature. They may not be nearby, so you may need to look around to find the best sources of this training. You may wish to pursue emergency vehicle technician certification for the levels of work expected to be done. In some cases, personnel may not be assigned to the fire department but rather another city department that works with an entire municipality's fleet. Even if this is the case, the fire department must provide the training needed to do the job.

Like so much of t

By Chris Daly

We all know the statistics-we kill ourselves about 15 to 20 times each year by crashing our fire trucks. I'm not going to dwell on this statistic. I think it repeats itself every year like a broken record. The ultimate question is "Why"? What causes us to repeatedly drive off the road, flip our rigs, and eject ourselves into oblivion? There are many different reasons, and all of these reasons are preventable. The purpose of this series of articles is to address these issues and try to explain to drivers, in layman's terms, why fire trucks crash.

Many fire departments require members to take some sort of emergency vehicle operator's course (EVOC) before they can become drivers. These courses are great for new drivers who are trying to learn how to maneuver a rig in tight quarters. Now I don't know about your department, but my department doesn't respond to too many calls in a parking lot that require us to drive through a bunch of traffic cones. Our calls require emergency responses on real roads with real traffic along with lights, sirens, and radios blaring in the background. These factors combine to increase the driver's excitement and often result in a deadening of the senses. Tunnel vision ensues, and the only thing that the apparatus operator can think of is getting to the incident scene fast. Throw in a mutual-aid company coming from another direction, and we all know what happens-the race is on.

So as you can see, while EVOC classes are a great start, they only touch the tip of the iceberg. Often, these basic classes fail to touch on one of the most important topics that an emergency apparatus operator must come to understand: the physics behind a moving vehicle. I liken this to trying to teach an emergency medical technician (EMT) class without teaching anatomy. The EMT student knows how to put on a bandage but doesn't understand why. The goal of these articles is to make apparatus operators understand that no matter how good they think they are or how long they have been driving, at some point Mother Nature will take over and the vehicle will lose control.

Dynamics

Let's start discussing the dynamics behind a moving fire truck. These concepts are based on the same concepts used by crash reconstructionists-the police officers who shut the road down for hours at a time trying to figure out why a motor vehicle crash occurred. The reason I say this is so that you don't put the magazine down and walk away. Remember-if the cops can understand this, so can we!

The first concept an apparatus operator needs to understand is the concept of energy. Think back to high school physics and the often-heard term "kinetic energy." Now before your eyes roll back in your head, forget the term kinetic energy and just think of a bucket full of water. The bucket is the fire truck and the water is the energy. The bigger the bucket (i.e., the bigger the fire truck), the more water it will hold (i.e., the more energy it has). Also, the faster the bucket is traveling (i.e., the faster you drive down the street), the more water (energy) it will hold.

So to bring your fire truck to a stop, you have to get rid of all the energy-or, in other words, dump all the water out of the bucket. If you want to just slow down, you have to get rid of some of the energy-or just dump some of the water out of the bucket. The question is: How do we get rid of this energy?

The most common way we get rid of energy and bring our rig to a stop is to simply apply the brakes. If you remember from high school physics, energy can be neither created or destroyed; it has to go somewhere. Vehicle brakes take the kinetic energy of a moving vehicle and convert it to hea

By Richard Marinucci

There is no doubt that every fire department and every fire chief desire fire apparatus that is functional, reliable, and as affordable as can realistically be expected.

With the exception of personnel, vehicles are the most expensive items in a fire department budget. As such, it is important for all organizations to learn as much as they can with regard to purchasing and maintaining fire apparatus. This may be easier said than done, since some departments do not have the resources to maximize their preparation for this critical component of their operation. But to save money and get the product they desire, they need to make an investment.

For the past 27 years, the Fire Department Safety Officers Association (FDSOA) has held a symposium to help fire departments and their personnel better prepare for the important job of acquiring and maintaining fire vehicles. The 28th Annual Apparatus Specification and Safety Symposium will be held January 18-20, 2016, in Scottsdale, Arizona. This event has the sole objective of offering detailed insight into the acquisition and maintenance of fire apparatus. It is not a vendor show but a chance to talk to industry leaders with great insight and experience in buying and fixing vehicles, which will help you to maximize efficiency and effectiveness.

Last year, approximately 400 attendees had the chance to listen to more than 30 industry experts present on a variety of topics. Attendees also were exposed to more than 40 vendor displays, where the manufacturers and service companies could explain their product in great detail. In between, networking opportunities were plentiful. This should not be discounted, as the opportunity to talk informally to those in the know really is valuable in terms of not only information being discussed but also growing your network. The contacts you make remain available to you long after the symposium is over.

Seminar topics this year include a variety of subjects covering all aspects of purchasing and maintaining vehicles. You can get tips about drafting specifications for new apparatus and detailed information about various vehicle components. There are other issues to consider as part of a comprehensive program. One such topic is politics. How much of your apparatus program is reliant on the political process in your community? It is significant, so there will be a session on political considerations in apparatus acquisition and maintenance.

A new aspect of the 2016 Symposium is that it will be held immediately prior to the FDSOA Annual Safety Forum. As part of the shared programing, Gordon Graham will deliver the closing keynote address of the Apparatus Symposium. Last year, Graham opened the program and received his usual rave reviews. The message he delivers is applicable to apparatus policies as well as the risk management in all aspects of the fire service.

Hopefully, you are considering attending or sending a representative of your organization (of course you can send more than one!). Visit the FDSOA Web site at http://www.fdsoa.org for more information. You can also call the office at (248) 880-1864. Save the date and set funds aside from your budget to attend this valuable symposium. You will be glad you did. You will definitely learn about things that will save you money in your fleet management and also learn of ways to improve reliability.

RICHARD MARINUCCI is the executive director of the Fire Department Safety Officers Association (FDSOA) and chief of the Northville Township (MI) Fire Department. He retired as chief of the

Carl J. Haddon

If your current rescue tools and your extrication training program are both 15 to 20 years old or older, then the answer to my question of compatibility is a resounding, "Yes," they are most likely compatible. Otherwise, you might be surprised. (Note: Fasten your seat belts, because this one is probably going to get me in trouble.)

Simply stated, today's vehicles are not built the same way or with the same materials as the vehicles of 15 or 20 years ago. Likewise, although a large percentage of available hydraulic rescue tools remained relatively "unchanged" from the mid-1970s until roughly 2005, the vast majority of them today perform and react quite differently than they did in the 1970s.

Although the cover page, headlines, and titles of extrication training programs have changed with the advances in vehicle and rescue tool technology, the content of most training programs has changed very little. Unfortunately, that lack of adequate evolution is now resulting in more near-miss accidents, firefighter injuries, and ultimately poorer patient outcomes. The sad truth is that it is also now resulting in more lawsuits against fire departments.

So, your department buys what it believes to be the best of the best new extrication tools, because your members want to be successful on rescues involving the challenging new vehicle technology (NVT) metals and construction. That makes perfect sense. The tool committee has compared, discussed, priced, and demonstrated tools to come up with the best choice for the department. But has anyone done that kind of research to update your extrication program? Honestly, do you even know how old your current curriculum for extrication is? I can tell you that, in my state, the extrication curriculum was updated about 10 years ago, and that update was antiquated when it was released!

For the sake of fairness, I have to say from personal experience that writing an extrication textbook or "updating" an extrication textbook is quite the challenge. The National Fire Protection Association (NFPA) sets the standards by which extrication textbooks most often have to follow. With all due respect to the fine folks working with the NFPA, the truth is that change and standards updates from the NFPA do NOT happen quickly at all. As a result, changes in publishers' extrication textbooks do not happen quickly at all either, as the two go hand in hand.

On the other side of that coin, changes in the automotive manufacturing industry are happening very fast. These automotive changes are quite literally demanding that those of us in the extrication education business step up our game and stay on top of it. The lives of our students, our own crew, and our patients depend on it.

Automotive engineering experts suggest that for hydraulic rescue tools to be successful on today's new vehicles, they have to have a winning combination of adequate compressive force, speed, and blade design. Albeit not as quickly as automotive technology advances occur, rescue tool technology continues to change and make great strides. If you think about it, not too long ago, most hydraulic rescue tool cutters on the market generated less than 200,000 pounds (lbs.) of cutting force. Today's new cars typically require a minimum of 200,000 lbs. of cutting force to conquer the new metals they are made with. Many of the tools available on the market today offer upward of 275,000 lbs. of cutting force, with a couple that boast nearly 400,000 lbs. of force. With