There are many options available to fire departments for apparatus room floor coverings, as well as different levels of protection for those floors.

BY ALAN M. PETRILLO

Toughness, long life, abrasion resistance, appearance, and cost are some of the factors a department considers when laying down a new floor as well as when resurfacing an apparatus room floor in an older station.

Polyaspartic Coating

John Adorjan, owner of Rhino Pro Flooring, says the concrete that makes up the floors of fire station apparatus bays is a rigid sponge, although most people don't think of it as such because concrete is so hard. "Achieving a mechanical bond of the coating you are applying to the substrate, the concrete, is the key to success," Adorjan says. "A fire truck weighs 12 times more per square inch than a car does, so we need to achieve that mechanical bond because if the substance applied isn't bonded to the floor, you will have a delamination problem."

Rhino Pro Flooring put a three-coat polyaspartic finish on this drive-through station for the West Area Fire Department, in Fayetteville, North Carolina. (Photo courtesy of Rhino Pro Flooring.)

Adorjan says Rhino Pro Flooring uses a three-headed diamond bonding machine to open up the capillaries in concrete. So when he puts down the first layers of his polyaspartic coating, it wicks down into the concrete. "We put down three coats of 100 percent polyaspartic," he says, "a prime coat, a mid coat, and a top coat. Each coat is done within a couple of hours of the others. After the prime coat, we put down the mid coat, which is where we put in the color, nonslip, or decorative additives, and then the top coat to finish it off."

Polyaspartic coatings were invented by Bayer Technologies in Germany, Adorjan says, and the original patent expired last year, making the substance more widely available. "The advantages of a polyaspartic coating are that it is four times more flexible than a two-part epoxy coating; has twice the abrasion resistance; is ultraviolet-light-stable, unlike epoxy; and won't yellow with age," Adorjan points out. "It also is resistant to hot tire peel, where epoxy is temperature-sensitive and can delaminate after reacting to a hot tire."

After the final layer of polyaspartic is laid down, the surface is ready for foot traffic after about three hours, Adorjan says. And after 48 hours, the apparatus can be returned to the bays. "We can put any color or design into the floor, including logos," he points out. "As for maintenance, keep the grit off of the floor as best you can. Gasoline, oil, diesel fuel, and hydraulic fluid will simply stay on top of the surface until you remove it, and they will not penetrate into the concrete. If the surface needs to be washed, you don't need any chemicals other than a couple of capfuls of ammonia in water."

Adorjan notes there is no limit to the size of the floor to be coated. "We have done up to 10,000 square feet at one time," he says. "For a 7,000-square-foot job, it takes a little over a week from start to finish. The life of the floor is dependent on how well it's maintained, but perhaps 10 years down the road a department might need a new top coat."

Richard Marinucci

Next to personnel, fire apparatus are the most costly expense for a fire department. There is the initial investment, which can exceed $1,000,000 for a ladder truck; the cost of maintenance; and the expense of daily use.

Like most everything else in society, apparatus manufacturers have used emerging technology to improve apparatus operation and reliability. This applies to all components as well as the cab and chassis. This, along with changes in government and safety standards, has added to the cost of vehicles. Although some may dispute the fact that today's apparatus have more capabilities and are easier to operate, new vehicles offer much more to fire departments.

Simple yet Complex

Apparatus today are easier to operate for the engineers, but they are by no means simpler. Anyone who can operate an automobile can learn the basics of getting the truck down the road. There is power steering, an automatic transmission, and improved braking. Someone can literally get in the cab, push a few buttons, and get the vehicle headed toward the emergency. Once on the scene, after connecting hose, the operator can push another button or two and get water flowing. Because of this, it is tempting to take shortcuts when preparing operators to learn their responsibilities. But, those serving as fire engine operators or chauffeurs of any other apparatus must understand how the vehicles and their components work so they can be prepared when "Murphy's Law" strikes.

When a new vehicle arrives, all personnel who may drive and operate it must be trained. This must go beyond simple driving and pumping. The operators must learn about all the vehicle's critical components and train on their use. They must also learn how to troubleshoot in case something goes wrong. There is an expectation that the vehicles will be reliable and will function as intended. Although today's vehicles are arguably more reliable, the possibility that something could go wrong always exists. Proper preparation for this scenario will minimize the negative consequences when there is a problem.

Maintenance

Just because operating them is easier does not diminish the importance of regular maintenance on all apparatus components and parts. This must be done in accordance with manufacturers' recommendations and in compliance with applicable standards. This requires reading manuals and possibly additional training. Someone needs to know what has to happen and how frequently. There must be good record keeping and appropriate maintenance scheduling. This applies to engines, transmissions, chassis components, pumps, electrical systems, and anything else that is part of critical service delivery.

The most appropriate person for the job should perform maintenance. Firefighters should be able to check the oil but probably won't be able to change the oil. When a vehicle is delivered, establish a schedule that clearly identifies the responsibilities regarding regular preventive measures. As with most mechanical issues, prevention is the best choice. There used to be a commercial on television on vehicle maintenance that had the tag line, "You can pay me now or pay me later." This is true for the various fire apparatus components. Establish your maintenance plan and stick to it.

Increasing technology use has made it much more difficult for departments to perform repairs in-house. One could argue that the improvements have minimized breakdowns so there is less need for in-house repairs

One of the many debates in the American fire service is the effectiveness of quint fire apparatus.

BY ROB FISHER

Some fire service leaders who work or have worked in respectable fire departments believe they cause tactical confusion on the fireground and have contributed to decreased staffing levels. Many others, however, see the quint as being more versatile, allowing a company to address tactical objectives by priorities rather than fulfilling them by their apparatus designator or function. Each perspective has its merits. Let's look at some of the issues surrounding this unique apparatus.

According to NFPA 1901, a quint shall carry at least a 50-foot aerial, 300-gallon tank, 800 feet of 2½-inch or larger fire hose (supply or working line), and 400 feet of 1½- or 1¾-inch attack line. A quint shall carry 85 feet total of ground ladders with an extension ladder, a straight ladder with hooks, and a folding ladder. (Photos by author.)

What Is a Quint?

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus (2009 ed.), outlines the minimum specifications for all fire apparatus. Chapter 9 contains the requirements for quints. Generally speaking, a quint carries fire hose and ground ladders and has a fire pump, a water tank, and an aerial device. Here's where it gets interesting: When compared with the NFPA requirement for an engine, a quint meets or exceeds the minimum requirements.

NFPA 1901 requires an engine-defined as a pumper fire apparatus-to be equipped with a 750-gallon-per-minute (gpm) rated pump. In Chapter 9, a quint is required to have a 1,000-gpm rated pump. The 1,000-gpm rating is required to meet the flow requirements of a preplumbed waterway. Both need to have a minimum of a 300-gallon water tank and the hose requirements are the same at 800 feet of 2½-inch or larger fire hose (supply or working line) and 400 feet of 1½- or 1¾-inch attack line. The engine is required by the NFPA to carry an extension ladder, straight ladder with hooks, and a folding ladder. The quint shall carry 85 feet total of ground ladders with an extension ladder, a straight ladder with hooks, and a folding ladder, according to the standard.

When comparing the quint with an aerial-traditional ladder truck-they both shall have an aerial device of 50 feet minimum. The ground ladder complement on an aerial increases to 115 feet. In all reality, the quint is as much of an engine as it is an aerial by the standards outlined in the standard.

Now, I'm not sure what's worse: an engine that meets the requirements of a ladder truck with firefighting capabilities or a truck with a pump that nearly meets the NFPA standards for a traditional ladder truck. What happened to engines carrying hose and water and ladder trucks carrying ground ladders and tools? Have we willingly drifted so far away we from functionality that it has created significant confusion on the fireground?

Read more 579 0 Article rating: No rating Posted: Jun 3, 2015 Air-Conditioning Systems   Christian P. Koop Those who have been around for a while probably remember when fire apparatus did not have air-conditioning (a/c). That was when most fire trucks still had open cabs in the rear or jump seat area. The requirement to fully enclose cabs for safety reasons also created the need to air-condition the cabs, particularly for those in the warmer climates. In these areas, a/c service and repair for emergency vehicle technicians (EVTs) is pretty much a year-round requirement compared with those in the north, who may only need it in the summer months. Depending on the vehicle type and where and how the a/c evaporator and condenser are installed and mounted, access and service can be time-consuming and difficult. Those involved in developing specifications for new apparatus should keep in mind the importance of designing a/c systems from the onset to make it easier for EVTs to service and repair them. This will ultimately result in reduced downtime and save dollars over the long haul-a very important item with today's tighter budgets. In this article, I will briefly cover some of the history involving development of refrigerant and automotive a/c systems. I will also discuss several service and repair tips for technicians to identify common causes of a/c system failures. Origins Today there are many different types of refrigerants for different applications. The first person credited for developing a process to synthesize chlorofluorocarbons (CFCs) is Frederic Swarts in the late 19th century. The refrigerants in use at this time were very dangerous as they were flammable, highly toxic, and deadly. To find a better refrigerant, Charles Kettering, from General Motors, formed a team that developed a more stable, nonflammable, moderately toxic refrigerant in the late 1920s using Swarts's process. Many may remember Freon 12 or R-12 (dichlorodifluoromethane). This is the refrigerant General Motors and DuPont jointly produced and patented that was used in a/c systems in automobiles, trucks, and various other refrigeration applications for more than 50 years in the United States and many parts of the world. This refrigerant was eventually determined to deplete the atmospheric ozone layer and was phased out in the mid 1990s under the Montreal Protocol. It may still be in production, although illegal, in some countries. It has a global warming potential (GWP) of 2,400. Although GWP figures are known to be controversial, I think they are worth mentioning to provide a perspective on the environmental problem associated with these refrigerants. R-134A (tetrafluoroethane), which is also harmful to the ozone layer, has a GWP of 1300, and has a 10-year life span, replaced R-12. Because of its high GWP, there is a worldwide push to phase out any refrigerant that has a GWP higher than 150. There are various refrigerants that may replace R-134A. From what I understand, R-1234yf (GWP of 4) may end up being the refrigerant of choice because of its very low GWP and much shorter atmospheric life. In Europe, some manufacturers are already using R-1234yf. In the United States, the Environmental Protection Agency (EPA) will require the phase-out of R-134A over the next few years. Currently there are several replacement refrigerants being proposed to replace R-134A, and it is expected that by the 2021 model year, all vehicles in the United States will be sold with a replacement refrigerant. Most EVTs won't have to worry about these major changes for some time but should keep in mind that there are other refrigerants sold as cheaper "alternatives" t Read more 560 0 Article rating: No rating RSS FirstPrevious4572457345744575457645774578457945804581NextLast Theme picker Section Quick Links   Fire Mechanics Documents EVT Discussion Forum Fire Mechanic Photo Gallery Training & Testing 2019 Scholarship Logo Wear Store Upcoming Events Theme picker Sponsors Fire Mechanics Section Board Chair Posted: Oct 21, 2015 Chair Elliot Courage North Whatcom Fire & Rescue Read more 0 0 Article rating: No rating Vice Chair Posted: Oct 21, 2015 Vice Chair Mike Smith  Pierce County Fire District #5 Read more 0 0 Article rating: No rating Secretary Posted: Oct 21, 2015 Secretary Greg Bach South Snohomish County Fire & Rescue Read more 0 0 Article rating: No rating Director #1 Posted: Oct 21, 2015 Director #1 Doug Jones South Kitsap Fire & Rescue Read more 0 0 Article rating: No rating Director #2 Posted: Oct 21, 2015 Director #2 Paul Spencer  Fire Fleet Maintenance LLC Read more 0 0 Article rating: No rating Director #3 Posted: Oct 21, 2015 Director #3 Jim Morris Mountain View Fire Department Read more 0 0 Article rating: No rating Director #4 Posted: Oct 21, 2015 Director #4 Arnie Kuchta Clark County Fire District 6 Read more 0 0 Article rating: No rating Director #6 Posted: Oct 21, 2015 Director #6 Brett Annear Kitsap County Fire District 18 Read more 0 0 Article rating: No rating Director #5 Posted: Oct 21, 2015 Director #5 Jay Jacks Camano Island Fire & Rescue Read more 0 0 Article rating: No rating Legislative Representative Posted: Oct 21, 2015 Legislative Representative TBD TBD Read more 3350 0 Article rating: No rating Immediate Past Chair Posted: Oct 20, 2015 Immediate Past Chair Brian Fortner Graham Fire & Rescue Read more 0 0 Article rating: No rating RSS Theme picker 2020 CAR SHOW Terms Of Use | Privacy Statement - Copyright 2024 by Washington Fire Chiefs Home Members About Us News Calendar Resources Documents Sections County Fire Chiefs FRWC WSAFM