Delivery of the Month

E-ONE-Marshfield (MA) Fire Department, pumper. Typhoon cab and chassis; Cummins ISL 350-hp engine; Hale Qflo 1,250-gpm pump; UPF Poly 500-gallon tank; 30-gallon foam cell; Williams ATP Class A foam system; Smart Power 6-kW generator. Dealer: John Buckley, Greenwood Emergency Vehicles, North Attleboro, MA.

Pierce-Saginaw (TX) Fire Department, 105-foot heavy-duty aerial quint. Dash CF cab and chassis; Detroit DD13 500-hp engine; Pierce PUC 1,500-gpm pump; UPF Poly 450-gallon tank; 20-gallon foam cell; Husky 3 single-agent foam system; Harrison 6-kW generator. Dealer: Travis Ownby, Siddons-Martin Emergency Group, Houston, TX.

Rosenbauer-Minneapolis (MN) Fire Department, 100-foot midmount Cobra aerial platform. Commander 4000 R611 cab and chassis; heavy-duty EXT stainless steel body; Cummins ISX12 500-hp engine; Waterous S100 2,000-gpm pump; Whelen LED warning and scene light package; Onan 8-kW generator. Dealer: General Safety Fire Apparatus, Wyoming, MN.

Spartan ERV-Katy (TX) Fire Department, pumper. Spartan Gladiator cab and chassis; Cummins ISX 500-hp engine; Hale Qmax 2,000-gpm pump; Pro Poly 750-gallon polypropylene tank; 30-gallon foam cell; Hale FoamLogix single-agent foam system; Akron Scene Star scene lights; Onan 10-kW generator. Dealer: David Tovey, Metro Fire Apparatus Specialists, Houston, TX.

Ferrara-Ineos Chemical, LaPorte, TX, Inundator industrial pumper. Inferno cab and chassis; Cummins ISX15 600-hp engine; Hale 8FG 3,000-gpm pump; UPF Poly 800-gallon foam tank: 200-gallon water cell; Williams Hot Shot ll 300 balanced pressure foam system; Albany Fire Lion 300-gpm foam pump; Williams Ambassador 2x6 monitor; two four-inch deck gun discharges with TFT Monsoon electric remote monitors. Dealer: Brad Williamson, Hall Motors, Tyler, TX.

HME-Colrain (MA) Fire Department, rescue-pumper. HME Ahrens-Fox 1871-SFO cab and chassis; Cummins ISL9 370-hp engine; Hale Qmax 1,500-gpm pump; 700-gallon polypropylene tank; 30-gallon foam cell; Hale FoamLogix 2.1 Class A foam system; FoxTrax tool boards. Dealer: Glenn Davis, Lakes Region Fire Apparatus Inc., West Ossipee, NH.

Smeal-Hazelwood (MO) Fire Department, pumper. Spartan/Smeal Sirius cab and chassis; Cummins ISL9 450-hp engine; Waterous CSU 1,500-gpm pump; UPF Poly 750-gallon tank; 30-gallon foam cell; Waterous Advantus 6 Class A foam system with Pneumax 200P compressed air foam system; Command Light CL611 light tower; Onan 8-kW generator. Dealer: Lloyd DeWald, Leo M. Ellebracht Company, Wentzville, MO. (Photo by Dennis Maag.)

Sutphen-Palm Beach County (FL) Fire/Rescue, five pumpers. Custom cabs and chassis; Cummins ISL9 400-hp engines; Hale Qmax 1,500-gpm pumps; 750-gallon polypropylene tanks; 30-gallon foam cells; Hale FoamLogix 3.3 single-agent foam systems; 24-inch extended front bumpers. Dealer: David Stonitsch, South Florida Emergency Vehicle

SAFE FLEET has acquired ELKHART BRASS, of Elkhart, IN. Since 1902, Elkhart Brass has been a manufacturer of firefighting and fire protection equipment. Elkhart manufactures 2,000 products including monitors, valves, nozzles, appliances, and accessories used in virtually every aspect of firefighting. Elkhart products can be found in fire departments around the world, building systems and off-shore drilling sites, as well as in military, marine, and industrial firefighting applications. "We're very excited to welcome Elkhart Brass into the Safe Fleet family. This acquisition supports our vision to build the leading global provider of safety solutions for fleet vehicles," says John R. Knox, president and CEO of Safe Fleet. "The combination of Elkhart Brass with FRC and FoamPro will enable us to develop integrated systems of monitors, valves, foam proportioning, and electronic controls for the global emergency market. In addition, Safe Fleet will have one of the largest direct sales forces in North America with over 20 individuals dedicated to serving the firefighting industry." The Elkhart Brass acquisition is the third for Safe Fleet, which was formed in September, 2013, when ROM Corporation and SMI Corporation merged.

SPARTAN MOTORS, INC., through its subsidiary Spartan Chassis, recognized the Detroit Fire Department (DFD) during a celebration on the company's Charlotte, Michigan, campus for the continued commitment of the DFD throughout the city's resurgence. Daryl Adams, Spartan's recently appointed president and CEO, was joined by Detroit Fire Commissioner Edsel Jenkins for a ceremonial presentation during the Pure Michigan Celebration, which resulted in the company making a $10,000 donation to the DFD. Spartan is building a 10-apparatus order for the DFD, which it will complete together with Smeal Fire Apparatus Co. and its local dealer R&R Truck Repair, both of which participated in the event. The custom apparatus built on Metro Star® cabs and chassis feature a four-door configuration with a five-inch raised roof, 178-inch wheelbase, six-person seating, extreme-duty interior finish, and an EMS cabinet. They are powered by 400-hp Cummins ISL9 engines and Allison 3000 GEN V EVS transmissions.

SMEAL FIRE APPARATUS CO. has announced that Atlantic Coast Fire Trucks (ACFT), the authorized sales and service dealer for Smeal™, US Tanker™, and LTC™ brand apparatus in North Carolina, South Carolina, and eastern Tennessee, has opened a new service facility in Denver, North Carolina. This 7,500-square-foot facility is located northwest of Charlotte, North Carolina, and provides full fire apparatus service, including preventive maintenance programs, chassis service including brake repair replacement, electrical and hydraulic system repairs, aerial, and pump repairs. It provides expanded service capacity from the dealership's previous service center in nearby Mooresville. The new service manager for the service facility is Mark Hammill, master EVT and ASE-certified technician. Atlantic Coast Fire Trucks was established in 2012. The company is owned by Steve Dill, a former volunteer firefighter and Smeal dealer principal for more than 23 years. ACFT has nine full-time employees, with service centers located in Denver, North Carolina, and Murrells Inlet, South Carolina.

The Marion (IN) Fire Department has taken delivery of an HME rescue-pumper mounted on an 1871-W custom chassis and powered by a Cummins ISL9 450-hp diesel engine. The top-mount pumper includes an exclusive 52-degree cramp angle; double frame rails; 12-inch-raised-roof, 100-inch cab; 45-degree tilt cab, interior rear-wall gear rack, cab crew area foot rest, interior grab handles on

By Shawn Oke

The use of onboard foam delivery systems is becoming more and more common in our fire service.

The recent deliveries for the majority of fire apparatus manufacturers clearly show that fire departments are making the decision to add the very important capability to deliver an enhanced water stream (EWS) from their apparatus in a rapid manner. I say enhanced water stream rather than foam stream because a large number of fire service members considers foam as low- or medium-expansion aqueous film forming foam (AFFF). There are many more types of concentrates available to the fire service that will do much more than AFFF.

Being familiar with a few terms will pay dividends as you read this article and conduct research on onboard delivery systems and concentrates. Concentrate refers to what you generally get in a five-gallon bucket and mix with water to make foam. Concentrate is not foam; water mixed with concentrate and air makes foam. Solution refers to the mix of concentrate and water. Again, solution isn't foam because it hasn't had air introduced to it. Compressed air foam (CAF) is not a type of foam, such as AFFF or Class A. A compressed air foam system (CAFS) is a delivery system that is capable of making various consistencies of foam from dry to wet.

Consider the number of hoselines that will be enhanced water stream (EWS) capable. If your department is designing a delivery system to flow EWS, then design it that way. You should enable as many discharges to flow EWS as you possibly can. (Photos by author.)

If your department has or is considering getting an onboard foam delivery system, there is a multitude of factors to consider to ensure you get an EWS when you expect one. The delivery system and the concentrate that will be used in that system are the two main areas we are going to focus on. Too often I have seen departments invest a great deal of time and research on the delivery system while forgetting to even look at the concentrate they will use with that system.

Delivery Systems

Let's look at delivery systems and several factors you should consider to be sure you get your EWS when you need it. There are currently three common delivery systems purchased today: compressed air foam (CAF), injection, and eduction. Each type of system has advantages and disadvantages. Your department should conduct extensive research on these advantages and disadvantages to make a determination as to which system will best fit the department based on the research results and the department's needs. It is important that cost not be the driving factor in deciding which delivery system to purchase. You need to be sure the advantages and disadvantages of the system are the deciding factors.

While conducting your research on the type of delivery system to use, there are some important factors to consider. Two of these factors are interdependent with the concentrate being used. You must know the maximum centipoise the delivery system can deliver and the concentrate's centipoise. The centipoise of a liquid is the measure of its viscosity. In very basic terms, the viscosity of a liquid is its resistance to flow. The greater the viscosity, the slower the liquid will move. Temperature is very important regarding a liquid's viscosity. The lower the temperature, the higher the viscosity. In other words, the colder it is, the sl

Christian P. Koop

I recently wrote an article on basic preventive maintenance (PM) and how important it is for apparatus operators to perform their required daily and weekly inspections properly.

By properly, I mean conscientiously performing all the checks on the list and no pencil whipping. Statistically, apparatus operators should be able to find approximately 30 percent of all potential problems before they become issues that would ultimately be more costly to address later or that could cause a breakdown or a failure of some sort. Because of this, apparatus operators are the first vital link in the PM chain, and the success of the PM program relies heavily on dedicated, conscientious apparatus operators.

The same concept applies to apparatus aerial devices. In this article, I will address some points about aerial device operation, maintenance, inspections, and safe operation. These can apply to both the apparatus operators as well as emergency vehicle technicians (EVTs). I will also include some important recommendations from NFPA 1911, Standard for the Inspection, Maintenance, Testing, and Retirement of In-Service Automotive Fire Apparatus, which includes all aerial devices. But, first let me give you a little background information that should help you understand what has helped to shape my perspective on this very important and critical area, particularly one that can affect the life safety of those using the equipment and of others who are on or nearby during aerial operation.

Physics

More than 20 years ago, I spent a weekend attending a seminar in North Florida named "Aerial Dynamics" that dealt with the physics of aerials. The seminar was designed for not only those involved in purchasing but also for aerial apparatus engineers (operators) and the EVTs who maintain them. The instructor was James Burrell, PhD, a college physics professor affiliated with the International Association of Fire Chiefs (IAFC) and the National Institute of Emergency Vehicle Safety (EVS). The seminar was a condensed version of a 40-hour course that covered aerial design, equilibrium (stability), torque, characteristics of the different materials (metals and alloys) used in construction of aerials, stress vs. strain, the different modes of material failure, stabilizers, turntables, bolts and other fasteners, physical inspection, and the nondestructive testing (NDT) generally accomplished by a third party.

Burrell was heavily involved with the study of physics and how it applies to aerial ladders, platforms, and articulated booms. He pointed out, from a physics standpoint, that aerial devices are essentially structures divided into two categories: the entire structure itself and the members that compose it. Second, the main concepts of physics that apply to aerials are stability of the structure (aerial) and how a dynamic force (starting and stopping motions) imposed during aerial operation stresses and affects the different materials and components that make up the device. His main point was that there are no perfect aerial designs or materials, and they all will wear out and eventually fail. The biggest measure of prevention against this is to be aware of this and to properly educate all involved to help pinpoint and address issues before they cause a failure. His course also delved into center of gravity, static and dynamic forces, kinetic energy, momentum and impulse, nozzle reaction, equilibrium, and how these affect aerial devices. He also taught some of the mathematical equations necessary to calculate how these forces affect aerials.

I am sure many reading this have he