Jason Estep

Responding to and from incidents has traditionally been a leading cause of firefighter fatalities and injuries. It is an area that requires constant attention and improvement. Think about the changes we've seen in apparatus safety during the past 20 years. We have enclosed cabs, added reflective striping on all sides of apparatus, installed seat belt monitors and signed seat belt pledges, installed tire pressure monitors, and removed loose items from the cab-yet we are still having the accidents. Why? I think the answer is two parts: first is driver training. We have to make sure that the people driving these rigs are properly trained to handle the apparatus. I could write for hours on driver training, but we'll leave that for another time. The second part of the answer is tire maintenance, or the lack thereof. Tires are an overlooked maintenance item and are more than likely a contributing factor to apparatus incidents, although it is often overlooked by investigators.

As firefighters, we take great pride in our equipment, always making sure that it is ready to respond at a minute's notice. However, we often overlook the most important part of the apparatus-the tires. I know they're black and round; we kick them to make sure they have air, and we usually spray tire shine on them for a parade. How much more do we need to know about a tire? We could all stand to gain a little more tire knowledge. Basic tire maintenance only takes a few minutes and is actually very simple, but it is important to understand the purpose, use, and limitations of a tire to properly maintain it.

Tire Construction

First, we need to understand how a tire is constructed. A radial tire is made up of six main parts: the inner liner, carcass ply, beads, sidewall, crown plies (belts), and tread. The inner liner is the tire's air chamber, making tubes a thing of the past. Usually made of a synthetic rubber called butyl rubber, it is nearly impenetrable by air and water. However, over time it can allow for slight air loss, so make sure you check your tire pressures. The carcass ply is the layer above the inner liner, often made of textile cords or steel wire (or cables) bonded into the rubber. These cables are largely responsible for determining the strength of the tire. The bead is the area of the tire that seals to the rim. The sidewall protects the side of the tire from impacts with curbs, rocks, and other road hazards. This is also the area that important tire details can be found such as tire width and speed rating. The crown plies or belts provide a rigid base for the tread and serve as protection for the carcass ply and inner liner. Traction, propulsion, braking, and cornering are all provided by the tread of the tire, which is designed to resist wear, abrasion, and heat.

Multifunctional Parts

Tires are one of the most, if not the most, critical components on a fire apparatus. Most parts of a fire truck perform one function. Tires on the other hand have numerous functions that are vital to safe responses. The tire's first job is to support the weight of the apparatus. Did you know that gross vehicle weight rating (GVWR) depends on properly inflated tires? A pressure loss of just five pounds per square inch (psi) in front tires can often be enough to lower the weight- carrying capacity of the tire below the weight capacity of the front axle.

The tire also acts as part of the suspension, softening the impact from the road. Tires that are below the recommended tire pressure can severely affect the handling of the apparatus, especially when dropped off the road or on rough roads. Tires transmit propulsion and braking power to the road, and they are a critical piece of the steering system. Tires that are underinflated have longer stopping distances than tires with the correct air pressure. This is very important considering fire apparatus already have a stopping

By Chris Crowel,
Manager of Specialty Vehicle Sales
and Support, Cummins, Inc.

As everyone in this industry is well aware, the rules and regulations governing emissions for all types of vehicles and power equipment-including engines used in emergency vehicles-changed rapidly during the past decade. This has resulted in the introduction of new aftertreatment technologies, modifications to maintenance procedures, and the need to train operators. Compared to the hardware and aftertreatment systems changes that occurred in conjunction with 2004, 2007, and 2010 emissions regulations, the 2013/2014 regulations do not result in any new aftertreatment technologies. In fact, for anyone who has purchased an apparatus with a model 2013 engine, it is likely that the product already meets the 2014 compliance requirements. Fire Apparatus Manufacturers' Association (FAMA) member companies, both engine and apparatus representatives, have worked collaboratively to deliver one product launch in 2013 that meets both new regulations. That being said, there are still some important items worth noting.

There are two main drivers for the 2013/2014 regulations: new federal requirements for onboard diagnostics (OBD) for all on-highway engines and new regulation of greenhouse gas (GHG) emissions and corresponding fuel efficiency standards. It is important to note that in our industry, GHG and fuel efficiency are treated as a symbiotic relationship-improved fuel economy results in reduced GHG. This is great news for customers as it leads to improved engine efficiency. Because the OBD changes were required to be implemented in 2013, most engine manufacturers decided to combine the OBD and the fuel economy improvements into a single design release for customers a year early.

OBD

OBD is the industry term for electronic messages that allow a technician to determine if there is a potential engine or emissions system fault. OBD will continuously monitor the performance of all emissions-related systems during operation. A new dash lamp, known as the malfunction indicator lamp (MIL), will illuminate if the OBD system detects a malfunction in the engine or emissions system.

A less obvious change with OBD is the reclassification of many items under the hood into the "emissions component" category. Nonengine components that can impact emissions are also included in the OBD approach.

Fuel Economy Improvements

Up until now, emissions regulations have been almost exclusively designed to measure oxides of nitrogen (NOx) and particulate matter (PM). But that changed when the United States Environmental Protection Agency (EPA) and United States Department of Transportation introduced new regulations to regulate GHG emissions and fuel efficiency that will take effect in 2014.

Robust electronic engine controls and ongoing improvements in selective catalytic reduction (SCR) technology, first introduced to the North American on-highway market in 2010, have made it possible for engine manufacturers to achieve the fuel economy gains and lower GHG emissions necessary to meet these new regulations. SCR technology provides a strong foundation for manufacturers to meet further GHG targets in the future. Lower rolling resistance tires also play a part in lowering GHG emissions and improving fuel economy.

DEF Fluid Level Derates

SCR-equipped engines require diesel exhaust fluid (DEF). Because DEF is required for proper SCR performance, earlier SCR-equipped engine performance could be derated if DEF levels became too low. Cummins and other engine manufacturers worked closely with industry organizations such as FAMA, regulatory bodies including the EPA, and chief's associations to determine the best solution for customers based on regulations issued by the EPA.

In addition to education and outreach efforts, some engine manufacturers chose t

Bill Adams

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, recognizes seven classifications of new fire apparatus. They are pumper, initial attack, mobile water supply, mobile foam, aerial, quint, and a general catch-all classification called special service. Special service fire apparatus is a generic term encompassing support vehicles ranging in size from a Ford F-150 pickup truck to a multiaxle rig with an unlimited gross vehicle weight rating (GVWR). The first six classifications are job-specific, and those apparatus must meet explicit criteria applicable to their individual function. In addition, regardless of classification, size, or intended use, all vehicles that must be NFPA 1901 compliant have to meet the provisions listed in Chapter 4 General Requirements. It's the responsibility of the apparatus purchasing committee (APC) and the authority having jurisdiction (AHJ) to become intimately familiar with that document. Use caution-the phrase "that must be NFPA 1901 compliant" can be significant, especially if the AHJ is required to address it, define it, and possibly defend its interpretation in a public forum.

This article focuses on one vehicle-the chief's buggy, a generic term I use to define any fire department-owned vehicle whether it be a sedan, pickup truck, or sport utility vehicle (SUV) that's equipped with warning lights and siren for specific use by a chief officer. It is unknown if the chief's buggy (also known as a chief's car) has to be NFPA 1901 compliant. If it must be, it probably falls under the classification of a special service fire apparatus.

(1) This photo, by Les Wainman, a retired regional sales manager for Spartan Chassis, Inc., is of his 1934 Ford Coupe. He says it may not meet any NFPA standards, but with a 350-hp V8 it can get to any scene in short order.

Legalities

I am not an attorney and I am not advocating that a fire chief's car should be or has to be NFPA 1901 compliant. I don't know. Somebody ought to find out. That's the intent of this article. The objective is to protect the fire department and the operator of the vehicle. In today's litigious and legally oriented society, if there's an accident involving any fire department vehicle, one can rest assured that every aspect of compliance, noncompliance, responsibility, liability, could-haves, should-haves, and every legal loophole will be investigated to shift blame to whoever has the deepest pockets-probably the fire department. It may be prudent to determine the legal status of a chiefs' buggy at your leisure rather than being under a deadline responding to a subpoena or a court summons or answering questions before a grand jury.

Most firefighters evaluate facts in simple black and white terms; there's seldom a gray area. In my personal opinion, the legal profession interprets facts in manners skewed in favor of their client. That's their job, so get over it. They might look at a fire department not meeting the written word of a nationally recognized safety standard as being negligent. Not meeting the intent of that standard may be construed as a lapse in moral, ethical, or sound judgment-especially if there is an injury and more so if legal counsel sniffs out possible contributory negligence. Contributory negligence can be defined as when someone fails to take action to prevent an accident. Hence, they can be considered partly responsible for causing it. Bear in mind, being exonerated of a criminal charge does not make a person or entity immune from being adjudicated in a civil proceeding.

A pertinent, but seldom addressed, concern is the legal status of a chie

By Chris Mc Loone

Truer words may have never been spoken than the ones in the title of this month's Editor's Opinion. They come from a session at the recent Fire Apparatus Manufacturers' Association (FAMA)/Fire and Emergency Manufacturers and Services Association (FEMSA) annual meeting titled, "Vision 2020, What the Fire Service Will Look Like." It featured a panel that had a captive audience-a joint session of two association memberships that supply the fire service with the equipment and apparatus it needs to do its job. Both sides took advantage of the rare opportunity to speak directly with each other.

So, what have we done to ourselves? According to one panelist, we've asked for apparatus in the past that won't work in the future. The future of the fire service, according to this group and most fire service pundits, is a service that provides more emergency medical service (EMS) than fire suppression. Our current setup in many municipalities has full size engines and ladders responding to fall victims in what one panelist categorized as sending a cement truck to deliver a pizza. This is the reality of the fire service. Although I don't subscribe to the proverbial "We are an EMS service that goes to the occasional fire" mindset, I recognize that more of the calls for help in many municipalities involve some sort of emergency care vs. fire suppression.

We have responded by building apparatus that just isn't practical in many cases. We do need to build multipurpose apparatus. It's a reality. We do not need to load it up with so much that it can't navigate our first due. It's our fault though, and it was refreshing to hear another panelist say, "We'll take the blame. Manufacturers deliver what we ask for."

Remembering Customers and Users

What is the answer then? Focus on the customer and end user. The common thread throughout the session was that the panelists assembled make their apparatus and equipment purchases based on how they affect their customers. As an example, all the panelists were for "green" apparatus, but only if it didn't decrease efficiency. One panelist challenged manufacturers to deliver a product that has the horsepower and the green technology so that departments don't have to sacrifice efficiency to employ the technology. "If it can deliver what we need to our customers, I don't care," he said.

This returns us to the wants vs. needs discussion. Are we buying what we need or what we want? One panelist asserted, "Don't give us what we want. Educate us on what we need." I think sales representatives already do try to educate us on what we need. But, do we listen?

Also, who is making the decisions? Another point presented by the group was how important it is for end users to have a look at what purchases departments are considering. True, the chiefs sign off on the purchase, but the end users are specifying what goes on the purchase order. We need to listen to not only the manufacturers but our troops as well. They are the ones who can tell us best about what their needs are, which, in turn, we can communicate to suppliers as "our needs." And don't forget, providing them with the right tools to do their jobs in the safest, yet most efficient, manner possible is our responsibility.

I wanted a bell on our most recent apparatus purchase. It was a tradition I wanted to see continued. It didn't help our customers in any way, apparatus today do not need bells as a means to alert other drivers that we are responding, and it was an unnecessary cost for the truck. The apparatus purchasing committee wisely took it off the spec. And although I still give them a hard time occasionally-jovially-it was the right call. That's a miniscule example of a want vs. need scenario, but I'm sure similar scenarios play out all over the country, only with bigger and more costly items