By Richard Marinucci

Emergency medical services are such a vital part of many fire departments' responsibilities that the performance of personnel on every call has become a measure of fire departments' capabilities in the eyes of many in the public. Of course, as with fire calls, the public has little real knowledge and establishes its opinion based on its perceptions, not necessarily reality. This doesn't matter. The fire service must be professional in its approach and provide the best possible service it can based on its knowledge, not necessarily public perceptions.

Responders should consider two parts to every call: the customer service that is provided and the technical aspect of the skills needed to adequately resolve the emergency. This approach accomplishes addressing potential perception issues from the public and ensuring that the best possible care is given. Another way to put this is that "bedside manner" is just as important as the actual care, and they should not be considered mutually exclusive. With this philosophy comes the responsibility to make sure that personnel are prepared for both.

EMS Competence

Competence in EMS can be measured in various ways; there is a subjective component regarding how well the service is being provided. Those in the EMS business can tell those that have the greatest skill regardless of what the measurement tools say. If you were to survey your medics as to whom they would want treating their loved ones, you would probably find that a majority identify the same medics. Those in the profession know who the high performers are because they see them performing every day. There is nothing scientific about this, just professional perspective.

Competence is attained through study, training, and practice. There are varying skill levels among EMS personnel even within the same licensure. Some are more capable of starting IVs while others read EKGs better. It could be a combination of natural abilities and practice. Regardless, all EMS personnel must be able to perform at a particular level. That level should be high, and the goal of every organization should be to greatly exceed the minimum standards established for the profession.

Avoiding the Routine

Many EMS calls could be considered "routine" by those that respond. That is because they happen frequently and fit into the category of normal or "textbook" incidents. For these calls, there is great success delivering the expected service. It is a combination of frequency, which gives responders confidence and experience to handle the calls, and the fact that the incidents fit into the established protocols and diagnoses. Medics are trained a certain way, and if the incident fits the training, it makes the treatment almost automatic. Further, repetition increases competence and confidence.

Less frequent are the calls that require more skill, knowledge, and ability. These are the calls where responders can truly make a difference. They are the calls that don't happen frequently and don't fit into the normal expectations. The performance on these calls really determines an individual's and organization's overall competence. Every organization can handle the routine-only those that really pursue their professionalism can perform consistently at a high level regardless of the type of call, its frequency, or when it occurs. Organizations aspiring to be truly outstanding must commit the energy, effort, and resources to make differences in the moments that matter.

The Right Time; the Right Tools

One component of great service is response time. The sooner definitive treatment begins, the better the outcomes. There are some that will say that this may not be true statistically. If you look at all the routine calls, you might be able to make a case. But if you are talking about the less frequent but mor

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