IFF Issue 25

I N T E R N A T I O N A L

FIRE FIGHTERI N T E R N A T I O N A L

FIRE FIGHTER

An MDM PUBLICATIONIssue 25 – February 2010


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INTERNATIONAL FIRE FIGHTER 1

Front cover picture courtesy of Rescue 42 Inc

PublishersDavid Staddon & Mark Seton

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Contributing EditorsPeter Cook, Tim O’Connell, BernardValois, Captain Jason Graber, DeputyChief Timothy Lasher, W.D. “Dave”Cochran, John Walters, Mark Bathard,Nick Grant, John Lowe, Dr CliffordJones

IFF is published quarterly by:MDM Publishing Ltd The Abbey Manor Business Centre,The Abbey, Preston Road, Yeovil, Somerset BA20 2ENTel: +44 (0) 1935 426 428Fax: +44 (0) 1935 426 926 Email: [email protected]: www.mdmpublishing.com

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FIRE FIGHTER







February 2010 Issue 25

77-79

5-16 News, ProductProfiles andViewpoint

MUNICIPAL SECTION

19-25 EmergencyWarning

27-31 From Bricksto Beach Balls

33-36 Fire-fightingvehicles from AnglocoLtd

39-44 Vehicle Fires– Stopping Them InTheir Tracks

INDUSTRIAL SECTION

47-51 The Airbus380 and Washington,DC

53-56 EmergencyResponse Planning inthe Oilfield

59-62 CrashRescue

65-68 FirefightingOffshore

TRAINING SECTION

71-75 Interschutz2010

77-79 A worldforce in fire servicedevelopment

80 Advertisers’Index

47-51

39-44

33-36

27-31

19-25

65-68

59-62

Contents

P. 01 Contents 9/2/10 4:13 pm Page 1

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NEWS

FSI decon shower systemsmeet new standardsFSI – service to thelife safety marketworldwide since1997

Safety at work and appropriate PPE ingeneral is a main topic in today’s workingenvironment. At FREUDENBERGoccupational health and safety, theprevention of accidents enjoys absolutepriority.

This engagement is also pictured in theproduct portfolio. The Business UnitInterlining offers on top of the establishedproducts for the international fashion andcorporate wear business a range of highlyspecialised products, Vilene Fireblocker,made of inherently flame retardent fibers,products for the PPE of firefighters,workers exposed to heat, overalls forracecar drivers and their pit stop crews and

similar applications to protect people fromthe hazards of flame and extreme heat.

Innovative light-weight constructionsconquer the market of firefighter turnoutgears.

As well a market where FreudenbergNonwovens is appreciated B-to-B –supplier to well established manufacturers.

For firefighters in particular, where a minor share of the missions are structuralfire-fighting, the weight reduction of thegear is a vital issue. According to studies themajority of fatal casualties in fire fightingaccount to heat stress and not by theimpact of fire contact. Uncomfortable gearscan accelerate the emergence of heat stress.

In the range of the classic 4-layer-construction of fire gears consisting of Outershell + Moisture barrier + Thermal

barrier + Lining fabric Freudenberg sets amark with an all in all just 490 g/m2

construction.The extremely light-weight but highly

insulating spunlace products VileneFireblocker made of the peculiar melaminresin fiber and aramid put up the inner scaffolding in fire gears allover the world.

The different Vilene Fireblocker productsmeet the requirements of all currentinternational standards (EN 469, HuPF,NFPA 1971-2007, N.I.T. 324, AS 4967) andare certified according to Oeko-TexStandard 100.

For more information:www.vilene.com

Prevention of accidents the priorityat Freudenberg Nonwovens

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P. 5, 9, 11, 15, 16 News 9/2/10 9:50 am Page 5

6 INTERNATIONAL FIRE FIGHTER

VIEWPOINT

Many lives have been lost in fires at placesof recreation and entertainment. Aprevious contribution to this series of

periodicals1 dealt with fires at Karaoke clubs. Theworst nightclub fire in US history was the BeverlyHills Supper Club fire in Kentucky in 1977, inwhich 165 persons were killed. In one room acomedy act was taking place. When it was inter-rupted to warn patrons to evacuate because of firethat was seen by some as part of the act anddismissed! There was observance in 2007 of the65th anniversary of the fire at Cocoanut Grove, anightclub in Boston MA where, in November1942, there was a fire which caused 492 deaths.The cause of the fire was ignition of thin paperadornments within the club building.

At Perm there are accounts of the use of plasticinsulation and decorative twigs on the ceilingswithout regard for their effects on fire safety, andof the use of fireworks. There have been arrestsfollowing the fire. The author has no informationbeyond what such news features as reference2

record. When in a fire there is inability to exit,death can result from one of two factors: smokeinhalation and flashover. Flashover is of course thesudden transition from a small, localised fire toone involving the entire enclosure in which the firebegan. It involves a huge increase in the heatrelease rate, and in fire engineering times toflashover can be correlated with evacuation times. If the latter are much shorter than the formerpersons will be safely outside the building beforeflashover.

When persons are evacuating a building theirspeed of movement is lower than the unrestrictedspeed which applies in the absence of otherpersons in close proximity. Calling the restrictedspeed S (m s-1) and the unrestricted speed So(same units), the equation3

S = So – 0.28d

can be applied, where d is the number of personsper unit floor area. A typical value for So is 1.25 ms-1. Information on the fire at Perm being at thisstage so limited, application of the equation to thefire there can only be illustrative. Such applicationis however not without value and will be attempt-ed. We imagine that the 112 persons who died

were unable to exit an enclosure within thenightclub of which they were the only occupants.The area of this hypothetical enclosure is estimatedin the calculation in the shaded area below.

Inability to evacuate means that althoughpersons are moving around they are doing so

without progressing in any direction because ofthe effect of other persons similarly moving and

there is no movement of the assembly ofpersons, only within the assembly. Applying the

equation above, such circumstances mean:

S = 0

� = (1.25/0.28) persons per square metre of floor space

= 4.5 persons per square metre of floor space

The enclosure was therefore:

(112/4.5) m2 = 25 m2 in areaEquivalent to the area of a square of 5 m side.

The calculated density of persons is very high,suggesting overcrowding. If it is at all valid havingregard to the paucity of information on the firewhich is the subject of the calculation, it mustrelate not to occupancy across the premises beforethe fire but to a location where persons hadbecome trapped in their attempt to escape.

It is possible that information from the enquirywill enable the very simple calculation above to beevaluated. Equally, it is expected that calculationsof this genre will feature in the enquiry.

References1. Jones J.C. ‘Two fatal fires in karaoke clubs in 2007’Asia Pacific Fire Magazine September 2007 p. 16. 2. http://news.yahoo.com/s/ap/20091206/ap_on_re_eu/eu_russia_nightclub_fire3. Proulx G. ‘Movement of People: The Evacuation Tim-ing’ in Handbook of Fire Protection Engineering, ThirdEdition SFPE (2002)

IFF

The nightclubfire in Perm,RussiaThis piece is being written about three days after the nightclub fire in Perm, and the death toll stands at 112. The author will comment on nightclub firesgenerally and on the circumstances of the fire at Perm. In what he hopes will beseen as an original contribution to discussion of the fire he will attempt a simplecalculation.

➯

By J.C. Jones

School of Engineering,University of [email protected]

P. 06 Viewpoint JC Jones 9/2/10 9:51 am Page 6


PRODUCT PROFILE

Helsingborg city is a good location both forproduction and shipment by road, air andsea. Our commitment to provide high quality

and innovative products to the professional fireprotection market, is demonstrated by our con-stant focus on product development and qualityassurance. Our customers around the world enjoyour strong customer focus and we set our pride inbeing both price competitive and sharp on deliverytimes.

We offer a full range of high quality fire fightingfoams of both synthetic and protein base. Theseinclude:

Fomtech AFFF 3% SFomtec AFFF 3% S is an aqueous film formingfoam concentrate (AFFF) consisting of fluoro-carbon and hydrocarbon surfactants blended withvarious solvents, preservatives and stabilisers.

The foam forms an aqueous film that rapidlycuts off the oxygen supply and thus knocks downthe fire. The expanded foam from which the film isdrained forms a stable blanket that suppresses therelease of flammable vapours and cools down thefuel surface extinguishing the fire and preventingre-ignition.

The low surface ten-sion of the water foamconcentrate solutionenables the aqueousfilm, although heavierthan the burning liquid,to float on top of theliquid surface.

Fomtec AFFF 3% Sshould be used at 3%proportioned solution (3part concentrate in 97parts of water) in fresh,brackish or seawater. Itmay also be stored as apre mix solution in freshwater.

Fomtec LSFomtec LS is a multi purpose foam which can beused at low, medium and high expansions for theextinguishment of class B hydrocarbon fires suchas small fuel spills (low & medium expansion),bench protection (medium expansion), and it canalso be used for the control and extinction ofcryogenic flammable liquid fires or vapour releasefrom toxic spillage. At medium and high expansion,Fomtec LS can be used for total flooding of firesinvolving class A and class B materials. Mediumexpansion type is particularly suitable for smallareas such as cellars and basements of buildingsand high expansion type for large areas such asship cargo or engine rooms. It is especially suitablefor dealing with fires in inaccessible locations andwhere damage must be kept to a minimum.

Alpha B-30Fomtec Alpha B-30 is a ready to use (premixed)film forming foam solution for fires of class A andB. Unlike regular AFFF premixes, Fomtec Alpha B-30 has excellent storage stability of atleast 5 years under correct storage conditions. Theproduct has superior fire performance on class Afires compared with regular AFFF premix solutions.Fomtec Alpha B-30 is freeze protected to –30°Cand can be used in extinguishers or systems thatwill be stored/installed in cold areas.

Dafo Fomtec AB also has a wide range of drychemical fire extinguishing powders suitable forfighting fires of class A, B, C and D.

Supplying fire fightingfoams and powders isnot just what Dafo arespecialists in, they alsomanufacture and supplya whole range of fixedand portable hardware.Fixed hardware systemsinclude monitors, bladdertanks, nozzles and branch-pipes as well as vehiclesystems.

Fomtecs’ range of port-able hardware boasts equipment such as nozzles,PPV fans, foam trailers and pumps.

Regardless of your application, Dafo Fomtec ABhave the right product when it comes to fire fight-ing foam, foam equipment or systems. We alsohave a selected range of high quality gas firesuppression systems and other related products.

In our aim to provide complete and comprehen-sive product information and documentation ourweb site has been constructed to give you accessto product datasheets, specifications, Materialsafety datasheets, certificates and other useful and important information about the completerange of firefighting foam, foam equipment andpowders manufactured by Dafo Fomtec AB. IFF

For more information pleasecontact:Dafo Fomtec ABTel: +46 8 506 40566Fax: +46 8 506 405 29Web: www.fomtec.com or Email: [email protected]

You can also visit us atInterschutz, the world’slargest trade show for thefire industry, held in Leipzig,Germany, June 7th – 12th2010, Hall 5, Stand C33

Dafo Fomtec ABA privately owned company with its head office in Tyresö,Sweden, and manufacturing in Helsingborg in the south ofSweden.

Rym L is foam trailer with a 2000-2500 litrefoam tank mounted to a chassis with pipingfor monitors with capacity up to 4000 litre

Fomtec bladder tank

Fomtech 25l AFFF3% S

P. 08 Dafo Product Profile 9/2/10 9:51 am Page 8

Oshkosh Airport Products Group, a division of OSHKOSH CORPORATION, supplies theAircraft Rescue and Fire Fighting (ARFF) vehicles on duty at Washington’s DullesInternational Airport (IAD), including a pair of Oshkosh® Striker® 3000 ARFF vehicles thatwere placed into service in late 2008 and early 2009.

“The Striker’s acceleration, excellent visibility, low center of gravity and triple agentfirefighting system are among the most important performance and safety benefits thatARFF departments highly value,” said Tim Raupp, Oshkosh Corporation Airport ProductsGroup president. “The performance of these new Strikers on duty at Dulles Internationalspeaks volumes about our products and their capabilities.”

The Oshkosh Striker 3000 features a 6x6 all-wheel-drive axle configuration andproprietary technologies such as TAK-4® independent suspension, Command Zone™advanced electronics and available rear axle steering for enhanced maneuverability.

The Striker was built with input and feedback from ARFF professionals. With more than80 square feet of glass the cab offers a panoramic view with excellent forward, upwardand lateral visibility. The wraparound cockpit-style dashboard puts controls within easyreach of the driver. The vehicle features a low center of gravity and more than 16 inches ofwheel travel for a more stable ride and sure handling.

The firefighting systems on the Dulles vehicles include a 1950 GPM single stage waterpump, 3,000-gallon (11,356 l) water capacity, 420-gallon (1590 l) foam capacity,electronic foam proportioning system, 500-pound (227 kg) dry chemical system, 460-pound (208 kg) Halotron “clean agent” system, Oshkosh “low attack” bumper turret with high flow capabilities and a swing out dual agent hose reel. In addition, one of the vehicles is equipped with a high reach extendable turret.

The Striker is among the most popular ARFF vehicles on the planet. Its capabilities havegarnered the Striker overwhelming respect among a growing list of internationalcustomers, including Anchorage International, Dubai International, Montreal Pierre ElliotTrudeau International, Incheon International in South Korea, Denver International andBeijing Capital International.

The Oshkosh Airport Products Group is a designer and builder of industry-leadingairport firefighting and snow removal vehicles. Its flagship Striker® Aircraft Rescue andFire Fighting (ARFF) vehicle and Oshkosh® H-Series™ snow removal vehicle are soldthroughout the world and are known for their durability and superior performance.

For more information contact:Jeff ReschVice PresidentOshkosh Corp.2307 Oregon StreetP.O. Box 2566Oshkosh, WI 54903-2566Tel. 920-233-9583Email: [email protected]


NEWS

OshkoshStrikers OnDuty At Dulles

P. 5, 9, 11, 15, 16 News 9/2/10 9:50 am Page 9

DAFO FOMTEC AB P.O Box 683 SE-135 26 Tyresö Sweden

PhoneE-mail: [email protected] Web: www.fomtec.com

: +46 8 506 405 66 Fax: +46 8 506 405 29

Foam Concentrates and Foam Systems

for all applications

Meet us at Interschutz 2010 - Stand C33 in hall 5

PBI Marketing and SalesOrganization AnnouncementWith the success that PBI has enjoyed around the world, andPBI’s commitment to support our customers worldwide, thefollowing changes to PBI’s Marketing and Sales organization arebeing announced: Effective immediately…

Walter (Walt) Lehmann has been promoted to SeniorVice President, Sales and Marketing - New Markets. In thisrole, Walt will support the adoption of PBI based productsto new regions and markets. Walt will report to BillLawson, Managing Director and COO.

Kim Henry has been promoted toVice President, Sales and Marketing

for North America Performance Fabrics. In this role, Kimwill support our partners and customers in the NorthAmerican fire service, military, and industrial markets. Kimwill report to Bill Lawson, Managing Director and COO.

Helmut Zepf has been promoted to Vice President, Salesand Marketing for Europe and Middle East. In this role,Helmut will support our partners and customers in Europeand the Middle East for the fire service, military, andindustrial markets. Helmut will report to Bill Lawson,Managing Director and COO.

For more information:PBI Performance Products, Inc., 9800-D Southern PineBoulevard, Charlotte, NC 28273Tel: (704) 554-3378 Fax: (704) 554-3101

2340Z1 MityLite™: A must-havefor every toolbox, now ATEXZone 1 (Cat. 2)PELI™ PRODUCTS, the global leader in the design andmanufacture of advanced lighting systems and virtuallyindestructible cases, presents the MityLite 2340Z1.

Being certified to ATEX safe for use in high-risk hazardouslocations, Zone 1 (Category 2) areas, the MityLite 2340Z1 isideal for professionals who work in chemical, pharmaceutical,power, oil and gas, and fire or rescue industries.

The 2340Z1 is a compact, convenient personal light, but isalso a powerful professional duty light. A pre-focused Xenonlamp module produces a powerful, bright white, modified spotbeam. The body is made of unbreakable Xenoy that resistschemicals and water. The MityLite 2340Z1 has a push buttontail for easy on/off or intermittent light. It is powered by 2 AAalkaline cells and safety approved for hazardous locations. Amust-have for every toolbox.

Like all Peli advanced lighting systems, the new MityLite2340Z1 is covered by Peli`s Unconditional Guarantee ofExcellence: “You break it, we replace it… forever™”

Contact: Marisa Silva, Peli Products, S.L.Tel: +34 93 467 4999 Email: [email protected]


NEWSCompetence in

protective equipment!

Chemical protection equipmentHeat protection equipmentFlame protection equipment

Water and ice rescue equipmentFire-fighting covers

Dekontamination systems

Heinrich Vorndamme OHGPO Box 2355

32798 Horn-Bad Meinberg • Germany

Phone: +49 (0)5234/8966-0Fax: +49 (0)5234/98035

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Flameprotectiveclothing

You can count on it!

the firefighters protects …

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Heatprotectiveclothing

… protects the firefighters

P. 5, 9, 11, 15, 16 News 9/2/10 9:50 am Page 11


VIEWPOINT

Disposable rags having been used in woodstaining and contaminated with oil wereplaced in a cardboard box and, after a

period, underwent spontaneous combustion. Thefollowing comments will be made.

Spontaneous combustion of oily rags and clothsis a well documented phenomenon2 and is not dif-ficult to understand. Susceptibility of a substanceto spontaneous combustion depends on howreadily the substance releases flammable gasesand vapours (‘volatiles’) by thermal decompositionon heating. This was known in shipping practicelong before such matters were the subject of sci-entific investigation. If a shipment of coal wasstarting to become heated by spontaneous com-bustion a background odour of volatiles wouldalert the crew who could then take whatever mea-sures were possible in those far-off days to preventignition and endangerment of the vessel and itsoccupants. It is very widely known that a high-volatile coal such as a lignite (a.k.a. brown coal, or

braunkohle) is a greater spontaneous heating riskthan a low-volatile one such as an anthracite. Notonly the presence of volatiles but the temperaturepattern of their release is important. One reasonwhy wood readily displays spontaneous combus-tion is that it starts to release volatiles at tempera-tures as low as about 80oC. The lower thetemperature of initial volatile release the greaterthe spontaneous heating hazard.

In an oily rag the contaminants are not ofcourse chemically bound to the substance fromwhich the rag is made. This means that when theystart to evaporate, which they inevitably will, it isas if volatiles were being released at room temper-ature. The oil therefore acts as a simulated volatile.Once its action has begun to heat the assembly ofrags a temperature will be reached where they toostart to release volatiles, though by thermaldecomposition as noted above, not simpleevaporation. Spontaneous combustion is by then

established having been aided in its developmentby the oil contaminant.

The oil which the rags contained was almostcertainly of plant origin. Linseed oil for examplehas been known to lead to the sort of behaviourobserved at McKinleyville. This contains com-pounds including linoleic acid and linolenic acid,examples of ‘fatty acids’. The term ‘fatty acids’arises from the use of animal fat as illuminating oilbefore petroleum products became available andthe presence of such acids in the animal fat.Nowadays plant oils are of greater importancethan ever before because of the expanding use ofbiodiesels. The oils from which these are madealso contain fatty acids including stearic acid, oleicacid and palmitic acid. We might expect that contamination of cloths and the like with thesecould lead to a fire of the type observed atMcKinleyville, and there is a further factor to beconsidered. Plant oils are frequently esterified withmethanol in order to raise the cetane index.

Raising of the cetane index means elimination ofignition delay in the engine, requiring enhancedreactivity. If such enhancement also applies atroom temperature we should expect that biodieselso processed would be more dangerous as a con-taminant of rags and cloths than the unprocessedplant oil.

In the press account in1, one sentence reads:Disposable rags were determined to be whatsparked the fire . . .

There was of course no spark involved and‘sparked’ should read ‘caused’. Alas, imprecisionof this sort is common enough in press accountsof fires.

References1. http://www.times-standard.com/ci_13831524?source=most_viewed2. Bowes P.C. ‘Self-heating: Evaluating and Controllingthe Hazards’ Elsevier, Amsterdam (1984)

IFF

The recent firein McKinleyvilleMcKinleyville California was, on the 17th of last month, the scene of a firebelieved to have begun in the following way1

By J.C. Jones

School of Engineering,University of [email protected]

In an oily rag the contaminants are not of course

chemically bound to the substance from which the rag is

made. This means that when they start to evaporate,

which they inevitably will, it is as if volatiles were being

released at room temperature. The oil therefore acts

as a simulated volatile.

P. 12 Viewpoint JC Jones 9/2/10 9:51 am Page 12

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PRODUCT PROFILE

Through years of experience in the industry andoutstanding customer support, Rescue 42 has distinguished itself as a leader in the

fire & rescue industry. A majority of the manage-ment team at Rescue 42 are firefighters bringingfirsthand knowledge and understanding to theneeds of today’s fire service. The president, TimO’Connell, has over 26 years experience with theFire Service after serving in the US Navy as aNuclear Submariner. Rescue 42 has recentlyreceived the CE Mark for their stabilization productlines which are now available to European firedepartments.

Advanced Kevlar® Composite TeleCrib®

Stabilization SystemThe original TeleCrib® Stabilization line wasdeveloped in 1999 and manufactured out ofcustom made steel signpost material and featureda unique telescoping design, convenient multi use“combi” heads and interlocking tube sections. In2005, Rescue 42 released the second generation ofthe TeleCrib® strut system with significant design

and material improvements. The strut bodies weremade from the most technologically advancedsuper composites, making them 4 times strongerthan the older steel model at nearly half theweight.

Continual experimentation with the mostadvanced composites led to the third generation ofthe TeleCrib® system in 2007. Rescue 42 haspartnered with a progressive US compositemanufacturer to develop a proprietary system formanufacturing the revolutionary TeleCrib® Strutsout of super composites reinforced with DuPont™Kevlar®. Rescue 42, Inc. is the only company in theworld manufacturing struts out of such anadvanced material. This new Kevlar® reinforcedcomposite design gives Rescue 42 struts multipleadvantages over alternative steel struts available inEurope and America including: ● An 8,165 kg working load plus a 2:1 safety

factor (16,330 kg test load)● Tremendous versatility: 66 cm – 2.5 m functional

lengths

● Extreme resistance to environmental andchemical corrosion

● Electrically non-conductive strut bodies Thousands of departments across North America

have chosen the TeleCrib® system to stabilize their worst wrecks helping save many lives andincreasing rescuer safety.

The Shark™ – Collapsible Step CribbingThe new Shark™ Collapsible Step Cribbing isdesigned to save critical storage space on fire appa-ratus for more important, life saving equipment. Itsinnovative design is taller than most traditional stepchocks, collapses to 14 cm, and provides a solidplatform for vehicle stabilization. When collapsed,The Sharks™ are designed to nest together for addi-tional space savings – 4 Sharks™ take up less spacethan 2 wood or plastic step chocks.

Unlike traditional cribbing, The Shark™ acceptspickets and ratchet straps, giving rescuers addedstability when dealing with icy or muddy condi-tions. With an impressive 3,175 kg working load(6,350 kg test load) The Shark™ can handle themost difficult rescue situations.

Value Driven PerformanceBy intensely focusing on customer’s needs and theircommitment to developing strong, lightweight,compact equipment, Rescue 42 has secured itsplace as a leader in the rescue industry. Rescue 42’srapidly expanding international distribution cur-rently includes: North America, Asia, Europe, TheMiddle East, Australia and New Zealand. IFF

Rescue 42, Inc.Rescue 42, Inc. is a well established U.S. manufacturer of innovative extricationstabilization equipment based in Northern California

For additional productinformation, dealer contacts, “struts in action”testimonials or to view ouronline instructional video,please visitwww.RESCUE42.com or call+01 530 8913473

Rescue 42, Inc. is currentlysearching for additionaldistributors in Europe forspecific territories. If you area distributor of rescueequipment and would like tocompliment your currentproduct line with the mosttechnologically advancedstabilization equipment inthe world, you can call +01530 8913473 or [email protected]. Rescue 42has an excellent reputationamong their distributionnetwork of service leadershipand unrivaled dealer support.Contact Jeremy Sankwich,International Sales Manager,about joining the Rescue 42family of distributors.

P. 14 Rescue 42 Product Profile 9/2/10 9:51 am Page 14


NEWS

New Innovation

Time Critical Glass ManagementStrengthens and holds glass for controlled vehicle extrication

One person application

Perforated for ease of use

Excellent in wet conditions

Currently under evaluation with 30% of the

UK’s Fire & Rescue Services

PATENT PENDING

www.packexesmash.com

Tel: +44 (0)1392 438191 Fax: +44 (0)1392 438371

Email: [email protected]

Visit us on stand number 1435 at the FDiC

22-24 April 2010. Indiana Convention Center, Indianapolis.

Chemguard and Williams Advance High-Performance Fire-FightingFoam Technology

CHEMGUARD, the global leader in foamconcentrate and foam systems R&D andmanufacturing, and Williams Fire & HazardControl, the world expert in flammable liquid firesuppression, have formed an alliance to develophigh-performance fire-fighting foam concentrates.

Chemguard and Williams introduced the firstproducts resulting from their collaboration inlate 2009: ThunderStorm F-601B, a 1x3 alcohol-resistant aqueous film-forming foam (AR-AFFF),and F-603B, a 3x3 AR-AFFF. Both foamconcentrates are suitable for hydrocarbon andpolar solvent fires.

”Chemguard sees great promise in thispartnership with Williams, the leader in storagetank and flammable liquid fire fighting,” saidRoger Bower, Chemguard president. “We intendto aggressively develop the ‘next evolution’ ofadvanced foam concentrates, starting withThunderStorm F-601B and F-603B.”

Dwight Williams, Williams Fire & Hazard

Control CFO and chairman, added, “We expectour work with Chemguard, the only fullyintegrated global fire-fighting foam concentratemanufacturer, to result in significant productdevelopment and noteworthy fire-fightingperformance enhancements.”

ThunderStorm F-601B and F-603B AR-AFFFfoam concentrates, the first in a line of “nextevolution” foam concentrates, exceed thehighest performance standards in the industry.Formulated from special fluorochemical andhydrocarbon surfactants, high-molecular-weightpolymers, and solvents, ThunderStorm F-601Band F-603B have a much lower viscosity thanother 1x3 and 3x3 polar-solvent AFFF products,which enhances performance in foamproportioners, in-line eductors, balanced-pressure systems, and other equipment.

Fully compatible with current ThunderStormreserves, F-601B and F-603B offer improvedextinguishment and enhanced firefighter safety

for both conventional Class B hydrocarbon fueland polar solvent Class B fuel. Because of theirexcellent wetting characteristics, ThunderStormF-601B and F-603B also are effective on Class Afires.

For additional information, contact:John Vieweger, Vice President Sales &MarketingChemguard Fire Suppression Division1-817-473-9964 x206Dwight Williams, CFO and ChairmanWilliams Fire & Hazard Control1-800-231-4613

Chemguard is a global, full-service, ISO9001:2000 Certified manufacturer of firesuppression foams, equipment, and systems;specialty pumps; and fluorosurfactant specialtychemicals. Known for advanced R&D,engineering/design expertise, qualitymanufacturing, and high-quality, field-testedproducts, Chemguard provides unmatchedcustomer support.

Contact Chemguard for more information.

”Next Evolution” 1x3 and 3x3 AR-AFFFFoam Concentrate Launched

P. 5, 9, 11, 15, 16 News 9/2/10 9:50 am Page 15

DUPONT, in conjunction with itsNomex® Quality Programme(NQP) partners, has initiated anew long time test programmefor fire protection clothingmade of Nomex®. The aim is toevaluate the performance of thelatest generation of DuPont™Nomex® outer gear by the crewof RAGTAL (Regionale-Atemschutz-Geräte-Träger-Ausbildungsanlage), ex firefighters who now train firefighters by recreating amultitude of real life conditionsin a contained facility.

RAGTAL, located atWasserbillig, Luxembourg, trainsfire fighters from across Europein a wooden-heated fire facilityand flash over unit. The trainingprogrammes consist ofexperiencing the correct tacticsto be adopted to attack a fireinside a building, fire fighting incomplicated conditions such aslow visibility, emergency rescuefrom extreme situations as wellas the use of video cameras todetect people and fires. Withapproximately 1,000 traineesper year, the physical stress forevery instructor of the Combat FireBehaviour (CFB) team is quite demandingand therefore reliable performingprotective apparel worn during thetraining programmes is important to thetrainers. That’s why the RAGTAL firetrainers wear state of the art protectiveapparel with an outer layer of Nomex®Tough that not only offers outstandingflame and heat resistance but is extremelydurable because Nomex® is inherent in thefabric and therefore protection is retainedfor the life of the garments.

Design modifications to meetdemands of fire trainersThe Nomex® protective clothing worn bythe RAGTAL Combat Fire Behaviourinstructors is the result of a two-year jointproject, run by DuPont in conjunction withsix partners of the NQP: fabricmanufacturer Fritsche and the garmentmanufacturers Consultiv, Isotemp-Vorndamme, S-Gard, Texport and Viking.The manufacturer’s standard dark reddesigns are used in the clothing thatfeatures an outer shell of Nomex® Tough.However, slight modifications were made

to the designs to meet the specialrequirements of the RAGTAL training crew.

Life test programme under realconditionsThe Nomex® fire fighting apparel, whichwas given to RAGTAL in June 2009,initiated a new evaluation programmewithin DuPont™ NQP. The CFB trainers actas experts who test the wear and comfort

of the apparel and put the performance ofthe suits to the acid test under the givenextreme conditions. After every session,the trainers control and record the qualityof the protective clothing. Theirexperiences of protection and comfort,fabric construction, membrane

performance and the performance ofother materials used are passed on to therespective manufacturer and DuPont. Thisfeedback serves as a basis for theimprovement of fire protective apparelmade from Nomex®.

“The protective clothing for theRAGTAL Combat Fire Behaviour instructorsare premium products and their efficiencyis tested daily,” says Juergen Klotz,Territory Manager for Germany, “theknowledge we gain forms the basis forfuture developments of Nomex® productsto achieve our goal to increase thecomfort of high performance garments forthe next generation of fire fighting suits.”

For additional information please contact: Stephanie KellyThe McOnie AgencyTel: 01483 237230Fax: 01483 237234Email: [email protected]


NEWS

Nomex® fire fighter clothingin long time test under realconditions

Crew from RAGTAL in Luxembourg wearing fire protection clothing made of Nomex®

The protective clothing

for the RAGTAL Combat

Fire Behaviour instructors

are premium products

and their efficiency is

tested daily

P. 5, 9, 11, 15, 16 News 9/2/10 9:50 am Page 16

MUNICIPAL

Pic courtesy of Reuters

P. 17 Municipal Section 9/2/10 9:51 am Page 17

LED technology hasreplaced traditionalhalogen and strobebeacons offeringsuperior output withreduced maintenance


Over the years, the effectiveness of theoriginal types of warning lights has beenreduced for a number of reasons. There

are today many more users of warning lights along with the increased use of road lights and illuminated advertising/information signs.These additional lights have all made traditionalEmergency Vehicle Lighting less noticeable.

In addition there is an ever increasing amountof distracting equipment inside modern passengervehicles – such as navigation systems, mobiletelephones, audio equipment etc all of which canbe potential distractions for motorists, diminishingthe amount of attention given to other traffic.

To try to maintain the effect of warning lightsover the years, vehicle lighting has steadily evolvedfrom a single on/off flashing light to rotatingbeacons and onwards to today’s highly visibleLightbars.

The first Lightbars introduced over thirty yearsago had rotating tungsten sealed beams coupledwith mirrors to multiply the lighting effect. Sealedbeams were gradually replaced by halogenrotators giving an increased light intensity output

and still today this approach is still a popular andfrequent choice for certain warning needs wherebudgets are tightly constrained.

Then in the 90’s came the introduction ofstrobe lights offering a higher technology solutionfor warning purposes. Strobe technology signifi-cantly reduced the battery drain associated withhalogen lights and provided the opportunity toprogramme a variety of flash patterns – intendedto make warning lights even more effective andattention getting. However, strobe lights still havesome limitations. Strobe lights have a very short“ON TIME” or burst of light, they therefore tendto lose their effectiveness during daylight hours.Also the burst of energy is in a colour range thatwashes out colour and all colours can appear tobe similar to daylight.

Strobe light is an intense white light, relying ona coloured lens to produce the desired colour (e.g.blue or red).

Tungsten and strobe technologies can be effec-tive but are power hungry, placing additional loadon the engine. They also have relatively short lives,requiring regular light source replacement.

By Peter Cook

EmergencyWarningFire fighters are well aware that warning lights are a vital necessity to helpsafeguard the vehicle, its crew and members of the public, by helping to clearthe traffic whilst en route to an incident as well as alerting oncoming traffic ofthe existence of stationary vehicles and any crew once at the scene.

MUNICIPAL

P. 19-25 Emergency Lighting 9/2/10 9:52 am Page 19

Over recent years LED technology has displacedHalogen and strobe technology in many applica-tions. LED technology is potentially much moreefficient than these older technologies offeringconsiderably more light output with vastly lowerpower consumption.

This reduces the load on the vehicle powersource, which has environmental and economicbenefits, saving fuel whilst also extending the lifeof engine components such as alternators. Unlikestrobe and halogen products, it is now possible forthe warning lights to be lit without having theengine running.

LEDs also provide a virtually instant on-time andcan have a flash of any required length (a majorbenefit compared to strobe.

It is also important to note that LED technologygenerates light of the required colour without theneed for a coloured lens, allowing clear lenses tobe used which maximises the light output. It alsoremoves the need to have multicoloured lenses toachieve different colour outputs making effectiveenvironmental sealing easier to achieve.

LED technology started with what the industryrefers to as Generation 1 LEDs. These devices haveonly distribution optics and are very directionalwith limited intensity. These LEDs were supersededby much improved and rugged Generation 2 LED’s

which had higher outputs and also contained bothdistribution and collection optics and so were ableto provide a larger viewing angle.

In recent years, generation 3 LEDs have becomewidely available. Generation 3 devices can producea much higher light output than Generation 2 andare more versatile, when coupled with appropriateoptics they are capable of larger viewing angles.

Generation 3 devices are currently the ultimatein performance for LED warning lights. They areconsiderably more efficient than Generation 2devices – producing more light for the samecurrent consumption. Additionally generation 3devices can be driven at much higher drive currentsthan generation 2 devices can, the effect of boththese factors combined means that a correctlydesigned generation 3 product will have consider-ably more light output than a generation 2 device.

As well as increased light output, newer gener-ation products offer the potential of a substantialincrease in working life as well. With Generation 1 devices a maximum useful working life ofaround 25,000 hours was typical, with Generation3 devices a 50,000 hour life is easily achievableand lives of in excess of 100,000 hours arecommonplace.

This extremely long life generates substantialoperating cost savings when compared with


Latest LED lightbarsProvide high outputwith long life and lowpower consumption

EMERGENCY WARNINGMUNICIPAL

EC65 products such asthe Haztec 4-10409range offer an assuranceof correct and sufficientoutput with goodingress protection


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The successful story of ZIEGLER‘s Z8 goes on.The German Airport of Rostock received unit no. 75 of ZIEGLER‘s production in December 2009.Further units are under construction for delivery in 2010.

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halogen and strobe products which, althoughreliable, have a much shorter life than LED.

It must be remembered that the cost to changea halogen bulb or strobe unit in a safe mannergiven the working heights involved on a typical firevehicle will be substantially more than the cost ofthe light source itself, this can also cause unneces-sary vehicle downtime due to the need for safeworking conditions.

There is however a need for caution when dis-cussing the working life of LED products. Toachieve sufficient light output and a long life, LEDs– especially high power generation 3 types, haveto be used under controlled conditions. Goodthermal management and careful control of LEDdrive currents is critical. Quality manufacturers useextensive heatsinking to dissipate heat from LEDsemiconductor junctions. This heatsinking doesadd to the cost of a well designed product but isabsolutely vital to ensure a long trouble free life.Poor quality thermal management does save oninitial cost but results in a much reduced light out-put as well as considerable reduction in life. Wherethere is poor thermal management, the typicalfailure mode will be that the LED light outputreduces to a low level over a relatively shortperiod, this reduction in output will often bepermanent, but because it occurs gradually, it cango unnoticed.

Good quality latest generation LED lights are farmore effective during both day and night thaneither halogen or strobe, however poor qualityLED lights which give very little light output couldbe a more of a danger than an asset to theemergency vehicle. When they are used, a driverbelieves his lights are giving some protection byalerting other road users when in fact they canhardly be seen

Rather than worry about which generation ofLED has been used, or get involved in detailedtechnical discussions about the quality of heatsink-ing used, potential purchasers should ask aboutthe length of product warranty offered, this willprovide a good guide to the quality of theproduct.

Reputable manufacturers typically offer a 5 yearwarranty on latest generation products, beware ofsuppliers offering a lesser warranty as this may beindicative of lower quality LEDs or poor thermalmanagement.

LED lighting is easy to control both electronical-ly and optically, meaning good light distribution


To achieve sufficient light

output and a long life, LEDs –

especially high power

generation 3 types, have to be

used under controlled

conditions. Good thermal

management and careful

control of LED drive currents

is critical.


can be achieved without the need for bulky mirrorand reflector assemblies. This allows light to beaccurately directed to where it is needed, whilst atthe same time allowing the height of lightbars tobe reduced making vehicles more aerodynamic.However, you must always remember that theoptical performance of the product is paramount.The fundamental requirement of a warning light system is that it provides a suitable light out-

put to attract attention without producingexcessive glare that could create a hazard to othermotorists.

It is vital therefore that any reduction in theproduct height does not compromise the visibilityof the warning lighting, light output at all relevantangles must be verified to ensure it is adequatewithout being excessive. This is especially impor-tant for products mounted on high vehicles such


White light LEDs arebecoming increasinglypopular for auxillary,work and scene lighting,offering high efficiencyand a long maintenancefree life

EMERGENCY WARNINGMUNICIPAL

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as fire engines where the vehicle itself can obscurethe warning lighting when viewed from normalviewing height.

Products that have been independently testedto stringent European standards by an accreditedtesting body are awarded approval to regulationEC65. This testing verifies that maximum and min-imum light intensity levels are met at all relevantangles, and that flash frequencies are within anacceptable range. It also involves testing of assem-blies to ensure that their construction provides ahigh level of ingress protection. EC65 approvalalso confirms that the colour of light emitted iswithin the allowed part of the colour spectrum(the correct shade of blue for example). Checkingthe precise colour may seem pedantic but poorquality lightbars may for example emit a suppos-edly blue light that is in fact virtually white and

therefore very ineffective.In many countries EC65 compliance is mandato-

ry, in other countries where it is not mandatory,specifiers should still use EC65 approved products,this is an easy way to demonstrate the use of bestpractice and ensure good quality dependableproducts are supplied.

A warning light system that has been indepen-dently approved to EC65 can be relied on to beeffective, fit for purpose and with sufficient ingressprotection to provide trouble free service underreal life operating conditions. It is important tounderstand the difference between products thathave been independently tested and approved tothis standard as opposed to manufacturers own inhouse testing and resulting claims of compliance.Test house certification should always be availableto support claims of product approval, and


Latest LED directionalwarning lights can offera 180 degree viewingangle

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Tel: +44(0) 1404 891298 Fax: +44(0) 1404 891536 Mobile: +44(0) 781 4813475


reputable manufacturers will be more than happyto provide copies of documentation.

In addition to the lightbar, Flashing headlightsare still a very good means of warning althoughthey give little side warning and are of coursewhite rather than the desired warning colour.However, further developments in LED’s and in theculmination optics now mean that directionalLED’s can produce a vivid front warning coupledwith a 180 degree wide angle warning to giveexcellent side protection. These are particularlygood when used in front grille applications on FireTrucks which tend to have high mounted Light-bars. The high Lightbar is great at warning at adistance but has less value in urban congestedareas. Wide angle type directional LEDs lights arealso very good for the sides and rear of the FireTender as again they can give up to a full 180degree warning angle.

Colours of warning lights for the various Emer-gency Services vary throughout the world with someFire Services using Red others Blue, or perhaps aBlue/Red combination or even in some cases Amber.Some also add in either white or green lights.

Fire Services in some countries in Europe useamber which would seem totally impractical withthe large amount of amber warning lights used ona variety of vehicles from Road Sweepers to Break-down-Recovery Vehicles to even vans and tippertrucks.

The coming years will no doubt see even moreprogression in the capabilities and usage of LEDproducts in helping to provide a safe environmentfor Fire-Fighters.

In addition to warning lighting, LED technology isincreasingly being used for work and scene lighting.

White LEDs are vastly more efficient than tung-sten halogen alternatives offering more light whilstconsuming less power. Latest white LEDs tend tohave a very high colour temperature and provideexcellent colour rendering. A good quality whiteLED device would typically produce around four tofive times the light output per watt of power con-sumed than that of a traditional tungsten halogenlight source.

In addition to warning lights themselves, controlsystems are also improving as a result of latesttechnology. Increasingly sophisticated control sys-tems now allow a wide range of light sequencesand modes to be activated by a single pushbutton,ensuring that during emergency response situa-tions or upon arrival at a scene the correct warn-ing lights are all lit without the complication ordelay of having to operate multiple switches.

Latest systems such as the Haztec Eurosmartsystem have facilities to integrate siren control,headlamp flashers, siren tone selection, warninglight control, PA functionality, and runlock func-tions into a single simple to operate system.

In summary there are many choices when itcomes to specifying all forms vehicle warning andauxiliary lighting. Given that correct performanceof this lighting literally can make the differencebetween life and death, selection of the rightproducts is paramount. The value of working withexperienced experts and insisting on high qualityproducts cannot be overstressed.

Peter Cook is the Marketing manager forHaztec International Limited, a UK based manufac-turer of vehicle warning and lighting products thatare supplied and trusted worldwide. IFF


EMERGENCY WARNING

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Darley IFF23 full page 4/8/09 3:07 pm Page 1

Rescuers used the Strutsto lift and stabilize thistanker, creating a safearea in which to work


MUNICIPAL

Yes, extrication is an important part of thejob, along with several other importantsteps. What inexperienced Rescuers don’t

understand, and what experienced Rescuers oftenforget in their haste to grab the big hydraulic toolsare the two primary jobs that we need toaccomplish:1 Protect ourselves2 Protect our patients

And whom do we most often need to protectthe patient from? Us, the Rescuers!

Let’s go through a typical vehicle accident. Forthis article we will use the example of a vehicle onits side, after a collision, with victims trapped.Arriving Rescuers need to position their vehicles toprotect the scene while searching for hazards suchas power lines and leaking fuel or chemicals.These hazards need to be addressed and resolvedprior to extrication. Next is typically the positioningof charged hose lines for immediate response tofire. Most Rescuers perform these steps correctly.

Now our Rescuer is looking at a very heavy lumpof deformed metal and plastic with an injuredvictim somewhere inside. Here is where Rescuerstypically start doing things wrong; they fail toadequately stabilize the vehicle.

To better understand why Rescuers often dosuch a poor job of stabilization and why stabiliza-tion is so important we need to learn a bit aboutthe evolution of the motor vehicle. In the pastmost vehicles were manufactured with a heavysteel frame upon which were bolted or weldedheavy steel cages and skins. We call these vehicles“bricks”. When they rolled over in a crash theywould deform somewhat but tended to retainmost of their shape. Unfortunately for the victims,most of the forces of the crash impact were trans-mitted through the vehicle to their bodies. Whenthese vehicles ended up on their sides it was fairlyeasy to stabilize them with wedges and woodcribbing. Since the cribbing could push against thesteel frame and thick steel skin, the vehicle would

By Tim O’Connell

From Bricks toBeach BallsThe evolution of the VehicleRescue StrutIn talking with Rescuers around the world I often ask the question “what is yourprimary job at a motor vehicle accident with a trapped victim”? They most oftenrespond (looking at me like I’m an idiot) “get the tools and cut the victim out”.They are, of course, wrong.

P. 27-31 Vehicle Struts 9/2/10 9:52 am Page 27

be fairly stable. When I started in the RescueService in the early 80’s, any further stabilizationwas provided by the biggest Rescuers literally lean-ing on the car! Interestingly, the philosophy of theRescuers was also different. Stabilization was notthought to be very important. It was perceivedthat our job was to move metal. The vehicle wouldbe rocking with guys climbing all over it pryingparts off with the primary rescue tool of the day,the Spreader. Considering how delicate a victim’sspine is with a broken neck or back I’m sure wefurther injured many victims because they wereunnecessarily moved and jolted around. Some-times these inadequately stabilized cars shifted orfell, resulting in Rescuers becoming victims.

Today’s vehicles are made of lightweight metalcages with thin springy sheet metal or plasticpanels spot welded or glued to the cage. We callthese vehicles “beach balls”. When they roll theytend to bounce around like a ball because of theresilient, dent resistant panels and lightweightconstruction. We are seeing vehicles that havebounced into trees, on top of other vehicles, intobuildings and other unusual positions. Stabilizingthese vehicles can be extremely difficult andrequires the ability to support loads off theground. During crash impacts the panels and crushzones of the vehicle deform, absorbing energy andtranslating forces around the victims, therebyimproving their chances of survival. The result isthat we now arrive to find a crunched up ball ofplastic and metal with a viable patient in themiddle of it. The vehicle may also be precariouslyperched on top of another vehicle or other object.When we pound wedges or cribbing between theground and vehicle we get very little effectbecause the dent resistant panels flex and absorb


The top pyramid has a narrow base, is notvery stable and can be tipped overeasily. Using two or more struts on oppositesides of the car causes these forces to canceleach other out, and squeeze the car like avice. This creates a pyramid with a very widefootprint producing a very stable carBristol - A global force

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the wedges. Because of this, we have lost theability to stabilize most of these vehicles effectivelyusing wood or plastic cribbing alone.

Rescuers have also changed. Virtually allRescuers are now medics. We understand that ourprimary job (after protecting ourselves) is patientcare. The last thing we want to do is to causefurther injury to the patient in the process ofdelivering them to advanced Life Supportpersonnel. To do this, we must completely stabilizethe vehicle, use care when using the modern dayprimary extrication tool (the Cutter), and delicatelyhandle the patient’s spine while removing andtransporting them. The first and most crucial stepis stabilization, and most Rescuers are bad at it.

Why do we do such a poor job of stabilization? There are severalreasons. Some are:● Leadership. Leaders may not recog-

nize the importance of stabilizationand fail to make sure the vehicle iscorrectly stabilized.

● Insufficient equipment. Standardwood or plastic cribbing alone isoften inadequate on newer vehicles.

● Tunnel Vision. Rescuers are anxiousto use the big hydraulic tools andforget or ignore good stabilizationpractices.

● Experienced personnel. Since thehydraulic tools are often taken bythe most senior (experienced)Rescuers, the inglorious job ofstabilization is often relegated tothe junior, inexperienced Rescuers.How do Rescuers deal with these

“beach ball” vehicles? Rescue equip-ment designers (I am one) understandhow new vehicle technology hasevolved, and have responded withequipment to solve these issues. The

technical term for these tools is “TensionedButtress Systems”. The simple term is “Struts”.

Before we can understand Struts and what theycan do for us, we need to learn a bit about thephysics of stability. The easiest way to picturestability is to use a triangle. If you have a trianglewith a narrow base sitting on the ground, it is easyto tip it over. Widen the base of the triangle and itbecomes much more stable. Anyone who has everused an aerial apparatus knows that extending the outriggers widens the base of their trianglemaking the apparatus more stable. Our crashedvehicle on its side is sitting on a narrow base, andthe cribbing placed below it is fairly ineffectual. Bypositioning Struts against it and tightening them


Always be mindful ofyour equipments loadratings and capabilities.This is a fully loadedgasoline (petrol) tanker

FROM BRICKS TO BEACH BALLSMUNICIPAL


into place we dramatically widen the base of ourtriangle and improve stability. It is hard to under-stand how much Struts stabilize a vehicle until youhave seen them in action. Within minutes you areable to convert your “beach ball” into a rock solidplatform, creating a safe working environment forthe Rescuers and protecting the victim’s spinewhile extrication procedures are taking place.

So what is a Strut? Basically it is just a stick. Infact the first Struts used were wood timbers. Strutshave been around for thousands of years, but itwasn’t until recently that they started to becomepopular in the rescue field. There are two reasonsfor this. First is the evolution of motor vehiclesfrom “bricks” to “beach balls” which has eliminat-ed much of the effectiveness of traditionalcribbing. The second is the development ofadvanced materials such as high strengthAluminium (Aluminum) and advanced compositematerials such as Kevlar Structural Composites.These have allowed equipment designers to buildextremely strong Struts which are light weight anddo not take up much room on already overloadedapparatus. These materials have also givenmanufacturers the ability to produce Struts thatboth stabilize loads and lift/support loads.

Today’s Strut systems generally fall into fourcategories, with price and load capacities increas-ing as you advance:● Wood Shoring: Easy to make shorter, hard to

make longer. Very inexpensive but bulky tostore. Not versatile and very cumbersome to use. Systems are available for capping endsand attaching ratchet straps. Some brandnames: Z-Mag and Cappa BearClaw

● Props: Small diameter steel telescoping tubing.Good starter tools. Limited load capacity

(typically 2000-5000 lb / 907-2268 kg). Goodfor preventing a light vehicle from tipping over,but not capable of supporting advanced rescueloads. Small size makes them easy to store.Some brand names: Stab-Fast, Quick Strut, RutStrut, Junkyard Dog.

● Stabilizing/Lifting Struts: Steel signpost materialor Advanced Composite materials. Loadcapacity (depending on brand) varies from4,000 lb/1,814 kg up to 18,000 lb/8,165 kg.These Struts also have jacks which can be usedto aid in lifting loads or cribbing behindairbags/lifting bags. Specifically designed forvehicle, machinery, aircraft and light structuralrescue but small enough to store easily. Brandnames: Rescue 42 TeleCribs, Res-Q-Jack.

● Heavy Rescue Struts: Loads in excess of 40,000 lb/18,144 kg. Primarily designed forbuilding collapse and trench rescue. Althoughcumbersome, these Struts are easily strongenough for common vehicle rescue, and arebest for heavy vehicle rescue. Large sizerequires a lot of storage space. Brand names:ParaTech, Airshore, Holmatro, Prospan.

* Not all strut brands are available in all countries

Which one is right for you? Wood shoring isextremely inexpensive and is better than nothing.Prop type Struts are sufficient for departmentswho do not see many vehicle accidents and haveanother Rescue group that can bring in moreadvanced equipment for difficult jobs. Stabilization/Lifting Struts meet the needs of most vehicleRescuers and are typically carried by those whocarry hydraulic rescue tools and airbags (liftingbags). Heavy Rescue Struts are typically carried


By stabilizing a vehiclewith struts, Rescuershave the option ofremoving a largeamount of the vehicle’sframe without shiftingthe load

MUNICIPAL


by Rescuers who are trained for large buildingcollapse or trench rescue.

Whichever type you choose, to do a good jobwith today’s “beach ball” vehicles you needStruts!

Where to Start?● Visit the web sites of the Strut manufacturers.

Note that not all brands are available in allcountries.

● View an online tutorial video on Struts.http://www.rescue42.com/video.php

● Have your local equipment suppliers bring Strutsystems in for you to test. Assess all struts thatare available to you based on your location.Pick the one that best meets your needs, spacerequirements and budget.

● Train with your equipment until you areproficient.The evolution of vehicle design demands

changes in rescue techniques and tools. Yourresponsibility as a Rescuer should include vehiclestabilization in order to maintain a safe workingenvironment for you and your crew as well assafeguarding patients. To that end, Struts shouldbe considered an essential tool in modern vehiclerescue. IFF


By widening the base ofthe stabilizationtriangle, we create asafer workingenvironment and allowourselves greaterpatient access

FROM BRICKS TO BEACH BALLSMUNICIPAL

Tim O’Connell is an ex-nuclear submariner in the USNavy and has been a Firefighter for over 26 years. Heholds technician level certification in vehicle extrication,trench rescue, heavy rescue, swiftwater rescue, confinedspace rescue and high angle rescue. He teachesnumerous extrication classes throughout the westernUSA. Tim is also the president of Rescue 42, Inc., amanufacturer of advanced rescue and firefightingequipment.

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Angloco Ltd designs, manufactures and supplies fire-fighting and rescue vehicles and equipment. It has customers in over 40

countries world-wide, supported by comprehen-sive after-sales service and spare parts back-up.

Angloco has been designing and buildingspecial purpose fire fighting and rescue vehiclessince 1974 which makes it the longest establishedbuilder of fire fighting vehicles in the UK. It hasalso provided it with a wealth of experience andcapabilities.

The majority of vehicles are specially designedand custom built for each customer, according totheir individual requirements. Angloco proposes anoptimum solution for each application, in light ofthe needs in each case.

Equipment Distribution and SupportIn addition to the vehicles it designs and builds at Batley it also supplies complete vehicles built by two of its larger continental Europeanprincipals i.e. aerial ladder platforms, and com-

bined aerial rescue pumpers from Bronto, andARFF (airport rescue and firefighting) vehicles, anda variety of special pumpers from RosenbauerInternational.

Angloco also supplies fire fighting and rescuecomponents, equipment and accessories, includ-ing: portable and vehicle mounted pumps, fireservice ladders, hydraulic rescue and extricationequipment, portable systems, branch pipes andnozzles, foam equipment, waterway couplingsfittings and adaptors, rescue boats, electricalequipment and accessories, etc.

In support of its products and vehicles, Anglocohas a dedicated after-sales service and spare partsdepartment. To give an indication of the signifi-cance to this Department to the Company’sgrowth it employs 20% of Angloco’s teammembers. In addition to carrying out on-locationcommissioning and training, it has experience inservicing and major refurbishment projects over-seas at customers’ premises, as well as throughoutthe UK.

By Mark Bathard

Fire-fightingvehicles fromAngloco Ltd Seven miles southwest of Leeds in West Yorkshire, lies the historic town of Batleywhich, over the years has been home to a few famous names such as JosephPriestly, Josiah Wedgwood and the rock singer Robert Palmer. The name Batley isderived from a Danish word which when translated literally means valley orhomestead of Bats. Sited next to the historic train station in Batley is a companywhose history is as impressive as the town that it comes from.

Rachel Dowling-Brown,Angloco’s productionassistant standing infront of a YTV (Youthtraining vehicle)

P. 33-36 Angloco visit 9/2/10 9:53 am Page 33

ReputationAngloco’s reputation for quality,experience, attention to detail,after-sales service and customercare has resulted in an extensivenational and international cus-tomer base, and this has beenrecognised by internationalbusiness awards in 1999, 2002and 2004.

International Fire Fighter’s MarkBathard visited Angloco for theday to see firsthand, what goeson in this thriving company.

Alistair Brown, Anglocos’ salesand marketing director and son ofManaging Director Bill Browntook me to one of their confer-ence rooms which also doubles as a training room to explain Angloco’s history.

It all started back in 1965 whenthe company started as AngloCoachbuilders Ltd founded byTony McGuirk (No relation to thecurrent CFO of Merseyside). TheCompany back then was primarilyinvolved in “jobbing” coach build-ing, repairs and the occasionalmobile library. In 1972, the com-pany moved from their premises inMorley to the current site inBatley. In 1974, Angloco Coach-builders entered the fire vehicle


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market having appointed BillBrown as their Managing Directorfrom Hestair Ltd who were theowners of Dennis Specialist Vehi-cles. The first of the company’sexpansions took place in 1977when a new production shop wascompleted. In 1979, the companyname changed to Angloco Ltdand in 1980 to cope withincreased demand, the productionshop was extended further.

The 1980s really saw changewithin Angloco. In order tobroaden its range of products itwas appointed UK and Ireland’sdistributor for Metz’s turntableladders in 1982. The second dis-tributorship came from Bronto fortheir range of aerial fire fightingand rescue platforms in 1988, with the third oneoccurring in 1990 when Rosenbauer Internationalappointed Angloco as its partner to distribute itsvehicles and equipment in the UK and Ireland. In-between in 1986, a management buyout tookplace by Bill and Julie Brown.

The 1990s were also very busy times at Angloco.In 1996 they won, at that time, their largestexport order, (for Bahrain) and just three yearslater in 1999, won an award from the D.T.I. andForeign Commonwealth Office for being S.M.Eexporter of the year. In those less-straightenedtimes, with the award came prize money in excessof £12,000! This was to be the first of manyawards for the company.

The 2000s saw even more activity within Anglocoand more awards. In 2002, the InternationalBusiness Awards event (sponsored by TradePartners UK), announced Angloco as the winnerfor “Product Innovation of the year”. Just twoyears later in 2004, the International BusinessAwards (sponsored by UKTI), declared Angloco thewinner of the category “Against All Odds”. Onceagain, more space was needed due to the everincreasing size of the company’s order book and anew office extension was built in 2004.

Germany’s Rhienmetall Defence ElectronicsGmbh appointed Angloco as their distributor fortheir “Blue Light” training simulators in 2006whilst in 2007, Gunzburger Steigtechnik appoint-ed Angloco as their UK and Ireland partner for

their range of fire service ladders. In 2006,German foam manufacturer, Dr Sthamer formallyappointed Angloco as their distributor of foamproducts. Dr Sthamer are the largest manufacturerof foams in Europe. In the same year, Anglocowere also appointed by ResQTec as theirdistributor for their range of rescue products.

To finish off the latter part of the 2000s, whichsaw many companies around the globe strugglingdue to the recession, 2009 was a record year forAngloco achieving record sales, profits andexports. Their 2010 order book is the largest everwhich also includes £6m of exports.

Vehicle design to customer specifications issomething that Angloco prides itself on. Thesecond part of the tour was to the offices of thedesign and development department. State of the art computer programmes and machines candesign the vehicle exactly as the customer hasspecified and when the design process has beencompleted, the customer is then invited to look atthe diagrams to make sure that everything is asthey specified. Work will not start on a vehicleuntil the design team and the customer are 100%satisfied.

The next part of the tour was where it really allhappens, the workshop. This was a busy week for all employees of Angloco as the Christmasholidays were approaching and quite a number ofvehicles were due to be completed and deliveredbefore the year end. Joining Alistair and myself onthe factory floor tour was Angloco’s productionassistant, Rachel Dowling-Brown. She explainedwhere some of the vehicles were going to bedelivered, which included destinations as far apartas Trinidad and Qatar, but also explained some ofthe newest developments in vehicles. One of thesmallest and least sophisticated vehicles that wasready to be delivered, which is one of the latestadditions to the Angloco range is the YTV (YouthTraining Vehicle). This is built using a standardpanel van, converted to allow for a crew cab, andhouses a small tank, pump, hose and branch,ladder etc. Due to the ever increasing attacks onfire crews when they attend incidents, especially indeprived communities, the YTVs are designed toteach youngsters the importance of fire safety aswell as highlighting just how important the role ofthe firefighter as well as their equipment really is.Young people can not only see how the vehicle isused but are able to gain some experience in


A small range of therescue tools made byResQTec© availablethrough Angloco

FIRE-FIGHTING VEHICLES FROM ANGLOCO LTDMUNICIPAL

Alistair Brown, Angloco’s Sales & MarketingDirector holding a rescue tool manufacturedby ResQTec©


operating the fire equipment and extinguish asmall fire. Already, West Yorkshire Fire and RescueService have these YTVs in their fleet and interestis forthcoming from various other brigades aroundthe UK as well as overseas.

Angloco has never forgotten its grass roots and at one end of the workshop, an MoD ARFF(Airport Rescue and Firefighting) vehicle which isundergoing a mid-life refurbishment and ”deserti-sation” upgrade for service in Afghanistan. Thisinvolves a complete strip down to its bare chassisand a rebuild with many enhanced performancefeatures. Alistair explains that although themajority of Angloco’s business is in new build andafter sales service, there is still a regular call for

refurbishment work which remains an essentialpart of Angloco’s range of services.

In order to keep their customers aware of anynew developments in the fire industry, Anglocofrequently holds demonstration days wherecustomers can see and experience firsthand, newtechnology being put through its paces. Morerecently these demonstration events have takenplace at The Fire Service College, Leeds BradfordInternational Airport and of course, at the Anglocopremises. These demonstrations have includedlarge scale pan fires and the use of an airport’sA.R.F.F. vehicles to demonstrate the extinguishingcapabilities of fire fighting foams a report of whichcan be read in the November 2009 issue ofInternational Fire Fighter Magazine.

To summarise, after the end of a comprehensivetour of the Angloco facility and an informal andvery interesting conversation with the company’sManaging Director, it is plain and very comfortingto see that wherever you are in the UK or for thatmatter, overseas Angloco can assist, deliver andoffer an unrivalled service to keep anyone involvedin the fire industry abreast of the latest technologyas well as offering products that will enable firefighters from around the globe to do their job wellbut most importantly, safely. IFF


This ARFF tender is dueto be shipped toAfghanistan after acomplete rebuild and“desertisation”enhancement

FIRE-FIGHTING VEHICLES FROM ANGLOCO LTDMUNICIPAL

For more information aboutAngloco and its range ofproducts:Angloco LtdStation RoadBatleyWest Yorkshire WF17 5TATel: +44 (0) 1924 441212Fax: +44 (0) 1924 233895Email: [email protected]: www.angloco.co.uk


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Vehicle fires are far more common than many of us realise. They can – especially onpassenger-carrying buses and coaches – have

a devastating life-threatening impact. Fire can costthe off-highway vehicle owner a great deal ofmoney, and jeopardise the company’s ability tocontinue to provide the level of service to which itis contractually committed. The latest figuresspeak for themselves.

While the most detailed documented researchapplies to the USA, it is surely reasonable topresume that the findings are replicated aroundthe world. US research shows, for example, thatduring 2006, US fire departments responded to anestimated 278,000 on-highway vehicle fires involv-ing cars, trucks and recreational vehicles, around70 percent of which were passenger-carrying.These fires caused an estimated 490 deaths, 1,200injuries and cost $1.3 billion in direct propertydamage. In fact, according to estimates based ona US Department of Homeland Security NFIRS

(National Fire Incident Reporting System) and NFPA(National Fire Protection Association) survey,between 2002 and 2005 highway vehicle firesaccounted for 18 percent of all reported fires inthe USA.

While off-highway commercial vehicle andheavy equipment fires are numerically fewer thanfor on-highway vehicles, the potential for financialloss is often substantially greater. Construction andagricultural equipment – such as log haulers,harvesters, excavators, shovels, draglines, haultrucks and wheeled loaders – costs hundreds ofthousands of dollars. They can also take months toreplace and their severe damage or destructioncan have a serious detrimental impact on projecttimescales. Statistics show that agricultural equip-ment such as balers and choppers are most at risk,accounting for 43 percent of off-highway vehicleand equipment fires, followed by constructionvehicles, then industrial loaders, fork-lift trucksand stackers.

By Nick Grant

EMEA General Manager,Firetrace International

Vehicle Fires –Stopping ThemIn Their TracksA vehicle fire can swiftly result in considerable financial loss and pose a seriousthreat to the lives of the vehicle occupants. They need to be stopped in theirtracks, as Nick Grant explains.

P. 39-44 Vehicle Fires 9/2/10 9:53 am Page 39

The heart of the matterThe common thread that links all of these vehicles,again according to the findings of NFIRS/NFPA, isthat mechanical and electrical failures or malfunc-tions account for the majority of fires – around 60percent in the case of off-highway equipment,rising to 75 percent for on-highway vehicles. Themost common location for the outbreak of a fire –in something like 60 percent of the cases – is in oraround the engine compartment, the running gearor wheel areas.

The conclusion that can be reasonable drawnfrom these figures is, therefore, that these are theareas most in need of detection and suppression

and where investment in fire safety measures arelikely to have the greatest payback. However, thereal nature of the fire hazard has to be taken intoaccount if the detection and suppression solutionis to offer the maximum protection.

In addition to the vehicle’s fuel and the risk offuel line ruptures, there are any number of flamma-ble liquids present throughout any engine compart-ment. These include hydraulic, brake, automatictransmission and power steering fluids, pluscombustible accumulated grease on the engineblock, for which frayed or damaged electricalwiring can easily provide the ignition source. How-ever, some combustible materials are vehicle orequipment specific. These include agricultural cropsthat, surprisingly perhaps, account for around 15

percent of the items first ignited in a fire, togetherwith grass, sawdust and wood chippings.

Targeted protectionWhile these risks can be lessened by regular anddiligent maintenance and cleaning, engine fireswill remain a constant threat and effective enginecompartment fire detection and suppression isclearly the only dependable means of ensuringthat a minor fire does not escalate quickly into adestructive conflagration.

The dynamics of the airflow in and around anengine compartment when a vehicle is in motioncan seriously impair the performance and reliability

of traditional detection and suppression techniquessuch as fusible link systems. This is because heatand flame that typically rise from the source of afire may be propelled away from the location ofthe fusible link by the motion of the vehicle,delaying its activation. The inevitable build-up ofdirt in and around engines, vibration and intensetemperature variations are also factors that areknown to cause traditional detection and suppres-sion systems to fail to provide the essential fastand accurate fire detection and suppression.

So, to be truly effective, a vehicle fire protectionsystem needs to have a number of characteristics.It must be able to deal with the problem ofairflow, react immediately a fire breaks out andsuppress it before it has any opportunity to spread.


VEHICLE FIRES – STOPPING THEM IN THEIR TRACKSMUNICIPAL

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The solution must also be effective on every typeof fire risk that is likely to be present, be able towithstand harsh dust-laden environments, contendwith extreme ambient temperatures, and stand upto intense vibration.

Fast responseFiretrace International’s response to these challengesis called FIRETRACE®. It is an automatic, self-seekingfire extinguishing system; one that requires nopower source and comprises an extinguishing agentcylinder that is attached to polymer tubing via acustom-engineered valve. This proprietary FiretraceDetection Tubing is a linear pneumatic heat andflame detector that is immune to the vibration,shocks and temperature extremes found in engineand generator compartments. It was speciallydeveloped to deliver the desired temperature-sensitive detection and delivery characteristics ineven the harshest of environments.

This leak-resistant tubing is routed throughoutthe engine compartment. Immediately a fire isdetected, the tubing ruptures and automaticallyreleases the suppression agent, extinguishing thefire precisely where it starts and before it can takehold. The tubing is placed both above and behindthe potential source of the fire to ensure that theairflow actually helps by directing the heat andflames towards the tubing, providing faster andmore reliable detection and suppression in movingvehicles. Depending on the particular FIRETRACEsystem that is chosen – either Direct Release orIndirect Release – the suppression agent also flowsthrough the delivery tubing to the front of theengine, again working with the airflow to floodthe entire compartment.

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Detection Tubing as both the detection device andthe suppressant delivery system. If a fire breaksout, the tube ruptures nearest the point where themost heat is detected, forming an effective spraynozzle that releases the entire contents of thecylinder to suppress the fire. The Indirect ReleaseSystem uses the tube as a detection and systemactivation device, but not for the agent discharge.The rupturing of the tube results in a drop of pres-sure causing the indirect valve to activate. Thisdiverts flow from the detection tube and the agentis discharged from the cylinder through diffusernozzles, flooding the entire engine compartment.

All FIRETRACE systems are available with amanual release or an “alert” signal light and a horn that can be mounted on the operator’sdashboard or control panel.

Agent selectionThe FIRETRACE extinguishing agentcylinder is usually mounted inside theengine compartment and choosingthe correct agent is vitally important.While the vehicle’s fuel is a Class B firerisk, carbonaceous debris around theengine, such as leaves, straw, andcrop residue, is a Class A hazard, plusthere is the potential for EuropeanClass C fire risks involving flammablegases to be present (in the USA theEuropean Classes B and C are com-bined into a single Class B category).This precludes the use of some sup-pression agents for these applications;indeed, it rules out some tube-basedsystems that rely solely on the use ofCO2, which is suitable only for Euro-pean Class B fires.

While clean agents such asDuPont™ FM200® gaseous suppres-sion agent or 3M™ Novec™ 1230 FireSuppression Fluid have the essential

firefighting characteristics that the hazardsdemand, ABC dry chemical suppressant is by farthe most appropriate choice for these applicationsas it is ideal for all three classes of fire.

Advocates of watermist systems often contendthat dry chemical powders are corrosive. However,the powder particles are of such a size that theywill not penetrate the engine, turbocharger or airfilter, and it is recommended that, after agentdischarge, the affected compartment is jet washedor compressed air cleaned to remove any powderresidue. In reality, such is the reliability of theFIRETRACE system that this clean-up only has totake place after a justifiable discharge that occurswhen a fire breaks out.

By comparison, watermist systems are prone to


VEHICLE FIRES – STOPPING THEM IN THEIR TRACKSMUNICIPAL


leaking and accidental discharge and have toincorporate antifreeze in order to operate in allclimatic conditions. Antifreeze is a combustibleliquid that is itself a corrosive substance.

Solution reliabilityIf an engine compartment fire is allowed to takehold the likelihood is that the entire vehicle will bedestroyed. So, while selecting the right type ofdetection and suppression system is important, sotoo is ensuring that it has the verifiable endorse-ment of internationally renowned and indepen-dent accreditation and approvals agencies. Topamong these for any application are UL (Under-writers Laboratories), FM (Factory Mutual), CE(Conformité Européene or European Conformity)marking. However, there are also several appli-cation-specific approval bodies, such as those forbuses and coaches that include the DanishInstitute of Fire & Security Technology and theSwedish Fire Protection Association.

Vehicle fires choose their own time and place,and are by no means limited to older vehicles.They are also no respecter of cost-cutting exercises,inappropriate suppression agent selection, or thedecision to install a system that does not comewith the endorsement of credible approvals andaccreditations. Too much is at stake, as theNFIRS/NFPA survey confirms with the finding thatin 2004, more people died in vehicle fires thanfrom apartment fires, and vehicle fires causedroughly seven times the number of deaths causedby non-residential structure fires. IFF


Nick Grant is ISO 9001:2008 certified FiretraceInternational’s EMEA General Manager


INDUSTRIAL

Pic courtesy of Reuters

P. 45 Industrial Section 9/2/10 9:53 am Page 45

Unifire IFF25 p00 4/2/10 1:29 pm Page 1

The Airbus 380 while atDulles in March of 2007with the new Tower inthe background


INDUSTRIAL

The visit of the new large aircraft was to giveairport personnel and stakeholders theopportunity to see this aircraft up close and

personal for future planning purposes. The A380spent two days at the airport, providing airportstakeholders the opportunity to physically put theirhands on the aircraft to familiarize them on itsfeatures.

Washington Dulles International AirportWashington Dulles International Airport is located26 miles west of Washington D.C. The airportopened in November of 1962. Dulles Internationaland Ronald Reagan Washington National Airportmake up the Metropolitan Washington AirportsAuthority (MWAA). MWAA was formed in 1987through legislation by the Commonwealth ofVirginia and the District of Columbia and given afifty year lease from the federal government tooperate both airports, which were two of the lastthree federally operated airports.

Washington Dulles is an E Index Airport(Category 10 ICAO). The airport has four runwaysfor aircraft operations (12/30, 19L/1R, 19C/1C and19R/1L). In addition to the Main Terminal, thereare four passenger concourses for flights. The

airport averages over 1,000 aircraft movementsper day and last year nearly 24 million peoplepassed through Dulles. Dulles has over 30 aircarriers including a large presence from UnitedAirlines, which has a Hub at Dulles. Dulles also hascargo operations and a large general aviationpresence. Because of the size of the airport, lengthof the runways (three runways are 11,000 feet inlength) and the ability to have simultaneousoperations, Dulles often receives diverted flightsfor weather situations and emergencies. Inaddition, Dulles Airport is one of the few airportson the east coast that has additional land to be developed for future use, including anotherrunway and additional concourses.

A large capital construction project (CCP) isunderway at Dulles. The large ticket item for thisproject is an underground train system. The under-ground train system or AeroTrain, will replace amajority of the mobile lounges that currently movepassengers to and from the Main Terminal to theconcourses. The AeroTrain system will be online inthe first quarter of 2010. Once the project isonline, the AeroTrain will have the ability to movepassengers between the concourses in under threeminutes. A new air traffic control tower (ATCT)

By Deputy Chief

Timothy Lasher

and

Captain Jason

Graber

MetropolitanWashington AirportsAuthority Fire & RescueDepartment

The Airbus 380 andWashington, DCIn late March of 2007, the Airbus 380 (A380) made its only visit to Washington,D.C. at Washington Dulles International Airport

P. 47-51 Dulles Airport 9/2/10 9:54 am Page 47

was completed in 2007 and stands at 335 feet,capable of viewing the entire expansive airfield.

Another jewel of Dulles Airport is the NationalAir and Space Museum Annex (NASM). In 2003,the Smithsonian Institute opened the museum and it is home to over 200 aircraft and exhibitsincluding the space shuttle Enterprise, Enola Gayand SR-71 Blackbird that set the speed record. Themuseum is currently expanding its facility to allowfor additional exhibits that have been donated tothe Smithsonian Institute. The NASM has anobservation deck which allows for visitors of themuseum to watch aircraft operations at the airportand an IMAX Theater.

The Dulles Access Road is a 16 mile long high-way that begins at I-66 and runs to the airport,connecting Washington, D.C and the airport.Airport maintenance personnel take care of the highway and are responsible for surfacemaintenance, snow removal and landscaping. In

November 2009, the Airports Authority took over operation of the Dulles Toll Road, which is aseparate highway adjacent to the Access Road.The access and toll roads now fall under one

umbrella and the toll revenue will help to supportthe construction of the Washington D.C. SubwaySystem (Metro) to Dulles. The Metro constructionhas begun and is rapidly progressing. The majorityof the Metro expansion will be constructed in the median of the Access Road to the airport,above ground until it gets to the airport and thenunderground.

Fire and Rescue DepartmentThe MWAA Fire and Rescue Department consistsof a force of 153 personnel and is commanded by Fire Chief Gary Mesaris. The personnel are split between Washington Dulles, Ronald Reagan


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Mass Casuality Support Unit (MCSU 362)supports MCI Incidents. The Unit is capable oftreating 200 patients (100 on each side)

The underground train system

or AeroTrain, will replace a

majority of the mobile lounges

that currently move

passengers to and from the

Main Terminal to the

concourses.


Washington National Airport and HeadquartersStaff. Washington Dulles currently is assigned 84personnel, split into three shifts. Each shift has 28personnel assigned with minimum staffing of 24personnel at all times. Apparatus staffed atWashington Dulles include: Battalion Chief/ShiftCommander & Shift Commander Support, 4-3,000 Gallon Foam Units (2 personnel each), one Rapid Intervention Vehicle (1 person), two Structural Engines (4 personnel each), two Advanced Life Support Ambulances (2personnel each) and one EMS Supervisor (1person). Minimum staffing includes four fireoperations officers and three advanced life supportproviders.

Dulles airport has three fire stations. Fire Station302 is located on the South side of the airfield andhouses the battalion chief, two foam units, rapidintervention vehicle, one ALS ambulance and onestructural engine that are staffed. In addition, FireStation 302 houses a Foam Support Unit,Hazardous Materials Support Unit, Decontamina-

tion Unit, Special Operations Unit (HazardousMaterials Unit/Technical Rescue) and TunnelRescue Unit. The station opened in 2002 andstaffing consists of 14 personnel.

Fire Station 303 is located on the street side of the complex, on the North side of the airport.This station houses one structural engine, a ladder truck one ALS ambulance and the EMSSupervisor. Fire Station 303 opened in 1996 andseven personnel are assigned to this station pershift.

Fire Station 304 is located on the West side ofthe complex and is the primary response to theWest side runway (19R/1L). This station housesfour personnel per shift with two Foam Units. Thestation opened in 2008. In addition to the fourshift work personnel that are assigned here, theDulles Deputy Fire Chief, Battalion Chief of SpecialOperations and Dulles Training Captain have theiroffices in this station.


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Planning for the Airbus 380 The MWAA Fire and Rescue Department firstbecame aware of some of the A380 issues relatedto its size in 2006 when Deputy Chief Lasher and Iattended the ARFFWG/IAFPA Joint Conference inToronto. At that time, Airbus personnel gave anexcellent presentation on where the program isand where it is was headed. For us, this gave us agreat start as they provided training materials tothe participants. We also were told that the air-craft would be visiting in the spring of 2007. Fromthe training materials that were given, the Safety& Training Division prepared classes to be deliveredto shift personnel in early 2007.

Planning for the Airbus 380 began in early 2007 when a committee was formed to explorethe issues that the Fire and Rescue Departmentwould be faced with when this and other newlarge frame aircraft started to arrive at Dulles.

Because of the size of Dulles airport, we alreadyreceive other large frame aircraft (B747, B777) andthis tremendously helped our case in addingadditional personnel and equipment. The Fire andRescue Department has ordered and is expected totake delivery of a Pierce 100’ tower ladder in thespring of 2010. We also took delivery of two3,000 gallon Oshkosh Strikers last year, one ofwhich has a Crash Rescue 50’ High ReachExtendable Turret. The main purpose of this was to be able to provide an elevated waterway for the larger aircraft and also for the piercingcapability.

On the day that the A380 arrived at Dulles, per-sonnel were invited by Airbus to visit and tour theaircraft. The Airbus personnel were a tremendousresource and very hospitable to all public safetypersonnel. A United Boeing 747 was parked in theholding space next to the A380. For fire and


Our Two OshkoshStrikers posing in frontof the newest Air TrafficControl Tower (ATC)

INDUSTRIAL

The Airbus 380 parkednext to a United AirlinesBoeing 747


rescue personnel, it gave a true perspective on thisside of both aircraft in comparison.

The A380 is scheduled to start flying into Dullesnext year. Some of the training that is beingconducted or planned includes:● Additional mass casualty incident management

exercises including increasing our capability tomanage our triaging and treatment of a largernumber of patients at this year’s triennialexercise.

● Currently delivering a large frame aircraftfamiliarization class to shift personnel withspecial emphasis on the larger frame aircraft.

● An advanced agent application course is beingdeveloped for the larger aircraft to include notonly the mass application of extinguishingagent from turrets but also advancing handlines into the larger aircraft. Each Dulles FoamUnit has a hand line for larger frame aircraft(300’ line- 100’ of 3” line to a gated wye withanother 200’ of 1.75”).

● An advanced aircraft evacuation and search &rescue course is also being planned so that fire and rescue personnel are ready for thechallenges of access to entry and exit points oflarger frame aircraft, including the A380.

Airport Readiness & ImprovementsDulles Airport was initially identified as an airportthat was nearly ready for the arrival of the A380.The runways and taxiways were already availableto receive the A380. One area that was not readywas the jetways, as no current jetway couldhandle the aircraft. As of October 2009, construc-tion has begun at B Concourse with the jetwayupgrades. Those upgrades are expected to becompleted in the early part of the winter and wellbefore the arrival of the aircraft next year. Anotherconcern for the airport was how the aircraft wouldstand up on the airport’s surface areas. All of the

taxiways and runways at Dulles are 36” thick andwill be able to support the aircraft.

ClosingWashington Dulles International is poised to

receive the A380 next year. The MWAA Fire andRescue Department is excited to have this aircraftcoming to our airport. Because we had an oppor-tunity to see the A380 in person, it truly gives ussome perspective how massive it is and thechallenges that it brings to our department andthe airport itself. We look forward to seeing thisaircraft on a regular basis. IFF


Another picture of theAirbus 380 with ourEngine 380 in front

THE AIRBUS 380 AND WASHINGTON, DCINDUSTRIAL

The Airbus personnel were a tremendous resource and

very hospitable to all public safety personnel. A United

Boeing 747 was parked in the holding space next to the

A380. For fire and rescue personnel, it gave a true

perspective on this side of both aircraft in comparison.


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A blow out with aventuri attached tobring the flames wellabove the well head


INDUSTRIAL

In our business we deal with the Blowout Contin-gency Plan (BCP) which is supposed to be asubset of the bigger Emergency Response Plan

(ERP). More often than not our BCP is a morecomprehensive document because we deal withemergency situations for a living and havedeveloped an extensive list of equipment, con-cepts and other incident management processes.We utilize an Incident Command System (ICS), bywhich we document and map the typical responseprocess in such a manner as to make it fairlysimple for the organization to understand andimplement. Basically we describe how to help usdo our job better, which as a result achieves thegoal of getting the situation back under control.

The biggest advantage for us is we live andbreathe emergency response, and we have pretty

much seen it all. When we facilitate the develop-ment of an ERP or BCP for a company, it alwaysamazes me how the company’s involvement canvary – from no involvement at all to completelychanging a proven system to fit into the com-pany’s model, and how proven concepts onincident management are challenged. Typically wewill hear, “During normal operations we notifythese individuals and conduct this procedure, andso we need to follow those protocols.” Hopefullyemergency response operations are not “normal”for your organization, so adjustments have to beconsidered and recognized for a successful outcome.

PurposeThe object of an ERP is to establish a commonframework for developing local response plans for

By John Walters

Emergency ResponsePlanning in theOilfieldRecently I was approached with the question, “What makes a good EmergencyResponse Plan and how is the plan utilized in the oilfield?” I had to ponder thequestion for some time.

P. 53-56 Oilfield 9/2/10 9:54 am Page 53

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the various operations carried out by companies.For that it provides recommendations, guidelinesand technical documentation, based on industrycommon practices, to assist the different industryoperations to create the specific ERP.

These guidelines develop the requirements andthe minimum contents for the local ERP. One ofthe biggest items that I see is companies trying tofit their organization into the ICS. This documentshould be able to be picked up and utilized byeveryone familiar with the ICS. Consideration ofwhat agencies, companies, etc. need to beinvolved and their respective roles under the planneed to be clearly understood. Changing theIncident Commander to “Director of Whatever”can be confusing, especially to organizationsoutside of your company, and can cause delays inorganizing a response. ICS is standardized for areason. Making reference that the Incident Com-mander role will be the responsibilities of positionX is acceptable, however keep it within the ICSframework. Recently Boots & Coots was asked todevelop a flowchart that incorporated the com-pany structure. By the time it was complete thechart was so complicated that no one could trackwho did what and who reported to whom. Thecompany liked it because everyone was involved,

however responders didn’t like it because therewas no clear decision maker. In the oilfield or anyemergency situation that can be major problembecause time is critical.

ApplicationThe framework established is applicable for a localERP for the various operations carried out by acompany.

Emergency response management system requirementsAdequate emergency response plans and proce-dures should be in place prior to commencementof operations, and should be in compliance with acompany’s HSE Contingency and Emergency Plan-ning requirements. This is another area of concern– companies requesting an ERP without providingsufficient time to develop the plan. We run intothis quite a bit, “We are due to begin operations in20 days and we need a response plan.” In thecorporate world of development, reviews,revisions and final acceptance, it is difficult todevelop these programs in the timeframedemanded. The larger issue is understanding theplan. If possible the plan is completed in time,then it is just sent to the field, without educatingthe end user and drilling crew to see if there areissues. This can prove disastrous and costly interms of safety and economics.

More specifically, for each hazardous operationthere should be an ERP in place that will provideguidelines for managing an emergency operation.It should contain:● Emergency response organization and responsi-

bilities

● Initial (48 hr) response actions ● Guidelines for strategic control plans ● Guidelines for daily tactical action plans during

emergency operations● Critical response resource requirements and

availability● Issues that may adversely affect response and

recovery

Ownership and controlThe ERP should be a controlled document. It isowned by the company, who is responsible for itsdistribution and amendment.

ERP goalsThe end goal of the ERP is to create a local guideto ensure, in the event of an emergency responseincident, that an organized response for emer-gency is brought swiftly and efficiently into action.

The ERP should provide, as a minimum, a work-ing methodology to safely and effectively managethe operations necessary to regain control of asituation under local conditions. This wouldinclude the initial response, covering the time fromafter evacuation until dedicated response teamsare formed and response specialists have arrivedon location, and managing the control of opera-

tions thereafter until recovery is complete. The ERPsub-goals are to provide local guidance for:● Safeguarding human life. When primary control

is lost, it is essential to control site safety; safetyof third parties within a defined exclusion zoneand the safety of those directly involved withthe response operations.

● Activating an organization that demonstrates“Command and Control” of the incidentresponse in the eyes of the public, personnel,partners, insurance underwriters and contractors.

● Initiating actions that will mitigate escalation tominimize damage to the environment, assetsand company reputation.

● Understanding your exposure to potentialresponse problems unique to your local operatingenvironments, to minimize lost time discoveringthem during an actual emergency.

ERP objectivesThe primary objective of the ERP is to provide clearconcise guidelines, compatible with a company’stiered emergency response system, to specificallyassist the local response team in managing thevarious operations required for regaining controlof an emergency. More specifically, it:● Defines the local Emergency Response Team

(ERT) functional organization with its position inthe overall Incident Management Team (IMT)and on-scene Tactical Response Team (TRT). Theorganization should: ● Be structured for command and control. The

ICS is a good model for IMT organization. ● Be designed to expand and contract depend-

ing on the circumstances of the incident. Afunctional organization defines roles and


EMERGENCY RESPONSE PLANNING IN THE OILFIELDINDUSTRIAL

The object of an ERP is to establish a common framework for

developing local response plans for the various operations

carried out by companies.


responsibilities, and it is not always necessaryfor different people to fill various functionalroles. If the incident is small, for example, oneperson may take responsibility for severalfunctional positions in the ERT organization.

● Define the reporting structure and commu-nication procedures

● Define the responsibilities and guidelines forERT functional positions

● Defines initial response (after evacuation) andemergency response project planning guide-lines for the ERT leaders both on-scene and off-scene. This objective maps the typical stepshistorically followed in regaining control of anemergency.

● Defines task guidelines for each of the key ERTfunctional positions. This objective is primarilyfor employees and contractors who holdfunctional positions in the ERT. It is notnecessary to define how emergency responsespecialists perform their jobs (e.g., details oncapping techniques) other than for informationpurposes.

● Defines daily project execution guidelines foremergency response operations to demonstratecommand and control. This should include ERT

meeting schedules, typical agendas and writtenwork instructions for the next operationalperiod.

● Pre-defines basic problems that may makeregaining control of a blowout in your operat-ing areas unusually difficult with plausiblesolutions. This information would come from high level

risk/hazard assessments with respect to emergencyresponse control and recovery. This might includeissues such as logistics, security, weather andenvironment, limited personnel, high potentialblowout flow rates, HPHT, H2S, water depth, killequipment requirements (HHP and flowrate), killplatform and mud requirements, crane barge,inaccessible wellbays, availability of water, pumpsand monitors, pollution control, proximity to thirdparties, surface and subsurface constraints andhazards for relief wells, spare casing and well-heads, capping issues, etc.

This data would be kept in appendices and usedby the ERT in the initial planning phase.

Scope of the ERPThe ERP should cover the activities to be carriedout to assess the incident and to plan and executeappropriate response measures to ultimatelyregain control of the emergency situation. The ERPshould take into account the specific operationalenvironment and the local context of the particularcompany.

The following items are typically covered in theoverall ERP:● The security problems and political crisis● The communication procedure with the local

authorities, the partners, families and media● The consequences of the emergency (medical,

medi-vac, pollution control, etc.)● The emergency procedures for contracting,

administration, procurement, etc.

Legal and regulatory requirementsThe specific requirements in case of an emergencyfrom the local regulatory authorities or from thecontractual framework for the company should beintegrated in the ERP:● Legal requirements for the ERP content (i.e.

control of fire water, tank capacities, contents,well flow simulations, design of relief wells,etc.)

● Legal requirement for equipment availability(for fire fighting, for relief wells, for cappingoperations, etc.)

● Interfaces with the systems set up by the localauthorities in order to respond to an emergency

Communication and trainingThe ERP should be communicated to all relevantparties including the response contractor.

The users of the ERP should be familiar with allother relevant related corporate policies.

The personnel (including deputies) who may beinvolved in the management of an emergencysituation should be fully aware of their role.

The efficiency of the ERP needs to be syste-matically tested and improved through periodicdrills. This is the biggest shortcoming of most companies. Not enough drills are conductedto train and educate the end user of thedocument.

ERP updatingAn effective ERP is updated as necessary toincorporate changes and lessons learned. Likewise, the nominated personnel and thecontact information on the BCP should beupdated regularly and before any drilling/work-over campaign or major personnel change.This is another area of concern. Once an ERP iscompleted it needs to be updated with somerelevant schedule in order to maintain its integrityand usefulness.

ConclusionAlthough the oilfield is a different work environ-ment the basic response strategies are the same.The Incident Command System needs to beutilized and needs to be communicated throughtraining and drills. Communication needs to beconsidered and everyone needs to know who is in charge. The system needs to be uniform so no matter who picks up the plan they canunderstand. In essence the ERP for the oilfield isnot any different than ERP’s for other industriesand should be constructed with the sameconsiderations. IFF


EMERGENCY RESPONSE PLANNING IN THE OILFIELDINDUSTRIAL

John Walters has spent thelast 19 years in theEmergency Managementbusiness. John began hiscareer in the US Navy in 1991as a fire-fighter. After servinghis country he washonourably discharged andjoined EmTech EnvironmentalServices as a HazardousMaterials Specialist until1996. John was trained inindustrial fire fighting andspecialized in marine firefighting and has worked as aconsultant for multiplecompanies. John later joinedBoots & Coots in 1998 whereis currently the RegionalManager for Boots & CootsRisk Management Servicesdivision.

Although the oilfield is a different work environment the basic

response strategies are the same. The Incident Command

System needs to be utilized and needs to be communicated

through training and drills.


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Crash Rescue IFF25 p00 4/2/10 3:26 pm Page 1

ARFF vehicleRemanufactured byCrash Rescue for PrinceGeorge Airport, Canada


INDUSTRIAL

It has always taken great people to bring newtechnologies to life, people with vision, patienceand perseverance, the ability to adapt, and the

resources to turn a concept into reality. As a veteran aircraft rescue fire fighter, I would

like to help tell a brief story about the people, fire-fighting technology, and the remarkable expansionof CRASH RESCUE EQUIPMENT SERVICE, INC.in Dallas, Texas, which for over 40 years has beenone of those truly great companies that actuallylistens to professional firefighters. They haveresearched, designed and over several decades,continuously refined some outstanding tools thathave allowed us do our often dangerous jobsmuch faster and safer.

IntroductionCrash Rescue’s beginnings go back to 1967,when they were providing maintenance serviceson ARFF vehicles which were becoming increasinglycomplex and difficult for airports to support. CrashRescue’s highly skilled technicians traveledthroughout North America and globally, providingparts and service support for airport firefightingequipment.

Putting this expertise and extensive knowledgeof every brand of ARFF vehicles to further use,from 1978 to the present, Crash Rescue has sincebecome the “go to” remanufacturer of all types ofARFF vehicles for airports worldwide. Remanufac-turing remains an important aspect of CrashRescue’s business today. Currently the company is

hard at work remanufacturing ARFF vehicles forthe Air Force, Marines, Navy, Army and severaldefense contractors, as part of a large governmentcontracting initiative.

You may not be aware of this, but airports thathave their vehicles remanufactured by CrashRescue benefit by saving approximately 50% onthe cost of a new fire truck. They also benefit fromall the expertise gained through over 40 years ofexperience working on all types and brands ofARFF equipment. As an added bonus, remanufac-turing now gives airports the ability to add morecurrent, state of the art options that were noteven available when the original vehicle was built.Another great benefit of remanufacturing is thatusers are able to minimize their impact on theenvironment. This ability to reduce the “carbonfootprint” of an airport, without compromisingthe ability to meet critical operational or regulatoryrequirements is a large advantage of remanufac-turing with Crash Rescue. The highly skilled per-sonnel at Crash Rescue are always ready andwilling to assist in establishing the proper criteria,specifications, and standards for remanufacturingany kind of complex vehicle.

New products business takes shapeIn the 1990’s, Crash Rescue recognized the neces-sity to innovate some much needed tools, whichwould be specifically designed to improve rapidattack and provide more targeted firefightingagent application methods. The focus at Crash

By Bernard Valois

Crash RescueThe modern day, truly effective fire department needs more than the welltrained professionals and their pumpers. It now requires state of the artequipment to do the job.

P. 59-62 Crash Rescue 9/2/10 9:54 am Page 59

Rescue all along has been on providing theindustry with lifesaving technology that maximizesthe agent application, while at the same timeminimizing waste.

The original SNOZZLE was a 50 foot articulatingwaterway that was adaptable to any ARFF vehicle.At its beginning, the original HRET was only pur-chased by those visionary fire departments thatsaw the advantage of the low angle of attack theSnozzle provided and the benefit it gave versus thecritical time constraints associated with ARFF.Being light in weight, the Snozzle had the abilityto be deployed quickly, without outriggers, and to apply firefighting agents on difficult to reachareas at an aircraft accident. The flexibility andadaptability of the Snozzle helped it to becomerecognized as an ultimate tool, able to enhancethe safety of the firefighters and passengers at anemergency scene. From that point of view, I caneasily say that this is the tool that revolutionizedthe ARFF industry.

As more and more users all over the worldwanted to utilize the Snozzle, civil aviationregulators, standard writing organizations, as wellas those senior military ARFF providers, wererequired to validate its operation. Official testswere carried out, with special attention being paid to the low angle of attack application on

pool fires. All of these tests resulted in much fasterfire control with significantly less agent. These test results provided irrefutable evidence that theSnozzle was capable of saving both lives andproperty.

Through the results of this critical testing andthe similar methods used all over the world tofight ARFF related fires, Crash Rescue has rapidlyexpanded its products into the internationalmarket. The company currently has products inSouth America, Central America, Canada, PacificRim, Australia, South Africa, Asia, the Middle East,and throughout Europe. In 2010, Crash Rescuemade a significant investment by deployingpersonnel to Europe to support its critical and evergrowing European customers.

It’s important to note that the continuousresearch efforts to improve on the Snozzle did notcome easy. These improvements came at the costof time, testing, money and were in response toreal airport emergency situations. This focus andthese efforts have produced some notable aerialinnovations for the fire fighting industry:Ergonomically proportional joystick controls, auto-matic leveling of the nozzle, a fully controlledpiercing nozzle able to reach down to cargo holdsor up into the top of the aircraft. Unlike otherproducts on the market, the compact nozzle

assembly of the Snozzle canfully access a passenger door-way and with a high volumeflow and a 360 degree pat-tern, cover the width of awide body aircraft. The pro-portional hydraulic controlsallow for a slow, precise pen-etration of the piercing noz-zle, which enables it to reach40 inches (or more with avail-able extensions). The boomhas the ability to reach downbelow grade, and the inclu-sion of the Hydro-Chem tech-nology has proven to greatlyimprove the effectiveness ofdry chemical application.


Fire fighting Snozzleaerials on Ziegler ARFFvehicles, Stuttgart,Germany

INDUSTRIAL

Snozzle HRET insidepassenger doorwayworks from aircraftinterior


Moving forward, the Snozzle is increasinglyproving to be the tool of choice for installation onmunicipal and industrial vehicles. With its shortoutriggers, versatile booms, and compact head, itsmaneuverability is making the municipal Snozzlethe choice for urban and rural departments. Thediverse needs of the municipal fire departmentshave been met through the boom’s ability to pivot360 degrees, pierce/vent roofs, and identify “hotspots” and see body heat signatures with FLIRcamera technology. All of these functions are con-trolled with handheld radio remote controls, whichenhance a pumper teams’ flexibility at a fire scene.The municipal market is a growing segment forCrash Rescue.

Around this same time, Crash Rescue introducedthe RHINO, a new line of high performancebumper turrets. Features such as: single joystick

ergonomic controls, available auto features, Hydro-Chem nozzle option that encapsulates the drychemical, and best of all, allowing unrestrictedvision for the operator. This invention allowed us tobenefit from the ground level attack method of firefighting, dramatically improving agent delivery,which has always been promoted by Crash Rescue.The RHINO is especially valuable for airports withincreasing budget issues. It gives them the lowattack advantage of the Snozzle without the cost.

TRI-MAX, a “cold compressed air foamsystem”, patented by Kingsway, a partner of CrashRescue, is another valuable technology that hasbeen pioneered for the ARFF market. TRI-MAXtechnology multiplies the foam by infusing cold,compressed air, which chills the air down to nearfreezing, while also multiplying the foam outputup to twelve times. When combined with


Crash Rescue RHINOturrets

An RMT with flamedetector guarding a jethangar

CRASH RESCUEINDUSTRIAL


encapsulated dry chemical agent dischargetechnology, a TRI-MAX system can be mounted toalmost any small truck, transforming it into avehicle that can dispense up to 1200 gallons offinished fire fighting agent. Crash Rescue contin-ued to adapt this technology to the needs of theindustry with the design and manufacture of theRenegade, a line of customized, small to mediumsized, twin agent trucks that provide an advancedlevel of fire fighting capability. Another adaptationof the TRI-MAX technology is the RMT. The RMTis an unmanned hangar protector with electronicflame detection capable of “seeing” a flame atapproximately 30 meters. The RMT is in wide useby both military and commercial users.

After visiting the company last fall and seeingsome of the new processes established by theAshton Capital Group over the last three years, Ican honestly say that this new ownership hasmade enormous improvements. Some of theseimprovements include: an ISO certification projectto be completed toward the end of 2010. Amassive facility renovation, which has improvedtheir image and improved production performanceand after meeting many of the key people on theservice and engineering team, it’s apparent thatthe management team is committed to build onthe solid reputation that the previous owners ofCrash Rescue worked so hard to build in the

Aircraft Rescue Fire Fighting Industry (ARFF) market.It has been my honor to work with Crash Res-

cue throughout my years with the Canadian gov-ernment, and I am happy that this relationshipcontinues with the new team. These dedicatedpeople are truly leading the industry, as Crash Res-cue always has, driven by a vision and focused onsolid results.

Images provided by Crash Rescue EquipmentService, Inc., Dallas,Texas

IFF


Crash Rescue’s newoffices

CRASH RESCUEINDUSTRIAL

Bernard Valois has beeninvolved in aviation fireprotection since 1974. Hestarted as an airport firefighter with TransportCanada, and through variouspromotions reached theposition of Chief EmergencyResponse for the 110Transport Canada owned andoperated airports. In 1996, inan effort to further privatizeCanadian GovernmentAirports, Bernard joined theCivil Aviation AerodromeSafety Branch of TransportCanada in the role of SeniorSpecialist Aircraft FireFighting.

Bernard is an activeparticipant in the standardswriting process, in addition tohis involvement in the NFPAaviation safety standards. Hehas also chaired theInternational Civil AviationOrganization Rescue and FireFighting working group, theCanadian National Standardscommittee for protectiveclothing and fire fightershelmet, the AirportCommission of the “Comitétechnique international deprotection contre les feux”and the NFPA 414 StandardTask Group. Bernard hasserved on the CanadianAssociation of fire ChiefBoard of Directors, as well asthe NFPA Aviation sectionBoard of Directors.

Crash Rescue EquipmentService, Inc., Dallas,Texas, is a manufacturer ofcustomized small trucksand fire fighting apparatus,including the SNOZZLE,and remanufacturer ofARFF vehicles.www.crashrescue.com/www.SNOZZLE.com

Crash Rescue Headquarters in Dallas, Texas


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INDUSTRIAL

Given a situation on land, you may have thebenefit of having them brought to yourlocation fairly quickly – if you have benefit

of a mutual aid group or neighboring businessfacilities, or even from locations a few hundredmiles away, which hopefully put them within afew hours depending on traffic, and truckingavailability. This has been done many times in theUnited States and Europe with great success.

When the call is made to bring you offshore,you must first locate a work boat, or a barge andtow boat, or other type vessel capable of becom-ing a suitable platform from which to operate.Hopefully at a location as near to the fire area aspossible-realizing you may have to truck yourequipment over a long distance just to get to thedock for loading all of your pumps, hose, foamstocks, and other miscellaneous equipment.

Remember, boats will rock and roll, and the seaswill dictate how high the rock and the roll. Thiswill require the pump(s), delivery devices, andother heavy equipment to be tied down, beforeyou leave the dock, and preferably with heavychains to assure it does not move and endangernot only personnel, but the boat as well. If youhad assurance the seas will remain calm duringtravel to the scene of the fire, welding may bedone during this period. If not, then all weldingand tying down, must be done while tied up atthe dock.

Another consideration is to where you shouldposition your pump(s), and delivery device(s).Obviously the pumps must be located as near tothe side of the boat as possible to allow for draft-ing hoses to be able to reach the water to assurethe drafting will be uninterrupted due to move-

By Dave Cochran

FirefightingOffshoreWhen called to combat fires that are away from the beach, things change. Youno longer have the luxury of being able to call for logistical support such as foamconcentrate supplies and expect to have them delivered to you in minutes, hoursor even days.

P. 65-68 Offshore 9/2/10 9:55 am Page 65

ment of the boat. You should consider making thelength of the drafting hose long enough andcapable of going deep enough so that movementof the boat will not pull the strainers out of thewater – seas can be extremely high in roughweather. It is of the utmost of importance the leadfirefighter consult the captain of the boat to reacha decision as to where is the best side (port orstarboard or towards the stern) from which tooperate. The captain has to be able to maneuverthe vessel (if unable to tie up alongside a ship orplatform) for the firefighting team to successfullycombat the event. It pays to be on good termsbecause the captain is the boss of the vessel. He

can (and will) pull away if he believes his vessel orcrew is in any danger. Get to know the Captainwell. The better the relationship, the better thecooperation you will receive.

Foam stocks must be positioned so that theycan feed the number of delivery devices beingoperated, and, they must also be secured toprevent them from moving. Foam containers areas much a danger to personnel and the vessel ifthe seas cause them to move. Find some way tomaintain their position on the vessel even if itmeans tying them together with cable or weldinga pen in which to contain them. The importanceof making all equipment unmovable is of theutmost importance for safety of both personneland the vessel.

In one instance a United States Coast Guard

Cutter-actually a buoy tender was used as aplatform to combat a small Lake Tanker fire on amajor river in the US. It worked very well eventhough the size of the vessel made for some tightquarters, but still it worked. The river was calmwhich made for a very safe operation. Once thejob was considered reasonably safe, the firefight-ing materials, foam, delivery devices, pumps, etc.,were transferred to a barge which was moved asneeded by a tug boat. This operation lasted 30days, and because the operation required 24 hourattendance, and the stand by crew was cut backto a crew of 4 persons, the tug boat was used asquarters, serving as a home for the firefighters.During this entire operation, the U.S. Coast guardand local authorities were on site. The shores werewalked every day to assure the environment wasnot compromised.

Later, a similar operation took place in anotherstate, when a fire on board a large barge alsocarrying gasoline, occurred when a collision tookplace. The fire was actually extinguished by thenearby city Fire department-they did a great job-but because the salvage operations weregoing to take a considerable amount of time, acontract Industrial firefighting company was hiredto do the standby while the fuel was off loaded toother vessels. Another barge was used to handlethe logistics and to assure the firefighters had asafe platform from which to operate. The entireoperation took about 30 days to complete. Thislocation was in the lightening capitol of the UnitedStates, which at times was very uncomfortablebecause of the frequent lightening that took place during the off loading operations. It shouldbe mentioned here that the United States Coast Guard was on hand monitoring the entiresituation 24/7.

In the early nineties, a very large tanker carryingcrude oil was anchored in the lightering area offshore Texas when a fire occurred. The fire burnedfor days and was handled by a number of differentgroups, and came very close to becoming adisaster from the stand point of crude oil being


Pic courtesy of DaveCochran

FIREFIGHTING OFFSHOREINDUSTRIAL

Foam stocks must be

positioned so that they can

feed the number of delivery

devices being operated, and,

they must also be secured to

prevent them from moving.


Unifire w/p 18/5/06 5:07 pm Page 1

spilled into the Gulf of Mexico. As it was, damagedid occur to beaches and wild life for many milesalong the coast line. The vessels stern was veryclose to being awash because of the water beingused to combat the fire. IT IS RECOMMENDED AGALLON OF WATER BE REMOVED FOR EACHGALLON OF WATER USED TO COMBAT THEFIRE. This is very difficult to do and requiresboarding of the vessel, and also involves the use ofdewatering pumps. If done correctly and, takingthe environment into consideration, should bedewatered into a barge(s) to be certain any oilcarried by the offloading of water is placed intothe barge(s) for delivery to a facility for handlingall offloaded material for safe elimination probablyby use of incinerators.

Once the fire was extinguished the offloadingof product was completed without problem. Thevessel remained anchored until the investigationwas completed. This event, probably because ofthe relationship to Galveston, and Houston hadtremendous curious vessel traffic and the air trafficwas so heavy, air traffic controllers were broughtout to regulate the aircraft in order to eliminatefurther possibility of the incident acceleratingbased on the amount of air traffic over the area.

The further from shore, the more complex theefforts become because of the logistics. Anyadditional logistics must be sailed to the locationin the sea. In addition, the situation may involve avessel(s) that are not carrying petroleum products.Today’s world many vessels carry medical productsor other such exotic products, automobiles, (don’tforget, each automobile carry enough fuel to getthem on and off the vessel, flammable gases,vessels carrying containers, etc., you name it andyou may run into it.

If possible attempt to find out what thesituation is before attempting to load outequipment, etc.

Container ships, because of the different cargobeing shipped, create obvious hazards that are or may be different from oil tankers, medicinevessels, etc.

Crude oil vessels may well create anotherhazard not always known by firefighters-especiallythose not familiar with handling petroleum pro-ducts. This is called BOILOVER. This phenomenon

is created when the light ends contained in theproduct burn off and create a “heat wave” or thesinking of the hot oil towards the bottom of thetank(s) located on the tanker. When this heatwave contacts the water in the bottom of thetank, it turns to steam thus ejecting the oil fromthe tank into the air several hundred feet. Thisburning hot oil must come down (gravity) andfollow the wind current down onto the vesselinvolved and any other vessel located in the imme-diate area, thus endangering all personnel locatedon anywhere in the near vicinity of the event. Priorto a boil over occuring the vessel(s) involved withthe firefighting operations and any other vessel(s)in the area should be well clear of the area up to adistance of a minimum of 1/4 mile. Needless to saythe situation is magnified and personnel are ingrave danger. The heat wave will progress down-ward 1-3 feet per hour. DO NOT TAKE ACHANCE. If YOUR VESSEL IS TIED ONTO THEINVOLVED VESSEL. MAKE CERTAIN YOU PULLCLEAR AND HAVE A SAFE ZONE OF 1/2 TO 3/4

A MILE. In addition, remember boil over can occurnumerous times, and can happen AFTER the fireappears, to be or actually declared out. Indicationof boil over is the noise may sound like a fryingpan with the liquid boiling out of it, increasedsmoke, and noise period. Be well clear as quicklyas possible.

Vessels carrying super duper bad stuff frequentthe seas, and it is absolutely imperative youattempt to obtain as much information as possiblewhat you are about to become involved with. Thisincludes ANY vessel you may be faced to combat.If at all possible find out all information prior toleaving the beach.In closing, do not tie up to a vessel unless youhave full certainty you are safe to do so. Do notput people onto a vessel for the same reason. Theexception might be if nothing is involved but thequarters area, when boarding is the best way tomake close combat. With the firefighting equip-ment available today, the reach of the stream(s)can obtain distances up to 300 to 400 feet, so thefirefighting vessel can maintain a safe distanceuntil control is established and it is safe to move into the vessel involved. Safety is paramount nomatter where a team is called to do combat. IFF


Pic courtesy of DaveCochran

FIREFIGHTING OFFSHOREINDUSTRIAL

Dave Cochran started hiscareer with the WilmingtonManor Delaware VolunteerFire Department in 1953.With this department heworked his way up toAssistant fire chief, holdingmany other officer positionsduring his years with thedepartment. He is a lifetimemember of this company.

In 1957 he joinedTidewater Oil Company (laterGetty Oil), as a fire guardresponsible for maintenanceand testing of all fireequipment in the DelawareRefinery Fire Department. Hebecame a Fire Inspector in1958, responsible for issuingof hot work, and entrypermits, and first aid, trainingon the off shifts. In 1971 hebecame Fire Chief and heldthis position until 1975 whenhe was promoted to theSouthern E&P Division, asmanager of Fire Safety andhealth. His responsibilitycovered 8 states, offshoreoperations, and the Gettyoperations in Kuwait

In 1985 Dave joinednational Foam Systems as aStaff Consultant, responsiblefor operating their annualfoam training school at TexasA&M University, and wastheir American PetroleumInstitute (API) representative.During this period he workedwith several committeeswriting documents usedaround the world with safetyand fire protection.

In 1989, he joined Boots &Coots Fire and Protective Inc.(later Williams Fire & HazardControl), and was responsiblefor sales and as a leadfirefighter. In 1995 herejoined Boots & Coots,where he is today, and doestraining, safety, and otherduties that might require hisexpertise.


TRAINING

Pic courtesy of Texas Engineering Extension Service

P. 69 Training Section 9/2/10 9:55 am Page 69

Ziamatic APF31 p48 9/9/09 8:16 am Page 1


TRAINING

VISITOR INFORMATION

INTERSCHUTZ 2010, 7 to 12 June

At a glance

Duration: Monday, 7 June to Saturday, 12 June 2010

Opening hours: Daily from 9.00 a.m. to 6.00 p.m.

Admission prices:

Advance sales and Ticket office

Single admission 18.00 EURFull-event ticket 41.00 EUR

Student’s day ticket (incl. young people in military or civilian service: ID required)11.00 EUR

Tickets can be bought in advance via the Internet(www.interschutz.de)

Free ride to and from eventYour admission ticket entitles you to ride publictransit free of charge* on the day of the event onall lines operated by the MDV transit authority(Mitteldeutscher Verkehrsverbund), valid for thefollowing regions and fare zones:

MDV fare zones*The visitor’s free ride to and from the exhibitioncenter via MDV-operated public transit lines on the

Interschutz, the world’s largest trade exhibition aimed at the fire industry willsoon be upon us. Held once every 5 years, anyone and anybody involved in thefire safety and fire fighting industry will be in Leipzig, Germany between the 7th and 12th June 2010 attending this prestigious event. IFF takes a look atsome essential information for visitors as well as exhibitors attending Interschutz.

P. 71-75 Interschutz 9/2/10 10:48 am Page 71

day of the event is valid for the following regionsand fare zones:

LeipzigLeipzig CountyNordsachsen CountyMittelsachsen CountyBurgen CountyHalle Saale County Altenburger Land

Catalogue: €17 plus postage and packaging (availableapprox. 3 weeks before opening day of event)Internet: http://www.interschutz.de/catalogue

Visitor information: Internet: http://www.interschutz/visitorservice Email: [email protected]

Getting there: If traveling by car, simply follow the signs to theexhibition center (Messegelände) in and aroundLeipzig; the Leipzig exhibition center is well sign-posted. Our dynamic parking guidance system willpoint you to the nearest parking space.

If traveling to Leipzig by train, you can reach theexhibition center (Messegelände) from LeipzigCentral Railway Station (Hauptbahnhof) by takingthe regional train, the FlughafenExpress train, thetram or a taxi. For more information, pleaseinquire at the Service Point desk at Central RailwayStation.

Numerous airlines serve the Leipzig/Halle Air-port. There are over 300 direct flights to and fromeight German cities and 72 cities abroad.Leipzig/Halle Airport also gives you easy access tothe following major international airport hubs:Frankfurt, Munich, Paris and Vienna.

Travel and accommodations: Do you prefer a quiet’s night sleep, or would you rather be close to Leipzig’s pulsating nightlife?The Leipziger Messe company can provide youwith recommendations and reservations for anylocation or price category. Your selection ofaccommodations ranges from hotels, pensions and guesthouses with a total of 12,000 beds between them – from “shoestring budget”to luxury. For more information, visit www.inter-schutz.de/61050.

Parking: The press parking lot for journalists at LeipzigerMesse is located inside the exhibition grounds nextto the Messehaus building. The parking lot isaccessible via Messe-Allee, South 1 gate.

Range of exhibits: Vehicles and vehicle equipment, fire extinguishingappliances and systems, fire extinguishing agents, technical support and environmentalprotection, rescue, emergency, first-aid and med-ical equipment, personal protective equipment,measuring and detection apparatus, control-station and signaling technology, information andorganization, equipment for fire stations andworkshops, building and construction industry,structural and organizational fire protection,associations, organizations, service companies,technical literature, model making, fan articles,gifts,

Exhibitors: The organizers anticipate some 1,100 exhibitingenterprises, occupying more than 80,000 m2 ofnet display space.

Press Center: At the Messehaus building, open from Sunday, 5June 2009, starting at 9:00 a.m.


INTERSCHUTZ 2010TRAINING


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Vehicles and vehicle equipmentHall 1, 2, 4 + Open-air ground 1

Fire extinguishers appliances and systems,extinguishing agents Hall 1, 5

Technical support and environmentalprotection Hall 1, 2 + Open-air ground 1

Rescue, emergency, first-aid and medicalequipment Hall 1, 2, 3 + Open-air ground 1

Personal protective equipmentHall 1 and 3

Measuring and detection apparatusHall 3

Control station and signaling technology Hall 3

Information and organization technologyHall 3

Equipment for fire stations and workshops Hall 1, 5

Building and construction industry, structural and organisational fire protection Hall 1, 5

Associations, organizations, servicesHall 1, 2, 3, 5

Trade literature, model making, gift itemsHall 1, 2, 4


Display Categories INTERSCHUTZ 2010



INTERSCHUTZ 2010TRAINING

The benefits ofexhibiting at theshow The No.1 event in the industry calendar With more than 120,000 visitors and over 1,200exhibitors, INTERSCHUTZ is the leading inter-national trade fair for public safety. Featuring the world’s largest array of exhibits for disasterprevention, rescue and emergency services,INTERSCHUTZ offers you a fantastic opportunity todemonstrate the competence of your companyand organization to the entire industry – with justone trade fair presentation.

Unique conceptDue to the combination of commercial and non-commercial exhibitors under the same roof youbenefit as a supplier from directfeedback from theusers of your security solutions. This puts you in anexcellent position to fine-tune your product rangeto meet changing market needs.

Efficient business platformWith over 90% of visitors classed as trade visitors,you can be certain of reaching large numbers of decision-makers and buyers. This makesINTERSCHUTZ an ideal platform for successful newproduct launches and business deals.

International audienceAt INTERSCHUTZ you’ll meet top decision-makersfrom all over the world. This gives you readyaccess to profitable new markets.

Barometer of trendsLearn about pioneering innovations and key trendswithin the industry at the conferences, symposiaand corporate lectures that accompany the show.You’ll benefit from the professional expertise ofleading experts and gather useful information forshaping the future course of your company andorganization.

Attention guaranteedAn extensive advertising campaign and an attrac-tive program of events serve to generate andmaintain the interest of visitors and the media.

Excellent facilitiesThe modern exhibition complex in Leipzig with itsfascinating steel and glass architecture providesyou with everything you need in terms of bothorganization and technical facilities.

Reasonably priced entryFor as little as Euro 5,321 (plus VAT) you can booka 20 m2 fair-package system stand, fully fitted andready to go – and enjoy all the benefits of exhibit-ing at INTERSCHUTZ. IFF

Press CentreEntrance

EC-Cashdispensingmachine

BusinessLounge

Restaurant

Parking

Airport-City-Shuffle

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Plastisol IFF21 13/12/09 1:32 pm Page 1


TRAINING

Over its history the College, based atMoreton-in-Marsh, Gloucestershire in theUK, has been at the forefront of innovation

– whether it is in specialist operations, specialistrescue, the latest thinking on fire engineering andsafety, or the continual updating of its rigs andcourses designed to develop operational com-mand techniques and bring about the effectivemanagement of incidents at all levels. Today, theCollege even works as a consultant, advisingclients on how to improve the performance oftheir fire service or fire operation.

Whether you work in one of the many fireservices spread across the globe, hold fire respons-ibilities in business and industry (petrochemical,hazardous goods, manufacturing etc), or have anemergency management or fire safety role, theCollege can design bespoke programmes to develop

you and your organisation. It can even bring itsexpertise to you, outside the UK, in the form ofoutreach programmes, covering all areas of itsoperation. The College sums up its credentials simply – Unrivalled Experience, Unequalled Expertise.

Tony Barnett, Director of Business Development,Sales & Marketing at the College, gives his viewon what sets us apart: “The College has theunique ability to advise on most, if not all aspectsof the fire environment and the effective operationof fire organisations. In addition to providingcutting-edge training, the College can alsobenchmark organisations against internationally-recognised standards, design and recommendstrategic improvement plans and even manage the implementation of the resultant changeprogrammes. We are an organisation geared todriving operational improvement for all our clients.”

By John Lowe

Head of InternationalSales

A world force infire servicedevelopmentIf someone were to mention to you there is a College dedicated to worldwide fireservice development, that has a 35-year pedigree, has trained over 340,000 firepersonnel globally to date, is set in a 550 acre site and almost certainly offers themost extensive range of fire training and consulting products available – whowould you say it was? You’ve probably guessed already – The Fire Service College.

P. 77-79 Fire Service College 9/2/10 9:56 am Page 77

Unparalleled resourcesJust imagine a day-to-day incident that needssound theory and plenty of practice to get yourresponse right each and every time. Or imaginethe unthinkable, that might never happen butcould, a major incident where it is essential toscope out incident plans, train people in theirimplementation, and practise to get it right.

Imagine what could be achieved if you had allof this at your disposal: ● Simulation Suites● Incident Command Complex● M96 Motorway Training Area● Oil Rig Simulator

● Large Tank Simulator● Aircraft Simulators● High Rise Simulator● Helicopter Simulators● Indoor Training Rigs● Breathing Apparatus Training Complex● Rail Accident Complex● Industrial Factory Training Complex● Shopping Complex● Road Traffic Collision Complex● Fire Behaviour● Ship and Marine Training Area● Fire Investigation● Urban Search & Rescue Training Complex

These resources, accompanied by the College’sknowledge of best operating practice and itsvirtual reality simulator, can be combined to designa programme specific to each client and their ownindividual requirements.

John Lowe, Head of International & WiderMarkets says: “We can replicate almost anything.Our scenarios are very realistic, yet there’s a highdegree of safety and control. We have about sixbuildings that we can set fire to and a couple wecan smoke up. There are aircraft that we can setup for various kinds of fire and rescue simulations,as well as an oil rig and a ship, which is made outof concrete so we’re never going to sink it! Wehave a motorway here, which we can set up withcars and lorries, a railway track and level crossing,a roundabout, plus perimeter and access roadsthat we also use for training.”

Unequalled expertiseTo match the extent of the College’s practicalresources, it also provides a wealth of expertiseand knowledge, with a tutor base that has aninsight into the practical application of bothgeneral and essential concepts down to individualspecialised areas.

Take, for example, fire engineering and fire


The College's realistic oilrig simulator

TRAINING

Tackling a flange fire atthe Fire Service College'sincident ground


safety where specialisms are covered in greatdepth, including fire investigation, industrial anddomestic fire protection systems, high rise buildingrisks, building regulations and even smoke control.These as well as the more general foundations offire safety, fire risk assessment and fire legislation,are blended together for each client. So whether itis a requirement for training in Malaysia, HongKong, Thailand or Taiwan for experienced orinexperienced practitioners, with general orspecific needs, a programme is tailored to meet allthese requirements.

The practical emphasis of the College’sapproach to learning and development comeswith its aim to ensure that the training providedcan be immediately applied once back in theworkplace. This is because it is delivered by leadingprofessionals drawn from fire and rescue servicesthroughout the UK, and guarantees training is asup-to-date as it is hands-on, applying equally to allsubject areas on offer:● Incident Command and Management● Rescue● Urban Search and Rescue (USAR)● Multi-agency Training● Hazardous Materials● Industrial Firefighting● Aircraft Rescue and Firefighting● Marine Firefighting● Off-shore Firefighting● Fire Safety and Engineering● Firefighter Development Training● Instructor Courses● Specialty Courses and Customised Training

Programmes

Responding to new threats Since the events of September 11th 2001, fireservices, civil defence forces and fire organisationsacross the world are having to re-examine the

traditional ways of doing things to see how they match up to the new demands placed onthem by a changing world. Often this requiresreviewing how effective they are at command andcontrol, operational mobilisation and resourcemanagement, together with their operations thatprevent fire and support core activities (procure-ment, finance and IT etc). This is a complex andtime consuming task, which is the reason why theCollege has recently been asked to undertake thistype of study for several clients.

Global reachA significant proportion of the College’s activity istaken directly to the client throughout the UK and overseas with the outreach programme. TheFire Service College visits clients on their own sites, using the equipment they use every day,working in their local environment. Exercises, casestudies and simulations can be tailored to specificpractices, with each programme designed uniquelyto the client’s organisation.

The popularity of this form of training delivery has resulted in the College building aninternational customer base that spans the Middle East, Europe North Africa, South East Asia and the Caribbean. Equally there is still ademand for international customers to visitMoreton-in-Marsh and take advantage of itsunique facilities, learning alongside the College’sUK delegates.

Regardless of whether training is delivered viaoutreach or through clients coming to the College,we are keen to keep in touch offering ongoinghelp and support. Training and consultancy is atwo-way street – whether it’s a new development,a fresh insight or an operational improvement, weare keen to promote the sharing of best practiceand the continuous raising of standards for theCollege and its clients. IFF


Practising teamwork -valve isolation training© Crown copyrightmaterial is reproducedwith the permission ofThe Fire Service College,England underdelegated authorityfrom the Controller ofHer Majesty's StationeryOffice

THE FIRE SERVICE COLLEGETRAINING

The Fire Service CollegeMoreton-in-MarshGloucestershire GL56 0RH UKTel: +44 (0)1608 650831Fax: +44 (0)1608 651788Email:enquiries@fireservicecollege. ac.ukWebsite:www.fireservicecollege.ac.uk



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P. 80 Subs/Ad. index 9/2/10 9:56 am Page 80

TFT IFF25 p00 3/2/10 10:45 am Page 1

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