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Operating Emergency Vehicles

Operating Emergency Vehicles. Sugar Land Fire Department Driver/Operator—Pumper Academy Spring 2003. Operating Emergency Vehicles. Operating Emergency Vehicles. Collision Statistics & Causes Driving Regulations Starting & Driving the Apparatus

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Operating Emergency Vehicles

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  1. Operating Emergency Vehicles Sugar Land Fire Department Driver/Operator—Pumper Academy Spring 2003

  2. Operating Emergency Vehicles

  3. Operating Emergency Vehicles • Collision Statistics & Causes • Driving Regulations • Starting & Driving the Apparatus • Stopping, Idling, & Shutting Down the Apparatus • Safe Driving Techniques • Backing the Apparatus

  4. Operating Emergency Vehicles • Defensive Driving Techniques • Weight Transfer & Skid Control • Auxiliary Braking Systems • Passing Other Vehicles • Adverse Weather • Warning Devices & Clearing Traffic

  5. Collision Statistics & Causes • Overweight, unstable, “homebuilt” vehicles with high centers of gravity and worn out chassis. • Improperly baffled water tanks, which cause liquid surge when partially filled • Poor maintenance of apparatus, particularly of brake systems

  6. Collision Statistics & Causes Time of Day # of collisions Daylight 108 (51%) Dawn/Dusk 23 (11%) Night 58 (27%) Unknown 23 (11%) IUP study

  7. Collision Statistics & Causes Road Conditions # of Collisions Dry Road 130 (61%) Wet Road 22 (10.5%) Snow/Ice 28 (13%) Muddy Road 1 (0.5%) Unknown 32 (15%) IUP study

  8. Causes of Driver/Operator Error • Insufficient Training • Unfamiliarity with the Vehicle • Overconfidence in One’s Driving Ability • Inability to recognize a dangerous situation • False sense of security because of a good driving record • Misunderstanding of apparatus capabilities • Lack of knowledge about how to operate apparatus controls in an emergency

  9. Driving Regulations • Regulatory agencies that govern fire apparatus driver/operators • Federal laws • State or provincial motor vehicle codes • City ordinances • NFPA standards • Departmental Policies

  10. Driving Regulations • Unless specifically exempt, emergency vehicles are subject to the same rules, regulations, and ordinances that govern any motorized vehicle operator. • In some jurisdictions, statutes may exempt emergency vehicles responding to an emergency from driving regulations that apply to the general public: direction of travel, direction of turns, parking etc.

  11. Driving Regulations • When exempted from general public regulations, the driver/operator must exercise great care for the safety of others and must maintain complete control of the vehicle • All traffic signals and rules must be obeyed when returning to quarters from an alarm or during any other nonemergency driving

  12. Driving Regulations

  13. Driving Regulations

  14. Starting & Driving the Apparatus • Always consult the manufacturer’s operating manual, supplied with each vehicle, for instructions specific to the vehicle • Start the vehicle as soon as possible so that it is warmed up when the rest of the crew is assembled and ready to respond.

  15. Starting & Driving the Apparatus • Let the apparatus idle as long as possible before putting it into road gear—for nonemergency response this could be 3 to 5 minutes, for an emergency response it may be only a few seconds. • Take the time to review the incident location and consider important factors that may affect the response such as road closings and traffic conditions.

  16. Starting & Driving the Apparatus

  17. Manual Shift Apparatus • Make safety checks before moving the apparatus: seatbelt fastened, all aboard, mirrors and seat adjusted, battery on, etc. • After releasing the parking brake, shift into a low gear that will allow the vehicle to move without undue wear on the engine.

  18. Manual Shift Apparatus • Release the clutch slowly when starting from a standstill, taking care to avoid vehicle rollback before the clutch engages. • Keep the apparatus in low gear until the proper speed or revolutions per minute (RPM) is reached for shifting to a higher gear.

  19. Manual Shift Apparatus

  20. Automatic Transmissions

  21. Automatic Transmissions • Do not attempt to jump more than one gear at a time. • Once the apparatus is moving, accelerate the vehicle gradually • Do not try to reach rated speed in the low gears.

  22. Automatic Transmissions • Stay in the highest gear that allows the apparatus to keep up with traffic and still have some power in reserve for acceleration. • Attempt to maintain engine rpm control through correct throttling • Avoid over throttling, which results in lugging.

  23. Automatic Transmissions • Do not allow the engine rpm to drop below peak torque speed if lugging does occur. • When ascending a steep grade, and momentary unavoidable lugging takes place, select progressively lower gears. • Do not allow the engine to over speed because of improper downshifting or hill descent; instead, choose a gear that cruises the speed at 200 or 300 rpm lower than recommended rpm

  24. Stopping, Idling, & Shutting Down the Apparatus • Stopping the Apparatus • Before braking, consider the weight of the apparatus and the condition of the brakes, tires, and road surface. • If the unit has a retarder become thoroughly familiar with all the manufacturer’s recommendations regarding its operation prior to use.

  25. Stopping, Idling, & Shutting Down the Apparatus • Do not disengage the clutch until the last few feet of travel, particularly on slippery surfaces, because an engaged engine allows more control of the apparatus. • Engine Idling • Shut down the engine rather than letting it idle for a long period of time.

  26. Stopping, Idling, & Shutting Down the Apparatus • When the engine must be left to idle for an extended period of time because of extremely cold weather or during floodlight operations, set it to idle at 900 to 1100rpm rather than at lower speeds. • Familiarize yourself with and follow your department’s SOP for times when the apparatus may be forced to idle for an extended period of time.

  27. Stopping, Idling, & Shutting Down the Apparatus • Engine Shutdown • Never attempt to shut down the engine while the apparatus is in motion • Never shut down immediately after full-load operation; instead, allow the engine temperature to stabilize by idling it 3 to 4 minutes before shutdown.

  28. Driver/Operator Attitude • Train yourself to be safety conscious and calm • Do not drive recklessly or aggressively • Do not demand the right of way although you may legally have it. • Be prepared to yield the right of way at all times in the interest of safety

  29. Driver/Operator Attitude • Drive as you would during nonemergency situations, and take advantage of the room that clears for you on the road. • Consider the fire department’s public image and do not drive recklessly, make degrading gestures, or verbal assaults toward members of the public.

  30. Driver/Operator Attitude • Refrain from blaring sirens and air horns at 3 a.m. on deserted roads (unless required by law or department SOP)

  31. Rider Safety Guidelines • Know that you are responsible for the safety of all personnel riding on the apparatus • Make sure that all riders should don their protective gear before boarding the apparatus. • If you (as the driver) are not comfortable driving the apparatus wearing fire boots or bulky protective coat, you may don your protective clothing at the scene.

  32. Guidelines for Backing Apparatus • If two spotters are used, only one should communicate with the driver; the second spotter should assist the first one. • If you do not have spotters or cannot see the spotters behind you, do not back the apparatus. • Ensure that all of your department’s apparatus are equipped with an alarm system that warns others when the apparatus is backing up.

  33. Weight Transfer & Skid Control

  34. Weight Transfer & Skid Control • Methods of avoiding loss of control due to weight transfer. • Use only as much steering as needed to keep weight transfer to a minimum • Use smooth and continuous steering. • Drive slowly on curves and turns. • Do not drive on slopes too steep for the particular apparatus

  35. Weight Transfer & Skid Control • Equip apparatus with baffled water tanks. • Drive the vehicle only when the water tank is completely empty or full.

  36. Weight Transfer & Skid Control • Common Causes of Skids • Driving too fast for road conditions • Failing to properly appreciate weight shifts of heavy apparatus. • Failing to anticipate obstacles • Improper use of auxiliary braking devices • Improper maintenance of tire air pressure • Improper maintenance of tire tread depth

  37. Weight Transfer & Skid Control • Antilock Braking System (ABS) • Purpose—Minimize the chance of skidding when the brakes are applied forcefully • Operation—A digital onboard computer monitors each wheel and controls air pressure to the brakes, maintaining optimal braking ability

  38. Weight Transfer & Skid Control • Guidelines for controlling skids • When driving a vehicle equipped with an ABS, maintain a steady pressure on the brake pedal (rather than pumping the pedal) until the apparatus is brought to a complete halt. • Remember that with air brakes, there is a slight delay between the time the driver/operator pushes down on the brake pedal and the time that sufficient air pressure is sent to the brake for operation.

  39. Weight Transfer & Skid Control • When driving a vehicle not equipped with an ABS, release the brakes, allowing the wheels to rotate freely. • No matter what braking system, turn the steering wheel so that the front wheels face the direction of the skid. • When driving standard transmission apparatus, do not release the clutch until the vehicle is under control and just before stopping the vehicle

  40. Weight Transfer & Skid Control • Once the skid is controllable, gradually apply power to the wheels to further control the vehicle by providing traction.

  41. Auxiliary Braking Systems • Engine Retarder • Saves wear on the service brakes and makes the apparatus easier to manage on hills and slippery roads. • Is activated when pressure is released from the accelerator • Allows the driver/operator to limit the use of the service brakes to emergency and final stops

  42. Auxiliary Braking Systems • Front brake-limiting valve system (dry road/slippery road switch) • Is intended to help the driver/operator maintain control of the apparatus on wet, slippery surfaces • Is activated when switch is moved to the slippery-road position

  43. Auxiliary Braking Systems • Reduces air pressure on front steering axle by 50% thus preventing the front wheels from locking up and allowing the driver/operator to steer the vehicle even when the rear wheels are locked into a skid • Is not overly effective or safe because with the switch in the slippery-road position, braking capabilities are actually reduced by 25%

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