mfc2257

Shoulda saved the $1000 it cost to buy the second roto-ray and put a set of 888's on it. I like the train set on Shrewsbury's Squad.... Trying to clear traffic on Route 30 going through York county is like trying to herd cats.....

I've run with Carlisle a time or two... If I recall, Union Fire Company is Station 41 with the Engine, Tanker, Quint, & Brush... A buddy of mine was on the job at Station 40 and I was supposed to drive the Heavy Rescue one night when the Volunteers were having their banquet as the standby coverage but Gettysburg had a big job and at the last minute another company covered for us as the standby crew. I miss my days in PA.... We ran the Truck and Hose Wagon 35 miles to Carlisle or Chambersburg massive jobs a time or two. Were you guys at the big job in Aspers over the winter with 41's tanker?

Grumpy.... As usual here comes a really long, but hopefully helpful answer... The hose pack for MA-10 (and subsequently all Millwood rigs) is accomplished using a little trick I learned while at college in Gettysburg, PA.... (I give credit to them a lot because in the 4 years that I was there I learned an invaluable amount of fire/rescue knowledge).... To my knowledge, Millwood hasn't changed this method since moved to Florida. Instead of packing the couplings for the LDH by keeping them in the bed with the hose and using dutchmen folds or other methods of keeping them in line with the hose, what we started doing was to leave 1.5 feet in front of the hose bed empty and each time you had a new coupling you would bring it forward and lay all of them together in the void at the front of the hose bed and then short your next length without the coupling so that you get a perfect fold at the end of the hosebed that faces the back bumper. The end result is being able to fit a significant amount of additional hose in the bed because there is no inefficient folding with the couplings taking up odd space in the bed. The hose bed is literally flat. The only caution is that at the front of the bed where the other lengths fold up against the 1.5ft space that is reserved for the couplings, at times the wind can get ahold of the folds and peel them back resulting in an accidential 55mph hose lay on Route 100 or the TSP. The way to avoid this is to place an bungee across the front of the hose bed aprox. 2ft behind the front folds. When the occasional wind gust peels one up the bungee will hold it until the buffeting stops, but when you're laying in, there is enough elasticity to allow the coupling to be pulled under. If this method is used properly (meaning you don't half asss the packing) you can fit about 35-40% more hose on your rig. It also works well for quints with hose shutes because the coupling has time to line up with the shute before it enters it. in a traditional pack with a dutchmen close to the shute, the coupling may be unfolding from the side as it enters the shute and can get caught on it or bounce into the turntable and get caught if it is exposed from above.

I'm a life long volly and I've got to say that the idea of back tracking and trying to get vollies to fill spots where career staff were used isn't realistic. The fire/ems volume as well as the additional training needed to respond to ship fires would be too much to try and get off the ground in a reasonable time. I'm all for vollies where they can handle the call volume, career where the stats require a full time agency, and combo inbetween. BUT to recreate a combo department where a career agency existed is a no win. The only time I've seen this even close to happening is in a county wide department where career staff were placed in a station to supplement vollies and then the vollie leadership was able to recruit, motivate, & train enough vollies to cover the response need. The county then will often withdraw the career FF's if the assessment is that the vollies can handle the needs of the station. Bayonne should stay with career only Jakes. No brainer.

The FHP (Florida Highway Patrol) has gone to either mostly blue with a touch of red LED bars OR totally blue slick tops with all LED's. They are so bright that you can see them from MILES, not just a mile away, on super long and straight Florida roads like the Turnpike and I-75.

I've seen a handful of ConEd Emergency Response Supervisors Tahoes that have amber lightbars (as you'd expect) but have red and clear dash lights and grille lights. I believe if it is a ConEd related emergency with a life hazard, these vehicles respond as a true emergency response vehicle. Not 100% on this, but I recall hearing a supervisor answer to that effect when questioned at a scene a few years back.

Yeah I know... Either you love them or hate them. Personally I love the look of the twin 888's with the RotoRay in the middle. BUT... I also have to say that I am much more into function than I am into form.. SO if there are money issues with the rig and more equipment is needed, then the RotoRay can go to make sure the rig is well equipped.

Love the Mars 888's.... It just needs a RotoRay to be perfect. Also in front of the bumper is an awful risky place to put the Q considering Boston traffic and what can happen. Winter Park, FL's two new Quantum's are nice, but I'm still a fan of a more traditional looking rig. Boston's somehow looks better than most. Maybe it's the traditional door steps instead of the fold downs.

Got to give credit to the home town rig... This truck isn't a true woods truck but it's an off road work horse when you're trying to move lots of water to a remote fire..... Millwood MA-10.... 750gpm single stage Hale. Full complement of forestry hose, pre piped class B foam eductor, 1000ft of 4inch supply line, Ramsey front winch, and the Zodiac when requested. If you are looking to establish an off road supply for a major fire, this is the rig to do it. Put it in 4Wheel Low and get as far into the bush as you can with the 4inch. Then run the 2.5in to gated wyes and multiple forestry lines from there. Or at a structure fire in a gated driveway or other challenging area it's got enough discharges to push well over 1000gpm with a good hydrent or engine pushing to it. At the Kings College fire Ex-Chief Santone stuffed it in the woods and the boys from E146 helped to drag several hundred feet of 4inch up the hill. It pumped all day from the lake at the bottom of the hill to supply the operations on the back side of the building because the Tower Ladders out front had tapped the hydrant capacity from the front.

Date: 4-25-07 Time: 0129 Location: 4th District Montgomery County MD, PD - Aspen Hill Departments: Montgomey County MD, PD Description: Line of Duty Death Writer: MFC2257 (Edward Smith) Consolidated from several MD web pages: The Montgomery County Police Collision Reconstruction Unit is investigating a serious personal injury collision involving two 4th District Montgomery County Police officers who were responding to a suspected Driving Under the Influence (DUI) impaired driver. On Wednesday morning at approximately 1:29, 4th District officers of the Montgomory County, MD Police Department responded for a suspected impaired driver. The driver drove into the parking lot of an apartment complex and bailed out of his vehicle. Officer Luke Hoffman got out of his cruiser to engage in a foot pursuit. It was very dark and the roadway was dimly lit. As the officer began to cross Old Georgia Avenue, he was struck by a police cruiser driven by another 4th District officer who was responding to provide back-up. That cruiser then swerved off the roadway, went down an embankment, and struck a tree. Both officers were flown to the R. Adams Cowley Shock Trauma Center ( "Shock Trauma" ) in Baltimore. Officer Luke Hoffman was in grave condition as a result of being struck has since passed as a result of his injuries. The other officer is in stable but serious condition. Investigators have developed information about the identity of the suspected DUI driver, but at this time that driver remains at large. Please pray for Officer Hoffman as well as his family. Also, please pray for the officer who struck PO Hoffman who remains hospitalized.

The Canadian facility was purchased within the past 4 or 5 years from another manufacturer who used Spartan Chassis quite a bit to mount thier stainless bodies. Works well given the amount of salt on the road in that part of Canada. It's in a town named Carleton Place in Ontario on the Quebec border. The town is VERY small. I drive through it on the way to my hunting and fishing camp in the back bush of Quebec. It always looked like they had a ton of work in progress though, so I'm assuming that they were a good purchase for Seagrave.

In a municipal water district 500 gallons should do just fine. If this rig happened to be the first rig in on a fire, the second due rig should be able to pick up their line and complete a contineous water supply in time. Not to mention, if you can't put a fire out with 500gallons..... Chances are you're going to need a lot more than the extra 250 to get it done. Remember that this rig is carrying full tools and running in place of a dedicated rescue. 250 extra gallons of water adds another 2,150 lbs to the weight of this rig before you account for frame strengthing and additional tank mass as well as additional possibilities such as bigger brakes, axles, heavier duty drive train etc. With lots of hills to pull in Thornwood I'd be leary about adding any more water.

MFC - Millwood Fire Company 2257 - My radio designation when I originally registered on EMTBravo as Lieutenant in Millwood.... I should probably change it as I am no longer an officer. MFC2257

Powercall's sound great. They are used all over the Mid-Atlantic but don't appear to be that popular in the NY Metro area. They've got that old school wail that sounds totally different than a typical electric siren.

Yes there is apparatus out there that are better than Sutphen. BUT given the fact that the Commissioners haven't found a solution for a new fire house, the rig will need to fit in the lower bay at Headquarters. Height restrictions limit the type of aerial devices to mid mounts. In a perfect world a rig like L-10 or L-47 would be a prime choice. The world isn't perfect and that leaves the options for 75ft, single axle, mid mount quints at one manufacturer.... Sutphen. There are a lot of Sutphen haters out there but most of the problems that you hear about are bugs that get worked out in the first year or so. When we took delivery of E248, the Sparten/Sutphen mentioned before, we had some compartment fit issues (Sutphen's fault), AMP's generator issues (AMP's fault), and well Sutphen completely ignored the specs that I wrote for the emergency lighting system (Sutphen's fault). Otherwise no major issues that I can remember. Lets face it, most fire trucks are nothing like the one that rolled off the line before or after it. They all have some problems when they are new given the custom nature. Everyone hated the twin E-One Kenworths in Millwood, yet one lasted 22 years and the other is still getting the job done. People have complained about Seagrave quality for 5 years but they're still rolling of the line with as much loyalty as ever. The Sutphen will do fine. What is most important about all of this, is that the FF's in Millwood are going to get a safe, modern, and ultimately reliable piece of apparatus that will allow them to continue to protect the tax payers of the district. It's time to move the boys off of an open jump seat into an enclosed cab to keep them safe, and it's time to start planning for the next 20 years. The Sutphen, in the absence of a new fire station to put a rear-mount in, will give the FF's the tool they need to get the job done. When more help is needed the great companies who staff TL-14, L-51, TL-40, L-41/42, TL-27, TL-44, TL-1, TL-5, TL-12, and TL-57 are all 10 minutes or less away to assist. I'm jealous that I didn't get to participate in the design process and that I won't have an opportunity to ride/drive the new rig. Hopefully I'll move back some day and become active at MFC again.

To tell you the truth, that's what firetrucks look like just about everywhere else in the world except North America. There are obviously some units that companies like Ferrara have delivered overseas as specialty units. I would suspect that those rigs run high pressure pumps (thousands of pounds of pressure) through lines not much bigger than a pressure washer and carry very little water. Those rigs aren't much bigger than a standard FedEx delivery van.

When I was an officer in Millwood I consistantly asked for the commissioners to consider selling Rescue 36 while we can/could still get a decent amount of money for it. There was a time when Millwood, The Department of Civil Defense, and U-12 out of Buchannan were the only mobile units filling bottles.... Hence the reason why R-36 went to the appartment fire in Pelham, and the Propane Truck vs. overpass in White Plains. Now just like with Tower Ladders, Westchester County (especially Volunteer Departments) are saturated with Cascades.

Date: 3-21-07 Time: 2100hrs Location: PG County - DC Border Inner Loop of Capital Beltway I495 South of I295 Departments: Various PG County, Alexandria, VA, DC Rescue 3, Fairfax County, VA Rescue 411, MSP Trooper Air Medical, Eagle One Air Medical Description: PG County Rescue Squad 47 (Allentown Road VFC) Rolled OVer Links: thewatchdesk.com & pumpfire.com Writer: MFC2257 Just got an email about this from a buddy on the job in DC. RS 47 involved in a MVA with a van (later updated to a 18 wheeler). Three MOS trapped in RS 47. PG County RS-27 (Morningside VFC) put to work with split crews to extricate. DC Rescue 3 added to assist. Alexandria, VA to handle original MVA that RS 47 was responding to. Three (updated to four) FF's Flown by Maryland State Police Troopers 2 & 8 to PG County Trauma Priority 1. Alexandria, VA E205 with the LZ. A total of 5 air medical units for FF's and civilians. DC Rescue 3 and Fairfax, VA Rescue 411 also performing containment for HAZMAT runoff until PG County HM30 can access the scene.

I was at a job ten or more years ago in Armonk and there were there serving Coffee and Beef Stew. It was stupid cold out and my gloves had frozen in the shape of an 1 3/4 handline... which odly enough is the perfect shape for a small cup of coffee to be perfecly dropped into without having to close your hand around it. It's been a while since I've seen a S.A. truck at a job though.

I too have deleted any posts regarding our side conversation. My long post is one of many that I've made because I feel that it's important for the volunteer side of the county to start reducing the redundancy in apparatus sitting in stations and to start getting dispatched in a way that brings the needed apparatus to the scene in a timely matter. For some this will include the addition of career staffing to supplement the volunteers. For others, it will mean doing what i said in my post.... Figuring out which apparatus will be added ANYWAY on just about any WSF or major incident, and include it as part of the initial dispatch.

One of the major flaws in the Westchester County dispatching system, is that we're still allowing a single department to be the sole dispatch to a structure fire OR an extrication and wait for an officer to request the additional units that are usually needed. The problem ISN't necessarily that there is a lack of manpower or apparatus in any single department, but rather there are tons of circumstances that would prevent the first due apparatus from arriving... well, first due. Just about anywhere else in the world, if a working structure fire is dispatched (in Millwood for example) a full assignment would be filled out and it would have an engine or two plus a rescue or truck coming from neighboring departments.... for a reported working structure fire at the supermarket for example... One would expect that immeadiatly E-245 from HQ and E-248 from the West End would be out the door.... If there is a wreck on the TSP while E-248 is enroute, it could significantly slow that rig down OR require it to stop to render aid. Now E-245 is waiting on E-247 to complete it's water supply but as the second piece out of a station there may be a delay in its response by a few mintues. What's the logical solution to this.... What most of the country started doing years ago.... Filling out box cards and having them as part of the CAD.... The dispatch should look like.... Millwood PLUS E-146, E-94, L-41 on the initial alarm assignment... No human intervention needed. If upon arrival the OIC only needs E-245, E-248, E-146, E-94, and L-41, then guess what.... Millwood E-247 remains in quarters and becomes the standby crew instead of having a neighboring department do it. If the job goes to a second alarm then E-247 is the first Engine on the second alarm plus whatever is already listed as the second alarm assignment on that box card. Bedford Hills has started a basic version of this and even have an example of it on their web site.... But I still believe that the additional units are only activated after the OIC escalates the call to WSF or Second Alarm.... I could be wrong though. What's the downside to this... For the taxpayers NONE... For the EGO's out there Boo Hoo, occasionally you'll get smoked into your own territory by one of the neighboring departments that's on the first alarm. Wow... It would be really bad if the boyz from Ossining or Briarcliff were throwing ladders or laying in when E-245 rolls up... OR vice versa... I pulled up to a WSF with E247 at a Chappaqua fire just as E145 (first due) arrived a few years back ... I didn't see any tears or complaints from their crew when we went to work at the same time. SO to answer the question, if a rig passes an event enroute to another and needs to render aid, there should be a system in place where the next due rig is already on the road and the first due rig can stop, and call to be replaced on the box assignment. Again NO human intervention needed.

Don't want to start an argument here, but where are you getting your information regarding the amount of crude needed make a gallon of diesel vs. a gallon of gasoline. By nature diesel is a less refined product than gasoline and thus logic would argue that it takes less crude to make a gallon of diesel vs. a gallon of gasoline. Historically, diesel has been less expensive than gasoline. I would argue, that the reason behind the diesel price premium over the past 18-24 months is more a product of demand. Since the turn of the century (2000 that is) look at the number of Cummins, Duramax, and Powerstroke diesels that have been placed into service where gasoline fired V-8's had been used historically. I'd argue that more than half of all 3/4 ton and heavier service pickups sold today come with diesel power. 15 years ago, no one was buying underpowered, smoke belching diesels.... ESPECIALLY people buying pickups for personal use. Today, everyone's got a shiny new diesel fired rig with leather interior and satallite radio. There has been a greater demand for government use as well with the majority of vans being powered by diesels as well. The delivery industry has followed as well with just about every brand name carrier using diesel power for local delivery. SO how does this all translate into price, there aren't enough diesel refineries to keep up with the increased demand over the past 15 years. When International turbocharged the Navistar (Powerstroke), Chevy started using Izuzu's Duramax, and Cummins put at 24valve head on their trusty 5.9L, diesels started making equal horsepower and GOBS more torque than gas fired motors. Too much demand for diesel, not enough supply = higher costs. Not seeing the logic on where a diesel has more short term maintenance concerns than a gas fired rig. Compare diesel horsepower and torque ratings to gas fired motors over the past 7-8 years and I think you'll find that most of the time the diesel's on par or has an advantage.

If you do the math with regard to initial cost (which is high... but) increased fuel economy, lack of need for maintenence, and life expectancy..... A diesel is the ONLY option for a vehicle that is expected to be used for more than 5 years. Let us not forget too, that the high torque of a diesel motor allows for transmissions to be shifting less often in stop and go traffic because they do not require nearly the amount of downshifts to maintain road speed in a congested enviorment. Finally the resale value of a diesel either at auction or on the open market is much higher than a gasoline powered rig. Downfalls: High initial cost, currently (although not historically) diesel is more expensive Benefits: MUCH better fuel economy, less wear on the tranny, less maintenence costs, better low end power (which is what most duty vehicles need) better resale value.

A few others running "Q's" Ladder 4 TL-135 (it's not a Q but it's a mechanical siren as shown on the cover of this months Fire Engineering.) Down here in Winter Park, the Ambulance/Rescue that turns out of the station a block from my house uses a EQ2 and the Engine runs a standard Q... Up close I can tell the difference, but I'll have to admit that there have been times that I've been working in the yard and heard one of the two rigs pull out and without seeing them I couldn't make out the difference. If the EQ2 is placed on the "wail" equivalent setting you can tell that it's not a real "Q" because it has a perfectly measured up and down cycle unlike a real "Q" where the operators foot decides when its screeming vs. growling. In Westchester I haven't seen many EQ2's... But I think E-257 and E-258 have them.

As for the vans..... I'd be really dissapointed if Ford axed the van lineup. I'm a little confused... Are they just getting rid of the E-450 or are they doing away with the entire Econoline from the E-150 on up. What about their commercial super heavy duty van line-up (E-450 & E-550?) that come with the black fender flairs and the slightly raised ride heights... Are they going too.... I don't follow vans much... Below however is the next gen info as I've recieved it for the new diesel... The new Ford diesel will be a twin turbo International-Harvester Built (like it is now) next generation Navistar V-8. I'll make around 400hp and almost 700lbft of torque as of press time on the preliminary unveiling. I've owned both of the previous generation single turbo Navistars and never had any trouble. In fact I'd say the 7.3L may be the best I've ever driven especially after adding a chip, new up-pipe from the manifold to the turbo, and a turbo-back exhaust. The 6.0L I thought could have made more power (even though stock it made more power than the 7.3L) down low for pulling an 18,000 pound 5th wheel trailer. FYI - The new Cummins option for 2007 Ram's is up from 5.9L to 6.7L and now makes 350hp and 650lbft of torque. A 6speed auto now replaces the 4speed as the automatic option on rigs with a Cummins plant in them.