The fire service has progressed tremendously in the years that I have had the pleasure to serve. I think my department, which I love, is typical of many suburban departments in North America. The changes in training, apparatus, the ability to perform tasks in a professional manner, and leadership is nothing short of incredible. I clearly remember my first day in the fire service. I was asked if I could drive a truck. I said sure. They had me drive the truck around the fire district, stopping to pump the truck two or three times. When we got back to the station, they told me I was qualified to be a driver and a pump operator. I was amazed because I knew that I knew nothing about fire fighting and pumping. But that was the level of training in
those days.

The legislation that we all like to knock has been good for the fire service. We now have mandatory training on blood borne pathogens and hazardous materials, we have physical agility testing and yearly re-qualification on equipment. This is necessary in the society that we live. Fifty years ago you were trained to place your bare hand into a deep cut to stem the blood flow. No one in their right mind would do that today. Today all medical aid is given with full protection on the EMT. Previously when we went to the scene of a motor vehicle accident and some unknown substance was spilled on the road, we automatically washed it to the side and left it. Today we are a lot smarter than that and realize that we would be contaminating our drinking water. The residue is collected and disposed of properly. If it isn’t our grandchildren will be drinking it.

The macho attitude was incredible. Only wimps couldn’t take the smoke and heat. A real man didn’t need air packs or turnout gear. He could rush in and make the save without protection. Most of them went to the hospital, but somehow they were still looked upon as heroes. Today they would be sent for psychiatric counseling. It was real cool to sit on top of the hose bed of a speeding apparatus and put on your turnout gear. If that isn’t nuts, nothing is.

The good old days were more fun because there were not so many demands on the fire service, but I prefer modern fire fighting with the public getting the service they pay for and deserve. I personally am proud that I was part of the modernization of my fire department.

Todays firefighter has many advantages over the firefighter of fifty years ago. Just in the last decade we have been witness to technological changes in the industry that has even the tech-savvy of us looking on in amazement.

Jack McLoughlin, B.S.E.E., Inventor, holds over 25 patents in the Fire Fighting and EMS fields, 46 year Fire fighter, 15 year EMT.

In most communities the first truck out the door to a reported incident is an engine. These engines are equipped with pumps, hose, water and an assortment of specialized tools necessary to perform a host of emergency functions. Should a pumper be required to supply large quantities of water, it will need to hook up to a municipal hydrant system or draft from a nearby water source. To insure these pumpers perform from year to year at their rated capacity, the National Fire Protection Association (NFPA) has developed definitive pump testing standards along with step-by-step procedures on how to perform these specified tests and interpret the results. These results are then subject to review by insurance rating agencies, such as the Insurance Services Office, Inc. (ISO), a private organization that provides services to insurance companies by rating the fire suppression capability of a community. This is done on a 100 point system, of which 50 points is fire department related. All this determines the classification of the department, which can affect the insurance rates for the community.

ISO, like NFPA, requires annual pump testing to receive full credit in this area. Although in-service pump testing has been required for as long as the fire pump has been around, it’s amazing how many fire departments have never tested the fire pumps on their apparatus. Even more amazing is how many firefighters have never operated or witnessed a pumping engine at draft. Some departments have defined maintenance schedules and driver/operators perform daily and weekly operational maintenance inspections on a routine basis. However, the reality is most departments only exercise the valves and controls on these engines from one fire to the next. Unfortunately, the fire ground is not the place to be testing your pumps. Virtually every firehouse you walk into today has an engine with a pump leaking water on the floor, discharge and relief valves that won’t open or operate, primers not working, drain valves leaking, leaky or broken pressure gauges, and assorted plumbing leaks. These are all areas that need to be inspected on a periodic basis, or at the very least annually, prior to running the pump service test.

HOW TO GET STARTED

Prior to performing the actual pump test, there are a number of inspections and preliminary tests that need to be conducted to verify the pump’s condition is fit to run the test. For anyone not familiar with the process of pump testing, there are several industry reference guides, manuals and standards available that provide step-by-step instructions on what to inspect and how to perform the appropriate tests.

NFPA 1911 (Standard for the Inspection, Maintenance, Testing and Retirement of In-Service Automotive Fire Apparatus, 2007 Edition) has been expanded for 2007 and now incorporates the previous NFPA 1914 (Standard for Testing Fire Department Aerial Devices) and NFPA 1915 (Standard for Fire Apparatus Preventative Maintenance Program). The International Fire Service Training Association (IFSTA) also has published a 2006 second edition of Pumping Apparatus Driver/Operator Handbook. This manual contains 16 chapters that provide an in-depth look into the responsibilities of firefighters assigned to drive and operate fire department vehicles equipped with a fire pump. Pump theory and accepted pump test methods are covered in illustrated detail along with tables, sample vehicle inspection forms and sample forms for recording the results of all tests conducted. Short of some practical experience and a few pieces of specialized test equipment, this is all you need to get started.

Although some of these inspections and tests can be conducted by qualified driver/operators, there are a few critical inspections and tests that should be performed by trained professionals with previous experience in pump testing. There are industry service centers available in just about every location across the country that test hundreds of pumps every year. They usually employ ASE and EVT certified technicians who are very capable of running any of the required tests, and in most cases supply all the specialized test equipment needed. These tests will require the apparatus to perform at maximum capacity, which it doesn’t do on a day-to-day basis. Should an unexpected condition present itself during the actual test, these technicians know what to look for, how to react quickly in correcting any encountered problems, prevent or minimize any damage, and make sure the results are properly documented for rating agencies like ISO.

PRELIMINARY INSPECTIONS

There are a few essential preliminary inspections that need to be performed prior to actually running the pump test itself. NFPA 1911, Chapter 9, (Inspection and Maintenance of Water Pumping Systems and Water Tanks) gives you a good overview of the systems and components that need to be inspected, tested or adjusted prior to running the test.

• Verify that all fluids in the pump drive system, primer (if equipped) and gear case are at the proper level.
• Verify that all pump shift controls operate smoothly, that all interlock mechanisms engage properly and pilot lights are working.
• Verify that all discharge and intake valve controls operate smoothly including the transfer valve and relief valve (if equipped).
• Engage pump and inspect pump packing or mechanical seals, adjust or replace (when necessary) in accordance with manufacturer’s recommendations.
• With pump engaged, inspect plumbing and gauge lines for leaks and verify that all gauges and instruments are registering accurately. Also, verify that primer valve control and motor are functioning properly.

There are several other inspections that can be conducted and are usually performed under a complete pump service inspection. However, as long as you have performed these few simply inspections and made whatever adjustments were required, you are now ready to head to the test site.

SELECTING THE TEST SITE

(below 2000 feet elevation)

First you will need to determine if you are going to test from a pressurized water source or a static source. The more people you talk to, the more you realize everyone has their own idea about the method used for testing pumps, which in some cases can influence the decision on where the test should be conducted. Some departments and service centers use long standing in-ground test pits with 20,000 to 40,000 gallons of water. Others may use what they call portable tanks (Fold-a-tanks and Port-a-tanks). Portable tanks are quite popular and all used successfully. The problem with portable tanks is controlling the water turbulence coming back into the tank while pumping at capacity and maintaining the water temperature below 90 °F over a sustained period of time. There are also a few testing companies currently developing and experimenting with specially constructed water pump test trailers. Although these companies claim their methods offer the best solution, there are always pros and cons to every solution. All you really need to keep in mind is that its always preferable to keep the water source below the pump (from draft) whenever possible. All things being equal, this usually will produce the truest test of a pump’s capability.

However, this theory wouldn’t be true when testing from a hydrant. Yes, according to NFPA, pump testing from a hydrant is permitted. Just make sure you select an area that provides ample space for discharging the water, and verify the hydrant is capable of flowing the rated capacity of the pump. Also remember, when testing from a hydrant you must add the static pressure of the hydrant to the net pump pressure. For example; when you open the hydrant and realize a static pressure of 70 PSI, this means when running the capacity test at a rated pressure of 150 PSI, the net pump pressure would now be 220 PSI. This is all well and good until you get to the 50% test. With a rated pressure of 250 PSI the net pump pressure would now become 320 PSI. At this pressure you start to approach the rated capacity of the plumbing and any weak links start to give way, like pipe plugs, corroded pipe threads, tubing and fittings, etc.

SET-UP AND PREPARATION

Setting up for the actual test takes a little forethought to be sure the apparatus is positioned to maximize the length of the suction and discharge lines. Depending on how the site sets up, it’s preferable to keep the operator’s panel on the opposite side from the suction hose whenever possible. You also need to be close enough to the water source to prevent having more than 20 feet of suction hose above the surface of the water. If you are using a natural water source, it usually helps to place a 14 or 16 foot roof ladder under the suction hose to provide support and keep it elevated off the bottom of the water source. You will need to attach an appropriately sized strainer at the end of the suction hose and strap it off to the ladder as well. Floating strainers can be used, but must be submerged at least 2 feet below the surface. (Appropriately sized strainers should have 2 to 3 times the open area of the suction hose being used.)

When attaching the suction hose to the pump you should use the side inlets whenever possible. Front suctions and rear intakes should be avoided as they usually are too restrictive to achieve adequate flow. It’s also necessary to remove any suction or piston intake valves prior to hooking up the suction hose. These valves also are too restrictive and will not allow you to reach full capacity. Tables contained in NFPA 1911, Chapter 18, provide you with all the suction hose requirements for size, number and maximum lift depending on the size pump you are testing.

Once you go to 1500 gallons, the table indicates you need to use two (2) 6 inch suction hoses. Typical set-ups are seen with a 6 inch suction hose off each side. In most cases this is just not practical where the second hose usually has to run under the truck. There are companies using a specialized 6 inch wye manufactured by Kochek Company of Putnam, CT with two (2) 6 inch suction inlets that allow two (2) suction hoses to be connected off one side.

Test data shows that the vacuum required in this case is cut in half. As a reference, when your vacuum approaches 15 inches mercury, you will start to lose pump pressure and will be forced to abandon the test. Remember, the whole secret to running a successful pump test is getting enough water into the pump.

Determining what to use for a discharge appliance can result in several options. Basically, there are only two (2) types of appliances capable of handling the heavy water streams associated with pump testing. There are portable monitors that can be set on the ground or on a fixed platform. These monitors are limited in the fact that most are only rated at 1250 GPM. There are also high capacity fixed monitors that are attached to trucks and trailers equipped with high capacity flow meter tubes, pitot gauges and a number of interchangeable smooth bore tips.

Permanently affixed “deck guns” also can be used. If you intend to use the pre-piped deck gun on the truck, it’s helpful to determine the rated capacity of the gun. Remember most monitors being mounted on engines today are demountable for portable operation and are rated only for 1250 GPM. Due to the manufacturer’s rating, caution should be exercised whenever these appliances are used above 1250 GPM. Although, certain type monitors probably will flow higher capacities than they are rated for, serious vibration will be encountered which can raise several safety concerns and equipment damage. Testing pumps in excess of 1250 GPM will require a larger rated monitor or setting up an additional monitor where water flows can be captured from both monitors and added together. Getting water to these appliances is usually accomplished with appropriately sized discharge hoses. Any combination of 2-1/2, 3 or 4 inch hose in 50 foot lengths will move enough water to allow you to test pumps up to 2000 GPM. The last thing you need to hook up is an independent set of calibrated test gauges which thread into tests ports on the pump panel. Remember, these gauges need to be calibrated within 60 days preceding the test. It’s also helpful to have an RPM counter (when connections are available) to verify engine RPM within 50 RPM.

PERFORMING THE TEST

With the hook-up complete, there are a few last minute considerations prior to actually flowing water. With the truck properly chalked, start the engine and engage the pump. Prior to engaging the primer, verify the pressure relief valve (on non-electronic engines) is set above 250 PSI so as not to restrict the pump’s ability to reach capacity. On electronic engines, select the RPM mode on the engine governor control panel so the throttle can be advanced manually.

If the truck has a 2-stage pump, you will need to verify that the transfer valve is in the proper mode (volume or pressure) and make sure all discharge and drain valves are closed. Locate the pump manufacturer’s test plate (usually somewhere on the pump panel). Make a mental note of the engine RPM for the particular test your running. Once the test is started and you have reached the proper pump and nozzle pressure, you want to make note of the engine RPM, which should not be more than 100 RPM higher than the original test plate reading.

The first test you’ll be running is the 100% capacity test. The net pump pressure you want to achieve for this test is 150 PSI. As an example, we’ll assume the pump is a 1000 GPM 2 stage pump. According to the flow chart table listed in NFPA 1911, the smooth bore nozzle on the discharge monitor would have to be 2 inches in diameter. At a nozzle pressure of 72 PSI and a net pump pressure of 150 PSI you will be flowing water at a rate of 1008 GPM. Now open the tank-to-pump valve for a few seconds until you see water bubbling up from the inlet strainer and then close the valve. This will flood the suction hose and flush any debris out of the strainer that may have collected during the hook-up. Now raise the throttle to around 1000 RPM and pull the primer control. This is an area where methods may differ on whether to raise the throttle or not. Some people like to prime the pump with the engine speed at idle. Either method is acceptable as long as you can stay within the priming time standard. You should time this function and record it on the pump test record sheet. Within a matter of 30 to 45 seconds, depending on the size of the pump, all the air should have been exhausted and replaced with water. You should have noticed the vacuum gauge reading going up as well as the pressure gauge reading. Slowly open the first discharge line (in the case of 2) to the monitor and let the water pressure stabilize. Then open the second line. Now advance the throttle until you reach 150 PSI on the test gauge. Verify the nozzle pressure of 72 PSI or the flow rate of 1000 GPM by use of the in line pitot gauge or a flowmeter.

If the nozzle pressure reading is too high, you may not even need the second line. Once you’ve reached the correct pressures you want to verify the engine RPM is not over the plate reading by more than 10 percent. With everything in limits, you need to run this test for 20 min. At the end of this test you can run the overload test, which is nothing more than raising the net pump pressure to 165 PSI and holding it there for 5 minutes.

The next test is at 70% of capacity, which is 700 gallons a minute. You’ll only need one discharge line for this test, and will need to change the nozzle to 1-3/4″ reduce the throttle back to idle and close the discharge valves. Change the nozzle, open the discharge line and ramp the throttle back up. You should be able to accomplish this without losing your prime. This test is run at 200 PSI net pump pressure at a nozzle pressure of 60 PSI. The difference with this test is you have the choice to run the test in either volume or pressure. Most test plates on the pump panel say either/or. The general rule of thumb here is anytime you are running a pump at better than 50% capacity, you should be in volume. This theory is also being taught at most state firefighter academies. In order to reach 200 PSI net pump pressure without exceeding the 60 PSI nozzle pressure, you will have to gate back the discharge line. Run your throttle up to about 150 PSI and then gate the discharge line back until you reach the 200 PSI. Now verify the reading on the pitot gauge is at 60 PSI and the engine RPM’s are within limits. You will only need to run this test for 10 minutes.

The final test is at 50% of capacity, which is 500 gallons a minute. Again you’ll only need one discharge line for this test, and you will need to change the nozzle to 1-1/2″.

Follow the same procedure as the 70% test except this test is run at 250 PSI net pump pressure at a nozzle pressure of 60 PSI. The only other difference in this test, in the case of a 2 stage pump is to move the transfer valve to the pressure mode. This test is also only runs for 10 minutes.

Now that you’ve completed the last test, as you decrease the throttle stop at 150 PSI and reset the pressure relief valve if equipped.

It’s important to remember that suction and discharge valves should always be opened and closed slowly to avoid water hammer and possible pump damage. The throttle also should be advanced and decreased slowly as well to avoid any unintentional shock, and allow any entrained air to dissipate.

Hopefully this has cleared up some myths about pump testing and has provided you with a little more information on the need for conducting annual pump tests.

Al Burnham
Consultant & Master Technician
FEMCO
Fire & Emergency Maintenance Co. LLC
Lynnfield, Massachusetts

In 1949, George Orwell’s infamous book 1984 was published. The novel was based on a totalitarian state where the ruling party had total power over the governed. One of the key characters of that novel was “Big Brother”, the dictator of Oceania. The society described in Orwell’s book is one that is under constant surveillance by the authorities. It is from this infamous book that the phrase “Big Brother is watching you” originated.

Sixty years later an interesting parallel has developed. While our society has not exactly evolved into a totalitarian state with constant surveillance by Big Brother, we have evolved into a society where, to a significant degree, “we” have each other under surveillance. Foremost in the area of monitoring and data capture is the popularity of security cameras. When we drive into the parking lot or walk through the door of a business, there is a good chance that our actions are being captured by video cameras. Traffic monitoring cameras are also very common. Most urban areas now have traffic monitoring cameras mounted at major intersections and along multi-lane traffic arteries.

So what does all of this have to do with fire departments? Well, most all of us recall seeing the intersection collision of two St. Louis Fire Dept. apparatus last October. The collision was captured by a nearby security camera. As of this writing, the YouTube video of this collision had received almost 700,000 views. Combined with all the other media, the accident has probably had over a million views. However, surveillance (or monitoring) goes much further than just video.

Human behavior modification experts rightfully contend that for behavior to be modified, the unintended behavior must be captured. There must be substantiation of the causes of an undesired event. In addition, equipment malfunctions must be documented. This is what led to black boxes for aircraft and now black boxes for other vehicles, including fire trucks. With the most recent revision of NFPA 1901 – Standard for Automotive Fire Apparatus, all new fire trucks must be equipped with a VDR (Vehicle Data Recorder).

The VDR must capture the information in Table 1 and the data must be stored at the sampling rate in a 48 hour loop.

When the memory capacity is reached, the oldest data must be erased first. All data must be downloadable by the fire department and importable into a data software package.

The memory must be sufficient to record 100 engine hour’s worth of minute by minute summary data as indicated in Table 2.

The VDR is intended to be a training tool for drivers as well as a management tool for the fire department to manage driving habits. The VDR allows departments the capability to make accurate on-going evaluations of driver behavior in the field. High-risk driving behavior can be identified and the department can develop appropriately targeted corrective actions such as training supplements and modifications to SOP’s. The intent is to prevent accidents.

The VDR is not intended to be used as a disciplinary tool.

This is a very important statement and a key underlying reason it is called a VDR rather than an EDR (event data recorder) as required in most other motor vehicles. Fire chiefs must understand this on the front end. A secondary benefit of the VDR is for use in post accident investigation. Naturally, this data could be used against the driver. However, with good training, good driving skills, and adherence to driving policies, the VDR will more than likely “set you free”.

It is also important to add that seat belt monitoring is also required in the new NFPA 1901 standard. Moreover, the information monitored by the seat belt monitoring device is also captured by the VDR. This allows a fire department to monitor seat belt usage and identify non-compliance – hopefully before an accident rather than after a serious injury or death.

Why did the NFPA apparatus Technical Committee decide to make this requirement? In a nutshell, they did it to reduce the number and severity of accidents. Traveling to and from the scene has claimed almost as many firefighters’ lives as the operating on the incident scene. There are a few key points that should be highlighted:

1. The lack of success by the fire service as a whole to reduce the LODD’s (Line Of Duty Death).
2. Most vehicles already have an event recorder and all 2011 and beyond model year vehicles will have one.
3. NFPA Product standards have proven to make a positive impact on safety.

For example, before the requirement for fully enclosed cabs, an average of 6 firefighters per year died from falling off of apparatus. Since that requirement, the average number is now less than one annually. There is no record of a firefighter falling off, or out of, an apparatus because of seat belt failure!

The popularity of monitoring is continuing to rise. It even goes beyond vehicles. The FIERO (Fire Industry Equipment Research Organization) Fire PPE (Personal Protection Equipment) Symposium held this past March included a presentation about physiological monitoring embedded into PPE to monitor the “operating system” of the human body, i.e. pulse, activity level, breathing rate, upright or prone position. Attached to a lightweight, flame resistant undergarment, the product is already in wear trials in the military and a couple of fire departments. The “platform” for this technology will allow for future firefighter locator systems. As with VDR’s, this monitored data is stored and can be retrieved for training purposes. Today’s young rookie firefighters will probably experience the maturation of electronics on the emergency scene when their physiological status and hazard environment will be monitored by an incident management system. The monitoring could possibly occur at a central communications center – away from the chaos of an emergency scene.

Monitoring of activity can be beneficial as long as it is not done with the intent of “Big Brother”. Hate it or love it, it’s here and there is no indication it will go away. In conclusion, I recently noted that Hammacher Schlemmer, the long established unique gift retailer, was offering a product called “The Driving Activity Reporter”.
Their description of the product is as follows:

“…device that monitors a car’s activity and provides a detailed report of places, routes, and speeds traveled. It uses a 16-channel GPS receiver to track the movements of the car to which it is attached (internally or externally, using the device’s built-in magnet for covert purposes), storing locations on its built-in flash memory that holds up to 100 hours of driving activity. Removed from the car, the reporter connects to your computer’s USB port, and the included software allows you to view the time, date, and precise locations visited–even how fast a driver was traveling–using animated digital street maps. The data can also be examined using Google Earth (a free application from the Internet) for precise satellite pictures of locations visited.”

It runs off two AAA batteries and has a list price of $229.95. Do you have a teenage driver or suspect a cheating spouse?

Watch what you do, because someone else probably is!

Over the past 40 years, there have been vast improvements in fire apparatus!! I’m an old timer, who rode on the tail board of a ’53 FWD, getting an air pack on while barely hanging on. (Talk about dumb)!!

Just take a moment and think about the apparatus changes that affect our safety – closed cabs – secured equipment – seat belts – better pump – aerial and driving controls – communications – lighting – warnings. I’m sure you could add a few more.

These changes were demanded by the fire fighting community because of the needless deaths and injuries to our brothers. There has been some hard in-fighting because of both the dollars involved in the upgrade, and the macho attitude of a few (it’s definitely more manly and tougher looking to be hanging on the back step than sitting down inside with a seat belt on).

These changes have been required on all apparatus that meet NFPA 1901. It is hard to say how many lives have been helped or saved by these changes – but you know in your gut, – it has been many.

The next area that is crying out for help is the EMS arena. Take a look at some of the following videos and you will see what happens to both patients and EMS personnel in a crash. It’s not pretty – as a matter of fact you can almost hear the bagpipes playing Amazing Grace for everyone in the back of the bus.

(Click the link below for more video links and the rest of the article)

• This AIFF page has links to several more videos.
• This page has video of an Ontario Ambulance test in a frontal collision.

Most EMS service in this country is supplied partially or completely by our fire service and the demand for medical service is increasing yearly. In many departments, the EMS workload is over 65%. Obviously the fire service must get involved in a new NFPA initiative to improve our delivery system by improving on the current specifications. Think about it. Who in their right mind would ask their employees to stand up, unsupported, in a fast moving vehicle (weaving through traffic) and perform life saving steps, CPR, etc., on a patient who may be contagious with God knows what??

In addition, the box has many problems, such as protruding objects or outlets, valves, knobs, etc. There are sharp corners that will definitely limit your ability to play chess when your head impacts them in a crash. There are items that are necessary but they are not fastened or not sufficiently fastened and they can become flying missiles in an accident.

The box construction itself should be looked at. Can it withstand a moderate crash with another vehicle or stationary object? Some of the past accidents have seen the boxes open up and spill the personnel all over the street.

Last, but not the least issue, is driver training and monitoring. Driving too quickly with lights and sirens for a sprained wrist does not make a lot of sense. The aim of the fire service is good customer service. The trip to the hospital should not be a hair raising event. We had a great fire suppression system and thanks to the NFPA requirements, we made it better. Let’s do the same for our EMS system.

Jack McLoughlin, B.S.E.E., Inventor, holds over 25 patents in the Fire Fighting and EMS fields, 46 year Fire fighter, 15 year EMT.

Minneapolis Fire Department (MFD) covers 59.7 square miles with a population of 382,618. It has a budget of 50 million, 424 sworn members, and 19 stations that consists of 19 engines, 5 ladders and 2 heavy rescues trucks.

The function of the MFD Engineering Officer is to be a liaison between city departments. One of these departments is the Minneapolis Public Works where the Fire Repair Shop is staffed. The facility is located near downtown. It has five bays for fire with five full time mechanics, one travels station to station to perform quick repairs while the other four work at the shop on longer term repairs and major Preventive Maintenance (PM) work. The shop is managed by an Equipment Repair Foreman. The Engineering Officer position involves working with the Fire Shop Foreman on such things as rig specifications and acceptance of new rigs, modifications, installation of tools, officer vehicle build, repairs, maintenance, etc. The two different city departments work well together.

What makes this relationship work so well is that the Engineering Officer relies on the Shop Foreman to know not only the maintenance of the rigs, but also the operation of the equipment and the department. In turn the Shop Foreman relies on the Engineering Officer to know the shop functions and have a keen understanding of the operation, maintenance and repairs of the fire equipment. Minneapolis Public Works, Fleet Services Division views Fire, Police and support of snow removal equipment as their main functions and responsibilities; and in that order.

This relationship proved itself the evening that the 35W Bridge collapsed…..

Wednesday, August 1, 2007, had been pretty much a normal summer day in Minneapolis, consisting of average weather, average numbers of runs for MFD and an average amount of repairs at the repair shop. That would all change at 1806 hours…

Fire Shop Foreman Cam Haugland was at home helping a neighbor; Engineering Officer Walt Lee was in Chicago on business.

A page when out as a “probable structure fire” at 500 2nd St. SE……then all hell broke loose as the call was quickly change to a bridge collapse on 35W near the University of Minnesota. MFD rigs were rolling.

The Incident Commander arrived on the top of the 10th Ave. Bridge, just down river looking upstream at the 35W Bridge collapse and requested all units be dispatched. One rig was left in each of the four districts and the rest dispatched to the scene.

The I35W eight-lane Mississippi River bridge in Minneapolis, Minnesota before the collapse.

Everyone on scene knew that because of the rush hour traffic, the number of victims in the water could be in the hundreds. Captain Lee contacted the Command to let them know he was aware of what was happening and available. He then contacted Cam to start arranging what might be needed. For the next 20 minutes Capt. Lee was in contact with the Incident Command for what they wanted/needed and passed information along to Cam. Then the cell lines went dead. This is where the close relationship between Fire and Public Works proved itself.

“Because Cam and I have a history of working together and sharing knowledge of each other’s job functions not only on day to day maintenance and operational issues but, also what fire does and what to do during emergency situations, Cam was able to anticipate, prepare, and deliver the immediate needs of fire personnel on the scene as if I was there.”

It’s a lot like the old saying, “Give a man a fish, feed him for a day. Teach a man to fish, feed him for a life time.” Only in this instance it might sound something like this, “Ask Public Works to fix a broken truck, they will fix it. Stand next to Public Works in the day to day operations of the department and during times of emergency, each could perform the others role.”

When the cell phone towers overloaded and Captain Lee lost contact with both Incident Command and Cam at the repair shop, Cam started to ready all the spare equipment. Not being able to contact Captain Lee, Incident Command now had to work directly through the repair shop for equipment staging and placement to cover station operations. Shop staff helped deliver rigs and SUVs to outlying stations for the “called back” MFD staff. Crews reporting to stations close to the shop drove to the staging area that had been set up at the repair shop campus and picked up their rigs.

The shop staff also staged and delivered to the scene Public Works equipment such as a cable crane, crawler hoe/thumb, fuel truck, and tow trucks. Because Incident Command was inundated with calls, they forwarded the calls from equipment rental companies to the shop. Equipment, such as light towers, generator sets, etc., was staged at the repair shop campus. As equipment was needed it was deployed and escorted through traffic to the bridge collapse scene.

The operation seemed to work seamlessly because of the “working relationships” between departments. Much credit is due to the National Incident Management System (NIMS) training that the City of Minneapolis has provided to all departments. With Fire, Police, and the Sheriff Departments handling the actual collapse scene, many other City of Minneapolis Departments were set into action. Street Department delivered barricades and helped set up traffic diversions at the direction of the Traffic Department. The Bridge Department was on the river with their boats to assist as needed. Other departments were also critical in the operation that continued the next few months.

The last survivor was transported from the site 2 hours after the initial call. Captain Lee arrived two days later and assisted in logistics.

“This is an event that I have trained years for and being in Chicago was really tough for me. But looking back at the event, it’s clear to see the rewards of information sharing and relationship building. Seeing pictures of the right equipment, in the right spot, at the right time, operated by the best staff says it all.”

After Thoughts:

• Do not have people and equipment self deploy.
• Stage excess people and equipment at a remote site.
• Do not rely on cell phones, towers are overloaded quickly.
• Spare equipment plays a key role in a major incident.
• Major incidents have a short duration.
• Good relationships between departments are important.
• NIMS training for all city departments was key in them all the working together.
• Document everything as soon possible, FEMA documentation, cost, etc.

Captain Walt Lee, 21 years with Minneapolis Fire, the last 11 years as Engineering Officer.
Cam Haugland, 21 years with Minneapolis Public Works, Fleet Services Division, the last 7 as the Fire Shop Foreman.

The new Interstate 35W bridge in Minneapolis has opened just a little more than a year after the last one collapsed into the Mississippi River. The new bridge is concrete instead of steel and is built with redundant systems so that if one part fails, it won't collapse. The 234 million dollar project was completed on budget and more than three months ahead of the December 24 deadline.