Jacksonville Fire and Rescue Department Engine Company Engineer PDF

 ALL RIGHTS RESERVED Copyright 2015 No part of this work may be reproduced without written permission of the publisher (JFRD). FOR MORE INFORMATION:...

 ALL RIGHTS RESERVED Copyright 2015 No part of this work may be reproduced without written permission of the publisher (JFRD). FOR MORE INFORMATION: Jacksonville Fire and Rescue Department - Training Division 2700 Firefighter Memorial Drive Jacksonville, Florida 32246 904-997-4920 Jacksonville Fire and Rescue Headquarters 515 North Julia Street Jacksonville, Florida 32202 904-630-0434 www.coj.net REVISION First Edition - August 2006 Second Edition - May 2010 Third Edition - May 2015 Fourth Edition - April 2019 Fifth Edition - July 2021 DISCLOSURE STATEMENT There are no financial or nonfinancial relationship(s) or commercial interest in products or services described, reviewed, evaluated, or compared in this book. NOTICE TO THE READER Publisher does not warrant or guarantee any of the products described herein or perform any independent analysis in connection with any of the product information contained herein. Publisher does not assume, and expressly disclaims, any obligation to obtain and include information other than that provided to it by the manufacture. The reader is expressly warned to consider and adopt all safety precautions that might be indicated by the activities described here in and to avoid all potential hazards. By following the instructions contained herein, the reader willingly assumes all risks in connection with such instructions. The publisher makes no representations or warranties of any kind, including but not limited to, the warranties of fitness for particular purpose or merchantability, nor are any such representations implied with respect to the material set forth herein, and the publisher takes no responsibility with respect to such material. The publisher shall not be liable for any special, consequential, or exemplary damages resulting, in whole or in part, from the readers’ use of, or reliance upon, this book. 2 of 146  JFRD Engine Company Engineer Fifth Edition Revised July 2021 3 of 146  Acknowledgements The Jacksonville Fire and Rescue Department (JFRD) celebrates a rich history of innovation in the fire and rescue service community. Being “the first” is not foreign to the JFRD. On January 2nd, 1870, Jacksonville’s second volunteer company, The Mechanics Steam Engine Company, was formed. They purchased the State of Florida’s first steam engine. The new steam engine could throw a stream of water 200 feet at a rate of 250 gallons per minute. The Mechanics firehouse was located on Adams Street between Main and Laura Streets. Since that era, the department has sustained this endeavor providing the best training for the ever-evolving fire service apparatus. Lessons from pump operator classes and a training book written by JFRD’s Fire Chief, Miles R. Bowers was adopted by the Florida State Fire College and still influences statewide training to this day. This Engineer Company Engineer book is the product of many dedicated personnel looking only to provide the best opportunity for others to understand the vast subject of fire pump operation. Another invaluable contributor to this manual has been Battalion Chief, Don “Bubba” Blanton, who has put countless hours into its development over the years. For most of his time with the JFRD, Chief Blanton has been the authority on pumping fire engines, he has also been a role model and mentor to many of us on the job. Above all, Bubba is one of the nicest people you will ever meet, one who would do anything for someone in need. Chief Blanton is retiring on January 7, 2022, after more than 30 years of service. Good luck with your next chapter Chief and thank you for leaving the JFRD a little better than you found it. 4 of 146  Table of Contents Preventive Maintenance 1 Daily Engine Inspection 1 Weekly Inspection and Maintenance 4 Scheduled and Unscheduled Maintenance 8 Engine Positioning 10 Fire Ground Water Sources 14 Fire Pump Theory and Operation 20 Centrifugal Pumps Theory of Operation 22 Pump Shift 22 Pump Testing 23 Pump Stages 23 Piping, Valves, and Pump Gauges 25 Primers 28 Other Pump Accessories 29 Throttles and Pressure Control 31 Pressure Governor - PSI Mode 32 Pressure Governor - RPM Mode 33 Hose and Nozzles 37 5” hose and Adapters 37 2-1/2” Hose and Nozzles 41 1 ¾” Hose and Nozzles 43 Booster Line 45 Hard Suction Hose 46 Foam and Foam Appliances 49 Other Engine Company Equipment 53 Ground Ladders 53 Extrication Equipment 54 Portable Extinguishers 55 Specialized Engine Equipment 56 Pumping Operations 57 Pumping Multiple Lines 57 Ladder Pipes 58 Master Streams 59 Laying a Supply Line 61 Hydrant Connections 62 Relay Pumping 64 Tandem Pumping 65 Sprinkler and Standpipe Operations 66 Drafting 68 Shipboard Connection 70 5 of 146  Tanker Operations 71 Troubleshooting Pump Problems 77 Pump Overheating 77 Motor Overheating 77 Pump Will Not Engage 78 Unable to Build Pressure 78 Cavitation 79 Critical Velocity 80 Unable to Prime 80 Glossary 81 Hose Testing 85 Quick Reference Chart 86 The following highlighted statements are found throughout the manual: WARNING Indicates the potential for injury to personnel or bystanders CAUTION Indicates the potential for damage to apparatus or equipment NOTE Important information for improved apparatus or equipment performance APPENDIX Directs the reader to the appropriate appendix for additional information ITALICS Italicized terms are further explained in the glossary Appendix A. Diesel Motor Regeneration 89 B. JFRD Engines Specifications 93 C. Engine Company Color ID Markings 94 D. Hydraulic Theory 95 E. Manual Pump Shift Procedures 101 F. Engine Company Fire Ground Skills 102 G. Turbo Draft 115 6 of 146  Preface The ability to carry water and provide fire streams are the most basic functions of the fire service. Jacksonville Fire and Rescue utilizes a variety of pumping apparatus – engines, tankers, brush trucks, airport crash trucks, and fireboats. The engine is the primary pumping apparatus and the subject of this book. With over 55 engines city-wide and a variety of pumping apparatus it is important for the Engineer to fully understand the operation of each type. This book provides a comprehensive description of the duties, skills, and responsibilities required of the engine company engineer. A section on JFRD tankers is also included. This book also provides the company officer with minimum skill guidelines for the training of crew members. Therefore, it is essential that all engine company members be familiar with the contents of this book in order to provide the most efficient pump operations.  Preventive Maintenance Fire and Rescue apparatus must be continuously maintained. The engine must always be prepared to respond, provide protection for the crew, and function properly and efficiently on scene. Scheduled inspections and preventive maintenance are crucial to maintaining apparatus readiness. All members of the company shall assist the engineer in the proper care, cleaning, and upkeep, as assigned by the company officer. A daily inspection shall be performed at the beginning of each shift. Each discrepancy shall be recorded in the Daily Apparatus Check Off, located in the JFRD Portal. First click on the Tactical Support tab, then Daily Apparatus Management. Safety or operational concerns shall be brought to the attention of the company officer immediately with an appropriate logbook entry. Equipment used during the shift shall be checked and returned to full operational status as soon as possible. Contact the Tactical Support Facility (TSF) for any maintenance related issues. When any JFRD equipment is noted as being lost, found, stolen, or damaged in any way, notify the company officer immediately. WARNING: Diesel exhaust is carcinogenic and there is no level of exposure that can be considered safe (according to NFPA and NIOSH). Take all measures to avoid exposure to diesel exhaust. Daily Engine Inspection Conduct a brief conference with the off-going engineer. Ensure proper fluid levels to include motor oil, transmission fluid, coolant, power steering fluid, and diesel exhaust fluid (DEF). Any fluids added shall be indicated on the Daily Apparatus Report. CAUTION: All fluids must be of the proper type and grade. Contact TSF with any questions about proper fluids. Booster tank and foam tank levels must be checked by visual observation into the tank. Compare visual levels to gauges for accuracy. 1  Ensure proper air brake pressure both front and rear (>100 PSI), and proper operation of brakes. Tires and wheels - check tire pressure, lug nuts, axle seals, and tread depth. Minimum tread depth is 4/32” or when tread wear indicators are even with the tire tread. Seat belts - ensure all sets operate and adjust properly. Ensure wipers operate properly. With the motor running check all running lights (including brake and backup lights), all visual and audible warning devices, and scene lighting. NOTE: Once started the motor must run until it reaches normal operating temperature. Verify normal readings on all cab-mounted gauges. With the pump engaged and TANK-TO-PUMP valve open: - Verify pressure on the master discharge gauge - Operate primer until water is discharged - Ensure proper operation of the governor in both PSI and RPM modes - Ensure proper operation of the transfer valve (if equipped) - Operate electric intake valves fully-open to fully-closed - Discharge water from at least one discharge opening - Open and close each 5” intake valve then remove the cap to drain Disengage pump then open/close each manual valve to verify smooth operation. Open and close all bleeders. Open the PUMP DRAIN valve briefly to flush sediment from the lowest level of the pump. Tilt the cab and inspect all drive belts for tightness and wear. Check batteries for leaks and tight connections (secure loose cab equipment prior to tilting). WARNING: Never place any part of your body under the cab while raising or lowering. When fully open ensure the cab tilt lock is in place. 2 CAUTION: Do not lower the cab and allow it to rest on the strut – this places undue stress on the strut assembly. View the underside of the engine for pump or tank leaks. Check motor, transmission, pump transfer case, and drivetrain for fluid leaks. WARNING: Ensure air brakes are set. Do not climb under apparatus while the motor is running. Sweep dirt and debris from the cab and wipe down surfaces as needed. Inspect apparatus exterior and note any new body damage. Daily Equipment Inspection Defibrillator - change batteries and ensure proper operation. Ensure all associated equipment is in place for immediate use. Portable oxygen - ensure tank pressure is >1000 PSI and oxygen delivery adjuncts are properly stocked. Medical jump bag and other EMS equipment (backboard, c-collars, and ALS equipment) shall be fully stocked and ready for immediate use. Air chisel - connect to air bottle and ensure proper operation (bottle pressure >4000 PSI). Do not trigger the air chisel unless the chisel head is in contact with a solid material. Check each SCBA and spare bottle in accordance with SOG 421. Pre-connected hoselines and supply hose shall be stacked properly and ready for deployment. Nozzles must be properly set and free of debris. Compartments – ensure proper operation of compartment doors and verify all equipment is in place and ready for use. 3  Chainsaw - ensure chain is sharp and properly adjusted. Ensure fuel and oil levels are full. Verify proper operation. Use motor oil for bar lubricant. Ensure each portable radio has a fully charged battery. Hydraulic pump and tools (if equipped) – check gas, oil, and hydraulic fluid levels. Ensure proper operation of motor and pump. Store hydraulic spreaders with a ½” gap between the tips. Generator (if equipped) – check oil and coolant levels, run generator until fully warmed up (approximately 5 minutes). CAUTION: Shut off fuel supply to portable gas motors and run until the motor stalls. This clears fuel lines and prevents damage from gasoline additives. Gas cans – ensure an adequate supply of gasoline, both straight gas and gas/oil mix as needed. Add fuel stabilizer to newly acquired gas. Rotate older gas to use with lawn equipment and keep fresh gas on apparatus. Weekly Inspection and Maintenance A more thorough inspection of the apparatus and all equipment shall be performed each Monday. The following procedures shall be completed in addition to the daily inspection. Although each of the following steps may not need to be completed each week, use proper judgment to maintain your engine and pump. The company captain shall establish a maintenance schedule. Weekly Engine Inspection Apparatus cab shall be thoroughly cleaned. Ensure all map books, reference books, and keys are accounted for. Clean all glass and mirrors. Wipe down interior surfaces. Clean the thermal imaging camera and verify proper charging. Clean exterior of apparatus. Apply wax monthly or in accordance with the company maintenance schedule. 4  Each compartment shall be emptied, and shelves cleaned. Remove dirt and old lubricant from roll- up door tracks and apply silicone spray. Apply light oil to both sides of the door hinges and operate door several times. Remove excess oil. Bleed all four air tanks beneath the engine. Although these tanks are equipped with relief valves that periodically purge, these are not automatic bleeders. Open the valve and bleed until the discharging air is free of moisture. Weekly Pump Service Remove each pump cap, elbow, and wye. Clean all threads on the pump and appliances and apply grease as needed. Inspect gaskets and replace if necessary. Ensure strainers are present in 2-1/2” intakes. Operate all pump valves and clean or lubricate as needed. Note resistance or improper operation of any valve. The intake valve shall be removed and cleaned. Inspect internal casing for rust or sediment buildup and proper operation of the valve. Clean and lubricate the Storz connection gasket, internal threads (piston intakes) and bleeder valve. If the swivel does not move freely apply soapy water and work until loose. Inspect the steamer intake strainers. These function as an anode, protecting the pump housing from rust. It is normal for the strainer to oxidize with regular use. If the deterioration becomes excessive TSF will provide a replacement. The strainer must also fit tight within the steamer pipe to work properly. 5  Back-flush the pump. With the pump disengaged pressurize the discharge side of the pump from a hydrant. Briefly open each intake and discharge valve to flush (it is not necessary to flush cross lay piping). After disconnecting from the hydrant ensure the pump is primed: place the engine in pump gear, open the TANK- TO-PUMP valve, and operate primer. Weekly Equipment Checks All hand tools shall be cleaned and moving parts lubricated. Check axe heads for tightness, inspect handles for damage. Use soap and water to clean then dry thoroughly. Apply light oil to steel surfaces and moving parts. Apply linseed oil to wood handles as needed. Ladders shall be cleaned with soapy water and all moving parts manipulated. Inspect heat indicators for discoloration and inspect entire ladder for physical damage. Use light oil sparingly to lubricate roof hooks. Rinse dirt and debris from ladder compartments. Clean nozzles with soapy water and a soft brush. Immerse nozzle in warm soapy water and operate all moving parts. Do not use lubricants! Exercise couplings on hard suction hoses. If swivels are frozen or stiff, apply warm soapy water and rotate the swivel. Clean dirt and debris from hard suction hose compartments. Chainsaws shall be thoroughly inspected and cleaned. Inspect air filter, remove, and clean if indicated. Remove chain assembly and clean chain drive. Use air pressure to remove debris from hard to reach areas. Reinstall chain and adjust proper tension (ensure proper direction of the cutting teeth). After reassembly ensure proper operation. Clean air tools with soapy water and dry thoroughly. Lubricate each blade with light oil. Apply 5 drops of air tool oil into the blade end and operate. Charge batteries on all battery powered tools and thermal imaging camera as indicated. Ensure all bits and blades are accounted for. Operate each piece of equipment to ensure proper operation. 6  Inspect SCBA buddy breathing hoses. Ensure quick-connect couplings are free of debris and work properly. Clean SCBA backpacks as needed. Check hydrostatic dates on each oxygen bottle and SCBA bottle. Refer to SOG 421 for testing requirements. Check portable extinguishers for proper charge and annual inspection date. The inspection label (right) indicates the date of the last inspection. Rope shall be inspected in accordance with SOG 419. Winch (if equipped) – install at each connecting point to ensure proper operation of winch and power connections. Clean and lubricate extrication tools as follows: High-lift jack – Clean with soapy water, and dry thoroughly. Wipe down entire tool with light oil, including all moving parts. Inspect jack for bent or damaged components. Chains – Clean with soapy water if dirty, and dry thoroughly. Wipe down length of chain sparingly with light oil. Inspect links for damage or corrosion. Come-Along – Clean with a dry cloth. Use light oil sparingly on moving parts. Inspect cable for broken strands, corrosion, or wear. Do not apply any lubricant to the wire rope. If the wire rope gets wet or is exposed to moisture it must dry thoroughly. Inspect handle for straightness. 7 Recommended Lubricants and Additives NOTE: All lubricants must be used sparingly. Excess oil or grease can attract dirt and compromise proper operation. Light oil – this refers to Liquid Wrench, WD-40, or similar water- displacing lubricating oil, typically in an aerosol can. Air Tool Oil – supplied with the air chisel in a small squeeze bottle. Two-Cycle Oil – added to gasoline to lubricate two-cycle engines Silicone Spray – used on roll-up door tracks and slide out compartment trays. It leaves minimal residue. Do not use silicone on other moving parts. Remove dirt prior to applying silicone. Graphite – recommended to ease the movement of pump valve handles. It can be applied to the remote control handle shaft and mechanism, from the pump panel to the valve handle attachment. Remove dirt prior to applying graphite. Grease – the only grease permitted is “food grade” machinery grease. Apply to appliance and pump threads as needed. Fuel Stabilizer – add to all newly acquired gasoline according to the label. DEF – diesel exhaust fluid used in some engines to reduce nitrogen oxide emissions (page 85). Scheduled and Unscheduled Maintenance Periodically your engine may require service at TSF, Fleet Management, or a private repair facility. Regardless of the source of the maintenance the following procedures shall be performed following maintenance to ensure proper operation of critical components. 8  If the service requires the engine to be out of service for 24 hours or any period that spans two shifts, a complete daily inspection shall be performed immediately, prior to swapping equipment and returning to service. Pay particular attention to any component or system that was serviced to ensure proper operation. If the service was performed and the engine returned on the same shift, the following checks must be completed prior to returning to service: - Visual verification that the booster tank is full - Verify pump and governor operates properly (in both modes) - Verify proper brake pressure and brake operation - Ensure all equipment is accounted for 9  Engine Positioning The following procedures are recommended for engine spotting or placement at common emergency scenes and are consistent with SOG 402 and 406. EMS Responses Single Family Residence When spotting the engine give priority to the location of the rescue unit and stretcher access. Consider the safety of the patient when loading. On busy streets use the engine to protect the patient loading area. Apartments, Assisted Living, & Multi-Story Buildings Due to limited access to entrances, lobbies, and courtyards, the engine may need to park well removed from the location. In tight complexes it may be necessary to park outside, leaving the closest access for the rescue unit. 10 Roadway Incidents Safety of the patient and responders is the primary consideration for engine placement. Use the engine as a barricade to block or divert traffic, allowing room to safely manipulate the patient and/or stretcher or to advance hose lines. Consider engine noise and location of the exhaust pipe when treating patients. Spills or leaks may require spotting uphill and upwind. Use police as needed to ensure scene safety. If extrication is required, consider placement needs of the ladder truck or extrication engine. If apparatus is facing oncoming traffic at night, turn off headlights to improve night vision of approaching vehicles. If deploying scene lighting do not create a hazard for other drivers. Structure Fires Single Story Structure The first arriving engine and ladder company should be spotted in front of the structure in most cases. Position the engine for placement of attack lines while leaving room in front of the structure for the ladder company. 11 Multi-Story Structure Engine placement is the same as for single story structures, but the engine should be placed to leave the building corners open. This permits the ladder company to place the turntable in a position to reach two sides of the structure. Tactical and Safety Considerations Do not park under power lines. Do not park too close to involved structures. Leave room to deploy hose lines. Keep hose away from exhaust pipes. Leave the rear of all apparatus unobstructed to facilitate ground ladder and tool access. Newer engines need 5 feet of space on the officer’s side to lower the ladder rack. Contact TSF prior to attempting removal of any engine that has become stuck. Do not drive on private driveways or on private bridges except during emergency response. 12 When backing, use a spotter on the engineer’s side, 5-10 feet from the tailboard. This places the spotter in the most visible location for the engineer and allows the spotter full view of the rear of the engine. The engineer and spotter must maintain eye contact and the apparatus stopped when the spotter is no longer in view. Use lighting as needed at night. Spotter Hand Signals Use the following hand signals to stop (left) or to proceed backing (right). Use the following hand signals to direct the engineer left or right. 13  Fire Ground Water Sources Our primary water supply comes from fire hydrants, part of a city-wide distribution network that also consists of wells, treatment plants, pumping stations and water mains operated and maintained primarily by JEA. Most of the populated areas within our city are served by this network which provides potable water through the use of multiple water mains arranged in a grid. The grid design allows most hydrants to be supplied from multiple directions to enable a higher flow at a more stable pressure. The main sizes range from 6” to 24” in diameter and average 70 PSI static pressure. This provides for adequate water delivery during normal and peak load periods, including firefighting. Dead-end mains are common with dead end streets but can be found in other areas as well. These can limit the available flow so it’s important to know the location of dead-end hydrants in your territory. The communities of Atlantic Beach, Neptune Beach, and Baldwin operate their own water utilities and the system parameters may differ from the majority of Jacksonville served by JEA. In some cases, hydrant pressure is provided by head pressure from water towers. An alternative to the water main system is a static source, which has no pressure. Fire pumps must be utilized to move the water by drafting. Static sources include lakes, rivers, swimming pools, storage tanks, and retention ponds. Portable tanker basins are also static sources. Fire Hydrants All city hydrants are equipped with a 6” inlet and are supplied by the water main system. The flow (GPM) will vary based on the diameter of the water main and the water main pressure. Dead end mains or loops, partially closed street valves, sediment buildup, and damaged mains can interfere with hydrant flow. 14 City Fire Hydrants Color “YELLOW” Thread Sizes Steamer 4-1/2” Side outlets 2-1/2” Static Pressure Approximately 70 PSI Supply Mains Residential 6” to 10” Commercial 8” to 24” There are some older hydrants that do not have steamer connections. This may appear to be a handicap in terms of flow but a 2-1/2" discharge into 5” hose can still flow a significant volume. If the steamer is damaged or not accessible one 2- 1/2" connection can be utilized, or to maximize flow use both 2-1/2" discharge connections. Private Systems Commercial plants, schools, shopping centers, aircraft hangars, and apartment complexes may utilize a private water supply. This could be independent of city mains and be supplied by a private well and pump. Another type of private system consists of a private main that is connected to a city main through a meter and backflow preventer. The diameter of the backflow preventer is the same as the water main. The private system flow could differ greatly from city hydrants in the same area and could even present with variable pressure and variable flow. High pressure systems may be located at high-risk facilities (chemical or petroleum) that require immediate firefighting pressure but don't have fire engines on site to boost pressure. Therefore, all pressure for firefighting is supplied within the private pump and main system. Pre-planning is essential to become fully aware of these systems in your district. For additional information on high-pressure systems see page 68. 15 Private Fire Hydrants (Industrial Facilities) Color “RED” Thread Sizes Steamer 4-1/2” Side outlets 2-1/2” Some may not have a steamer and individual outlets may be gated Static Pressure Up to 175 PSI Private Fire Hydrants (Apartment and Business Complexes) Color “RED” Thread Sizes Steamer 4-1/2” Side outlets 2-1/2” Static Pressure Approximately 70 PSI Supply Mains Dead end 6” to 10” mains or loops Private hydrants are typically red but may be yellow or another color. Become familiar with those in your district. All Hydrants (COJ & Private) may utilize NFPA Color Codes for the caps and bonnet. NOTE: Private hydrants are transitioning to the color white as of 2016. Blue – 1500 GPM or more Green – 1000 – 1499 GPM Orange – 500 – 999 GPM Red – Below 500 GPM 16 NOTE: Regardless of the number of hydrants on a private system the flow may not be sufficient. The presence of dead end mains or dead end loops within the complex may require secondary methods to supply large volumes of water. These secondary methods could include a tanker shuttle, laying from a nearby city main or from an adjoining private system. Purple hydrants may be found on reclaimed water mains. These mains are for irrigation and not intended for firefighting use. Hydrants are installed on these mains for maintenance flushing. Sound barrier walls along limited access highways may incorporate access holes (about 12”) to reach hydrants on nearby streets. Pre- planning is essential to become fully aware of these in your district. 17 Static Water Supply Static sources require pumping apparatus to draft. Drafting utilizes atmospheric pressure to supply a fire pump through hard suction hose. Fire department pumps are equipped with a primer to reduce pressure inside the pump below atmospheric pressure. This creates a vacuum, allowing static water to be drawn into the pump where it is then pressurized and discharged to handlines or supply lines. If water from a natural static source enters the booster tank and pump, both must be thoroughly flushed after use. Refer to page 28 for information on priming pumps, and page 68 for information on drafting. Booster Tank The booster tank is also a static supply and is located higher than the pump intake manifold to take advantage of head pressure. The size of the TANK-TO-PUMP valve and head pressure determines the flow from the booster tank. Each JFRD engine has a 3” TANK-TO-PUMP valve. Flow from the booster tank is limited to 700-800 GPM on all JFRD engines. Booster tanks shall be refilled only from city hydrants and always from the nearest supply point. Do not refill from private hydrants. Dry Hydrants A dry hydrant consists of a pipe with a threaded 4- 1/2" steamer connection attached to a static water supply. The pipe is commonly PVC but could be cast iron or stainless steel. These will be found near commercial structures (usually at retention ponds) where city hydrants are not within reach. An engine connected to a dry hydrant will have to draft through hard suction hose as there is no positive pressure supplying the hydrant. 18 Considerations before using a dry hydrant Is the hydrant maintained by the property owner? The strainer could be obstructed with sediment or vegetation. PVC pipes are easily damaged by vehicles, vandalism, and prolonged UV exposure. If the cap is missing the pipe could contain trash. Can the engine gain easy access to the hydrant? Often, they are placed some distance from the road or parking lot. Is there sufficient water available? The water level in a retention pond fluctuates with rainfall. Hydrant and Main Locations Hydrant locations for Duval County can be found on the JAXGIS site: (https://maps.coj.net/FireHydrantProximity) Water main Locations and sizes can also be found on the JAXGIS site: (http://jaxgis.coj.net/Infrastructure) 19  Fire Pump Theory and Operation JFRD engines are built by Pierce and are fitted with midship mounted Waterous centrifugal pumps. These are either single-stage or two-stage and rated at 1500, 1750, or 2000 GPM capacity. The basic specifications for each type of engine are listed in Appendix B. Even though the various pumps differ in appearance at the pump panel, they operate in a similar manner and share construction features. In simplest terms the modern fire pump has three primary sections. Intake manifold (lower half of the pump body – green arrows) Discharge manifold (upper half of the pump body – red arrows) Centrifugal pump assembly (including impeller(s) – yellow arrow) The pump transfer case mounted below the pump (blue arrow) transfers power from the diesel motor to the drivetrain (in the ROAD position) or to the pump impellers (in the PUMP position). JFRD engines are powered by six-cylinder turbo-charged diesel motors, manufactured by Caterpillar (C12 or C13) or Cummins (ISL series). 20 Centrifugal pumps share the following characteristics: The centrifugal pump assembly contains one or two rotating impellers. If equipped with two impellers (two-stage), they are mounted on a common shaft and rotate at the same speed (RPM). The impeller has a "flow-through" design allowing water under pressure to pass through the impeller when the pump is not engaged, and the impeller is stationary. A pressurized water supply to the pump can be distributed to the various discharges even with the pump disengaged. Intake pressure adds directly to the pressure produced by the pump. For example, if you are discharging a handline at 100 PSI from the booster tank and then connect to a hydrant, the hydrant pressure will be added to the pump discharge pressure. The handline pressure will increase, possibly to unsafe levels. The impeller(s) will rotate continuously when the pump is engaged, even when hoselines are shut down. This “slippage” prevents a continuous rise in discharge pressure but can generate excessive heat within the pump. Centrifugal pumps cannot pump air due to their open design. Air can cause loss of prime and inhibit the ability of the pump to build pressure. The pump cannot be operated dry. The engineer must begin circulating water immediately after engaging the pump. Running the pump dry for more than a few minutes may cause excessive heat and pump damage. 21 Centrifugal Pump Theory of Operation The centrifugal force theory states that a spinning object will exert force from the center towards the outer edge. It is this energy that propels water from the center (the eye) to the outer edge of the impeller vanes. The impeller discharges water into the volute, the chamber which directs the pressurized water into the discharge manifold. As motor speed (RPM) increases, the velocity of the impeller(s) increases. This results in a corresponding increase in pump discharge pressure (PDP). As water enters the impeller(s) at low pressure the centrifugal force of the rotating impeller(s) increases pressure. Pump Shift The pump shift control is a pneumatic switch located in the cab at the engineer position. There are 3 positions – ROAD, NEUTRAL, and PUMP. The pump shift controls a ring gear within the transfer case. In the ROAD position this ring gear engages the road gear, allowing the engine to be driven. In the PUMP position this gear disengages the road gear and engages the pump gear, applying power to the impeller(s). The transfer case cannot engage both PUMP and ROAD simultaneously. The NEUTRAL position is used only in the event of a failure with the pump shift requiring use of the manual pump shift control (see Appendix E). NOTE: When shifting between ROAD and PUMP do not stop in the NEUTRAL position. Allow a few seconds before shifting the transmission into DRIVE. 22 Pump Testing Centrifugal pumps are tested by Underwriters Laboratories (UL) in accordance with NFPA 1911. A data plate is affixed to the pump panel with results of the initial pump test. The pump test measures volume at three pressures while drafting. The volume at 150 PSI is called the rated capacity. For example, a 1500 GPM engine must pump 100% of rated capacity at 150 PSI (1500 GPM) 70% of rated capacity at 200 PSI (1050 GPM) 50% of rated capacity at 250 PSI (750 GPM) The data plate may also indicate the test RPM and governed speed. It is important to understand that centrifugal pumps have the ability to pump more than their rated capacity if supplied from a pressurized source. Pump Stages Centrifugal pumps can be single stage or two stage design. A single stage has a single impeller and is the simplest to build and operate. The two-stage pump has two impellers mounted on a common shaft. Two-Stage Pumps A two-stage pump can operate in one of two settings - pressure or volume. In PRESSURE each impeller provides pressure in series. The pressure produced by the first impeller is routed to the eye of the second impeller, where pressure is increased further. In simple terms where a single impeller can produce 60 PSI, two impellers operating in series can produce 120 PSI at the same RPM. Roughly 50% of the total pressure is produced by each impeller. 23 In VOLUME, the supply is divided, and water is routed to both impellers at the same time. The pressure produced by each impeller is the same, but the volume of water is double with each revolution of the impeller. This allows the pump to move a greater volume of water at the same RPM. 50% of the volume is pumped through each impeller and the discharge pressure of each impeller is the same. The VOLUME position is also called parallel or capacity. The advantage of the two-stage design is the ability to operate in either setting: PRESSURE (series) for maximum pressure or VOLUME (parallel) for maximum volume. However, pumping in the wrong setting can hinder pump performance. Attempting to pump high volume in PRESSURE will not be successful. Attempting to pump high pressure in VOLUME will require excessive RPM. When pumping beyond 50% of a pump’s rated capacity, you must be in VOLUME. Changing between the two settings is accomplished by the transfer valve, which must be fully engaged in either PRESSURE or VOLUME (there is no intermediate position). The transfer valve is electrically-driven but also has a manual override (below) in case of electric switch failure. Utilize a ¾” socket and socket wrench to change settings if the electric valve fails. The normal position of the transfer valve is VOLUME which will produce maximum pump performance for the majority of pumping scenarios. High pressure needs such as a high rise fire would require changing to the PRESSURE setting. The Engineer should anticipate the requirements of the fire operation and properly set the transfer valve as early as possible. CAUTION: To minimize water hammer temporarily reduce RPMs to idle before operating the transfer valve. However, do not sacrifice handlines already in use. If unable to lower pressure to idle, reduce discharge pressure a safe amount and operate the transfer valve slowly, allowing time for the governor to adjust. Single-Stage Pumps The main difference in operation from a two-stage pump is motor speed. To pump high pressures the single stage pump requires higher RPM. In most pumping situations there will be minimal difference in pump performance between a single stage and two-stage pump. A single-stage pump will operate much like a two- stage pump in VOLUME. 24 Piping, Valves and Pump Gauges Intake Piping The intake side of a centrifugal pump is an open manifold directing water to the impeller(s). All intake connections share this common manifold. Due to this design, there is only one intake gauge. If the pump is being supplied by a hydrant at 70 PSI, the entire intake manifold will be pressurized to 70 PSI. JFRD engines have four or five intakes. There are two 6” steamer intakes and two 2-1/2" auxiliary intakes (often called "pony" intakes) on each engine. Some engines have an additional 5” intake on the front or rear with an electrically controlled valve. Each steamer intake has installed a piston intake valve (PIV, right) or ball intake valve (BIV, below). Both types of intake valves incorporate a water control valve, a spring-operated pressure relief valve, a bleeder valve to bleed air from supply hose, and a 5” Storz adapter. The newer BIV is less restrictive (allowing higher GPM) and is rated for drafting. The pump is protected by an intake pressure relief valve built into the pump, protecting the pump from excess intake pressure. The PIV/BIV also includes a pressure relief valve that can provide redundant pump protection but can also protect supply hose from excess pressure when the intake valve is closed. Both the internal pressure relief valve and PIV/BIV are preset to 150 PSI. Periodic adjustment may be necessary which can be performed by the engineer. 25  The diameter of the intake pipe is determined by the rated capacity of the pump. All JFRD engines have 6” steamer intakes which allow the pump to draw the rated capacity at draft through one steamer intake (1500 GPM) or both steamer intakes (1750 and 2000 GPM). The front and rear intake pipes are 5" in diameter and because of the reduced diameter will flow less than the steamers (1000 GPM at draft, 1500 GPM from a hydrant). The rear intake is not properly equipped for drafting but can be used to connect 5” hose where on- scene access precludes use of the steamer connections. Front intakes are capable of drafting and in some situations will be the preferred intake for drafting. E-7 and E-21 have one additional intake inside the tailboard compartment. This intake is a direct tank fill and is painted red to distinguish it from other connections. These engines are equipped with foam proportioners, where the water for the foam solution is metered through the red intake into the booster tank for more accurate finished foam. On a hazmat incident this intake may be the preferred connection for the hydrant or tanker supply line. Valves Most intake and discharge valves are quarter-turn ball valves which can be operated directly or by remote control handle at the pump panel (commonly called “pull handles”). These valves, when opened, can be turned 45 degrees to “lock” in position. The valves should not be placed in this position when closed. Large diameter intakes and discharges use quarter-turn valves controlled by a hand wheel (left) or electronic control. Due to the large volumes, they must be of the “slow operating” type to prevent water hammer. The electric front and rear intake valve take 15-20 seconds to fully open or fully close. NOTE: The electric front and rear intake valve may be held closed by hydrant pressure. Partially open the valve before charging the supply line. 26 The most commonly used valves are TANK TO PUMP and TANK FILL. The TANK TO PUMP valve allows booster tank water to be drawn into the pump to be pressurized and discharged. If tank water is used and an external supply is later established, the engineer should refill the booster tank as soon as possible. Once hoselines are properly set and there is enough residual pressure, open the TANK FILL valve just enough to supply water to the tank without reducing residual pressure. NOTE: When the water supply is from a source other than the booster tank the TANK TO PUMP valve must be closed. Bleeder valves are installed at each intake and discharge connection to bleed incoming air (intake) or bleed water pressure when taking up lines (discharge). Keep closed unless in use. Bleeding air from intake lines is critical to avoiding loss of prime. Discharge Piping JFRD engines have a wide range of discharge options ranging from a 1” booster line to a 4” LDH discharge. Each discharge valve has a corresponding discharge gauge, allowing the engineer to monitor and adjust pressure to each individual discharge. The master discharge gauge reads the discharge manifold pressure while the remote discharge gauges indicate pressure within that discharge piping and hose line only. Be sure to view the discharge gauge for the line charged when setting PDP. Gauge Construction Each gauge is of the compound type. Compound gauges have a pressure scale (PSI) and a vacuum scale (inHg, or inches of Mercury). The pressure scale reads from 0-600 PSI, and the vacuum scale reads 0 to -30 inches. While the pressure scale is graduated and easy to read, the vacuum scale is not. You cannot accurately measure vacuum at the pump panel. The photo above shows both master gauges – intake on the left, discharge on the right. The threaded plugs in between are only used for pump testing. 27 Primers A primer is required for a centrifugal pump due to the inability of the pump to move air. A small amount of air inside the pump can prevent a large volume of water from being pumped. Activating the primer will remove air from the pump and allow pressure to increase. Once air is removed, the pump is primed. Electric Primer The electric primer is a rotary vane pump driven by a small electric motor and activated by a pull handle on the pump panel. Unlike the centrifugal fire pump, the primer is a positive displacement pump which can pump air and water. When activated it creates a vacuum within the fire pump, removing air so water can enter the pump. Pneumatic Primer Newer engines utilize a pneumatic primer activated by pressing a button on the pump panel. When activated, you will hear air being discharged from the pump. It will prime the pump in the same manner as the electric primer and within the same time period. NOTE: Engines with front intakes have two primers which should be operated simultaneously when utilizing the front intake (right). If your primer is inoperative there are two alternative methods for bleeding air from the pump. The deck gun discharge is the highest discharge on the pump and partially opening this valve will help purge air and prime the pump. Small amounts of air can also be purged by partially opening the TANK FILL valve. Either of these methods may prime the pump faster than using the primer alone. NOTE: Both types of priming pumps draw current from the vehicle charging system. Although you can safely operate the primer at any pressure or RPM, for best performance set the RPM between 1000 -1200. 28 Other Pump Accessories Motor Function Gauges There are four motor functions to be monitored while pumping: coolant temperature, oil pressure, transmission temperature, and voltage. These gauges are located on the pump panel and are redundant of cab gauges. They are connected to audible and visual alarms which will activate when readings are outside of the normal parameters (listed below). Some engines have analog gauges, and some are built-in to the governor control box. If the alarm sounds immediately check all gauges for the one displaying the abnormal reading. If all appear normal, compare the indications with the gauges in the cab. If the cab gauges also appear normal, contact TSF to help identify the problem. 15 PSI at idle Oil Pressure 35-45 PSI at speed Coolant 180-220 degrees Temperature fully warmed up Voltage 13 to 14.5 volts Transmission Under 300 degrees Temperature is normal Once an abnormal condition is confirmed or suspected stop operation as soon as possible. A low voltage indication will gradually reduce motor RPM. High coolant temperature or low oil pressure could result in motor damage. If an abnormal indication occurs while on scene take any steps necessary to prevent apparatus damage without endangering handline crews. The tachometer measures motor RPM and is also located on the pump panel. This may be analog or digital and may be built-in to the governor control panel. Always be aware of the motor RPM while pumping. NOTE: The coolant temperature gauge indicates the motor cooling system temperature, not the pump water. Pump water temperature can best be monitored by feeling the pump piping. 29 Pump Cooler/Recirculator This valve controls a small discharge line that directs pump water to the booster tank. When opened it will flow less than 25 GPM and will remove hot pump water, to be replaced with cooler water from the supply. If the pump is being supplied by a tanker or hydrant and this valve is open, you will eventually overflow the booster tank. This valve is generally only needed when hose lines are charged but not flowing. Engine Cooler or Auxiliary Cooler This valve operates as a heat exchanger. To prevent overheating while the pump is operating open this valve to discharge cool pump water through the radiator. Within the radiator is a coil of tubing and pump water flows through this coil to reduce the coolant temperature. Pump water and coolant never mix. This valve should be opened any time the coolant temperature exceeds the normal level. The pump must be engaged for this valve to function. 30  Throttles and Pressure Control To operate the pump efficiently and safely the engineer needs a device for setting pressure (a throttle) and controlling discharge pressure (pressure relief). Each JFRD engine utilizes an electronic pressure governor which combines the throttle and pressure relief into one device. Pressure Governor A pressure governor can make automatic adjustments to discharge pressure in order to compensate for variables in intake pressure. This device is designed to keep discharge pressure at a constant level making it safer for handline crews. Normally the pressure governor requires little adjustment once set by the engineer and requires no routine maintenance. The governor is integrated into the motor’s fuel management system and controls pump discharge pressure (PDP) by changing motor RPM. The pressure governor consists of only two major parts – the control box (located on the pump panel) and pressure sensor (installed within the discharge manifold). The pressure sensor monitors PDP and transmits the PDP signals to the control box. The control box transmits signals to the motor’s fuel management system to increase or decrease RPM as required to maintain the PDP as set by the engineer. When the pump is engaged the cab throttle controls (accelerator pedal and high idle switch) are disabled. SENSOR CONTROL BOX MOTOR 31 Types of Governors and Modes of Operation JFRD utilizes two types of pressure governors Pump Boss 100 Pump Boss 200 All engines will have either the Pump Boss 100 (left) or Pump Boss 200 (right). Each pressure governor has two modes of operation – PSI and RPM. Each device also has a digital readout that could display important information. The operation of both devices is similar, and any differences are explained further in this section. PUMP BOSS 100 PUMP BOSS 200 PSI Mode Selecting PSI allows the pressure governor to monitor and regulate PDP. Once the engineer sets the PDP by utilizing the throttle, the governor is automatically “set.” If the engineer selects 100 PSI the governor will maintain 100 PSI. Any changes to the discharge pressure will be compensated by the governor through a change in RPM. The governor in this mode can be compared to an automotive “cruise-control.” The governor will vary the RPM in order to maintain the set PDP much as a cruise control will vary RPM to maintain vehicle speed. What affects discharge pressure once the PDP is set? The most common disruption to PDP is the opening and closing of nozzles. Any change to intake pressure will also be felt on the discharge side of the pump, such as changing from tank supply to hydrant supply. The PSI mode can minimize these fluctuations and provide a constant discharge pressure. 32 The engineer must select PSI mode for the following fireground operations: Pumping handlines Pumping ladder pipes or ground monitors Supplying a sprinkler or standpipe system NOTE: Although the transfer valve also has a PRESSURE setting there is no relationship – the transfer valve and governor function independently. There is one additional PSI situation that may require a change to RPM. Pumping operations that exceed 300 PSI will require the engineer to change to RPM mode. The pressure sensor is disabled above 300 PSI. RPM Mode Selecting the RPM MODE disables the pressure sensor, and the governor will maintain the set RPM only. In this mode the governor works as a simple throttle, placing the engineer in complete control of RPM and corresponding PDP. No automatic adjustments will be made to regulate PDP and pumping multiple hoselines in RPM MODE may result in pressure fluctuations. However, there are situations where the RPM mode is required for proper operation. Engineers must select RPM mode for the following fireground operations Drafting Relay pumping Charging 5” hose PSI mode malfunction Pumping operations that exceed 300 PSI During a drafting operation, the pump may initially be empty. When there is no water in the pump the pressure sensor will not allow the governor to operate in PSI MODE. In RPM MODE the pressure sensor is disabled, allowing the engineer to increase RPM in order to draft. Once a draft is established you may choose to change to PSI MODE. 33 When relay pumping only the attack engine needs to operate in PSI MODE. Other engines in a relay supplying water can operate more efficiently in RPM MODE. This also applies to a tanker supplying an engine on-scene. When opening the LDH discharge valve the PDP may drop suddenly. The pressure sensor will detect this pressure drop and signal the motor to increase RPM. This may result in a pressure spike on other hoselines, possibly to unsafe levels. Change to RPM MODE before charging 5” hose when using other lines. CAUTION: Operate all valves slowly. This will allow the governor to better maintain the PDP. Opening and closing valves quickly will result in pressure fluctuations that are beyond the governor’s ability to control. If for any reason the governor does not seem to be working properly in PSI MODE, there may be a PSI mode malfunction. This is most likely a failure of the pressure sensor or a loss of electronic signal between the pressure sensor and control box. Changing to RPM MODE allows the engineer to increase or decrease PDP as needed. WARNING: Other than rapid pressure increases in excess of 30 PSI, there is no pressure protection in the RPM MODE. The Engineer must closely monitor PDP. Governor Operation With each governor type the following steps must be accomplished in the order listed to ensure proper operation. 1. Engage the pump 2. Open the TANK TO PUMP valve 3. Open the appropriate discharge valve 4. Operate the governor The pressure sensor must detect PDP in the pump to operate. Therefore, it is critical to get water into the pump and moving into the discharge lines prior to operating the governor. If the pressure sensor does not detect PDP, it assumes there is NO water and will not allow you to increase PDP (in PSI MODE). This is also a concern when obtaining water from a hydrant, tanker, or relay engine. Bleeding air from the intake hose is critical even with a short supply hose. Operate the bleeder on the selected intake until all air is removed from the line. 34 CAUTION: If the governor will not increase PDP and you have ensured an adequate water supply, suspect air in the pump. A small amount of air can hinder proper governor operation. The digital readout may display LO PRESSURE or LO SUPPLY when the pressure sensor cannot detect PDP. To operate the Pump Boss Governor: Once the pump is engaged the Pump Boss governor is on and defaults to PSI MODE. It is ready to pump. The digital readout will indicate the PDP. Changing modes is accomplished by pressing and holding the MODE button or PSI/RPM button for 3 seconds. The indicator will display the mode selected. Presets Each pressure governor has a PRESET button and both an RPM and PSI preset are programmed by TSF. The engine PSI preset is 110 PSI and tanker PSI preset is 50 PSI. The RPM preset for both engines and tankers is 1100 RPM. Using the PRESET button is optional. You can press the PRESET button at any pressure or RPM with the Pump Boss governor, as both presets are available with the pump engaged. This allows the engineer to use the RPM preset when drafting. The pressure governor can also serve as a high idle control in RPM MODE with the pump disengaged. Simply select RPM MODE and press PRESET. Engines and tankers also have a HIGH IDLE switch in the cab. Idle Button The pressure governor has an IDLE button which can be used at any time. Tips for Pressure Governor Operation Operate two-stage pumps routinely with the transfer valve in VOLUME. This will result in more efficient operation of the pressure governor and is not harmful to the pump or motor. The discharge pressure at idle will be 30-40 PSI. The engineer can switch from PSI to RPM and back at any time and at any pressure. No water hammer can occur from a MODE change. 35  If your water supply runs low the governor will attempt to maintain PDP by increasing RPM. If the pump cannot maintain at least 30 PSI PDP, the governor will return the RPM to idle. This is a safeguard to prevent cavitation. Flow from the booster tank is limited to 700-800 GPM on all JFRD engines. If you attempt to exceed this amount the digital readout may indicate LO SUPPLY or LO PRESSURE and the governor will return RPM to idle. If you need to supply the deck gun from the booster tank, use the fog nozzle at 500 GPM or a 1 ¼” or 1 3/8” tip. When residual pressure gets low (below 10 PSI), the governor may sense a supply problem and return RPM to idle. If additional volume is not available and you can safely operate at this residual pressure, change to RPM MODE, and continue pumping. Attempts to pump low volume at high pressure (such as a booster line) may cause mild cavitation in the pump which the governor may falsely interpret as a low water supply and return the RPM to idle. The governor is an electronic device and subject to voltage and current irregularities. If you find the governor control box without power after engaging the pump, you may have to disengage the pump, shut off the motor and batteries, re-initiate the starting sequence and re-engage the pump. 36  Hose and Nozzles The minimum hose inventory of each engine company shall consist of: 6” Soft Intake 25’ 5” 1000 feet 2 ½” 1000 feet 1" Booster Line 200 feet 10 ft hard suction 2 (Two) sections High Rise Pack 195' of 2 ½” HR hose 2 (Two) 200 foot Pre-Connected 1 ¾” Cross lays 1 ¾” All other 1 ¾” attack hoselines attack hoselines length per Company Captain Wildland Hose 200’ of 1” hose Apartment Pack 100’ of 1 ¾” hose 5” Hose 5” hose fitted with Storz quarter-turn couplings are the primary supply hose. All 5” hose shall be loaded flat in the hose bed. Couplings can be placed in random locations but must be staggered and cannot flip over during layout. A rope “hydrant loop” with a hydrant wrench and two 5” spanner wrenches shall be readily available for laying a supply line. When connecting 5” hose to the intake valve, never place a right hand twist in the hose. It may uncouple upon charging. If a hose clamp is used when laying out, the clamp must be placed close to a coupling on the supply side. The 5” hose will extend horizontally when charged, so always clamp at least 25’ back from the tail board. A Supply line connected to a hydrant at incident scenes shall be 5” or larger. WARNING: When loosening the hose clamp do not position yourself on the hinge side of the clamp. The engineer shall direct the opening of the hydrant by portable radio or by signaling with arms extended over the head (when the engine can be seen from the hydrant). If the above methods are impractical utilize a runner. 37 Crossing 5” hose SHALL ONLY BE DONE IN AN EMERGENCY, and in a manner that minimizes the chance of hose or coupling damage. Lay 5” hose in a manner to avoid the path of vehicles if possible. Any crossing should be done at an angle and not straight on. If 5” hose must be crossed, only vehicles with high ground clearance should be permitted to do so. CAUTION: No apparatus shall drive over a 5” hose coupling. 5” hose has a comparatively small amount of friction loss compared to 2-1/2" hose, but it too has limitations. A flow of 1200 GPM has 10 PSI friction loss per 100' section of hose. 1600 GPM is the practical volume limit of 5” hose. If a full bed load of 5” hose is used to supply an attack engine, an additional engine should “hook-up” to the hydrant and relay pump the supply line (see page 64). 5” hose lays requiring multiple bed loads may require several in-line relay engines in addition to the engine at the hydrant. Pumping 5” hose requires two-stage pumps to be operated in VOLUME. Maintain a minimum of 10 PSI residual pressure and never exceed 200 PSI PDP. 38  Storz Adapters and Appliances: 6” Ball Intake Valve (BIV) 6” Piston Intake Valve (PIV) with 5” Storz connection with 5” Storz connection Front Intake Rear Intake 5” piping outfitted with 6” 5” piping outfitted with 5” Female to 5” Storz connection Female to 5” Storz Connection NOTE: The 6” Ball intake valve (BIV) will flow in excess of 2000 GPM. It is also capable of drafting if outfitted with the proper adapter. 39 4” female to 5” Storz adapter Located on the LDH discharge valve 4-1/2 female to 5” Storz adapter This is the standard JFRD hydrant connection, normally installed on 5” hose in the hose bed. 2-1/2 female to 5” Storz adapter This adapter is used for connecting 5” hose to the 2-1/2” outlet on a hydrant. 5” Storz to 6” male adapter Vacuum rated adapter to allow connection of hard suction or 6” soft intake hose to BIV. Painted Red and equipped with vacuum rated gasket. 40 2 ½” Hose 2 ½” hose shall be loaded in the hose bed with the male coupling out/on top. This hose is versatile and can be used for a variety of applications: FDC – to supply a sprinkler or standpipe systems. Master Stream – to supply the ground monitor and mini-monitor. Handline – High Volume handline for large fires. May also be used to supply a gated wye. Supply – to transfer water between apparatus on scene. 2 ½” Pre-connected Handline Advantage: Rapid Deployment, Up to 300GPM Disadvantage: Relatively short lengths (200’ or less) may be a limiting factor for large area structures. Advantage: 2 ½” Static Load Advantage: Ability to carry several hundred feet of hose so the proper length can be deployed. Disadvantage: The engineer must break the coupling and connect to the desired discharge outlet. 41 2 ½” Standard Hose Adapters and Appliances 2 ½” Double Male 2 ½” Double Female 2 ½” x 1 ½” Gated Wye Every engine company should carry at least two - one in the high rise bag and one on the front bumper discharge. 2 ½” Siamese For joining two 2 ½” hose lines together to form one hose line. Other uses include augmenting the FDC to increase sprinkler or standpipe flow. Additionally, it can be used during a “modified tanker shuttle”. Refer to page 75. 2 ½” Smooth Bore Nozzle This stacked tip nozzle operates at 50 PSI nozzle pressure (NP) and flows the following: 1” 200 GPM WARNING: The maximum 1 1/8” 250 GPM safe flow through a 2 ½” 1 1/4” 300 GPM handline is 300 GPM. To compensate for friction loss in 2 ½” handlines add 10 PSI per 100’ to the PDP. This standard friction loss works equally well for fog streams or smooth bore nozzles. 42 Akron Turbojet 2 ½” Fog Nozzle Operates at 100 PSI NP with an adjustable flow range of 125, 150, 200 and 250 GPM. Has a "break-apart" feature allowing 1 ¾” hose to be extended from the playpipe. WARNING: Rotating the bumper fully clockwise will shut off the nozzle even if the bale is open. 1 ¾” Hose and Nozzles 1 3/4” hose loaded in a pre-connected manner is the “bread and butter” attack line of the JFRD. Akron Turbojet Nozzle - This nozzle has five settings from 30-200 GPM. However, JFRD recommends the 95, 125, or 150 GPM setting for initial interior firefighting. NOTE: Always check the GPM setting at the beginning of your shift and prior to use. NOTE: Be sure to add 5 PSI PDP per floor when operating above ground level. There are two pressure variants of the Akron Turbojet nozzle. Most engine companies carry the 75 PSI model. The Hazardous Materials Team carries the 100 PSI model because it has greater reach. NOTE: It is important to understand both “nozzle pressure” (NP) and “pump discharge pressure” (PDP). Both figures must be included for the engineer to fully understand the capability and pumping requirements of each nozzle. Remember this simple formula: PDP = Nozzle Pressure + Friction Loss. Akron Turbojet (75 PSI) Fog Nozzle An initial PDP of 110 PSI will allow the nozzle operator to select 95, 125 or 150 GPM on the nozzle and attain this flow. A desired flow of 200 GPM requires an increase in PDP from 110 PSI to 150 PSI. Two firefighters may be required for safe handling. 43 Akron Turbojet (100 PSI) Fog Nozzle A pump discharge pressure of 135 PSI will allow the nozzle operator to select 95, 125 or 150 GPM on the nozzle and attain this flow. The nozzle operator can change the GPM setting with no adjustment in PDP required. A desired flow of 200 GPM requires an increase in PDP from 135 PSI to 175 PSI. Two firefighters may be required for safe handling. NOTE: There is a greater tendency for handlines to kink when used with the 75 PSI nozzle. A quick remedy is to increase initial PDP when charging, then reduce to the recommended PDP. If the nozzle operator experiences a sudden PSI loss while advancing, suspect a kinked line. All firefighters on scene shall be watchful for kinks and assist in feeding hose into and inside a structure. If hose kinks become frequent the engineer can boost PDP by 10-25 PSI. Akron Saberjet Nozzle This 1 ¾” nozzle has a dual position bale allowing the nozzle operator to select a fog or solid stream. The fog ranges from a narrow angle to a wide angle and cannot produce a straight stream. The smooth bore can be configured for 7/8” or 15/16" tip. It cannot flow both fog and solid streams simultaneously. The solid stream setting will flow: 150 GPM at 50 PSI NP (7/8”) 180 GPM at 50 PSI NP (15/16”) The fog stream setting will flow: 135 GPM at 100 PSI NP A PDP of 125 PSI will produce the above flows with 150’ or 200’ of hose. When the solid stream is selected this nozzle may require two firefighters for safe control. If less volume is sufficient, this nozzle produces a quality fog and solid stream at lower pressures that can be handled by one firefighter. 44 The nozzle operator can change from fog to solid and back with no PDP adjustment required. This is because the change in GPM results in a corresponding change in friction loss (friction loss increases by 40-50 PSI when changing from fog to solid stream). All Cross lays should be equipped with 10’ short sections at the discharge pipe. These sections are useful when extending a line or placing a foam eductor in-line. Booster Line Each engine carries 200’ of 1” booster hose. It is used for a variety of small fires, wildland fires, or overhaul. Each Booster Hose is equipped with a 1” Akron Turbojet Nozzle with the following GPM settings “(13, 25, 40 and 60 GPM)” at 100 PSI. CAUTION: Sustained high pressure combined with low pumping volume can contribute to high pump temperature and impeller damage. Hard Suction Hose All engines carry two 10 foot sections of hard suction hose. There is (1) heavy duty hose and (1) drafting hose. Each hose has 6" threads to match the steamer connection. Heavy duty hose is for drafting or connection to a hydrant. This hose is heavy, not very flexible, and difficult to maneuver. Refer to page 63 for instructions on making a hard suction to hydrant “hook-up.” The drafting hose is lightweight and flexible but is for drafting only and cannot be pressurized. The 6” to 4-1/2” adapter and 6” to 2-1/2” adapter permit the hard suction hose to be connected to a hydrant. Each engine shall be equipped with a barrel-style strainer and rope for drafting from a natural static source. 45 Low Level Strainer Two types of low-level strainers are in use to facilitate drafting from tanker basins. Each tanker carries a strainer with 4-1/2” threads (right). Also attached to this strainer is a 4-1/2” double male adapter. This allows a direct connection to 4-1/2” hard suction hose carried by tankers. Connecting to 6” hard suction requires a 4-1/2” to 6” adapter (also carried by tankers). A newer type of strainer is carried by Engines equipped with front intakes. It is red in color and has 6” threads. It is the lightweight and may need to be weighted down in a tanker basin. Soft Intake hose Some engines may be equipped with a 6” soft intake hose. It is red in color and 25 ft. in length. This hose will flow in excess of 2000 GPM when connected to a Ball Intake Valve (BIV). Apartment Packs Each Engine Company shall maintain 100’ of 1 ¾” hose, loaded in shoulder packs. These packs shall be equipped with a 2 ½” x 1 ½” gated wye and a nozzle. 46 High Rise Packs Each Engine company shall carry the following equipment: Three – 65’ sections of JFRD “High Rise Spec” 2 ½” Hose (Loaded in shoulder packs) One – 2 ½” lightweight nozzle equipped the following way. Bail shut off, mini stream shaper, short stack tips (size 1 1/8” and ½” low flow) High Rise Bag, consisting of 2 ½” in-line pressure gauge, 2 ½” gate/ball valve, 2 ½” Lightweight elbow, 1 ½” x 2 ½” increaser, 1 ½” Fog Nozzle, 2 – spanner wrenches, marking device, 6 – disposable glow sticks, 14-18” pipe wrench, flat blade screwdriver, phillips head screwdriver, allen wrenches, 6- 8” crescent wrench. 47 Attic Nozzle Ladder Companies carry Distributor Nozzles that can be placed into an attic space from the floor below. The complete set includes two lengths of 1 ½” aluminum pipe (6’ and 2’), a 1 ½” x 2 ½” increaser and a standard 2 ½” playpipe (see below). These nozzles cover 1000 sq. ft. of attic space and flow approximately 125 GPM at 100 PSI. NOTE: The attic nozzle is an excellent tool for fires located in the attic space. It is ideal for fires caused by lightning strikes. 48  Foam and Foam Equipment Each engine and tanker is equipped with class A and class B foams and application appliances. JFRD also maintains an extensive foam inventory. Class A Foam This is used primarily for wildland fires and is not compatible with Class B foams. Class A foam is actually a wetting agent and can break down the surface tension of water permitting greater penetration of water into class A fuels. It is educted at ¼ % to 1 %. Do not use class B foams on class A fires. Class B Foam Alcohol resistant versions of aqueous film forming foam (AR-AFFF) have proven to be effective on all types of class B fires. Ansulite Lo-Viscosity AR-AFFF and Thunderstorm AR-AFFF are the class B foams utilized by JFRD. They are equally effective on hydrocarbon fuels (gasoline, kerosene, diesel fuel) as well as polar solvents (ethanol and ethanol blends, methanol, and ketones). These foams are educted at 3% and are compatible with each other. Every engine and tanker (except those listed below) carry this foam. NOTE: All gasoline now contains at least 10% ethanol. AR-AFFF and the Akron foam tube are required to achieve proper aeration to extinguish these fires. The following apparatus carry 3% Mil-Spec AFFF in their foam tanks: Engines 7 and 21 – These engines have built-in foam proportioners and tanks. Mil-Spec foam is more compatible with these systems. Stations 16 and 56 – Aviation fuel is a non-polar hydrocarbon fuel very similar to kerosene. Mil-Spec AFFF will be most effective on these fires and spills. Foam 37 and 371 – Although these tankers respond citywide their main purpose is to protect the Navy Fuel Depot which primarily stores aviation fuel. Each tanker carries 1800 gallons of foam concentrate. CAUTION: Mil-Spec 3% AFFF IS NOT compatible with AR-AFFF and should never be mixed. Never add AR-AFFF to any apparatus foam tank. 49 Each engine: Shall carry enough foam concentrate to convert the booster tank water into finished foam. This calls for a minimum of 15-18 gallons of concentrate or three- four pails (3 gallons per 100 gallons of tank capacity). Each tanker: Shall carry enough foam concentrate to convert the 2500 gallon tank into finished foam. This calls for a minimum of 75 gallons of concentrate or 15 pails (3 gallons per 100 gallons of tank capacity). Standard Foam Delivery Equipment In addition to foam concentrate each engine and tanker shall carry basic foam nozzles and proportioning equipment. This equipment must be properly maintained, with thorough flushing after use to maintain proper performance. A foam eductor rated at 125 GPM. This device is adjustable from 1/4% to 6%. It is used with the standard 1-3/4” handline. Akron Turbojet fog nozzle set to 125 GPM (75 or 100 PSI variant). The 100 PSI nozzle is more compatible with E-7 and E-21 foam proportioners and capable of greater stream reach. Akron Foam Tube, which provides aggressive aeration at the nozzle instead of having to create a foam blanket by indirect methods. The Foam Tube attaches to the 1-3/4” Akron Turbojet nozzle only. 50 Guidelines for Foam Use The foam eductor shall be set to match the foam concentrate. Example: 3% concentrate educts at the 3% setting. The maximum distance between eductor and nozzle is stated below. If more distance is required between the apparatus and the eductor use 2-1/2” hose and a gated wye. - When using a 75 PSI nozzle the maximum distance is 250’ - When using a 100 PSI nozzle the maximum distance is 150’ The nozzle setting shall match the rated flow of the eductor (125 GPM). The nozzle bale must be fully opened at all times. The foam eductor requires an inlet pressure of 200 PSI. This will provide the proper nozzle pressure and sufficient GPM. Nozzle Pressure will not be excessive due to the friction loss that occurs within the foam eductor. Foam concentrate will educt at lower PDP. For this reason, it is possible to produce finished foam at lower PDP. However, this creates two problems. The GPM at this lower PDP may be far less than the 125 GPM selected. At less than 200 PSI the eductor will draw MORE foam than the educator setting resulting in a richer foam solution. You will use more foam and run out quicker. The proper water: foam ratio cannot be achieved unless the inlet pressure is 200 PSI. Special Appliances The Hazmat Teams and Station 37 carry several large caliber master stream appliances for foam and dry chemicals. Engines 7, 21, and 31 also carry the Akron 250 GPM eductor and foam tube. Used with 2-1/2” hose and the 2-1/2” Akron Turbojet nozzle, this setup allows up to 300’ between the eductor and nozzle, the educator requires 200 psi inlet pressure. 51 Storage and Reserve Stocks AFFF Concentrate will store many years without issue. The plastic containers, however, are subject to damage from rough handling and will deteriorate when exposed to sunlight for extended periods. Do not allow foam to freeze. JFRD maintains emergency stockpiles of foam at TSF and Station 37. The total JFRD foam capacity is approximately 20,000 gallons. The shelf life of class A foam is indefinite. It is provided in square pails to avoid confusion with class B foams. Class B foam concentrate is supplied in five gallon round pails. It is considered a hazardous material to the environment and requires care when handling. AR-AFFF Specifications Compatible with dry chemicals. Cannot be used for subsurface injection. Can be used with fresh or salt water. 52  Other Engine Company Equipment Ground Ladders The following ground ladders shall be carried by all engine companies. 24 ft Extension Ladder First Story Roof Access Second Story Window Access Second Story Balcony Access 14 ft Roof Ladder First Story Roof Access Interior Access (tall ceilings) Roof Work with Hooks Deployed 10 ft Attic Ladder Interior Scuttle Access Interior Attic Access Some First Story Windows Little Giant This versatile ladder can be arranged as a wall ladder, extension ladder, or A-frame. It is carried by some engine companies. 53 Extrication Equipment The following extrication equipment shall be carried by all engine companies. High Lift Jack w/ lifting Hook Air Chisel and 3 blades (long flat, short flat, panel) Come-A-Long NOTE: Detailed specifications of Chains in lengths of 6 ft, 12 ft, and 15 ft all equipment and techniques J Hook w/ Shackle can be found in the JFRD Vehicle Step Chocks (minimum of three) Extrication Manual located in the Ladder Cribbing (minimum of one) Station Library. Assortment of 4x4 cribbing In addition to the standard complement above, some engines may carry a set of hydraulic rescue tools and a portable power unit. The tools include a spreader, cutter, and ram. Some engines are equipped with battery powered hydraulic tools (right) that have no power unit, no hoses, and require no setup time. These tools have an internal hydraulic pump which can operate in hostile environments where a gasoline power unit might fail and provide more cutting and spreading force than conventional units. 54 Portable Extinguishers The following portable fire extinguishers are carried by all JFRD engine companies. Discharge data and UL ratings are provided below. Refer to SOP 220 for more information. Foam 2-1/2 gallon ARC foam Range 15 feet Rating 3A:20B Carbon Dioxide (CO2) 20 lb. CO2 Range 8 feet Rating 10B:C Purple K (PKP) 18 pound 30 pound Range 18 feet in 18 seconds Range 18 feet in 8 seconds Rating 80B:C Rating 20B:C NOTE: The 30 pound Purple K extinguishers are “high flow” and can be identified by their red handle. Despite the increase in agent capacity these carry a lower UL rating because the discharge time is more rapid. Despite the rating they are highly effective. These are carried by some engine companies. Class D agents include MET-L-X (right) and LITH-X. These have specific uses and application methods and require additional training. They utilize the same external cartridge type extinguisher as the more common Purple K, so be sure you have the right extinguisher. These are carried by companies which possess Class D hazards in their district. Some companies also carry sodium bicarbonate extinguishers, effective on Class B and C fires. 55 Specialized Engine Equipment JFRD utilizes engine companies in some specialty roles in addition to standard engine company duties. These include heavy engines and squads, hazmat, technical rescue, airport crash rescue, and water rescue. Some of the following equipment may be found on these engines. Generator – a twin-cylinder diesel motor powers the 10 kilowatt (KW) generator. It receives fuel from the main fuel tank and has an electric start switch on the pump panel and dashboard. It powers five scene lights (front, sides, rear) and a 30 amp cord reel on the rear for fans and lighting. Winch – this device is powered by 12 VDC receptacles located at multiple points on the engine. Adjacent to each receptacle is a hitch receiver tube where the winch can be placed and secured. The wire rope can be extended 100 feet and has a 9000 pound pulling capacity. Extrication Tool Reels – provides pre-connected hydraulic tools and air chisel for rapid deployment. The hydraulic tool reels are connected to a portable power unit and the air chisel is connected to a single high capacity onboard air bottle. Some engine companies may also carry ventilation fans, salvage equipment, circular saws, reciprocating saws, air bags, water rescue equipment, and rapid intervention equipment such as the Sked, Pelican battery-powered light (right) and 60-minute SCBA with mask and trans-fill hose (RIT pack). 56  Pumping Operations While the majority of pumping operations require only one or two handlines and booster tank water, the engineer will encounter situations which will call upon additional knowledge and advanced techniques to keep the water flowing. Some of these situations are explained here in detail. Pumping Multiple Lines When faced with the need to supply multiple hoselines at different pressures, the engineer must first determine if the water supply can support more lines. Static pressure and Residual pressure can be used to estimate the available water supply. Remember that there is no residual pressure when pumping from the booster tank or drafting. Residual pressure is only displayed on the intake gauge when the supply side of the pump is under pressure (from a hydrant, relay engine, or tanker). To estimate the remaining supply, take note of the static pressure prior to charging the first line. After charging the line and water is flowing, note the residual pressure. The drop in pressure from static pressure to residual pressure helps determine if more lines can be supplied. Subsequent drops in residual pressure can be used to make further supply estimates. If the drop is less than 10%  you can add 3 more lines of equal GPM If the drop is from 10% to 20%  you can add 2 more lines of equal GPM If the drop is from 20% to 25%  you can add 1 more line of equal GPM If the drop exceeds 25%  you may be able to pump smaller lines only Example: Engine 17 connects to a hydrant and notes the static pressure is 65 PSI. After charging the deck gun with a 1 ¾” tip (800 GPM), the residual pressure is 55 PSI. The static to residual pressure drop is 10 PSI. A drop of 10 PSI correlates to a 15% drop (10 ÷ 65 = 0.15 or 15%). Engine 17 can pump an additional 1600 GPM (2 more lines of equal GPM). 57 NOTE: When connecting to a hydrant while pumping from the booster tank you could change from tank supply to hydrant supply and never read static pressure. In this case assume static pressure is 70 PSI. Once the engineer has confirmed an adequate supply and the first hoseline is charged, use the following procedures to set proper pressures on each successive hoseline (“gating up” or “gating down”). Charge the second line. If this line requires more pressure, increase the throttle RPM as you gate down the first line discharge valve to maintain the proper pressure on each line. If the second line requires less pressure, open the valve slowly until the desired pressure is achieved. If the valve is opened too far, gate down the valve until you’re back to the proper pressure. When setting pressures, view the remote discharge gauge for the line being gated (not the master discharge gauge). After stopping the valve at the desired pressure, turn the discharge handle 45 degrees to lock in position. NOTE: To properly gate a hoseline up or down water must be flowing. A static line cannot be gated. Ladder Pipes Ladder trucks have a nozzle affixed to the ladder tip which may be an 80 PSI automatic fog nozzle or smooth bore stacked tips. Automatic Fog nozzles are rated up to 2000 GPM however the waterway is limited to 1000 GPM. Smooth bore tips range up to 2”. NOTE: Tower Ladders may be equipped with a larger waterway and nozzle configuration. Higher GPM may be possible, reference manufacturers manual. 58 When supplying a ladder pipe within 100’ the recommended initial PDP is 150 PSI (any nozzle). The ladder company engineer has a digital flow meter (right) on the turntable pedestal. Proper flow adjustments can be made by communicating with the ladder company engineer. The engine will supply the ladder pipe through intakes on the side or rear of the ladder truck. Mid-ship turntables have side intakes, while rear-mount turntables have a single rear intake. A pressure gauge is located at each intake. WARNING: JFRD Ladder Trucks are specified to flow 1000 GPM. Do not attempt to exceed. (Tower Ladders Excluded) Master Streams Each engine carries a master stream appliance (deck gun) that is mounted to the top of the pump and can be removed and used as a large ground monitor. Both smooth bore tips and a fog nozzle are provided. When used from the engine, the device must be elevated When mounted on the ground monitor base, do not elevate 59 Fog – nozzle pressure is 100 PSI. Flow is adjustable in increments of 500, 750, 1000, and 1250 GPM. Smooth Bore – nozzle pressure is 80 PSI. 1 3/8” – 500 GPM 1 ½” – 600 GPM 1-3/4” – 800 GPM 2” – 1000 GPM (Some engines may have a 1 1/4” tip that flows 400 GPM). Refer to the Quick Reference Chart pages 86-87. Use the following pressures for the Large Ground Monitor in addition to NP: Add 10-25 PSI for friction loss (FL) in the appliance. (For higher GPM expect friction loss to be closer to 25 PSI) Add 25 PSI FL for each 100’ of 2 ½” Siamesed hose for friction loss. Example: A large ground monitor with a 1 ½” tip supplied by 200’ of Siamesed 2 ½” hose would require 80 PSI NP, 50 PSI for FL, and 25 PSI for appliance loss. Final PDP = 155 PSI. WARNING: The large ground monitor and mini-monitor have flow and pressure limitations marked on a plate affixed to the base. Do not exceed these limits. For optimum safety securely anchor the large ground monitor and mini-monitor. In this example the supply hose is looped around the front of the device and the anchor chain attached to the hose. The water supply for the large ground monitor shall be two 2 ½” hose lines. For optimum safety both lines must be attached and charged simultaneously. 60 Engines carry a mini-monitor with a single 2 ½” inlet. It flows up to 500 GPM at 100 PSI. A hose lay in excess of 200’ will require the use of a Siamese and dual 2 ½” hose lines. Another option is to select a lower GPM setting on the nozzle. Laying a Supply Line SOG 406 requires the second arriving engine to stand by the hydrant. However, the first arriving engine should consider laying a line if warranted by fire conditions. This offers several advantages: The first due engine crew has a better knowledge of the first due hydrants. The supply line can be laid dry, retaining the full crew. The second due engine can complete the connection, either connecting the supply line directly to the hydrant or “hooking up” and relay pumping the supply line. If conditions warrant, the line can be laid and charged for an initial attack with large lines or heavy appliances. When laying out to another engine the preferred intake is the steamer (through the PIV or BIV). This enables the engineer to monitor residual pressure by hose contact and places the intake valve within easy reach. Connecting to the opposite side keeps the pump panel clear of obstructions. Tight spaces may require connecting to the front or rear intakes. CAUTION: Be sure to bleed incoming air from supply hose to prevent loss of prime or governor malfunction. 61 Hydrant Connections The engineer has the following options when connecting to the hydrant. Select the method that is most practical and provides the necessary flow. Single 5” hose 6” hard suction hook-up Full hydrant connection Single 6” soft-sleeve hose Hard Suction Hook-up Hard suction hose will provide the most volume from a hydrant. However, the engine must be within 10’ of the hydrant and a minimum of two personnel must be available (three preferred). The following procedure utilizes three personnel. Spot the engine with the front bumper even with the hydrant. Obtain the hard suction hose and 4 ½”-6” adapter. Place the adapter on the male end of the hose. Remove the piston intake valve and instal