Engineer Task Book PDF

Revision 1st Edition, 2016 2nd Edition, Dec. 2022 2.1 Edition, Feb. 2024 This Engineer handbook is the product of many dedicated personnel looking only to provide the best opportunity for others to understand the vast subject of fire engine operation, maintenance, and pump operation. 1st Edition, 2016 Andrew O’Quinn Doug Shatzel Scott Barnwell 2nd Edition, Dec. 2022 Deputy Chief Dusty Wilson Battalion Chief Andrew O’Quinn Captain Doug Shatzel Captain Luke Smith Lt. Jeff Mrwik Engineer Max Schafer Engineer John Baccari 1 Table of Contents Definitions 6 1. Apparatus and Preventive Maintenance 10 Daily Engine Inspection Weekly Inspection and Maintenance Scheduled and Unscheduled Maintenance 2. Engine Positioning 23 EMS Responses Structure Fire Responses Roadway Incidents Tactical and Safety Considerations Spotter Hand Signals 3. Fire Ground Water Sources 29 Fire Hydrants Static Water Supply Booster Tank Dry Hydrants Considerations Before Using a Dry Hydrant Hydrant Locations 4. Fire Pump Theory and Operation 37 Midship-Mount Waterous Pump Pierce PUC (Pierce Ultimate Configuration) Pump Centrifugal Pumps Theory of Operation Pump Shift Governor Modes Pump Testing Pressure Governor Piping, Valves, and Pump Gauges Primers Other Pump Accessories Throttles and Pressure Control 5. Hose and Nozzles 58 5” hose and Adapters 2.5” Hose and Nozzles 1.75” Hose and Nozzles Booster Line Hard Suction Hose Low Level Strainer High Rise Packs Handline Foam Equipment 2 6. Foam and Foam Appliances 70 Foam Concentrate Husky 3 System 7. Additional Engine Company Equipment 75 Ground Ladders Extrication Equipment Portable Extinguishers 8. Pumping Operations 81 Pumping Multiple Lines Master Streams Laying a Supply Line Hydrant Connections Relay Pumping Sprinkler and Standpipe Operations Drafting 9. Tanker Operations 94 Tanker Operations Nurse Tanker Shuttle Tanker Tanker Considerations Refilling the Tanker Engine Supplying a Tanker Duel Dump Tanks Off-Road Operation 10. Troubleshooting Pump Problems 102 Pump Overheating Diesel Motor Overheating Pump Will Not Engage Unable to Build Pressure Cavitation Critical Velocity Unable to Prime Engine Company Emergencies Loss of Water in an Operating Hose line Burst Length Clogged Nozzle Kinks 11. Units of Measurement 112 3 Quick Reference Chart (SOG 18-1) 113 Appendix 116 A. Diesel Motor Regeneration B. Hydraulic Theory C. Engine Company Color ID Markings D. Manual Pump Shift Procedures E. Husky 12 Foam System F. Turbo Draft G. Master Stream Smooth Bore Data Sheet H. Engineer Skill Sheets 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 4 Preface The ability to carry water and provide fire streams are the most basic functions of the fire service. St. Johns County Fire Rescue utilizes a variety of pumping apparatus: engines, ladders, tankers, brush trucks, airport crash trucks, and fireboats. The Engine is the primary pumping apparatus and the subject of this book. With 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 SJCFR 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 effective Engine Company operations possible. "FIRE TRUCKS ARE GODLIKE VEHICLES THAT SHOULDALWAYS BE OVER MAINTAINED AS A LABOR OF LOVE - PERSONALLY AND PROFESSIONALLY - SO THEY CAN PROTECT GOOD AND FIGHT EVIL." A.V. Brunacini 5 Definitions Atmospheric Pressure – The pressure created by the weight of air, which is 14.7 PSI at sea level and gradually decreases as elevation increases. Backflow Preventer – A device used to protect water supplies from contamination. Often FDC’s are installed in backflow preventers. Booster Backup - The Attack Engine initiates fire attack off the booster tank and the second due engine comes in and supplies the attack engine with its tank water. Capacity – The quantity of water a pump will discharge (also see Rated Capacity); another term for the VOLUME position of the transfer valve enabling the pump to deliver higher volumes of water. Centrifugal Pump – A mechanical device that uses a rotating impeller to increase the pressure of a fluid. The fluid enters the pump impeller along the rotating axis and is accelerated by the impeller, flowing in a radial motion outward into a volute from where it exits into the discharge manifold. Compound Gauge – A gauge that indicates both positive pressure (PSI) and negative pressure (vacuum). Critical Velocity – The maximum velocity of a hose stream. Any attempt to increase pressure beyond critical velocity results in a drop in discharged volume. Drafting – When an engine draws water from a static source such as a pond, lake, river, tanker basin, or swimming pool. Fire Stream – The water or foam solution from the time it leaves the nozzle until it reaches the fire. Flowmeter – A gauge that indicates flow (volume), and reads in GPM. Foam Proportioner – A device that mixes water and foam concentrate to provide a properly mixed foam solution. Friction Loss – A drop in pressure due to the friction between the water and the inside of a hose, pipe, or appliance. Friction loss increases as diameter is reduced, length is increased, or volume is increased. 6 Governor – A pressure control device that uses motor speed (RPM) to control discharge pressure. GPM – Gallons per minute, the unit for measuring volume (flow). GPS - Gallons per second, unit used for measuring fire flow in relation to BTU’s. Impeller – The rotating vane within a centrifugal pump that imparts velocity to water. Head Pressure – The pressure exerted by the height of water above a discharge orifice. Hydrant Bag- A bag that contains the following items to be used during the hydrant hook up: Hydrant Wrench, LDH spanners, 2.5 spanners, 2 gate valves, 2.5 cap, 2.5 to Storz, 4.5 to Storz. Hydrant Hook Up- Connecting to all the outlets on the hydrant: The 4.5", and both 2.5" with a Gate/ Ball valve, (formally known as heavy hook up, now the standard hook up for all structure fires). Catching the Hydrant- The complete act of the hydrant hookup and laying in. Wrapping the Hydrant- The act of looping the hydrant with the supply line and leaving the hydrant bag for a later connection by another unit. Hydraulics – The science of water in motion. Hydrostatic test – Testing of a pressure vessel (SCBA or oxygen bottle) for leaks or flaws. Testing is very important because containers containing compressed gas can rupture violently if they fail. Hydrocarbon Fuels – Flammable liquids which are compounds of hydrogen and carbon. Includes gasoline, diesel fuel, kerosene, and aviation fuels. Laying In or Lay In – Placing hose on the ground for supply. Forward Lay- Laying from the Hydrant/ Water source to the Attack Engine (Fire Scene). Reverse Lay- Laying from the Attack Engine (Fire Scene) to the Hydrant/ Water source. Split Lay- The Attack Engine dropping a coupling at an intersection/ driveway and the Supply Engine connecting to that coupling and then laying out to the Hydrant/ Water source. 7 Nozzle Reaction – The pressure exerted in the opposite direction when water is discharged from a nozzle. Nursing- The act of the tanker supplying the attack engine with water. Parallel – The “volume” setting of a two-stage pump. Water enters both impellers from the intake source. Also called “capacity.” Polar Solvents – A flammable liquid containing polarized molecules which includes alcohols and ketones. Pressure – Force per unit area. Within a fire pump pressure is produced as water leaves the impeller and enter the volute. This term also identifies one of two settings of the transfer valve, and one of two setting of the pressure governor. Positive Displacement Pump – A type of pump that pumps a definite volume with each stroke or revolution. Examples include rotary vane or rotary gear. This does not include centrifugal pumps. Pounds per Square Inch (PSI) – The unit for measuring water pressure. Prime – To remove air from a centrifugal pump and replace it with water Pump Discharge Pressure (PDP) – The pressure setting of the fire pump controlled by the throttle and indicated on the master discharge gauge. Pump Shift – A device that controls the transfer case or PTO of a fire pump, shifting between the “road” position and “pump” position. Rated Capacity – The pumping capacity of a fire pump, as tested at draft by Underwriters Laboratories (UL). The test results are posted on the pump panel of every rated pump. Regeneration – The oxidation process where diesel soot is burned within the diesel particulate filter and turned to ash. Relay Pumping – Water supplied by one or more engines located remote from the fire scene, and pumping to the scene through supply hose. Residual Pressure – Pressure available at the source while water is flowing. RPM – Revolutions per minute, the unit for measuring motor speed. A tachometer is used to measure RPM. This term also identifies one of two setting of the pressure governor. 8 Series – “Pressure” setting of a two-stage pump. Water enters one impeller, which discharges water to the second impeller. Single Stage Pump – A centrifugal pump with a single impeller. Source Pumping- Placing an engine on the hydrant with a hydrant hookup to supply the attack engine (fire scene). Engines push water; they don't pull it. Static Pressure – Fire ground water supply that is motionless. Steamer – Refers to the 4.5” connection on a fire hydrant. This term is also used for the 6” side intakes on a fire pump. Stretching Hose- The act of advancing an attack or supply line. Tandem Pumping – Supplying a second engine with residual pressure by connecting intake to intake. Transfer Valve – Mechanical device within a two-stage pump that changes from pressure operation to volume operation. Two-Stage Pump – A centrifugal pump, with two impellers on a common shaft, operating in pressure (series) or (volume) parallel. Vacuum – Any pressure less than 14.7 PSI at sea level. Volume – The quantity of water in gallons per minute (GPM). One of two positions for the transfer valve. Volute – The chamber around a pump impeller which converts water velocity to pressure. Velocity – The forward speed of water as it moves through a hose line or nozzle. Water Hammer – The sudden increase in force that occurs when a nozzle or valve, flowing 300 GPM or greater, is opened or closed suddenly. The forward velocity of the water reverses its direction and doubles its force in the opposite direction. 9 Chapter One Apparatus Inspection and Preventative Maintenance 10 Apparatus Inspection and Preventative Maintenance Fire rescue apparatus must be continuously maintained. The engine must always be prepared to respond, provide protection for the crew, and function properly and effectively 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 on the daily apparatus inspections. Safety or operational concerns shall be brought to the attention of the company officer immediately. It should also be recorded into the electronic check-sheet and logistics tracking program. Equipment used during the shift shall be checked and returned to full operational status as soon as possible. Contact Logistics for any mission-critical maintenance-related issues. When any SJCFR equipment is noted as being lost, found, stolen, or damaged in any way, notify the company officer immediately. Daily Engine Inspection 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. Conduct a pass down with the off-going engineer. Ensure proper mechanical fluid levels to include fuel (3/4), motor oil, and diesel exhaust fluid (DEF) (above 3/4). Any fluids added shall be indicated on the daily apparatus check sheet. All observed fluid leaks on the bay floor should be investigated to determine the fluid type and apparatus fluid levels should be rechecked. 11 CAUTION: All fluids must be of the proper type and grade. Contact Logistics with any questions about proper fluids. In addition, all fluid types and capacities for the apparatus are listed on the yellow sticker in the cab by the driver’s seat. Booster tank and foam tank levels must be checked by visual observation into the tank. Compare visual levels to gauges for accuracy. Ensure proper air brake pressure both front and rear 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 seats operate and adjust properly. 12 Ensure wipers operate properly. With the motor running and in high idle, 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 the TANK-TO-PUMP valve open: - Operate the primer until water is discharged - Verify pressure on the Master Discharge gauge - Increase pressure to operational pressure - Ensure proper operation of the governor in both PSI and RPM modes by opening the TANK FILL/ RECIRC valve - Discharge water from at least one discharge (Booster Line) Disengage pump then open/close each manual valve to verify smooth operation: - Open all bleeders. - Remove each cap/plug on each discharge/intake and inspect for debris. - Close all bleeders. - Open and close each piston intake valve (PIV)/ball intake valve (BIV) then remove the cap to drain. - Operate electric intake valves fully-open to fully-closed. Open the PUMP DRAIN and TANK DRAIN (if equipped) valve briefly to flush sediment from the lowest level of the pump and to exercise the valve. 13 View the underside of the engine for pump or tank leaks. Check motor, transmission, pump transfer case, and drivetrain for fluid leaks. Note: Check bay floor for any indications of 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 Check each SCBA and spare cylinder in accordance with SOP. All cylinders will be filled to 4500 psi on Mondays or when depleted below 4300 psi. Preconnected hose lines and supply hose shall be loaded properly and ready for deployment. Nozzles must be inspected and free of debris. Compartments – Ensure proper operation of compartment doors and verify all equipment is in place and ready for use. Chainsaw - Ensure chain is sharp and properly adjusted. Inspect cutting teeth, if more than two in a row or total of six are missing, replace. Ensure fuel and oil levels are full. Verify proper operation. Use bar 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, pump and tools. Store hydraulic spreaders/combi-tool with a ½” gap between the tips and cutters in open position. Generator (if equipped) – Check oil and coolant levels, run the generator until the engine is at its operating temperature (approximately 5 minutes). 14 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. Note: When possible use ethanol-free fuel and/or fuel stabilizer. Tuesday and Friday Cab Tilt Each Tuesday and Friday the cab will be raised for a more thorough inspection. Secure loose cab equipment prior to tilting. Transmission fluid Coolant Power steering fluid Hydraulic fluid for the cab tilt system Inspect all drive belts for tightness and wear Check batteries for leaks and tight connections Check for loose wires or brackets Signs of fluid leaks Brake discs for cracks and signs of wear 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. CAUTION: Do not lower the cab and allow it to rest on the strut – this places undue stress on the strut assembly. CAUTION: Do not wait until Tuesday or Friday to the raise cab if an abnormal amount of fluids are noticed under the apparatus. Raise the cab immediately and check for fluid loss and/or mechanical failure. 15 Weekly Inspection and Maintenance A more thorough inspection of the apparatus and all equipment shall be performed each Friday. 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. Clean all glass and mirrors. Wipe down interior surfaces. Clean the thermal imaging camera. Verify proper charging and swap the battery with the spare. Clean the exterior of the apparatus. Apply wax on Tuesday or in accordance with the company maintenance schedule. 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 the door several times. Remove excess oil. Light oil – This refers to Boeshield T-9 or similar water-displacing lubricating oil, typically in an aerosol can. DO NOT use PB Blaster or other corrosive products. Bleed all air tanks (if equipped) beneath the engine. Open the valve and bleed until the discharging air is free of moisture. Consider absorbent pads at the bottom of the shelf for absorbing spilled petroleum products. 16 Weekly/ Monthly Pump Service Remove each pump cap, elbow, and wye. Clean all threads on the pump and appliances and apply approved food-grade grease as needed. Inspect gaskets and replace them if necessary. Ensure strainers are present in 2.5” intakes. Operate all pump valves and clean or lubricate as needed. Note resistance or improper operation of any valve. The intake valve (PIV/BIV) 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 corrosion. It is normal for the strainer to oxidize with regular use. If the deterioration becomes excessive, Logistics will provide a replacement. The strainer has a beveled edge and must fit tight within the steamer pipe to work properly. 17 Exercise the piston or ball intake valve by attaching a 2.5” hose to a discharge and, with adapters, to the Storz connection on the valve. With the valve closed, after bleeding the air from the line, run the pump pressure up until the relief valve opens. Note the pressure when the valve opens and adjust the setting of the valve as necessary. Back-flush the pump monthly. With the pump disengaged pressurize the discharge side of the pump from a hydrant by connecting a 2.5” hose to the deck gun. Briefly open each intake and discharge valve to flush (it is not necessary to flush preconnected hose line piping). Check the 2.5” intakes to ensure the screens and gaskets are in place and there is no debris. After disconnecting from the hydrant ensure the pump is primed: place the engine in pump gear, open the TANK-TO-PUMP valve, and operate the primer. Ensure tank is full upon completion. 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 the entire ladder for physical damage. Use light oil sparingly to lubricate roof hooks. Rinse dirt and debris from ladder compartments. 18 Clean nozzles with soapy water and a soft brush. Immerse the nozzle in warm soapy water and operate all moving parts. Remove the tip to inspect the threads and the ball for damage or wear. 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 air inlet 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. Inspect SCBA/RIT Pack (Mondays) regulator and trans-fill hoses. Ensure quick-connect couplings are free of debris and work properly. Clean SCBA backpacks as needed. Fill all cylinders to 4500 psi. Check hydrostatic dates on each SCBA cylinder. Refer to SOP 074 for testing requirements. Check portable extinguishers for proper charge and annual inspection date. The inspection label indicates the date of the last inspection. Utility rope shall be inspected. 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 the entire tool with light oil, including all moving parts. Inspect jack for bent or damaged components. 19 Chains – Clean with soapy water if dirty, and dry thoroughly. Wipe down the length of the 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/synthetic rope. If the wire/synthetic rope gets wet or is exposed to moisture it must dry thoroughly. Inspect handle for straightness. 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 Boeshield T-9 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. Bar and Chain Oil – Added to chain saw for lubricating bar and chain. 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. DEF – Diesel exhaust fluid used in some engines to reduce nitrogen oxide emissions maintained at ¾ pumped directly from the 55 gallon drum. 20 Scheduled and Unscheduled Maintenance Periodically your engine may require service at the station, logistics, 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. 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 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. If the service is performed at the station or while you are present, shadow the individual performing the maintenance to assist and learn more about the apparatus. 21 Notes 22 Chapter Two Engine Positioning 23 Engine Positioning The following procedures are recommended for engine positioning or placement at common emergency scenes and are consistent with: EMS Responses Single Family Residence o When positioning 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 o 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 position outside, leaving the closest access for the rescue unit. Structure Fire Responses Single Family Residential Structure o The first arriving engine should pull just past, and the ladder company should be positioned 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. Multi-Story Structure, Commercial, Mid-rise/Garden Apartment o 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. 24 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 positioning uphill and upwind. Use police as needed to ensure scene safety. If extrication is required, consider placement needs of a squad. 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. Consider parking the engine to create a safe area to operate the pump panel and turn the front wheels away from the scene in case the engine is struck from the rear 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. All cab and compartment doors must be closed and windows rolled up while on scene. Leave the rear of all apparatus unobstructed to facilitate ground ladder and tool access. If equipped with ladder racks engines need 5 feet of space on the officer’s side to lower the ladder rack. Contact logistics and BC prior to attempting removal of any engine that has become stuck 25 Do not drive on private driveways or on private bridges except during emergency response. Preplan your zone to be aware of any bridges with weight restrictions and roads that present hazards to the driving or placement of apparatus. 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 and open the driver’s window. The engineer and spotter must maintain eye contact and the apparatus stops when the spotter is no longer in view. Use scene lighting and emergency lighting as needed at night. NOTE: Consider using the “Bluetooth” headsets during the backing process. Spotter Hand Signals Use the following hand signals to direct the engineer left or right: 26 Use the following hand signals to direct the engineer to stop: Use the following hand signals to direct the engineer to continue backing: 27 Notes 28 Chapter Three Fire Ground Water Sources 29 Fire Ground Water Sources Our primary water supply comes from fire hydrants, which are part of a distribution network consisting of wells, retention ponds, treatment plants, pumping stations and water mains. Most of the populated areas within St. Johns County (SJC) and City of St. Augustine (COSA) are served by this network of potable water using 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 water main sizes throughout the county range from 6 to 24 inches. 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 utility companies used in St. Johns County include: St. Johns County Utilities, JEA, City of St. Augustine, North Beach Utilities, and Wildwood Utilities. 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, cisterns, and retention ponds. Portable tanker basins are also static sources. 30 Fire Hydrants County Fire Hydrants Color “YELLOW” Thread Sizes Steamer 4.5” Side Outlets 2.5” Static Pressure Approximately Varies Supply Mains Residential 6” to 10” Commercial 8” to 24” All county hydrants are equipped with a 6” underground inlet 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. Private Systems Commercial plants, schools, shopping centers, aircraft hangars, and apartment complexes may utilize a private water supply. This may or may not be independent of county mains. A private system can be supplied by a private well or retention pond and pump. Another type of private system could be off a private main stemming off a county main through a meter and backflow preventer. The diameter of the backflow preventer is the same as the water main. Typically, private OS&Y valves are painted red. However, OS&Y paint colors may vary in SJC. Smaller blue OS&Ys are drinking water and purple OS&Y valves are reclaimed water. A meter on the OS&Y verifies that the hydrant system is private, as pictured above. 31 The private system flow could differ greatly from county 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 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. One example of a high-pressure system is Northrup Grumman. Pre-planning is essential to become fully aware of these systems in your district. Private Fire Hydrants (Apartment Complexes, Businesses, Schools) Color “RED” Thread Sizes Steamer 4.5” Side Outlets 2.5” Static Pressure Approximately Varies Supply Mains Dead End Mains 6” to 24” or Loops Private hydrants are typically red. Become familiar with those in your territory 32 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 county 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 and are considered a last resort water supply. 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. 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 below atmospheric pressure inside the pump. 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. 33 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 SJCFR Engine has a 3” TANK-TO-PUMP valve. Flow from the booster tank is limited to 500-750 GPM on all SJCFR Engines. Booster tanks should be refilled from municipal fire hydrants and always from the nearest supply point. Do not refill apparatus from private hydrants, unless necessary. Dry Hydrants A dry hydrant consists of a pipe with a threaded 4.5" steamer connection attached to a static water supply. The pipe is commonly PVC but could be cast iron or stainless steel. These are typically found near commercial structures (usually rivers, streams, and retention ponds) where 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. Consider back filling the hard suction to help capture a prime. Newly plumbed dry hydrants are initially tested by SJC Fire Prevention and then becomes the responsibility of the property owner to maintain the system. 34 Considerations Before Using a Dry Hydrant 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. NOTE: Consider back-flowing the dry hydrant with tank water or under pressure with a booster line to clear the PVC line into the static source. Hydrant Locations Hydrant locations for St. Johns County can be found on the SJC GIS Website: https://www.sjcfl.us/gis 35 Notes 36 Chapter Four Fire Pump Theory and Operation 37 Fire Pump Theory and Operation SJCFR engines are built by Pierce and are fitted with midship mounted Waterous pumps and Pierce PUC pumps. Both are single stage centrifugal pumps rated at 1250, 1500 and 2000 GPM capacities. Midship-Mount Waterous Pump 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 – yellow arrow) The pump transfer case mounted below the pump transfers power from the diesel motor to the drivetrain (in the ROAD position) or to the pump impellers (in the PUMP position). These pumps in our engines are primarily 1250 GPM and 2000 GPM in our tower/ladder trucks. 38 Pierce PUC (Pierce Ultimate Configuration) Pump The PUC pump configuration currently provides SJCFR engines and ladders with 1500 GPM. The main difference between PUC pumps and Waterous pumps is the pump configuration. Waterous pumps utilize a “pump house” area in between the cab and rear body compartments. A PUC pump is located under the cab, providing more compartment space and a shorter wheelbase. PUCs are also pumped with the transmission in neutral. They do not use the drivetrain to operate the pump. If pumped with the transmission in drive, the apparatus offers the “pump and roll” option. Centrifugal pumps share the following characteristics: The centrifugal pump assembly utilizes a rotating impeller. 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 rotates continuously when the pump is engaged, even when hose lines 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. 39 Centrifugal Pump Theory The centrifugal pump 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 increases. This results in a corresponding increase in pump discharge pressure (PDP). As water enters the impeller at low pressure the centrifugal force of the rotating impeller increases pressure. Pump Shift Waterous Pump The pump shift control for the Waterous Pump 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. NOTE: When shifting between ROAD and PUMP DO NOT stop in the NEUTRAL position. Allow a few seconds before shifting the transmission into DRIVE. 40 PUC Pump The pump shift control for a PUC Pump is an electric switch in the cab. Place the transmission into neutral or simply come to a stop and engage the air brake. Engaging the air brake automatically places the apparatus into neutral. Once the pump operator is ready to engage the pump, simply press the water pump switch. Governor Modes The PSI Mode is used for pumping handlines, pumping ladder pipes, and supplying a sprinkler standpipe. The RPM Mode is used for relay pumping, charging LDH, establishing a draft, PSI Mode malfunction, and high rise above 300 PSI. 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. 41 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 can pump more than their rated capacity if supplied from a pressurized source. Piping, Valves and Pump Gauges Intake Piping The intake side of a centrifugal pump is an open manifold directing water to the impeller. All pump 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. SJCFR engines have up to five intakes. There are typically two 6” steamer intakes and two 2.5" auxiliary intakes (often called "pony" intakes) on each engine. Some engines have an additional large diameter intake on the front with an electrically controlled valve. Each steamer intake has a connected piston intake valve (PIV) or ball intake valve (BIV). Both types of intake valves incorporate a water control valve, a spring-operated pressure relief valve, a bleeder valve to bleed air from the 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 and can also protect supply hose from excess pressure when the intake valve is closed. 42 The internal pressure relief valves and PIV/BIV’s are preset to 150 PSI. Periodic adjustment may be necessary which can be performed by the engineer or Logistics. Adjusting the relief valve can be accomplished by using a 7/8” socket or wrench to rotate the adjustment nut. Rotating the adjustment nut clockwise will increase the pressure at which the valve will open and counterclockwise will decrease the relief valve opening pressure. The relief valves should not be tightened past the 250psi setting. Doing so may cause damage to the PIV/BIV. The diameter of the intake pipe is determined by the rated capacity of the pump. All SJCFR 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 intake pipes are 5" in diameter. Because of the reduced diameter, the flow is less than the steamers (1000 GPM at draft, 1500 GPM from a hydrant.) Front intakes are capable of drafting and in some situations will be the preferred intake for drafting. 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 the lock position when closed. 43 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 intake valve takes 15-20 seconds to fully open or fully close. NOTE: The electric front intake valve may be held closed by hydrant pressure. Partially open the valve before charging the supply line.. 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 hose lines 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 picking up lines (discharge). Keep the bleeder valves closed unless in use. Bleeding air from intake lines is critical to avoiding loss of prime. 44 Discharge Piping SJCFR 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 the pump discharge pressure. Gauge Construction Each gauge is of the compound type. Compound gauges have a pressure scale (PSI) and a vacuum scale (inches of Mercury or inHg). 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. Primers A primer is required for fire pumps 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." 45 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 frame. NOTE: Engines with front bumper intakes and two primers should operate both primers simultaneously when used. 46 If your primer is inoperative there are 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. The Tank to Pump valve can be opened and a 2.5” auxiliary intake and cap removed to allow water to flow out. 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. Pump Accessories Engine Function Gauges There are four engine 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 Logistics to help identify the problem. 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. 47 15 PSI at idle Oil Pressure 35-45 PSI at speed Coolant Temperature 180-220 degrees fully warmed up Voltage 13 to 14.5 volts Transmission Temperature Under 300 degrees is normal 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. Engine Cooler The engine cooler is a supplementary system designed to add further cooling to the engine in atmospheric temperatures above 80⁰ F or when the engine is overheating. Overheating will be indicated on the gauge or by the alarm/ bar graph on the Pump Boss. The bar graph is in red when the temperature is outside the normal operating range. The system works via a closed loop heat exchanger. To prevent overheating while the pump is operating, open the valve a ¼ turn to discharge cool pump water through the heat exchanger. Engine coolant circulates through coils of tubing located in the heat exchanger. Pump water is circulated around these tubes reducing the coolant temperature. Pump water and coolant never mix. NOTE: The pump must be engaged for this valve to function. This valve should be closed once pump operations are completed or the temperature has returned to the normal operating range. 48 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 SJCFR engine utilizes an electronic pressure governor, which combines the throttle and pressure relief into one device. It maintains a steady pump discharge pressure within system capabilities by controlling the engine speed or holds a selected engine RPM. 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 the 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. 49 SENSOR CONTROL BOX ENGINE Types of Governors and Modes of Operation SJCFR utilizes three types of pressure governors Class 1 Pump Boss Pierce Ultimate Configuration (PUC) Controller 50 CLASS 1 PUMP BOSS PUC Controller All other engines will have either the Class 1, Pump Boss or PUC Controller. 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 all three devices is similar and any differences are explained further in this section. 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. 51 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 There is one additional PSI situation that may require a change to RPM. High rise 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 will maintain the set RPM. 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 allows the engineer to increase RPM in order to draft. Once a draft is established, you may choose to change to PSI MODE. 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. 52 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 the 5” hose when using other lines. 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 the 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. Operate the governor- Set desired discharge pressure 4. Open the appropriate discharge valve 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. 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. 53 To operate the Class 1 Governor: When the pump is initially engaged, the Class 1 unit is in “standby” mode. The digital readout on the control box will read “MODE.” To apply power, press the MODE button. One press selects PSI MODE. A second press changes to RPM MODE. Only at this point can you operate the throttle buttons or presets. 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. To operate the PUC Controller: This governor operates like the Pump Boss, except it doesn’t default to PSI when the pump is engaged. Once you exit the cab, you must choose either the PSI or RPM mode as needed. Presets Each pressure governor has a PRESET button, and both an RPM and PSI preset are programmed by Logistics. The engine PSI preset is 125 PSI, and the tanker PSI preset is 125 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. On the Class 1 Governor, the RPM preset is disabled if the pump is engaged. This is not the case 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. 54 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. However, when the IDLE button is depressed on the Class 1 unit, the motor returns to idle RPM, and the unit returns to standby mode. To throttle up, you will have to again press MODE to apply power and select PSI or RPM. Tips for Pressure Governor Operation 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. 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 500-750 GPM on all SJCFR 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 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. 55 The Class 1 digital readout may provide important messages during pumping operations. The Pump Boss provides only a few messages which are self-explanatory. The governor is an electronic device and is 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. The display has 4 bar graphs indicating motor operation (Oil Pressure, Engine Temp., Transmission Temp., and Battery Voltage). The LEDs are green when operating within normal limits and red when they are not. 56 Notes: 57 Chapter Five Hoses and Nozzles 58 Hose and Nozzles The minimum hose inventory of each engine company shall consist of: 5” 1000 feet 2.5” 500 feet 1" Booster Line 100 feet 10ft hard suction 2 (Two) sections 2 (Two) 200 foot Pre-Connected 1.75” Preconnects 1.75” All other 1 ¾” attack hose lines attack hose line length per Company Captain 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 “hydrant loop” on the end of the 5” hose and a hydrant bag shall be readily available for establishing a water supply. When connecting 5” hose to the intake valve, never place a right-hand twist in the hose. It may uncouple upon charging. 59 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. 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. Crossing 5” hose shall be done 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: Rescue units as well as some engines and ladder trucks have a low suspension and cannot drive over a 5” hose coupling. A 5” hose has a comparatively small amount of friction loss compared to a 2.5" 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. Consider utilizing a source pumper when 500ft. or greater of 5” hose is used to supply an attack engine. During a relay pumping scenario, utilize an engine every 1000’ as a relay pumper. Maintain a minimum of 20 PSI residual pressure and never exceed 200 PSI Pump Discharge Pressure (PDP). 60 Storz Adapters and Appliances: 6” Piston Intake Valve (PIV) 6” Ball Intake Valve (BIV) with 5” Storz connection with 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. Front Intake Rear Intake 5” piping outfitted with 6” 5” piping outfitted with 5” Female to 5” Storz Female to 5” Storz connection. connection. 61 5” Storz to 6” male adapter 4” female to 5” Storz adapter Vacuum rated adapter to Located on the LDH discharge. allow connection of hard suction or 6” soft intake hose to BIV. Equipped with vacuum rated gasket. 4.5 female to 5” Storz adapter This is the standard SJCFR hydrant connection. 62 2.5” Hose 2.5” 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 blitz monitor. Handline – High volume handline for large fires. Supply – To transfer water between apparatus on scene. 2.5” Pre-connected Handline Advantage: Rapid deployment 300 GPM nozzle. 2.5” Pre-connected Handline Disadvantage: Relatively short lengths (200’ or less) may be a limiting factor for large area structures. 63 2.5” 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. 2.5” Standard Hose Adapters and Appliances 2.5” Double Male 2.5” Double Female 2.5” x 1.5” Gated Wye Every engine company should carry at least one, located in the engineer’s compartment. 64 2.5” FDC For joining two 2.5” hose lines together to form one connection. This is seen in the use of the FDC to increase sprinkler or standpipe flow. 5” FDC For joining 5” hose line to the FDC to increase sprinkler or standpipe flow. 2.5” Nozzle The smoothbore tip nozzle operates at 50 PSI nozzle pressure (NP) and flows 300 GPM with a 1 3/16” tip. The fog nozzle operates at 50 PSI nozzle pressure (NP) and flows 250 GPM with an adjustable pattern tip. 1 ¾” Nozzle The smoothbore tip nozzle operates at 50 PSI nozzle pressure (NP) and flows 160 GPM with a 7/8” tip. The fog nozzle operates at 50 PSI nozzle pressure (NP) and flows 160 GPM with an adjustable pattern tip. 65 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. Booster Line Each engine carries between 100’ and 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 Turbo Jet 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. Each hose has 6" threads to match the steamer connection. The drafting hose is lightweight and flexible but is for drafting only and cannot be pressurized. Each engine shall be equipped with a barrel-style strainer and rope for drafting from a natural static source. Low Level Strainer The low flow strainer is carried by tankers. It is red in color and has 4.5” or 6” threads. It may need to be weighted down in a tanker basin. 66 High Rise Packs 100 feet of 1.88” hose (red) loaded in the Gustin Load. With 7/8” smoothbore, 2.5” to 1.5” adapter (bell reducer preferred), and spanners. 100 feet of 2.5” hose (green) in the FDNY bundle. 67 Handline Foam Equipment 1.75” Fog nozzle foam tube Booster nozzle foam tube 68 Notes: 69 Chapter Six Foam and Foam Equipment 70 Foam and Foam Equipment Most engines are equipped with an onboard foam system. Newer engines are equipped with foam injection system that works by a mechanical pump. Older engines use an onboard foam eduction system. Foam Concentrate Foam can be used for Class “A” and Class “B” fires. Foam should be proportioned at 0.1% to 1.0% for Class “A” fires depending on the application. Foams will be proportioned at 3.0% for Class “B” fires. NOTE: It is imperative that when using foam to fight class ”B” fires, an aerating foam tube is required to achieve proper expansion ratio of the foam solution to extinguish these fires. CAUTION: Foam concentrates from different manufactures or types are usually not compatible and should never be mixed. Engine Companies: Frontline SJCFR engine companies with foam capabilities will either have a Husky 3 or Husky 12 foam proportioning system. Engines with Husky foam systems will have one or two onboard tanks. Each tank will hold 25 to 30 gallons of foam concentrate per tank depending on the apparatus. Older spare engines will have an onboard Akron foam eduction system. They will have two onboard tanks with capacities of 25 and 30 gallons. Husky 3 System The Husky 3 foam system is designed for use on class “A” fires and small class “B” fires. Refer to the chart below for flow capabilities of the system. It can use the onboard tank to source the foam concentrate or draft concentrate from a container or pail. The system will also draft foam from a container to refill the tank after use. The system is electric over hydraulic, which allows the refill function to be completed with battery power only. 71 Foam Concentrate % 0.3% 0.5% 1.0% 3.0% Husky 3 water flow (GPM) 1000 600 300 100 Husky 3 Operation from Tank 1) Begin flowing water from the appropriate hand-line. 2) Ensure both three-way switches are in the “tank” position. (One has a red handle and external. The other has a yellow handle and is accessed by opening a small door on the pump panel). 3) Select the desired percentage using the gray button on the Husky 3 user panel. 4) Press the green button to activate the system. 5) Check LED light on the bottom right of the user panel to ensure foam pump is in operation. NOTE: It will take time for the foam solution to reach the nozzle. CAUTION: It is imperative that adequate foam solution has reached the nozzle/foam tube before application to a class “B” fire. Husky 3 Operation – Drafting 1) Connect the foam pick-up tube to the foam inlet and place the other end into the foam pail. 2) Begin flowing water from the appropriate hand-line. 3) Ensure three-way switches are in the “draft” position. (One has a red handle and external. The other has a yellow handle and is accessed by opening a small door on the pump panel). 4) Select the desired percentage using the gray buttons. 5) Press the green button to activate the system. 6) Check LED light on the bottom right of the user panel to ensure foam pump is in operation. 7) Check the foam pick-up tube to ensure foam concentrate is traveling into the system. 72 NOTE: Drafting operations are used when the tank supply has been exhausted, or for prolonged foam operations. In cases of prolonged operations, ensure that you have enough foam concentrate near the pick-up tube for uninterrupted operations. Husky 3 Operations – Tank refill by drafting 1) Connect the foam pick-up tube to the foam inlet and place the other end into the foam pail. 2) Place the external three-way switch with a red handle into the “draft” position. 3) Place the internal three-way switch with a yellow handle into the “tank” position. 4) Press the top gray button until it reads “FIL”. 5) Press the green button to activate the system. 6) When the desired amount of concentrate has been added press the green button to stop the process. NOTE: The Husky 3 system has an overflow sensor located in the onboard foam tank. It will stop the process when the tank is full; however, it is advisable to monitor the system at all times when filling the tank.. 73 Notes: 74 Chapter Seven Additional Engine Company Equipment 75 Additional Engine Company Equipment Ground Ladders Ground ladders shall be carried by engine companies (a minimum one extension ladder, one roof ladder and one attic ladder). 24ft or 28ft Extension Ladder First story roof access. Second story window/balcony access. Some 3rd stories. 35ft Extension Ladder Second story roof access. Third story window/balcony access. 14ft or 16ft Roof Ladder First story roof access. Interior access (tall ceilings). Roof work with hooks deployed. 76 10ft 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. 77 Extrication Equipment The following extrication equipment can be carried by engine companies: - High lift jack w/ lifting hook. - Reciprocating, battery and corded. - Air chisel and 3 blades (long flat, short flat, panel at minimum). - Come-A-Long. - Chains in lengths of 6ft and 12ft (at minimum). - J hook w/ shackle. - Step chocks (minimum of 2). - 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 may include a spreader, cutter, and ram or combi-tool. Some engines are equipped with battery powered hydraulic tools that have no power unit, no hoses, and require no setup time. 78 Portable Extinguishers The following portable fire extinguishers may be carried. Discharge data and UL ratings are provided below: Carbon Dioxide (CO2) 20 lb. CO2 Range 3 to 8 feet Rating 10 B:C Dry Chemical ABC 20 lb. Range 15-21 feet Rating 10A: 120B:C Water Can 2.5 gallons Range 35 feet Rating 2-A Purple K (PKP) 18 pound 30 pound Range 18 feet in 18 seconds Range 18 feet in 8 seconds Rating 80B:C Rating 120B:C 79 Notes: 80 Chapter Eight Pumping Operations 81 Pumping Operations While most 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 2 connects to a hydrant and notes the static pressure is 65 PSI. After charging the deck gun with a 1.75” 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 2 can pump an additional 1600 GPM (2 more lines of equal GPM). 82 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. 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). 83 Master Streams Each engine carries a master stream appliance (deck gun) that is mounted to the top of the pump and some can be removed and used as a large ground monitor. Both smooth bore tips and a fog nozzle are provided. For optimum safety, securely anchor the large ground monitor and blitz monitor. When used from the engine, the device may be elevated. When mounted on the ground monitor base, do not elevate. Master Stream Fog: Nozzle pressure is 100 PSI. Flow is adjustable in increments of 500, 750, 1000, and 1250 GPM. Smooth Bore: Nozzle pressure 80 PSI. 1 3/8” 500 GPM 1 ½” 600 GPM 1 3/4” 800 GPM 2” 1000 GPM 84 With the Master Stream attached to the engine (Deck Gun) you can achieve a range in GPMs by adjusting the PDP and maintaining the 1 3/8 tip. This allows you to produce the needed GPMs without having to shut the flow down and change the tips sizes. In addition, by increasing the PDP/ Tip pressure you are increasing the velocity of the stream which will give you deeper penetration reaching the seat of the fire and greater range. 1 3/8 Deluge Tip 80 psi 500 gpm 115 psi 600 gpm 155 psi 700 gpm 200 psi 800 gpm 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 2.5” siamesed hose for friction loss. Example: A large ground monitor with a 1.5” tip supplied by 200’ of siamesed 2.5” 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 has flow and pressure limitation marked on a plate affixed to the base when operated remotely from the apparatus. Do not exceed these limits. CAUTION: The minimum water supply for the large ground monitor shall be two 2.5” hose lines. For optimum safety both lines must be attached and charged simultaneously. 85 Engines carry a blitz monitor with a single 2.5” inlet. It flows up to 475 GPM at 50 PSI for 1.5” smoothbore tip. When the distance from the engine is greater than 300 feet, 3 inch hose should be considered. 86 Laying a Supply Line The first arriving engine should declare water supply plan. The supply line can be laid dry, retaining the full crew (wrapping the hydrant). The assigned engine can complete the connection, either connecting the supply line directly to the hydrant or “hooking up” and source 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. 87 Hydrant Connections A full connection should be made when connecting to the hydrant. This includes connecting to every discharge (steamer and two 2.5 inch discharges) and utilizing gate valves on each 2.5 inch discharge. If the hydrant needs to be shut down while already in use, this should be as brief as possible (less than one minute). Prior to shutting down the hydrant, establish communications with the engineer on scene. Relay Pumping When a full bed of supply hose is needed to reach the fire, an additional engine is required to connect to the hydrant and pump the supply line. This evolution is called relay pumping and requires at least two engines – an “attack” engine at the scene and a “supply” engine at the hydrant. Engines between the source and attack engines are termed “relay” engines. Supply hose lays that require multiple bed loads to reach the fire may require a relay of several engines to overcome friction loss. There is no limit to the number of engines that can successfully relay pump, as long as there is an engine every 1000’, but should be considered for any supply 500 ft. or greater. The recommended initial PDP is 50 PSI plus 10 PSI per 100’ of hose. This will compensate for friction loss and provide ample residual pressure for the next engine. After setting the initial pressure communicate with the engineer on scene (or next in the relay) to ensure proper pressure. 88 The goal is to have 100 PSI residual pressure at each pump (with the exception of the supply engine). This residual pressure provides a volume margin in the event increased flow is needed. There are only two limitations for source and relay engines – 200 PSI maximum PDP and 20 PSI minimum residual pressure. If these limits are reached and more volume is needed at the scene, locate an additional water source. The practical volume limit of 5” hose is 1600 GPM (four times the capacity of 2.5” hose). Attempts to pump more volume will result in additional friction loss. It may be possible for one engine to pump a pair of 5” supply lines, provided the hydrant is capable of supplying the volume. NOTE: An engine can pump more than the rated capacity if the hydrant can supply the volume. Each engine shall pump 5” hose through the LDH discharge. All supply and relay engines must use the governor RPM mode. The attack engine must use the governor PSI mode to provide pressure protection for hoselines. Sprinkler and Standpipe Operations High rise buildings and buildings with large square footage utilize standpipe and/or sprinkler systems. The fire department connection (FDC) consists of one or more hose connections that allow pumping into the building riser. Some buildings will have separate FDC’s for the standpipe and sprinklers. Always connect and pump into each inlet, although one can be connected and charged prior to the next line being connected. Try to place the engine within 100’ of the FDC. 89 Sprinkler System PDP (Pump Discharge Pressure) is 150 PSI. The engineer has to watch the discharge gauges closely. If a drop in pressure is noted, increase the pressure back to 150 PSI. A drop in pressure indicates an increase in flow – a sign that more sprinkler heads have opened. To verify that water is flowing from the sprinkler system, slowly gate down the discharge valve. If the needle begins to drop below the current pressure, then water is flowing from the sprinkler heads. If needle movement is not apparent, water is not flowing (the pressure is static). In this case be certain to keep the pump cool by recirculating water. Some sprinklered residences rely strictly on water main pressure and have no FDC. Standpipe Systems Initial Pump Discharge Pressure (PDP) shall be 100 PSI. Establish contact with interior teams to verify and adjust as necessary. Operational concerns with FDC’s If the FDC has a frozen swivel, install a 2.5” double male and then a double female (pictured right). If the FDC is blocked or inoperable, use a 2.5” double female to pump into the first- floor standpipe outlet. Be sure to open the standpipe valve. NOTE: Pressure reducing standpipe outlet valves will not permit this technique. 90 The FDC location varies on the building, as does the type of connections: A single 2.5” or Siamese 2.5”. A bank of 2.5” connections. A 1 ½” connection may be installed on multi-family residential buildings. The Siamese could be installed on the backflow preventer. 5” Storz connections may be found in place of a 2.5” Siamese. Older buildings may have a pressure limitation on their standpipe system of 200 PSI. However, modern high-rise buildings may need pressures greater than 200 PSI to maintain adequate fire flow to upper floors. Wall hydrants (Test Manifold) can be found on some sprinkler or standpipe systems. These are installed for testing the system and should not be used as a water supply for fire engines pumping into the system. Drafting Keep the engine on firm ground. Place a strainer on the end of the hard-suction hose. Use a rope tied to the strainer to raise and lower the hose, and to tie it off at the proper depth. If using a dump tank, consider using a low-level strainer to successfully use the maximum amount of water. Place the engine as near the water as possible to keep lift at a minimum. If equipped with a PIV, remove it and connect the hard-suction hose directly to the steamer intake. The BIV is rated for drafting and does not need to be removed. NOTE: DO NOT attempt to draft through the piston intake valve. This can be a source of multiple air leaks and will restrict flow. For drafting, the pressure governor must be placed in RPM mode. Once a draft has been established, switch the governor to PSI if supplying handlines. The governor will not allow you to establish a draft in PSI mode. 91 The maximum height for drafting is 25 feet, measured from the water surface to the steamer connection. There is however, no theoretical limit to the length one can draft. Realistically each additional section of hard suction hose may increase the possibility of air leaks which will interfere with a drafting operation. If the surface of the water is more than 10’ below the steamer do not expect to reach full pump capacity. CAUTION: Do not engage the pump until all hose connections are made and you are ready to draft. Running the pump dry can cause damage. The static water source must be deep enough to allow for one foot of strainer clearance from the bottom and 24" below the water surface. Shallow placement of the strainer will create a vortex, drawing air into the strainer and causing loss of prime. A booster stream may be used to break the vortex. Use a ground ladder or secure the strainer with rope to keep hard suction hose off the bottom. Before activating the primer increase throttle speed to 1000-1200 RPM. For 1500 GPM pumps limit the primer use to 45 seconds. Exceeding time limits may cause the electric primer to overheat or the pneumatic primer to reduce air supply. While activating the primer, closely watch the master intake gauge. The needle will immediately move toward the vacuum side (If not, suspect an air leak). Within the designated time limits pressure will build on the discharge side as indicated on the master discharge gauge. Allow pressure to build steady above 50 PSI before disengaging the primer. Slowly open the discharge valve and increase RPM’s. If there is a sudden pressure drop, simply activate the primer until steady pressure is restored. If unable to draft, check all valves, bleeders, and caps to ensure all are closed and tight. Check suction hose connections for tightness. CAUTION: Always flush t

Engineer Task Book PDF

Document Details

Tags

Related

Summary

Full Transcript

Upgrade to continue