Public Input No. 44-NFPA 1906-2018 [ Global Input ]

Home , NFPA 1901

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1. Revise paragraph 28.8.3.1 to read as follows: 28.8.3.1 A system shall be provided or the pump shall have operating characteristics that are capable of limiting the increase of net pump pressure to a maximum pressure rise of 40 percent over the rated pump pressure when all discharges are closed when the engine and pump controls are set to produce the rated capacity at the rated net pump pressure of the pump. 2. Revise subsection 28.12.7 and add new list items (5) and (6) to read as follows: 28.12.7 Pressure Control Test. The pressure control system of an ultra-high pressure fire pump shall be tested for pressure rise as follows: (1) The ultra-high pressure fire pump shall be operated to deliver rated capacity at rated discharge gauge pressure. (2) If a pressure control system is supplied, it shall be set in accordance with the manufacturer’s instructions. (3) All discharge valves shall be closed. (4) Any rise in discharge pressure shall not exceed 40 percent of the rated discharge pressure. (5) The pump shall be operated with the discharge lines closed for 3 minutes without the temperature of the pump exceeding 140°F (60°C). (6*) The final discharge pressure, any rise in discharge pressure, and the final pump temperature shall be recorded. 3. Add a new A.28.12.7(6) to read as follows: A.28.12.7(6) Positive displacement UHP pumps equipped with trap pressure unloaders trap pressure between a check valve in the outlet of the unloader and the discharge nozzle when the spray nozzle is closed while bypassing pump output back to the pump intake or back to a tank. The pump recirculates water without building any more pressure than is required to overcome the friction loss of pushing the water through the unloader and through whatever passageway (internal passageway or external hose, pipe, etc.) back to intake or tank. UHP systems on which the discharge pressure gauge is installed on the pump head will indicate a significant drop in the observed gauge pressure when the discharge is closed. If the observed final discharge pressure reading during the pressure control test fails to indicate a significant drop, this might indicate that the setting of the unloader is incorrect, the check valve is damaged or fails to fully close, or the bypass passageway has become restricted. Such changes indicate that the unloader should be investigated and repaired.

Additional Proposed Changes

File Name Description Approved TIA_1906_16_1.pdf TIA_1906_16_1

Statement of Problem and Substantiation for Public Input

NOTE: This public input originates from Tentative Interim Amendment No. 16-1 (Log 1230) issued by the Standards Council on Month/Day/Year and per the NFPA Regs., needs to be reconsidered by the Technical Committee for the next edition of the Document.

Submitter Information Verification

Submitter Full Name: TC on FDA-AAA Organization: NFPA Street Address: City: State: Zip: Submittal Date: Fri Apr 06 08:55:35 EDT 2018

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Committee: FDA-AAA

Committee Statement

Resolution: The committee has chosen to keep the textual changes that resulted form the TIA that was passed by the committee.

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Public Input No. 46-NFPA 1906-2018 [ Global Input ]

1. Delete an entry in 2.3.8 to read as follows: 2.3.8 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-0001 … SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agriculture Tractors, 2009. … 2. Revise 14.1.1 to read as follows: 14.1.1* Each crew riding position shall be within a fully enclosed personnel area except as provided in Section 14.4. 3. Delete section 14.4 through 14.4.3.6 and associated Annexes A.14.4* and A.14.4.3.4 as shown: 14.4* On-Board Pump-and-Roll Fire- Fighting Position. 14.4.1 If an on-board pump-and-roll fire fighting position as described in this section is provided it shall be on a wildland fire apparatus with a GVWR of no more than 19,500 lbs. 14.4.2 If an on-board pump-and-roll fire fighting position is provided, it shall include the following: (1) A seat with an approved Type 1 seat belt for each fire- fighting position (2) Controls required by the operator within reach without removing the seat belt

(3) A means of communication with the driver (4) One safety sign warning of the hazards of this riding position that is substantially similar to FAMA44, which warns of riding safety procedures, and the maximum speed of 10 mph visible from the pump-and-roll fire-fighting position (5) Safety sign FAMA45, which warns of driving safety procedures, and the maximum speed of 10 mph visible from the driver’s position or visible to the driver while entering the cab 14.4.3 If the seating position is located outside the cab, it shall meet requirements in 14.4.3.1 through 14.4.3.6. 14.4.3.1 The seating position shall be located behind the cab and ahead of the rear axle. 14.4.3.2 A protective structure shall be provided in compliance with the side impact and crush criteria from SAE J1194,Rollover Protective Structures (ROPS) for Wheeled Agricultural Tractors. 14.4.3.3 The protective structure shall be designed to allow exit out of either side of the vehicle. 14.4.3.4* The protective structure shall include a perforated plate or mesh with openings no larger than 1.5 in. (3.8 cm) × 1.5 in. (3.8 cm) or other solid guard to protect from brush hazards at the front, the back, and the roof. 14.4.3.5 A door or gate with a latching mechanism shall be provided on each side of the vehicle designed to allow exit out of either side of the vehicle. 14.4.3.5.1 The door or gate shall be designed to prevent outward swing even in the event of failure of the latching mechanism. 14.4.3.5.2 The door or gate shall be at least 48 in. (1200 mm) high from the walking surface below the firefighter's feet. 14.4.3.5.3 The door or gate shall be constructed so there are no horizontal or vertical openings below the 48 in. (1200 mm) minimum height greater than 24 in. (610 mm) in either direction. 14.4.3.6 Equipment located within the seating enclosure position protective structure shall meet the requirements of 14.1.10 A.14.4 Typically, while engaged in fire-fighting operations on structural fires, apparatus are positioned in a safe location, and hose is extended as necessary to discharge water or suppressants on the combustible material.

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In wildland fire suppression, mobile attack is often utilized in addition to stationary pumping. In mobile attack, sometimes referred to as pump-and-roll, water is discharged from the apparatus while the vehicle is in motion. Pump-and-roll operations are inherently more dangerous than stationary pumping because the apparatus and personnel are in close proximity to the fire combined with the additional exposure to hazards caused by a vehicle in motion. The personnel and/or apparatus could be subject to injury or damage due to accidental impact, rollover, and/or environmental hazards, including burn over. To mitigate the increased risk inherent with pump-and-roll operations, the following tactics are recommended: (1) Driver is located inside the apparatus in a seated, belted position within the enclosed cab. Fire fighter(s) located outside the cab, walking alongside the apparatus, in clear view of the driver, discharging water with a short hose line. (2) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab. Water is discharged via a monitor or turret that is controlled from within the apparatus. (3) Driver is located inside the apparatus in a seated, belted position within the enclosed cab with one or more fire fighters seated and belted in the on-board pump-and-roll fire-fighting position as specified in Section 14.4.

(4) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab, but water is discharged with a short hose line or hard line out an open cab window. (5) And under no circumstances is it ever considered safe practice to ride standing or seated on the exterior of the apparatus for mobile attack other than seated and belted in an on-board pump- and- roll fire-fighting position. (See Section 6.3 of NFPA 1500.) The on-board pump-and-roll fire-fighting position should only be used when the following conditions are met: (1) The apparatus is actively engaged in mobile attack on the fire line. (2) The fuel model is characterized as fine fuels. (3) The ground is level, flat, and free of obstacles. (4) Driver visibility is unobstructed. (5) Vehicle speeds are no greater than 10 mph. (6) Fire fighter is wearing full protective NFPA 1977-compliant personal protective equipment and is equipped with a fire shelter. A.14.4.3.4 This is to protect against objects such as limbs entering the seating enclosure. Woven wire cloth with ¼ in. (0.6 cm) diameter wire spaced at 1¾ in. (4.4 cm) on centers is commonly used in the forestry industry to provide this protection. 4. Add new A.14.1.1 to read as follows: A.14.1.1 Typically, while engaged in fire-fighting operations on structural fires, apparatus are positioned in a safe location, and hose is extended as necessary to discharge water or suppressants on the combustible material. In wildland fire suppression, mobile attack is often utilized in addition to stationary pumping. In mobile attack, sometimes referred to as “pump-and-roll,” water is discharged from the apparatus while the vehicle is in motion. Pump-and-roll operations are inherently more dangerous than stationary pumping because the apparatus and personnel are in close proximity to the fire combined with the additional exposure to hazards caused by a vehicle in motion, often on uneven ground. The personnel and/or apparatus could thus be more easily subject to injury or damage due to accidental impact, rollover, and/or environmental hazards, including burn over. To potentially mitigate against the increased risk inherent with pump-and-roll operations, the following alternatives are provided for consideration: (1) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab. Water is discharged via a monitor or turret that is controlled from within the apparatus. (2) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab, but water is discharged with a short hose line or hard line out an open cab window. (3) Driver is located inside the apparatus in a seated, belted position within the enclosed cab with one or more fire fighters seated and belted in the on-board pump-and-roll fire-fighting position as described in a following section.

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(4) Driver is located inside the apparatus in a seated, belted position within the enclosed cab. Fire fighter(s) is located outside the cab, walking alongside the apparatus, in clear view of the driver, discharging water with a short hose line. Under no circumstances is it ever considered a safe practice to ride standing or seated on the exterior of the apparatus for mobile attack other than seated and belted in an on-board pump-and-roll fire- fighting position.

The on-board pump-and-roll fire-fighting position should only be used when the following conditions are met: (1) The apparatus is actively engaged in mobile attack on the fire line (2) The fuel model is characterized as fine fuels (3) The ground is level, flat, and free of obstacles (4) Driver visibility is unobstructed (5) Vehicle speeds are no greater than 10 mph and (6) Fire fighter is wearing full protective NFPA 1977-compliant personal protective equipment and is equipped with a fire shelter On-Board Pump-and-Roll Fire-Fighting Position. If an on-board pump-and-roll fire-fighting position as described as follows is provided, it should only be on a wildland fire apparatus with a GVWR of no more than 19,500 lb. If an on-board pump-and-roll fire-fighting position is provided, it should, at minimum, include the following safety-related attributes: (1) A seat with an approved Type 1 seat belt for each fire- fighting position (2) Controls required by the operator within reach without removing the seat belt (3) A means of communication with the driver (4) One safety sign warning of the hazards of this riding position that is substantially similar to FAMA44, which warns of riding safety procedures, and the maximum speed of 10 mph visible from the pump-and-roll fire-fighting position and (5) Safety sign FAMA45, which warns of driving safety procedures, and the maximum speed of 10 mph visible from the driver’s position or visible to the driver while entering the cab If the seating position is located outside the cab, it should also meet the following requirements: (1) The seating position should be located behind the cab and ahead of the rear axle (2) A protective structure should be provided in compliance with the side impact and crush criteria from SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agricultural Tractors (3) The protective structure should be designed to allow exit from either side of the vehicle (4) The protective structure should include a perforated plate or mesh with openings no larger than 1.5 in. (3.8 cm) × 1.5 in. (3.8 cm) or other solid guard to protect from brush hazards at the front, the back, and the roof. This is to protect against objects such as limbs entering the seating enclosure. Woven wire cloth with ¼ in. (0.6 cm) diameter wire spaced at 1¾ in. (4.4 cm) on centers is commonly used in the forestry industry to provide this protection and (5) A door or gate with a latching mechanism should be provided on each side of the vehicle designed to allow exit out of either side of the vehicle. a. The door or gate should be designed to prevent outward swing even in the event of failure of the latching mechanism b. The door or gate should be at least 48 in. (1200 mm) high from the walking surface below the fire-fighter's feet and c. The door or gate should be constructed so there are no horizontal or vertical openings below the 48 in. (1200 mm) minimum height greater than 24 in. (610 mm) in either direction. Equipment located within the seating enclosure position protective structure should meet the requirements of 14.1.10. Development of this Design. Fire-fighting is an inherently dangerous operation. This is especially true of fighting a moving wildland fire in fine fuels. There are many techniques used and a great deal of discussion about the safest way to fight these fires. Over the years, many fire companies and apparatus manufacturers have

developed techniques and equipment for fighting wildland fine-fuel fires. These have included fighting

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fire from seats mounted to front bumpers, sitting on hoods or hose reels, standing on flat beds, standing in step wells on the side of apparatus, standing on running boards, or walking alongside a moving apparatus. All of these approaches are extremely dangerous. The Fire Department Apparatus Committee did extensive work to try to come up with a safer solution. We looked at the available apparatus and techniques that have been historically used in the industry. The preceding suggestions are safer than any of these ad-hoc techniques. The Fire Service Occupational Safety and Health Committee (NFPA 1500) does not approve of any fireground operations that permit the fire-fighter to ride outside the fully enclosed cab of a moving apparatus. 5. Add new entry to E.1.2.4 to read as follows: E.1.2.4 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-0001 … SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agriculture Tractors, 2016. …

Additional Proposed Changes

File Name Description Approved TIA_1906_16_3.pdf TIA_1906_16_3

Statement of Problem and Substantiation for Public Input

NOTE: This public input originates from Tentative Interim Amendment No. 16-3 (Log 1267) issued by the Standards Council on Month/Day/Year and per the NFPA Regs., needs to be reconsidered by the Technical Committee for the next edition of the Document.

Submitter Information Verification

Submitter Full Name: TC on FDA-AAA Organization: NFPA Street Address: City: State: Zip: Submittal Date: Fri Apr 06 09:08:41 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: The committee has chosen to keep the textual changes that resulted form the TIA that was passed by the committee.

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Public Input No. 17-NFPA 1906-2018 [ Section No. 1.3.1 ]

1.3.1* This standard shall apply to new fire apparatus that meet the following criteria: (1) Rated at minimum 10,001 lb (4501 kg) gross vehicle weight rating (GVWR) (2) Designed specifically for supporting wildland fire suppression operations (3) Contracted for on or after January 1, 2016 2021

Statement of Problem and Substantiation for Public Input

New version effective date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 15 17:07:32 EST 2018 Committee:

Committee Statement

Resolution: FR-4-NFPA 1906-2018 Statement: New version effective date.

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Public Input No. 68-NFPA 1906-2018 [ Section No. 1.3.1 ]

1.3.1 * This standard shall apply to new fire apparatus that meet the following criteria: (1) Rated at minimum 10,001 lb (4501 kg) gross vehicle weight rating (GVWR) (2) Designed specifically for supporting wildland fire suppression operations (3) Constructed on commercially available chassis (4) Contracted for on or after January 1, 2016

Statement of Problem and Substantiation for Public Input

Substantiation:

Section 1.3.1 as written before this proposed change, implies that the standard would apply to custom built chassis as well as commercially available chassis. The standard should only apply to fire apparatus constructed upon commercially available chassis.

Submitter Information Verification

Submitter Full Daniel Munn Name: Organization: Michigan Department of Natural Mobile Equipment subcommittee under the National Wildfire Affiliation: Coordinating Groups' (NWCG's) Equipment & Technology (ETC) Committee Street Address: City: State: Zip: Submittal Date: Mon Jun 04 09:12:46 EDT 2018 Committee:

Committee Statement

Resolution: Standard is intended to be applicable to all wildland fire apparatus whether built on a custom or commercial chassis.

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Public Input No. 18-NFPA 1906-2018 [ Section No. 1.3.2 ]

1.3.2 Nothing shall prevent the use of the standard prior to January 1, 2016 2021 , if the purchaser and the contractor agree.

Statement of Problem and Substantiation for Public Input

New version effective date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 15 17:12:48 EST 2018 Committee:

Committee Statement

Resolution: FR-5-NFPA 1906-2018 Statement: New version effective date.

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Public Input No. 19-NFPA 1906-2018 [ Section No. 2.2 ]

2.2 NFPA Publications. National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471. NFPA 1901, Standard for Automotive Fire Apparatus,2016 2021 edition. NFPA 1963, Standard for Fire Hose Connections,2014 2016 edition.

Statement of Problem and Substantiation for Public Input

Update version dates. Other documents need to be updated as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 15 17:15:52 EST 2018 Committee:

Committee Statement

Resolution: FR-6-NFPA 1906-2018 Statement: Update version dates. Other documents need to be updated as well.

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Public Input No. 23-NFPA 1906-2018 [ Section No. 2.3.1 ]

2.3.1 ANSI Publications. American National Standards Institute, 25 West 43rd Street, 4th floor, New York, NY 10036. ANSI/NEMA Z535.4, Product Safety Signs and Labels, 2011 2017 .

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:30:36 EST 2018 Committee:

Committee Statement

Resolution: FR-7-NFPA 1906-2018 Statement: Update version dates.

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Public Input No. 24-NFPA 1906-2018 [ Section No. 2.3.2 ]

2.3.2 ASME Publications. American Society of Mechanical Engineers, Two Park Avenue, New York, NY 10016-5990. ANSI/ ASME B1.20.7, Hose Coupling Screw Threads, Inch , 1991 (R2003).ASME B40.100, Pressure Gauges and Gauge Attachments, 2005 2013 . Boiler and Pressure Vessel Code, Section VIII, Division 1, 2013 2017 .

Statement of Problem and Substantiation for Public Input

Update version dates. ANSI/ASME B1.20.7 is only used in a definition of NPSH, which is not used in the document.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 25-NFPA 1906-2018 [Section No. 3.3.75] Public Input No. 25-NFPA 1906-2018 [Section No. 3.3.75]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:31:52 EST 2018 Committee:

Committee Statement

Resolution: FR-8-NFPA 1906-2018 Statement: Update version dates.

ANSI/ASME B1.20.7 is only used in a definition of NPSH, which is not used in the document.

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Public Input No. 26-NFPA 1906-2018 [ Section No. 2.3.3 ]

2.3.3 ASTM Publications. ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959. ASTM D4956-17 , Standard Specification for Retroreflective Sheeting for Traffic Control, 2013 2017 .

Statement of Problem and Substantiation for Public Input

Update version date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:44:07 EST 2018 Committee:

Committee Statement

Resolution: FR-9-NFPA 1906-2018 Statement: Update version date.

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Public Input No. 27-NFPA 1906-2018 [ Section No. 2.3.4 ]

2.3.4 FAMA Publications. Fire Apparatus Manufacturers Association, P.O. Box 397, Lynnfield, MA 01940-0397. FAMA TC008, Graphical Symbols for Automotive Fire Apparatus, 2013 2014 . FAMA TC010, Standard Product Safety Sign Catalog for Automotive Fire Apparatus, 2014 2015 .

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:46:04 EST 2018 Committee:

Committee Statement

Resolution: FR-10-NFPA 1906-2018 Statement: Update version dates.

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Public Input No. 28-NFPA 1906-2018 [ Section No. 2.3.8 ]

2.3.8 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-0001. SAE J156, Fusible Links, 2012 2016 . SAE J541, Voltage Drop for Starting Motor Circuits, 1996 2013 . SAE J551/1, Performance Levels and Methods of Measurement of Electromagnetic Compatibility of Vehicles, Boats (up to 15 m), and Machines (16.6 Hz to 18 GHz), 2010 2015 . SAE J553, Circuit Breakers, 2004 2016 . SAE J554, Electric Fuses (Cartridge Type), 1987. SAE J575, Test Methods and Equipment for Lighting Devices and Components for Use on Vehicles Less Than 2032 mm in Overall Width, 2012 2015 . SAE J578, Color Specification, 2012 2016 . SAE J595, Directional Flashing Optical Warning Devices for Authorized Emergency, Maintenance, and Service Vehicles, 2008 2014 . SAE J683, Tire Chain Clearance — Trucks, Buses (Except Suburban, Intercity, and Transit Buses), and Combinations of Vehicles, 2011. SAE J845, Optical Warning Devices for Authorized Emergency, Maintenance, and Service Vehicles, 2007 2013 . SAE J994, Alarm — Backup — Electric, Laboratory Performance Testing, 2009 2014 . SAE J1127, Low Voltage Battery Cable, 2012 2015 . SAE J1128, Low Voltage Primary Cable, 2012 2015 . SAE J1330, Photometry Laboratory Accuracy Guidelines, 2007 2014 . SAE J1690, Flashers, 1996. SAE J1849, Emergency Vehicle Sirens, 2012. SAE J1888, High Current Time Lag Electric Fuses, 1990. SAE J1889, L.E.D. Signal and Marking Lighting Devices, 2011 2015 . SAE J2077, Miniature Blade Type Electrical Fuses, 1990. SAE J2180, A Tilt Table Procedure for Measuring the Static Rollover Threshold for Heavy Trucks, 2011. SAE J2202, Heavy-Duty Wiring Systems for On-Highway Trucks, 2008 2016 . SAE J2418, Occupant Restraint System Evaluation — Frontal Impact Component-Level Heavy Trucks, 1998, reaffirmed 2003 2015 . SAE J2420, COE Frontal Strength Evaluation — Dynamic Loading Heavy Trucks, 2010. SAE J2422, Cab Roof Strength Evaluation — Quasi-Static Loading Heavy Trucks, 2010.

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City:

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State: Zip: Submittal Date: Sat Feb 17 09:47:53 EST 2018 Committee:

Committee Statement

Resolution: FR-11-NFPA 1906-2018 Statement: Update version dates and added the SAE J3057 as it is now included as part of the requirements of the document.

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Public Input No. 69-NFPA 1906-2018 [ Section No. 2.3.8 ]

2.3.8 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-0001. SAE J156, Fusible Links, 2012. SAE J541, Voltage Drop for Starting Motor Circuits, 1996. SAE J551/1, Performance Levels and Methods of Measurement of Electromagnetic Compatibility of Vehicles, Boats (up to 15 m), and Machines (16.6 Hz to 18 GHz), 2010. SAE J553, Circuit Breakers, 2004. SAE J554, Electric Fuses (Cartridge Type), 1987. SAE J575, Test Methods and Equipment for Lighting Devices and Components for Use on Vehicles Less Than 2032 mm in Overall Width, 2012. SAE J578, Color Specification, 2012. SAE J595, Directional Flashing Optical Warning Devices for Authorized Emergency, Maintenance, and Service Vehicles, 2008. SAE J683, Tire Chain Clearance — Trucks, Buses (Except Suburban, Intercity, and Transit Buses), and Combinations of Vehicles, 2011. SAE J845, Optical Warning Devices for Authorized Emergency, Maintenance, and Service Vehicles, 2007. SAE J994, Alarm — Backup — Electric, Laboratory Performance Testing, 2009. SAE J1127, Low Voltage Battery Cable, 2012. SAE J1128, Low Voltage Primary Cable, 2012. SAE J1330, Photometry Laboratory Accuracy Guidelines, 2007. SAE J1690, Flashers, 1996. SAE J1849, Emergency Vehicle Sirens, 2012. SAE J1888, High Current Time Lag Electric Fuses, 1990. SAE J1889, L.E.D. Signal and Marking Lighting Devices, 2011. SAE J2077, Miniature Blade Type Electrical Fuses, 1990. SAE J2180, A Tilt Table Procedure for Measuring the Static Rollover Threshold for Heavy Trucks, 2011. SAE J2202, Heavy-Duty Wiring Systems for On-Highway Trucks, 2008. SAE J2418, Occupant Restraint System Evaluation — Frontal Impact Component-Level Heavy Trucks, 1998, reaffirmed 2003. SAE J2420, COE Frontal Strength Evaluation — Dynamic Loading Heavy Trucks, 2010. SAE J2422, Cab Roof Strength Evaluation — Quasi-Static Loading Heavy Trucks, 2010.

SAE J3057, Ambulance Modular Body Evaluation-Quasi-Static Loading for Type I and Type III Modular Ambulance Bodies, 2017

Statement of Problem and Substantiation for Public Input

Substantiation:

"SAE J3057, Ambulance modular body evaluation-quasi-static loading for Type I and Type III modular ambulance bodies, 2017" should be a referenced publication within section 2.3.8.

Submitter Information Verification

Submitter Full Daniel Munn

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Name: Organization: Michigan Department of Natural Mobile Equipment subcommittee under the National Wildfire Affiliation: Coordinating Groups' (NWCG's) Equipment & Technology (ETC) Committee Street Address: City: State: Zip: Submittal Date: Mon Jun 04 09:31:52 EDT 2018 Committee:

Committee Statement

Resolution: FR-11-NFPA 1906-2018 Statement: Update version dates and added the SAE J3057 as it is now included as part of the requirements of the document.

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Public Input No. 72-NFPA 1906-2018 [ Section No. 2.3.8 ]

Statement of Problem and Substantiation for Public Input

In the current standard, SAE J3058 is not listed as a referenced publication and should be included.

Submitter Information Verification

Submitter Full Daniel Munn Name: Organization: Michigan Department of Natural

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Mobile Equipment subcommittee under the National Wildfire Affiliation: Coordinating Groups' (NWCG's) Equipment & Technology (ETC) Committee Street Address: City: State: Zip: Submittal Date: Mon Jun 04 09:56:13 EDT 2018 Committee:

Committee Statement

Resolution: The committee is not including this reference as it is not mentioned or included as part of the requirements of this document. There is no reference to this publication currently in the standard, and the submitter’s proposal to develop a first revision to add such reference (PIs 71 & 153) was not approved by the Committee.

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Public Input No. 78-NFPA 1906-2018 [ Section No. 2.3.8 ]

Statement of Problem and Substantiation for Public Input

Substantiation:

SAE J3026 should be listed as a referenced publication.

Submitter Information Verification

Submitter Full Daniel Munn Name: Organization: Michigan Department of Natural

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Committee Statement

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Public Input No. 29-NFPA 1906-2018 [ Section No. 2.3.9 ]

2.3.9 TRA Publications. Tire and Rim Association, Inc., 175 Montrose West Ave., Suite 150, Copley, OH 44321. Tire and Rim Association — Year Book, 2015 2021 .

Statement of Problem and Substantiation for Public Input

Update version date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:55:26 EST 2018 Committee:

Committee Statement

Resolution: FR-12-NFPA 1906-2018 Statement: Update version date.

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Public Input No. 172-NFPA 1906-2018 [ Section No. 2.3.10 ]

2.3.10 UL Publications. Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096. ANSI/UL 969, Standard for Marking and Labeling Systems, 1995, with revisions through November 24, 2008.

Statement of Problem and Substantiation for Public Input

Update the publishing date for the UL standard listed to reflect the most up to date edition. There are many other references to standards promulgated by other standards development organizations where they are considered ANSI approved but do not include ANSI in the reference, so it has been removed. The term “Standard for” is redundant and unnecessary.This change results in the proper short form name of the referenced documents. . These actions are being taken throughout all NFPA references to UL standards

Submitter Information Verification

Submitter Full Name: Kelly Nicolello Organization: UL LLC Street Address: City: State: Zip: Submittal Date: Tue Jun 26 17:06:09 EDT 2018 Committee:

Committee Statement

Resolution: FR-19-NFPA 1906-2018 Statement: Update version date.

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Public Input No. 30-NFPA 1906-2018 [ Section No. 2.3.10 ]

Statement of Problem and Substantiation for Public Input

Update version date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:57:05 EST 2018 Committee:

Committee Statement

Resolution: FR-19-NFPA 1906-2018 Statement: Update version date.

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Public Input No. 22-NFPA 1906-2018 [ Section No. 2.4 ]

2.4 References for Extracts in Mandatory Sections. NFPA 10, Standard for Portable Fire Extinguishers,2013 2018 edition.

NFPA 70®, National Electrical Code®,2014 2020 edition. NFPA 414, Standard for Aircraft Rescue and Fire-Fighting Vehicles,2012 2020 edition. NFPA 1150, Standard on Foam Chemicals for Fires in Class A Fuels,2010 2017 edition. NFPA 1901, Standard for Automotive Fire Apparatus,2016 2020 edition. NFPA 1917, Standard for Automotive Ambulances,2016 2019 edition. NFPA 1961, Standard on Fire Hose,2013 2020 edition.

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:24:14 EST 2018 Committee:

Committee Statement

Resolution: FR-13-NFPA 1906-2018 Statement: Update version dates.

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Public Input No. 25-NFPA 1906-2018 [ Section No. 3.3.75 ]

3.3.75 NPSH (National Pipe Straight Hose Thread). National pipe straight hose coupling thread as specified in ASME B1.20.7, Hose Coupling Screw Threads, Inch .

Statement of Problem and Substantiation for Public Input

NPSH is not referenced in the document. Delete definition.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 24-NFPA 1906-2018 [Section No. 2.3.2] Public Input No. 24-NFPA 1906-2018 [Section No. 2.3.2]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 09:41:42 EST 2018 Committee:

Committee Statement

Resolution: FR-14-NFPA 1906-2018 Statement: NPSH is not referenced in the document. Delete definition.

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Public Input No. 70-NFPA 1906-2018 [ Section No. 3.3.84 ]

3.3.84 Personal Equipment Weight. A weight allowance for personal gear that is carried on the apparatus by each fire-fighting crew member.

Statement of Problem and Substantiation for Public Input

Personal equipment weight is not referenced elsewhere in the standard, so definition is not needed.

Submitter Information Verification

Committee Statement

Resolution: FR-15-NFPA 1906-2018 Statement: Personal equipment weight is not referenced elsewhere in the standard, so definition is not needed.

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Public Input No. 112-NFPA 1906-2018 [ New Section after 3.3.109 ]

3.3.110* Standard Cubic Meters per Minute (SCMM)

An expression of airflow rate in metric units in which the airflow rate is corrected to standard temperature and pressure. Standard temperature is 15°C and standard pressure is 101.33 kPa or 760 mm Hg.

Statement of Problem and Substantiation for Public Input

The term is used in chapter 21 as the metric equivalent of SCFM but is not defined. This definition parallels the definition of SCFM.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 13:50:59 EDT 2018 Committee:

Committee Statement

Resolution: FR-16-NFPA 1906-2018 Statement: The term is used in chapter 21 as the metric equivalent of SCFM but is not defined. This definition parallels the definition of SCFM.

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Public Input No. 8-NFPA 1906-2018 [ New Section after 4.9.1 ]

4.9.1.1 Safety sign FAMA02, which warns of rotating shaft hazards, shall be located one sign each side of vehicle on the frame rail, and any other place where rotating shaft hazard is apparent.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 14:54:51 EST 2018 Committee:

Committee Statement

Resolution: FR-17-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

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Public Input No. 9-NFPA 1906-2018 [ New Section after 4.9.1 ]

4.9.1.2 Safety sign FAMA05, which warns of fan hazards, shall be visible to personnel at each approach to spinning fans.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 15:13:27 EST 2018 Committee:

Committee Statement

Resolution: FR-18-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

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Public Input No. 143-NFPA 1906-2018 [ Section No. 5.7.2 ]

5.7.2* The following additional equipment shall be carried on the apparatus: (1) One of the following traffic warning devices: (2) Five fluorescent orange traffic cones not less than 28 in. (711 mm) in height, each equipped with a 6 in. (152 mm) retroreflective white band no more than 4 in. (102 mm) from the top of the cone, and an additional 4 in. (102 mm) retroreflective white band 2 in. (51 mm) below the 6 in. (152 mm) band (3) One reflective triangle kit

(4) Five illuminated warning devices such as highway flares, unless the traffic cones or reflective triangles specified in 5.7.2(1) have illuminating capabilities (5) One traffic vest for each seating position, each vest to comply with ANSI/ISEA 207, Standard for High- Visibility Public Safety Vests, and to have a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, ABC dry chemical portable fire extinguisher with a minimum capacity in accordance with the following: (7) For a GVWR below 33,000 lb (15,000 kg), a

2A-10-B:C extinguisher (a) minimum 10 pound extinguisher with an agent discharge rate of at least 1 pound per second (b) For a GVWR 33,000 lb (15,000 kg) and above, a 3A-40-B:C extinguisher (a) minimum 20 pound extinguisher with an agent discharge rate of at least 1 pound per second (8) One first-aid kit

Statement of Problem and Substantiation for Public Input

As currently written the non-water portable fire extinguisher required under 'Miscellaneous Equipment' for various apparatus types is an 80B:C rated model. This specification is essentially obsolete and does not reflect the modern understanding of portable fire extinguisher agents and discharge rates. The requirement for an ABC dry chemical fire extinguisher more appropriately recognizes the likelihood that ordinary combustibles (Class A) will simultaneously be involved in a fire where the primary fuel is a gas or liquid. In addition, and as the result of advanced fire protection industry testing, a dry chemical agent discharge rate of 1 lb/sec or greater has been proven to be effective on obstacle fires, 3-D fires, and pressurized flowing gases or liquids. A standard dry chemical fire extinguisher with a discharge rate of 1/3 to ½ of that is simply unable to completely extinguish such fires.

In recognition of the emergency response nature of fire fighting apparatus it is impossible to predict the specific flammable liquid or gas fire scenario which will present itself on any given day. It is therefore necessary to mandate that a high flow rated (+1 lb/sec) ABC dry chemical fire extinguisher be mandated on any class or type of fire apparatus with emergency response capability.

It is also suggested that the Committee consider adding an Annex notation pointing to NFPA 10 for further guidance on fire extinguisher selection, including challenge fires such as obstacle and 3-D types. The NFPA 10 standard has been specifically addressing these types of fires and high flow fire extinguishers since the 2007 edition.

Submitter Information Verification

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Submitter Full David Phelan

Organization: Just a firefighter Committee StatementNFPA 10 Committee Member but not representing or speaking on Affiliation: behalf of the Committee StreetResolution: Address: The discharge rate is often not published for extinguishers of this size and the existing terminology is recognized by the fire service. City: State: Zip: Submittal Date: Tue Jun 19 12:44:34 EDT 2018 Committee:

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Public Input No. 56-NFPA 1906-2018 [ Section No. 5.7.2 ]

(4) Five illuminated warning devices such as highway flares, unless the traffic cones or reflective triangles specified in 5.7.2(1) have illuminating capabilities (5) One traffic vest for each seating position, each vest to comply with ANSI/ISEA 207, Standard for High- Visibility Public Safety Vests, and to have a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, dry chemical portable fire extinguisher with a minimum capacity in accordance with the following: (7) For a GVWR below 33,000 lb (15,000 kg), a

2A (a) 2 - A: 10-B:C extinguisher (b) For a GVWR 33,000 lb (15,000 kg) and above, a 3A (a) 3 - A: 40-B:C extinguisher (8) One first-aid kit

Statement of Problem and Substantiation for Public Input

Corrected the extinguisher callouts.

Submitter Information Verification

Submitter Full Name: Jennifer Boyle Organization: FEMA Affiliation: FEMA Street Address: City: State: Zip: Submittal Date: Thu May 31 10:21:24 EDT 2018 Committee:

Committee Statement

Resolution: The discharge rate is often not published for extinguishers of this size and the existing terminology is recognized by the fire service.

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Public Input No. 58-NFPA 1906-2018 [ Section No. 7.7 ]

7.7 Equipment. 7.7.1 The following equipment shall be furnished by the contractor: (1) * Two solid bottom wheel chocks, mounted in readily accessible locations, each designed to hold the apparatus, when loaded to its GVWR, on a 15 percent grade with the transmission in neutral and the parking brake released (2) One set of tire tools, including a jack and a lug wrench, if a spare tire is carried on the apparatus 7.7.2* The following additional equipment shall be carried on the apparatus: (1) One of the following traffic warning devices: (2) Five fluorescent orange traffic cones not less than 28 in. (711 mm) in height, each equipped with a 6 in. (152 mm) retroreflective white band no more than 4 in. (102 mm) from the top of the cone, and an additional 4 in. (102 mm) retroreflective white band 2 in. (51 mm) below the 6 in. (152 mm) band (3) One reflective triangle kit

(4) Five illuminated warning devices such as highway flares, unless the traffic cones or reflective triangles specified in 7.7.2(1) have illuminating capabilities (5) One traffic vest for each seating position, each vest to comply with ANSI/ISEA 207, Standard for High- Visibility Public Safety Vests, and to have a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, dry chemical portable fire extinguisher with a minimum capacity in accordance with the following: (7) For a GVWR below 33,000 lb (15,000 kg), a

2A (a) 2 - A: 10-B:C extinguisher (b) For a GVWR 33,000 lb (15,000 kg) and above, a 3A (a) 3 - A: 40-B:C extinguisher (8) One first-aid kit 7.7.3 A detailed list of who is to furnish the items and the method for organizing and mounting these items shall be supplied by the purchasing authority.

Statement of Problem and Substantiation for Public Input

Corrected the extinguisher callouts.

Submitter Information Verification

Submitter Full Name: Jennifer Boyle Organization: FEMA Affiliation: FEMA

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Street Address: City: State: Zip: Submittal Date: Thu May 31 10:25:00 EDT 2018 Committee:

Committee Statement

Resolution: The discharge rate is often not published for extinguishers of this size and the existing terminology is recognized by the fire service.

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Public Input No. 144-NFPA 1906-2018 [ Section No. 7.7.2 ]

7.7.2* The following additional equipment shall be carried on the apparatus: (1) One of the following traffic warning devices: (2) Five fluorescent orange traffic cones not less than 28 in. (711 mm) in height, each equipped with a 6 in. (152 mm) retroreflective white band no more than 4 in. (102 mm) from the top of the cone, and an additional 4 in. (102 mm) retroreflective white band 2 in. (51 mm) below the 6 in. (152 mm) band (3) One reflective triangle kit

(4) Five illuminated warning devices such as highway flares, unless the traffic cones or reflective triangles specified in 7.7.2(1) have illuminating capabilities (5) One traffic vest for each seating position, each vest to comply with ANSI/ISEA 207, Standard for High- Visibility Public Safety Vests, and to have a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, ABC dry chemical portable fire extinguisher with a minimum capacity in accordance with the following: (7) For a GVWR below 33,000 lb (15,000 kg), a

2A-10-B:C extinguisher (a) minimum 10 pound extinguisher with a minimum agent discharge rate of 1 pound per second (b) For a GVWR 33,000 lb (15,000 kg) and above, a 3A-40-B:C extinguisher (a) minimum 20 pound extinguisher with a minimum agent discharge rate of 1 pound per second (8) One first-aid kit

Statement of Problem and Substantiation for Public Input

Submitter Information Verification

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Submitter Full David Phelan

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Public Input No. 145-NFPA 1906-2018 [ Section No. 10.2.2 ]

10.2.2 The following additional equipment shall be carried on the apparatus: (1) One of the following traffic warning devices: (2) Five fluorescent orange traffic cones not less than 28 in. (711 mm) in height, each equipped with a 6 in. (152 mm) retroreflective white band no more than 4 in. (102 mm) from the top of the cone, and an additional 4 in. (102 mm) retroreflective white band 2 in. (51 mm) below the 6 in. (152 mm) band (3) One reflective triangle kit

(4) Five illuminated warning devices, such as highway flares, unless the traffic cones or reflective triangles specified in 10.2.2(1)have illuminating capabilities (5) For each seating position, a traffic vest that complies with ANSI/ISEA 207, Standard for High-Visibility Public Safety Vests, and has a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, ABC dry-chemical portable fire extinguisher with a minimum capacity in accordance with the following: (a) For a GVWR less than 33,000 lb (15,000 kg), a 2A-10-B:C extinguisher minimum 10 pound extinguisher with an agent discharge rate of at least 1 pound per second (b) For a GVWR of 33,000 lb (15,000 kg) or more, a 3A-40-B:C extinguisher minimum 20 pound extinguosher with an agent discharge rate of at least 1 pound per second (7) One first-aid kit

Statement of Problem and Substantiation for Public Input

Submitter Information Verification

Submitter Full David Phelan Name: Organization: Just a firefighter NFPA 10 Committee Member but not representing or speaking on Affiliation: behalf of the Committee

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Street Address: City: State: Zip: Submittal Date: Tue Jun 19 12:49:11 EDT 2018 Committee:

Committee Statement

Resolution:

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Public Input No. 59-NFPA 1906-2018 [ Section No. 10.2.2 ]

(4) Five illuminated warning devices, such as highway flares, unless the traffic cones or reflective triangles specified in 10.2.2(1)have illuminating capabilities (5) For each seating position, a traffic vest that complies with ANSI/ISEA 207, Standard for High-Visibility Public Safety Vests, and has a five-point breakaway feature that includes two at the shoulders, two at the sides, and one at the front (6) One approved, dry-chemical portable fire extinguisher with a minimum capacity in accordance with the following: (a) For a GVWR less than 33,000 lb (15,000 kg), a 2A 2 -A: 10-B:C extinguisher (b) For a GVWR of 33,000 lb (15,000 kg) or more, a 3A 3 -A: 40-B:C extinguisher (7) One first-aid kit

Statement of Problem and Substantiation for Public Input

Corrected the extinguisher callouts.

Submitter Information Verification

Submitter Full Name: Jennifer Boyle Organization: FEMA Affiliation: FEMA Street Address: City: State: Zip: Submittal Date: Thu May 31 10:26:36 EDT 2018 Committee:

Committee Statement

Resolution: The discharge rate is often not published for extinguishers of this size and the existing terminology is recognized by the fire service.

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Public Input No. 153-NFPA 1906-2018 [ New Section after 10.3.5 ]

Storage compartments shall be tested in accordance with SAE J3058, Ambulance Interior Storage Compartment Integrity

Statement of Problem and Substantiation for Public Input

Dynamic testing procedure evaluates the integrity of crew compartment interior storage compartments when exposed to a frontal, side or rear impact

Submitter Information Verification

Submitter Full Name: William Yohn Organization: US Department of the Interior Affiliation: Wildland Fire Task Group Street Address: City: State: Zip: Submittal Date: Fri Jun 22 12:45:54 EDT 2018 Committee:

Committee Statement

Resolution: The committee believes that this is not applicable to this size vehicles.

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Public Input No. 71-NFPA 1906-2018 [ New Section after 10.3.5 ]

TITLE OF NEW CONTENT 10.3.6 All internal storage compartments shall comply with SAE3058

Statement of Problem and Substantiation for Public Input

The current standard does not reference SAE 3058 as it applies to securement of items within storage compartments. Including this requirement that all internal storage compartments within a crew carrying compartment comply with SAE 3058 will help protect crews from being struck by items stored within compartments in the unfortunate event of a vehicular accident.

Submitter Information Verification

Committee Statement

Resolution: The committee believes that this is not applicable to this size vehicles.

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Public Input No. 152-NFPA 1906-2018 [ Section No. 10.4 ]

10.4 Crew Compartment Body Structural Integrity. 10.4.1 Structural Integrity — Roof Loading. 10.4.1.1 The The crew compartment body shall withstand a force equal to 2.5 times the curb weight of the vehicle applied to the roof of the vehicle’s body structure, validated by testing a substantially similar crew compartment in accordance with 10.4.2 . 10.4.1.2 The downward vertical movement at any point on the roof application plate shall not exceed 5.12 in. (130 mm). [ 1917: 6.3.4] 10.4.1.3 Each exterior door of the vehicle and emergency escape windows shall be capable of opening and closing during the full application of the force and after release of the force. 10.4.1.4 No structural damage to any load bearing or supporting members (e.g., torn or broken material, broken welds, popped or sheared body rivets, bolts, and/or fasteners) shall be evident during the application of the force and after the release of the force. [ 1917: 6.3.6] 10.4.2 Test Method – Roof Loading. 10.4.2.1 The following steps shall be performed during the roof crush test: (1) Support the crew compartment on a rigid fixture independent of the vehicle suspension. (2) Remove any components that extend upward from the vehicle roof. (3) Measure and record the distance from the mounting surface to each of the four corners of the roof. (4) Employ a rectangular force application plate fitted as near as possible to the contour of the crew compartment roof. (5) Position the force application plate so that it is centered on the roof. (6) Close all crew compartment doors. (7) Load the application plate to 500 lb (227 kg) at a deflection rate less than 0.5 in. (13 mm) per second. (8) Record elevation readings of all four corners of the roof. (9) Load the application plate to 50 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (10) Record elevation readings of all four corners of the roof. (11) Load the application plate to 100 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (12) Record elevation readings of all four corners of the roof. (13) Verify that crew compartment doors and any emergency escape windows remain closed during the application of the load and are capable of being opened and closed. (14) Remove load. (15) Verify that crew compartment doors and any emergency escape windows remain closed after the application of the load and are capable of being opened and closed.

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10.4.2.2 The application plate required in 10.4.2.1(4) shall be a minimum of 5 in. (127 mm) longer and 5 in. (127 mm) wider than the vehicle roof of the crew’s compartment. 10.4.2.3 For the purposes of the measurements in 10.4.2.2 , the crew compartment roof shall be that structure, seen in the top projected view, that coincides with the crew riding area, as shown in Figure 10.4.2.3 . Figure 10.4.2.3 Crew Compartment Roof Measurement.

10.4.3 Structural Integrity — Side Loading. 10.4.3.1 The crew compartment body shall withstand a force equal to 2.5 times the curb weight of the vehicle applied to either the driver or passenger side of the vehicle’s body structure, validated by testing a substantially similar crew compartment in accordance with 10.4.4 . 10.4.3.2 If so equipped, rear exterior doors and roof emergency escape hatches shall be capable of opening and closing during the full application of the force and after release of the force. 10.4.3.3 No structural damage to any load bearing or supporting members (e.g., torn or broken material, broken welds, popped or sheared body rivets, bolts, and/or fasteners) shall be evident during the application of the force and after the release of the force. [ 1917: 6.3.6] 10.4.4 Test Method — Side Loading.

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10.4.4.1 The following steps shall be performed during the side crush test: (1) Place either side of the body of the crew carrier on a rigid horizontal surface so that the body of the crew compartment is entirely supported. (2) Measure and record the distance from the mounting surface to each of the four top corners of the body side. (3) Employ a rigid, rectangular force application plate fitted as near as possible to the contour of the crew compartment side. (4) Position the force application plate so that it is centered on the crew compartment side. (5) Close all crew compartment doors. (6) Load the application plate to 500 lb (227 kg) at a deflection rate less than 0.5 in. (13 mm) per second. (7) Record elevation readings of all four corners of the body side. (8) Load the application plate to 50 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (9) Record elevation readings of all four corners of the body side. (10) Load the application plate to 100 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (11) Record elevation readings of all four corners of the body side. (12) Verify that rear exterior doors and any emergency roof escape hatches remain closed during the application of the load and are capable of being opened and closed. (13) Remove load. (14) Verify that rear exterior doors and any emergency roof escape hatches remain closed after the application of the load and are capable of being opened and closed.

10.4.4.2 The application plate required in 10.4.4.1(3) shall be a minimum of 5 in. (127 mm) longer and 5 in. (127 mm) wider than the vehicle side of the crew’s compartment. meet the performance requirements of SAE J3057, Ambulance Modular Body Evaluation-Quasi-Static Loading for Type I and Type III Modular Ambulance Bodies.

Statement of Problem and Substantiation for Public Input

Conforms to second draft revision for 2018 edition of NFPA 1917 Standard for Automotive Ambulances. New SAE was validated collaboratively to improve body crash worthiness

Submitter Information Verification

Committee Statement

Resolution: FR-1-NFPA 1906-2018

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Statement: Conforms to second draft revision for 2018 edition of NFPA 1917 Standard for Automotive Ambulances. New SAE was validated collaboratively to improve body crash worthiness

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Public Input No. 73-NFPA 1906-2018 [ Section No. 10.4.1 ]

10.4.1 Structural Integrity — Roof Loading. 10.4.1.1 The crew compartment body shall withstand a force equal to 2.5 times the curb weight of the vehicle applied to the roof of the vehicle’s body structure, validated by testing a substantially similar crew compartment in accordance with 10.4.2 . 10.4.1.2 The downward vertical movement at any point on the roof application plate shall not exceed 5.12 in. (130 mm). [ 1917: 6.3.4] 10.4.1.3 Each exterior door of the vehicle and emergency escape windows shall be capable of opening and closing during the full application of the force and after release of the force. 10.4.1.4 No structural damage to any load bearing or supporting members (e.g., torn or broken material, broken welds, popped or sheared body rivets, bolts, and/or fasteners) shall be evident during the application of the force and after the release of the force. [ 1917: 6.3.6] meet the performance requirements of SAE J3057, Ambulance Modular Body Evaluation-Quasi-Static Loading for Type I and Type III Modular Ambulance Bodies

Statement of Problem and Substantiation for Public Input

This change would make NFPA 1906's text follow NFPA 1917

Submitter Information Verification

Committee Statement

Resolution: FR-1-NFPA 1906-2018 Statement: Conforms to second draft revision for 2018 edition of NFPA 1917 Standard for Automotive Ambulances. New SAE was validated collaboratively to improve body crash worthiness

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Public Input No. 74-NFPA 1906-2018 [ Section No. 10.4.2 ]

10.4.2 Test Method – Roof Loading. 10.4.2.1 The following steps shall be performed during the roof crush test: (1) Support the crew compartment on a rigid fixture independent of the vehicle suspension. (2) Remove any components that extend upward from the vehicle roof. (3) Measure and record the distance from the mounting surface to each of the four corners of the roof. (4) Employ a rectangular force application plate fitted as near as possible to the contour of the crew compartment roof. (5) Position the force application plate so that it is centered on the roof. (6) Close all crew compartment doors. (7) Load the application plate to 500 lb (227 kg) at a deflection rate less than 0.5 in. (13 mm) per second. (8) Record elevation readings of all four corners of the roof. (9) Load the application plate to 50 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (10) Record elevation readings of all four corners of the roof. (11) Load the application plate to 100 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (12) Record elevation readings of all four corners of the roof. (13) Verify that crew compartment doors and any emergency escape windows remain closed during the application of the load and are capable of being opened and closed. (14) Remove load. (15) Verify that crew compartment doors and any emergency escape windows remain closed after the application of the load and are capable of being opened and closed.

Statement of Problem and Substantiation for Public Input

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Substantiation:

The 1906 standard's text would be the same as NFPA 1917

Submitter Information Verification

Committee Statement

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Public Input No. 75-NFPA 1906-2018 [ Section No. 10.4.3 ]

Statement of Problem and Substantiation for Public Input

Substantiation:

The 1906 standard's text would be the same as NFPA 1917

Submitter Information Verification

Committee Statement

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Public Input No. 76-NFPA 1906-2018 [ Section No. 10.4.4 ]

10.4.4 Test Method — Side Loading. 10.4.4.1 The following steps shall be performed during the side crush test: (1) Place either side of the body of the crew carrier on a rigid horizontal surface so that the body of the crew compartment is entirely supported. (2) Measure and record the distance from the mounting surface to each of the four top corners of the body side. (3) Employ a rigid, rectangular force application plate fitted as near as possible to the contour of the crew compartment side. (4) Position the force application plate so that it is centered on the crew compartment side. (5) Close all crew compartment doors. (6) Load the application plate to 500 lb (227 kg) at a deflection rate less than 0.5 in. (13 mm) per second. (7) Record elevation readings of all four corners of the body side. (8) Load the application plate to 50 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (9) Record elevation readings of all four corners of the body side. (10) Load the application plate to 100 percent of the final load at a deflection rate less than 0.5 in. (13 mm) per second. (11) Record elevation readings of all four corners of the body side. (12) Verify that rear exterior doors and any emergency roof escape hatches remain closed during the application of the load and are capable of being opened and closed. (13) Remove load. (14) Verify that rear exterior doors and any emergency roof escape hatches remain closed after the application of the load and are capable of being opened and closed.

10.4.4.2 The application plate required in 10.4.4.1(3) shall be a minimum of 5 in. (127 mm) longer and 5 in. (127 mm) wider than the vehicle side of the crew’s compartment.

Statement of Problem and Substantiation for Public Input

Substantiation:

The 1906 standard's text would be the same as NFPA 1917

Submitter Information Verification

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State: Zip: Submittal Date: Mon Jun 04 10:18:04 EDT 2018 Committee:

Committee Statement

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Public Input No. 154-NFPA 1906-2018 [ New Section after 10.6.1 ]

TITLE OF NEW CONTENT Each opening shall comply with 14.1.13.2

Statement of Problem and Substantiation for Public Input

Ensure crew compartment means of escape means minimum requirement specified for the chassis.

Submitter Information Verification

Committee Statement

Resolution: FR-2-NFPA 1906-2018 Statement: Substantiation:

The crew compartment openings sizes would be standardized and brought inline with the requirements of 14.1.13.2

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Public Input No. 77-NFPA 1906-2018 [ Section No. 10.6.1 ]

10.6.1 The crew compartment area shall have a minimum of four means of escape with at least one on the left side, right side, roof, and rear of the crew compartment. 10.6.1.1 Each opening shall comply wih 14.1.13.2

Statement of Problem and Substantiation for Public Input

Substantiation:

The crew compartment openings sizes would be standardized and brought inline with the requirements of 14.1.13.2

Submitter Information Verification

Committee Statement

Resolution: FR-2-NFPA 1906-2018 Statement: Substantiation:

The crew compartment openings sizes would be standardized and brought inline with the requirements of 14.1.13.2

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Public Input No. 155-NFPA 1906-2018 [ New Section after 10.7.2 ]

All crew compartment seats shall meet the performance requirements specified in SAE J3026, Ambulance Patient Compartment Seating Integrity and Occupant Restraint.

Statement of Problem and Substantiation for Public Input

Conforms to second draft revision for 2018 edition of NFPA 1917 Standard for Automotive Ambulances. Revised SAE was validated collaboratively to improve occupant safety exposed to front or side impacts

Submitter Information Verification

Committee Statement

Resolution: The committee believes that this would not be applicable to apparatus build to 1906.

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Public Input No. 80-NFPA 1906-2018 [ Section No. 10.7.2 ]

10.7.2 SCBA Storage. SCBA packs shall not be stored in the seat backs of seats in the crew compartment. 10.7.3 All seating must comply with SAE 3026

Statement of Problem and Substantiation for Public Input

This requirement would make all seating within the crew carrying compartment be compliant with SAE J3026

Submitter Information Verification

Committee Statement

Resolution: The committee believes that this would not be applicable to apparatus build to 1906.

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Public Input No. 81-NFPA 1906-2018 [ Chapter 12 ]

Chapter 12 Chassis and Vehicle Components *** This chapter applies to apparatus built on commercially available chassis, any apparatus built on a custom chassis shall meet the requirements of Chapter 12 of NFPA 1901 . 12. 1 * Carrying Capacity. The GAWR or GVWR of the chassis shall be adequate to carry the weight of the fire apparatus when loaded to its estimated in-service weight as defined in 12.1.2. 12.1.1 The manufacturer shall establish the estimated in-service weight during the design of the fire apparatus. [1901:12.1.1]

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12.1.2 The estimated in-service weight shall include the following: (1) Chassis, body, and tank(s) (2) Full fuel, lubricant, and other chassis or component fluid tanks or reservoirs (3) Full water and other agent tanks, if equipped (4) * 250 lb (114 kg) in each seating position (5) * Fixed equipment such as pumps, generators, reels, and air systems as installed (6) Ground ladders, suction hose, designed hose load in their hose beds and on their reels (7) * An allowance for miscellaneous equipment that is at least as great as the values shown in Table 12.1.2 (8) * If the apparatus is designed to accommodate SCBA, an additional 25 lb (11.4 kg) per seating position to the miscellaneous equipment allowance. Table 12.1.2 Minimum Miscellaneous Equipment Allowance

Chassis GVWR

Equipment Weight

lb kg

lb kg Wildland fire suppression apparatus 10,001–15,000 4,501– 7,000

200 90 15,001–20,000 7,001–9,000

500 225 20,001–26,000 9,001–12,000

500 225 >26,000 >12,000

750 340 Wildland mobile water supply fire apparatus All All

200 90 Wildland fire crew carrier apparatus ≤19,500 ≤8,845

500 225 >19,500 >8,845

750 340

12.1.3 The manufacturer shall engineer and design the fire apparatus such that the completed apparatus, when loaded to its estimated in-service weight, with all movable weights distributed as close as is practical to their intended in-service configuration, does not exceed the GVWR. [1901:12.1.3]

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12.1.4 * A final manufacturer's certification of the GVWR or GCWR, along with a certification of the GAWR, shall be supplied on a label affixed to the vehicle. [1901:12.1.4] 12.1.5 The fire apparatus manufacturer shall permanently affix a high-visibility label in a location visible to the driver while seated. [1901:12.1.5] 12.1.5.1 * The label shall show the unladen height of the completed unequipped fire apparatus in feet and inches or in meters, the length of the completed fire apparatus in feet and inches or in meters, and the GVWR in tons or metric tons. [1901:12.1.5.1] 12.1.5.2 Wording on the label shall indicate that the information shown was current when the apparatus was manufactured and that, if the overall height changes while the vehicle is in service, the fire department must revise that dimension on the label. 12.2 Engine and Engine System Design. 12.2.1 Chassis Engine. 12.2.1.1 * An engine governor or electronic fuel control system shall be installed that will limit the speed of the engine under all conditions of operation to that speed established by the engine manufacturer, which shall be the maximum governed speed. [1901:12.2.1.1] 12.2.1.2 Audible and visual warning devices that are visible from the driver’s position shall be provided to alert the driver to high engine temperature or low oil pressure conditions. [1901:12.2.1.2] 12.2.1.3 * Automatic engine shutdown systems shall not be permitted unless they are an integral part of the standard engine management system. [1901:12.2.1.3] 12.2.1.4 Engine derate programming shall be permitted to be used to protect the engine. [1901:12.2.1.4] 12.2.1.5 Engine Speed Auxiliary Control Device. 12.2.1.5.1 * If the apparatus is equipped with an engine speed auxiliary control device, it shall comply with 12.2.1.5.2 and 12.2.1.5.3. 12.2.1.5.2 * An interlock shall prevent the operation of the engine speed auxiliary control device unless the parking brake is engaged and the transmission is in neutral or park, or the parking brake is engaged and the engine is disengaged from the drive wheels. [1901:12.2.1.5.2] 12.2.1.5.3 The engine shall be prevented from regulating its own engine speed during times when engine rpm control is critical for consistent apparatus functions such as a generator or a water pump. 12.2.1.6 The installation of the engine, transmission, and engine- and transmission-driven accessories [power takeoffs (PTOs), etc.] shall meet the engine and transmission manufacturers’ installation recommendations for the service intended. [1901:12.2.1.6] 12.2.2 Cooling System. 12.2.2.1 * The engine’s cooling system shall maintain a temperature in the engine at or below the engine manufacturer’s maximum temperature rating under all conditions for which the apparatus is designed. [1901:12.2.2.1] 12.2.2.2 Drain Valves.

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12.2.2.2.1 Readily accessible drain valves shall be installed at the lowest point of the cooling system and at such other points as are necessary to permit complete removal of the coolant from the system. [1901:12.2.2.2.1] 12.2.2.2.2 * Drain valves shall be designed or positioned such that they will not open accidentally. [1901:12.2.2.2.2] 12.2.2.3 The radiator shall be mounted to prevent the development of leaks caused by twisting or straining where the apparatus operates over uneven ground. [1901:12.2.2.3] 12.2.3 Lubrication System. 12.2.3.1 * The engine shall be provided with an oil filter of the type approved by the engine manufacturer. [1901:12.2.3.1] 12.2.3.2 The engine oil fill pipe shall be large enough and located so as to allow easy filling. [1901:12.2.3.2] 12.2.3.3 A permanent label in the driving compartment shall specify the quantity and type of the following fluids used in the vehicle and tire information: (1) Engine oil (2) Engine coolant (3) Chassis transmission fluid (4) Pump transmission lubrication fluid (5) Pump priming system fluid, if applicable (6) Drive axle(s) lubrication fluid (7) Air-conditioning refrigerant (8) Air-conditioning lubrication oil (9) Power steering fluid (10) Cab tilt mechanism fluid (11) Transfer case fluid (12) Equipment rack fluid (13) CAFS air compressor system lubricant (14) Generator system lubricant (15)* Front tire cold pressure (16)* Rear tire cold pressure (17) Maximum tire speed ratings [1901:12.2.3.3] 12.2.4 * Air Intake System. 12.2.4.1 * An air filter shall be provided in the engine's air intake system. [1901:12.2.4.1] 12.2.4.2 Air inlet restrictions shall not exceed the engine manufacturer's recommendations. [1901:12.2.4.2] 12.2.4.3 * The air inlet shall be equipped with a means of separating water and burning embers from the air intake system. [1901:12.2.4.3]

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12.2.4.4 The requirement in 12.2.4.3 shall be permitted to be achieved by either of the following methods: (1) Provision of a device such that burning particulate matter larger than 0.039 in. (1.0 mm) in diameter cannot reach the air filter element (2) Provision of a multiscreen ember separator capable of meeting the test requirements defined in the Parker Hannafin, Racor Division, publication LF 1093-90, Ember Separation Test Procedure, or an equivalent test [1901:12.2.4.4] 12.2.4.5 An air restriction indicator shall be mounted in the driving compartment and visible to the driver. [1901:12.2.4.5] 12.2.5 Fuel System. 12.2.5.1 Diesel Engines. 12.2.5.1.1 * The fuel supply lines and fuel filters shall meet the engine manufacturer's recommendations. [1901:12.2.5.1.1] 12.2.5.1.2 The filters or strainers shall be of a serviceable type and mounted in an accessible location. [1901:12.2.5.1.2] 12.2.5.1.3 Where two or more fuel lines are installed, separate fuel pumps operating in parallel with check valves and filtering devices shall be provided. [1901:12.2.5.1.3] 12.2.5.1.4 The fuel line(s) shall be located or protected so as not to be subjected to excessive heating from any portion of an exhaust system. [1901:12.2.5.1.4] 12.2.5.1.5 The line(s) shall be protected from mechanical damage. [1901:12.2.5.1.5] 12.2.5.1.6 Electric Fuel Priming System. 12.2.5.1.6.1 * Where an electric fuel priming system is furnished, the valving and piping shall be arranged so that the priming system can be operated only to reprime the fuel system. [1901:12.2.5.1.6.1] 12.2.5.1.6.2 When the priming system is not being intentionally operated, it shall be isolated from the fuel system and inoperable. [1901:12.2.5.1.6.2] 12.2.5.1.6.3 The priming system shall be marked with a label to indicate proper operation. [1901:12.2.5.1.6.3] 12.2.5.2 Gasoline Engines. 12.2.5.2.1 Fuel lines and filters or strainers that meet the engine manufacturer's recommendations shall be provided. [1901:12.2.5.2.1] 12.2.5.2.2 The filters or strainers shall be of a serviceable type and mounted in an accessible location. [1901:12.2.5.2.2] 12.2.5.2.3 Where two or more fuel lines are installed, separate fuel pumps operating in parallel with check valves and filtering devices shall be provided. [1901:12.2.5.2.3] 12.2.5.2.4 The fuel line(s) shall be located or protected so as not to be subjected to excessive heating from any portion of an exhaust system. [1901:12.2.5.2.4]

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12.2.5.2.5 The line(s) shall be protected from mechanical damage. [1901:12.2.5.2.5] 12.2.5.2.6 A gasoline feed system shall include an electric-powered fuel pump located within or adjacent to the fuel tank. [1901:12.2.5.2.6] 12.2.6 Exhaust System. 12.2.6.1 * The exhaust piping and discharge outlet shall be located or shielded so as not to expose any portion of the apparatus or equipment to excessive heating. [1901:12.2.6.1] 12.2.6.2 Exhaust pipe discharge shall be directed away from the pump operator's position. [1901:12.2.6.2] 12.2.6.3 Reserved. 12.2.6.4 Silencing devices shall be provided. [1901:12.2.6.4] 12.2.6.5 Exhaust backpressure shall not exceed the limits specified by the engine manufacturer. [1901:12.2.6.5] 12.2.6.6 Where parts of the exhaust system are exposed so that they are likely to cause injury to operating personnel, protective guards shall be provided. [1901:12.2.6.6] 12.2.6.7 * Diesel Particulate Filter. If the apparatus is driven by a diesel engine equipped with a diesel particulate filter (DPF), the requirements of 12.2.6.7.1 through 12.2.6.7.6 shall apply. [1901:12.2.6.7] 12.2.6.7.1 The regeneration process shall be activated by two methods: (1)* Automatically by the engine system but only when the transmission is in gear and the speedometer indicates a speed above 5 mph (8 km/hr), whether the apparatus is in motion or is operating in stationary pump mode with an engine rpm sufficient to register 5 mph (8 km/hr) on the speedometer (2) Manually when initiated by activation of a switch located in the driver’s area of the driving compartment [1901:12.2.6.7.1] 12.2.6.7.2 Instructions for initiating the manual regeneration process shall be explained in the apparatus operator’s manual. [1901:12.2.6.7.2] 12.2.6.7.3 * A switch shall be provided at the driver’s area that will inhibit DPF regeneration until the switch is reset or the engine is shut down and restarted. [1901:12.2.6.7.3] 12.2.6.7.4 A DPF icon visible to the driver when seated in the driver’s seat shall be illuminated to indicate that the DPF requires active regeneration. [1901:12.2.6.7.4] 12.2.6.7.5 A high exhaust system temperature (HEST) icon visible to the driver when seated in the driver’s seat shall be illuminated to indicate that an active regeneration process has been initiated. [1901:12.2.6.7.5] 12.2.6.7.6 * Engine exhaust gas temperature shall not exceed 851°F (455°C) when measured at the exit of the exhaust pipe during normal DPF regeneration. [1901:12.2.6.7.6] 12.3 Vehicle Components. 12.3.1 Braking System. 12.3.1.1 All brakes shall be readily accessible for adjustment. [1901:12.3.1.1]

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12.3.1.2 * Where air-actuated braking systems are provided, they shall include the following: (1) An automatic moisture ejector (2) An air drier (3) A pressure protection valve to prevent air-operated accessories from drawing air from the air brake system when the air system's pressure drops below 80 psi (550 kPa) 12.3.1.3 * Parking Brakes. 12.3.1.3.1 Parking brakes shall control the rear wheels, or all wheels, and shall be of the positive, mechanically actuated type. [1901:12.3.1.3.1] 12.3.1.3.2 A lockup device to retain applied pressure on hydraulically actuated service brake systems or the use of the “park” position on an automatic transmission shall not be substituted for a separate parking brake system. [1901:12.3.1.3.2] 12.3.1.4 * Auxiliary Brake. 12.3.1.4.1 All apparatus with a GVWR of 36,000 lb (16,330 kg) or greater shall be equipped with an auxiliary braking system. [1901:12.3.1.4.1] 12.3.1.4.2 * Auxiliary brakes shall have a switch to turn them off during adverse road conditions. [1901:12.3.1.4.2] 12.3.1.4.3 The DOT brake lights shall illuminate when the auxiliary brake is applied. [1901:12.3.1.4.3] 12.3.2 Suspension and Wheels. 12.3.2.1 * Each load-bearing tire and rim of the fire apparatus shall not carry a weight in excess of the recommended load for the operation of truck tires of the size used, as published in Tire and Rim Association — Year Book, or as recommended by the tire manufacturer, when the apparatus is loaded to its GVWR. [1901:12.3.2.1] 12.3.2.2 * Axle housings and any components other than wheels, tires, automatic tire chains, and items designed to swing clear shall clear the road surface by at least the ground clearance specified in Table 12.3.2.2. Table 12.3.2.2 Under-Vehicle Clearance Chassis GVWR

Ground Clearance lb kg

in. mm

10,001–15,000 4,501–7,000

12 300 15,001–20,000 7,001–9,000

13 330 >20,000 >9,000

15 380

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12.3.2.3 * An angle of approach and an angle of departure of at least 20 degrees shall be maintained at the front and the rear of the vehicle when it is loaded to the estimated in-service weight. 12.3.2.4 Clearance for tire chains shall be provided in accordance with SAE J683, Tire Chain Clearance — Trucks, Buses (Except Suburban, Intercity, and Transit Buses), and Combinations of Vehicles. [1901:12.3.2.4] 12.3.2.5 Steering. 12.3.2.5.1 The steering mechanism shall be capable of turning the front wheels to an angle of at least 30 degrees to either the right or left for nondriving front axles and at least 28 degrees for driving front axles. [1901:12.3.2.5.1] 12.3.2.5.2 Power steering or power-assisted steering shall be provided. [1901:12.3.2.5.2] 12.3.2.6 Reserved. 12.3.3 * Transmission. 12.3.3.1 The transmission shall be rated for heavy-duty service and shall be designed to match engine torque and speed to the load demand. [1901:12.3.3.1] 12.3.3.2 The transmission shall provide the driver with the selection of individual gears or ranges of gears necessary to meet the performance requirements of this standard. [1901:12.3.3.2] 12.3.3.3 * The power train shall allow the vehicle to function and operate smoothly at 2 mph (3.2 km/hr). 12.3.3.4 * Apparatus with a front drive axle (4 × 4 or 6 × 6 configuration) shall include a visual indicator that is illuminated whenever the front drive axle is engaged. 12.3.4 Fuel Tanks. 12.3.4.1 *

1 The fuel capacity shall allow the engine to operate at 60 percent of gross engine horsepower for 2 ⁄2 hours. 12.3.4.2 The tank fill opening shall be marked with a label indicating the type of fuel to be used. [1901:12.3.4.2] 12.3.4.3 Reserved. 12.3.4.4 The tank fill piping shall be placed so it is protected from mechanical damage during the normal use of the fire apparatus. [1901:12.3.4.4] 12.3.4.5 The tank and the fill piping shall be located or shielded so that they are not exposed to heat from an exhaust system or other source of ignition on the fire apparatus. [1901:12.3.4.5] 12.3.4.6 The tank shall be placed so it is removable for repairs. [1901:12.3.4.6] 12.3.4.7 Reserved. 12.3.4.8 Gasoline-fueled chassis shall have fuel withdrawal fittings above the normal fuel level. 12.3.5 * Tow Hooks. Front and rear tow hooks or tow eyes shall be attached to the frame structure to allow towing (not lifting) of the apparatus without damage. [1901:12.3.5] 12.3.6 Towing Capability.

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If the apparatus is equipped for towing a trailer, the provisions of 12.3.6.1 through 12.3.6.5 shall apply. [1901:12.3.6] 12.3.6.1 For hydraulic brake–equipped,electric brake–equipped,or non-brake-equipped trailer towing capability, a primary electrical receptacle shall be provided near the hitch point and shall match the umbilical cable specified in 26.10.4.5 of NFPA 1901. [1901:12.3.6.1] 12.3.6.2 For air brake–equipped trailer towing capability, the following shall apply: (1) A primary electrical receptacle shall be provided near the hitch point and shall match the umbilical cable specified in 26.10.4.4 of NFPA 1901. (2) Gladhands shall be provided for air brake connections. [1901:12.3.6.2] 12.3.6.3 An auxiliary electrical receptacle shall be provided near the hitch point and shall match the umbilical cable specified in 26.10.4.6 of NFPA 1901. [1901:12.3.6.3] 12.3.6.4 A label shall be provided in a location in which it is visible to an operator making trailer connections. The label shall state the maximum GVWR and tongue weight of the trailer that can be safely towed with the hitch system. [1901:12.3.6.4] 12.3.6.5 Two safety chain attachment points shall be provided near the hitch point for hitches designed to use safety chains, each designed with an ultimate strength of not less than the maximum GVWR specified on the label required in 12.3.6.4. [1901:12.3.6.5]

Statement of Problem and Substantiation for Public Input

This chapter applies to apparatus built on commercially available chassis, any apparatus built on a custom chassis should meet the requirements of Chapter 12 of NFPA 1901.

Submitter Information Verification

Committee Statement

Resolution: The committee has addressed this through the development of several first revisions.

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Public Input No. 82-NFPA 1906-2018 [ Section No. 12.2.1.1 ]

12.2.1.1 * An engine governor or electronic fuel control system shall be installed that will limit the speed of the engine under all conditions of operation to that speed established by the engine manufacturer, which shall be the maximum governed speed. [ 1901: 12.2.1.1]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-133-NFPA 1906-2018 Statement: The requirements in this section are all standard items that are so basic to engine installation that they do not need to be called out in this standard. Engine manufacturers include a much more extensive list of requirements in their installation guides.

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Public Input No. 83-NFPA 1906-2018 [ Section No. 12.2.1.2 ]

12.2.1.2 Audible and visual warning devices that are visible from the driver’s position shall be provided to alert the driver to high engine temperature or low oil pressure conditions. [ 1901: 12.2.1.2]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

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Public Input No. 84-NFPA 1906-2018 [ Section No. 12.2.2 ]

12.2.2 Cooling System. 12.2.2.1 * The engine’s cooling system shall maintain a temperature in the engine at or below the engine manufacturer’s maximum temperature rating under all conditions for which the apparatus is designed. [ 1901: 12.2.2.1] 12.2.2.2 Drain Valves. 12.2.2.2.1 Readily accessible drain valves shall be installed at the lowest point of the cooling system and at such other points as are necessary to permit complete removal of the coolant from the system. [ 1901: 12.2.2.2.1] 12.2.2.2.2 * Drain valves shall be designed or positioned such that they will not open accidentally. [ 1901: 12.2.2.2.2] 12.2.2.3 The radiator shall be mounted to prevent the development of leaks caused by twisting or straining where the apparatus operates over uneven ground. [ 1901: 12.2.2.3]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-21-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 85-NFPA 1906-2018 [ Section No. 12.2.3 ]

12.2.3 Lubrication System. 12.2.3. 1 * The engine shall be provided with an oil filter of the type approved by the engine manufacturer. [ 1901: 12.2. 3 .1] 12.2.3.2 12.2.3.3

The engine oil fill pipe shall be large enough and located so as to allow easy filling. [ 1901: 12.2.3.2] A permanent label in the driving compartment shall specify the quantity and type of the following fluids used in the vehicle and tire information: (1) Engine oil (2) Engine coolant (3) Chassis transmission fluid (4) Pump transmission lubrication fluid (5) Pump priming system fluid, if applicable (6) Drive axle(s) lubrication fluid (7) Air-conditioning refrigerant (8) Air-conditioning lubrication oil (9) Power steering fluid (10) Cab tilt mechanism fluid (11) Transfer case fluid (12) Equipment rack fluid (13) CAFS air compressor system lubricant (14) Generator system lubricant (15)* Front tire cold pressure (16)* Rear tire cold pressure (17) Maximum tire speed ratings

[ 1901: 12.2.3.3]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Submitter Full Daniel Munn Name:

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Organization: Michigan Department of Natural Mobile Equipment subcommittee under the National Wildfire Affiliation: Coordinating Groups' (NWCG's) Equipment & Technology (ETC) Committee Street Address: City: State: Zip: Submittal Date: Mon Jun 04 10:49:51 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-22-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 86-NFPA 1906-2018 [ Section No. 12.2.4.1 ]

12.2.4.1 * An air filter shall be provided in the engine's air intake system. [ 1901: 12.2.4.1]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-23-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 87-NFPA 1906-2018 [ Section No. 12.2.4.2 ]

12.2.4.2 Air inlet restrictions shall not exceed the engine manufacturer's recommendations. [ 1901: 12.2.4.2]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-24-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 88-NFPA 1906-2018 [ Section No. 12.2.4.3 ]

12.2.4.3 * The air inlet shall be equipped with a fire resistant air filter or a means of separating water and burning embers from the air intake system. [1901:12.2.4.3]

Statement of Problem and Substantiation for Public Input

Adding the requirement that a fire resistant air filter be used will increase the safety of the firefighter.

Submitter Information Verification

Committee Statement

Resolution: The committee has chosen not to act on this at this time due to a lack of information needed to make an informed decision.

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Public Input No. 89-NFPA 1906-2018 [ Section No. 12.2.4.4 ]

12.2.4.4 The requirement in 12.2.4.3 for a means of seperating water or burning embers shall be permitted to be achieved by either of the following methods: (1) Provision of a device such that burning particulate matter larger than 0.039 in. (1.0 mm) in diameter cannot reach the air filter element (2) Provision of a multiscreen ember separator capable of meeting the test requirements defined in the Parker Hannafin, Racor Division, publication LF 1093-90, Ember Separation Test Procedure, or an equivalent test [1901:12.2.4.4]

Statement of Problem and Substantiation for Public Input

Clarifying the phrasing within this section to go along with 12.2.4.3 proposed changes.

Submitter Information Verification

Committee Statement

Resolution: The committee has chosen to not act on this yet as they need more information in order to make an informed decision.

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Public Input No. 170-NFPA 1906-2018 [ Section No. 12.2.4.5 ]

12.2.4.5 An air restriction indicator shall be mounted in the driving compartment and visible to the driver. [1901:12.2.4.5] 1.2.4.5.1

If a fire resistant air filter is present on the vehicle:

(1) A warning label on the dashboard stating that the air filter is a “fire resistant” air filter and should only be replaced with an equivilant fire resistant air filter.

(2) A warning label shall be affixed on the air intake stating that the air filter is a “fire resistant” air filter and should only be replaced with an equivilant fire resistant air filter.

(3) A spare fire resistant air filter shall be provided as standard equipment on the vehicle.

Statement of Problem and Substantiation for Public Input

This revision is to ensure that vehicles equipped with fire resistant air filters have them replaced by compatible fire resistant air filters only and not a standard air filter.

Submitter Information Verification

Submitter Full Name: Daniel Munn Organization: Michigan Department of Natural Street Address: City: State: Zip: Submittal Date: Tue Jun 26 07:21:22 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: The committee has chosen to not act on this at this time as they need more information in order to make an informed decision.

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Public Input No. 90-NFPA 1906-2018 [ Section No. 12.2.4.5 ]

12.2.4. 5 6 An air restriction indicator shall be mounted in the driving compartment and visible to the driver. [1901:12.2.4.5]

Statement of Problem and Substantiation for Public Input

Renumbering this section to allow for the 12.2.4.5 revised & proposed text

Submitter Information Verification

Committee Statement

Resolution: FR-25-NFPA 1906-2018 Statement: This change was made in order to align with NFPA 1901.

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Public Input No. 92-NFPA 1906-2018 [ Section No. 12.2.5.1 ]

12.2.5.1 Diesel Engines .

12.2.5.1.1 * The fuel supply lines and fuel filters shall meet the engine manufacturer's recommendations. [ 1901: 12.2.5.1.1] 12.2.5.1.2 The filters or strainers shall be of a serviceable type and mounted in an accessible location. [ 1901: 12.2.5.1.2] 12.2.5.1.3 Where two or more fuel lines are installed, separate fuel pumps operating in parallel with check valves and filtering devices shall be provided. [ 1901: 12.2.5.1.3] 12.2.5.1.4 The fuel line(s) shall be located or protected so as not to be subjected to excessive heating from any portion of an exhaust system. [ 1901: 12.2.5.1.4] 12.2.5.1.5 The line(s) shall be protected from mechanical damage. [ 1901: 12.2.5.1.5] 12.2.5.1. 6 Electric Fuel Priming System. 12.2.5.1.6.1 * Where an electric fuel priming system is furnished, the valving and piping shall be arranged so that the priming system can be operated only to reprime the fuel system. [ 1901: 12.2.5.1.6.1] 12.2.5.1.6.2 When the priming system is not being intentionally operated, it shall be isolated from the fuel system and inoperable. [ 1901: 12.2.5.1.6.2] 12.2.5.1.6.3 The priming system shall be marked with a label to indicate proper operation. [ 1901: 12.2.5.1.6.3]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

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Zip: Submittal Date: Mon Jun 04 11:13:16 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-26-NFPA 1906-2018 Statement: Fuel System Requirements for diesel fuel systems are covered by the engine manufacturer installation requirements. No need to have the gasoline requirements because these requirements would only apply to small commercial apparatus where these details are determined by the manufacturer and cannot be specified by the end user.

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Public Input No. 93-NFPA 1906-2018 [ Section No. 12.2.5.2 ]

12.2.5.2 Gasoline Engines. 12.2.5.2.1 Fuel lines and filters or strainers that meet the engine manufacturer's recommendations shall be provided. [ 1901: 12.2.5.2.1] 12.2.5.2.2 The filters or strainers shall be of a serviceable type and mounted in an accessible location. [ 1901: 12.2.5.2.2] 12.2.5.2.3 Where two or more fuel lines are installed, separate fuel pumps operating in parallel with check valves and filtering devices shall be provided. [ 1901: 12.2.5.2.3] 12.2.5.2.4 The fuel line(s) shall be located or protected so as not to be subjected to excessive heating from any portion of an exhaust system. [ 1901: 12.2.5.2.4] 12.2.5.2.5 The line(s) shall be protected from mechanical damage. [ 1901: 12.2.5.2.5] 12.2.5.2.6 A gasoline feed system shall include an electric-powered fuel pump located within or adjacent to the fuel tank. [ 1901: 12.2.5.2.6]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-27-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 95-NFPA 1906-2018 [ Section No. 12.2.6.4 ]

12.2.6.4 Silencing devices shall be provided. [ 1901: 12.2.6.4]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-28-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 96-NFPA 1906-2018 [ Section No. 12.2.6.5 ]

12.2.6.5 Exhaust backpressure shall not exceed the limits specified by the engine manufacturer. [ 1901: 12.2.6.5]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: FR-29-NFPA 1906-2018 Statement: This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

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Public Input No. 97-NFPA 1906-2018 [ Section No. 12.2.6.7 [Excluding any Sub-

Sections] ]

If the apparatus is driven by a diesel engine equipped with a diesel particulate filter (DPF), the requirements of 12.2.6.7.1 through 12.2.6.7.6 shall apply. [ 1901: 12.2.6.7]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: The committee has addressed this through the development of several other first revisions.

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Public Input No. 98-NFPA 1906-2018 [ Sections 12.2.6.7.4, 12.2.6.7.5 ]

Sections 12.2.6.7.4, 12.2.6.7.5 12.2.6.7.4 A DPF icon visible to the driver when seated in the driver’s seat shall be illuminated to indicate that the DPF requires active regeneration. [ 1901: 12.2.6.7.4] 12.2.6.7.5 A high exhaust system temperature (HEST) icon visible to the driver when seated in the driver’s seat shall be illuminated to indicate that an active regeneration process has been initiated. [ 1901: 12.2.6.7.5]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard

Submitter Information Verification

Committee Statement

Resolution: FR-30-NFPA 1906-2018 Statement: l

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Public Input No. 99-NFPA 1906-2018 [ Section No. 12.3.1.1 ]

12.3.1.1 All brakes shall be readily accessible for adjustment. [1901:12.3.1.1] 12.3.1.1.2 For vehicles that are equipped with air brakes, the air tank may be equipped with a chuck to provide an airhose connection for auxillary uses in the field. Air brake lines connected to brake chambers shall not be modified to perform any other function other than braking the vehicle.

Statement of Problem and Substantiation for Public Input

Many firefighter's in the field need the ability and versatility to use on-board air tanks as a means to power auxillary tools without compromising the braking integrity of the vehicle. This proposed text change would clarify how to be able to access the air tanks safely without compromising the braking ability of the vehicle.

Submitter Information Verification

Committee Statement

Resolution: Air brake systems requirements are thoroughly covered in FMVSS 121. so it is already covered by FMVSS 121. If it is info for an end user, this standard is not the place for it.

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Public Input No. 151-NFPA 1906-2018 [ New Section after 12.3.1.4.3 ]

TITLE OF NEW CONTENT 12.3.1. The auxiliary braking system shell be controlled and operator directed only by the left foot of the vehicle operator by pushing on a floor mounted foot petal. The floor foot petal shell be in the off position until the vehicle operator pushes on the foot petal. If the auxiliary braking system has more than one application rate (such as low and high), the foot petal shell accommodate this.l

Statement of Problem and Substantiation for Public Input

SUBSTANTIATION: This is a safety issue. For safety, the auxiliary braking system (retarder) should never come on unless the vehicle operator directs wants it to come on. The auxiliary braking system should not come on when on dirt roads, when there is pea gravel on a paved road or when there is water, snow or ice on the road. When these conditions are present and the auxiliary braking system comes on, the truck will tend and will do a 180 degree spin (locked wheels lead). To avoid an auxiliary braking system (retarder) coming on at an inappropriate time, the auxiliary braking system should come on only at the direction of the vehicle operator.

Submitter Information Verification

Submitter Full Dan McKenzie Name: Organization: US Department of Agriculture, Forest Service USDA Forest Service, National Technology and Development Affiliation: Program, San Dimas, California Street Address: City: State: Zip: Submittal Date: Thu Jun 21 11:07:36 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: Standard already requires ON/OFF switch. There are multiple control options that do not involve the brake pedal and the fire department can specify what works best for them. Modern apparatus have an interface to the ABS that will switch the retarder off when ABS is functioning.

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Public Input No. 168-NFPA 1906-2018 [ New Section after 12.3.2.3 ]

TITLE OF NEW CONTENT 12.3.2.3.1 When the fire package is mounted on a commericial chassis the ramp breakover angle and ground clearance of the commercial chassis shell be maintaied.

Statement of Problem and Substantiation for Public Input

SUBSTANIATION: In wildland fire apparatus having a good ramp break over angle and good ground clearance is very important because wildland fire apparatus may operate on what are call “truck trials.” A “truck trial” could be called a road that is not possible for a car to operate on and only with difficult for a truck if it has good angle of approach, good angle of departure, good ramp breakover angle and good ground clearance. Therefore, it is very important that the ramp breakover angle and ground clearance not be decreased when installing the fire package on a commercial truck chassis. During the design and installation of the fire package very little if any addition costs are incurred in maintaining the ramp breakover angle and ground clearance. However; if the ramp breakover and ground clearance are not maintained in the design and installation and the fire apparatus is in service it can be a major cost to correct the decreased ramp breakover angle or ground clearance.

Submitter Information Verification

Submitter Full Dan McKenzie Name: Organization: US Department of Agriculture, Forest Service USDA Forest Service, National Technology and Development Affiliation: Program, San Dimas Street Address: City: State: Zip: Submittal Date: Mon Jun 25 17:12:15 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: This requirement would unnecessarily restrict customization of apparatus. Purchasers and manufacturers should be able to determine for themselves the trade-offs between mounting something in the breakover region or not. Purchasers can add this requirement if they wish.

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Public Input No. 100-NFPA 1906-2018 [ Section No. 12.3.2.5 ]

12.3.2.5 Steering. 12.3.2.5.1 The steering mechanism shall be capable of turning the front wheels to an angle of at least 30 degrees to either the right or left for nondriving front axles and at least 28 degrees for driving front axles. [ 1901: 12.3.2.5.1] 12.3.2.5.2 Power steering or power-assisted steering shall be provided. [ 1901: 12.3.2.5.2]

Statement of Problem and Substantiation for Public Input

This device / system is a standard item on a commercial chassis and does not need to be called out within the NFPA 1906 standard.

Submitter Information Verification

Committee Statement

Resolution: Even on a commercial chassis the final stage manufacturer can add items like front suction piping in such a way that it further restricts steering cramp. This requirement maintains a minimum standard for steering cramp angle.

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Public Input No. 55-NFPA 1906-2018 [ Section No. 12.3.6.1 ]

12.3.6.1 For hydraulic brake–equipped, electric brake–equipped, or non-brake-equipped trailer towing capability, a primary electrical receptacle shall be provided near the hitch point and shall match the umbilical cable specified in 26.10.4.5 of NFPA 1901. [1901:12.3.6.1]

Statement of Problem and Substantiation for Public Input

Typos. Spaces missing after commas.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Wed May 30 11:41:02 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-31-NFPA 1906-2018 Statement: Typos. Spaces missing after commas.

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Public Input No. 7-NFPA 1906-2018 [ New Section after 13.4.4.4 ]

13.4.4.5 Safety sign FAMA01, which warns of battery chemical and explosion hazard, shall be visible to personnel near batteries.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 14:45:29 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-32-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912 and should be on new apparatus as well.

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Public Input No. 101-NFPA 1906-2018 [ Section No. 13.4.6 [Excluding any Sub-Sections]

]

One of the The following master disconnect switches switch shall be provided: (1) A master body disconnect switch that disconnects all electrical loads not provided by the chassis manufacturer (2) A master load disconnect switch that disconnects all electrical loads on the apparatus except the starter [ 1901: 13.4.6]

Statement of Problem and Substantiation for Public Input

The intent of this revision is to ensure that master disconnect battery switches are only used to disconnect non- Original Equipment Manufacturer (OEM) electrical items from the chassis electrical system.

Newer vehicles are highly dependent on electrical continuity during the vehicle shutdown process. Interrupting the shutdown process by turning off electrical master switches has caused numerous Engine Control Module (ECM)/Powertrain Control Module (PCM) faults and could potentially cause damage and loss of On Board Diagnostics (OBD) data.

It is proposed to amend this section to require the electrical master switches only be utilized to isolate non-OEM electrical loads.

Submitter Information Verification

Committee Statement

Resolution: While most 1906 trucks are built on commercial chassis and the body builders use the “body disconnect switch”, there is no reason that a 1906 truck could not be built on a custom chassis which usually use a “master load disconnect switch” or even a commercial chassis using a “master load disconnect switch”. This text matches 1901. The submitter’s concern about ECM and PCM is covered by 13.4.6.2.

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Public Input No. 175-NFPA 1906-2018 [ Sections 13.8.1, 13.8.2 ]

Sections 13.8.1, 13.8.2 13.8.1* The optical warning system shall consist of an upper and a lower warning level. [ 1901 :13.8.1] four zones shall be determined by lines drawn down the apparatus faces or sides: Front (Zone A), Officer Side (Zone B), Rear (Zone C), and Driver Side (Zone D). Eliminate the “X” through the center of the apparatus, as it does not accurately represent the warning light placement requirements of the four zones. 13.8.2 The requirements for each level four zones shall be met determined by the warning devices in that particular level without consideration of the warning devices in the other level. [ 1901 :13.8.2] lines drawn down the apparatus faces or sides: Front (Zone A), Officer Side (Zone B), Rear (Zone C), and Driver Side (Zone D). Eliminate the “X” through the center of the apparatus, as it does not accurately represent the warning light placement requirements of the four zones.

Statement of Problem and Substantiation for Public Input

The current setup puts side facing lights in the front and rear zones, shrinking zones B & D to a very small segment. The updated version would better designate front/back vs. sides, eliminating the X diagram language.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 182-NFPA 1906-2018 [Section No. 13.8.13.2.1]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:38:39 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-33-NFPA 1906-2018 Statement: The current setup puts side facing lights in the front and rear zones, shrinking zones B & D to a very small segment. The updated version would better designate front/back vs. sides, eliminating the X diagram language.

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Public Input No. 164-NFPA 1906-2018 [ Section No. 13.8.5 ]

13.8.5 A master optical warning system switch that energizes all the optical warning devices shall be provided. [1901:13.8.5]

13.8.5.1 There shall be installed on each fire apparatus a passive photo type sensor to automatically enable lower intensity light output emitted from all emergency lights during night time operations.

13.8.5.2 There shall be installed on each fire apparatus a manually activated switch to enable lower intensity light output emitted from all emergency lights during night time operations.

Statement of Problem and Substantiation for Public Input

NFPA 1906 is a "minimum standard", which means that there is no upper limit for emergency light intensity on Fire apparatus. Pedestrian traffic and other emergency responders can be temporarily blinded by the amount of emergency light being emitted from responder vehicles leading to a potential for accidents. A passive photo sensor could be added to the electrical circuitry to automatically reduce the amount of light output during nighttime operations. A manual switch onboard the responding vehicle would be needed as well due to the circumstance where multiple vehicles are responding to the same scene and the light from vehicle "A" over-rides the passive sensor on vehicle "B", causing vehicle "B's" lighting system to go into high intensity mode, which in turn could cause vehicle "A" to also go into high intensity mode.

Submitter Information Verification

Submitter Full Name: Daniel Munn Organization: Michigan Department of Natural Street Address: City: State: Zip: Submittal Date: Mon Jun 25 09:04:09 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-34-NFPA 1906-2018 Statement: m

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Public Input No. 176-NFPA 1906-2018 [ Section No. 13.8.6 [Excluding any Sub-Sections]

]

The optical warning system on the fire apparatus shall be capable of two three separate signaling modes during emergency operations. [ 1901 :13.8.6]

Statement of Problem and Substantiation for Public Input

Adding a Nighttime Blocking Right-of-Way Mode to utilize different light intensities and flash rates to vary with ambient light. This addition would enhance the safety of first responders and the public.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 180-NFPA 1906-2018 [Section No. 13.8.7.3]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:39:26 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-34-NFPA 1906-2018 Statement: m

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Public Input No. 177-NFPA 1906-2018 [ Section No. 13.8.6.1 ]

13.8.6.1 One mode shall signal to drivers and pedestrians that the apparatus is responding to an emergency and is calling for the right-of-way. [ 1901 :13.8.6.1] In Calling for Right-of-Way Mode (when emergency vehicles are moving), the warning lights should be in high intensity with a conspicuous flash pattern. Emergency vehicles are in control and maneuvering around public vehicles. By law, public vehicles will be pulled over and stopped to allow emergency vehicles to pass.

Statement of Problem and Substantiation for Public Input

By redefining the Calling for Right-of-Way Mode standard, when emergency vehicles are moving, the warning lights will be in high intensity with a conspicuous flash pattern. Emergency vehicles are in control and maneuvering around public vehicles. By law, public vehicles will be pulled over and stopped to allow emergency vehicles to pass. The maximum warning signal is required to alert the public vehicles.

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:40:09 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-34-NFPA 1906-2018 Statement: m

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Public Input No. 179-NFPA 1906-2018 [ New Section after 13.8.6.2 ]

13.8.6.3 Nighttime Blocking Right-of-Way Mode (when at the scene at night, public vehicles are in control as they move past emergency vehicles, first responders, and emergency scenes), the warning light system should embrace the latest technology and innovations, emphasizing conspicuity while adequately providing a uniform visual outline of each zone.

Statement of Problem and Substantiation for Public Input

By adding a Nighttime Blocking Right-of-Way Mode, first responder safety will increase. The nighttime drop in light intensity should be based on a percentage of ambient light. All warning lights that can be synchronized (excluding rotating and simulated rotating lights) should be set to a slower synchronized flash rate with a lower output. Creating a uniform visual outline of each zone by utilizing synchronization and ambient light sensors will enhance the safety of first responders and motorists navigating the scene.

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:41:18 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-34-NFPA 1906-2018 Statement: m

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Public Input No. 178-NFPA 1906-2018 [ Section No. 13.8.6.2 ]

13.8.6.2 One mode shall signal that the apparatus is stopped and is blocking the right-of-way. [ 1901 :13.8.6.2] In Blocking Right-of-Way Mode (w hen at the scene, public vehicles are in control as they move past emergency vehicles, first responders, and emergency scenes), the warning light system should embrace the latest technology and innovations, emphasizing conspicuity while adequately providing a uniform visual outline of each zone.

Statement of Problem and Substantiation for Public Input

By redefining the Blocking Right-of-Way Mode standard, the warning light system should embrace the latest technology and innovations, emphasizing conspicuity while adequately providing a uniform visual outline of each zone. When at the scene, public vehicles are in control as they move past emergency vehicles, first responders, and emergency scenes.

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:40:50 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-34-NFPA 1906-2018 Statement: m

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Public Input No. 180-NFPA 1906-2018 [ Section No. 13.8.7.3 ]

13.8.7.3* The system shall be permitted to have a method of modifying the two three signaling modes. [ 1901 :13.8.7.3]

Additional Proposed Changes

File Name Description Approved Whelen Customer Proposal NFPA_Whelen.pdf

Statement of Problem and Substantiation for Public Input

Incorporating three signaling modes by adding a Nighttime Blocking Mode.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 176-NFPA 1906-2018 [Section No. 13.8.6 [Excluding any Sub-Sections]]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:41:57 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-35-NFPA 1906-2018 Statement: There were several Public Inputs submitted to section 13.8 and its sub-sections. Most of these were related to issues about lighting levels at night and the risk of producing glare to passing motorists. Part of this issue is related to the fact that with current LED lighting technology, most lighting packages far exceed the minimums called for in NFPA 1901/1906. In task group research and discussions there were many studies found supporting that this is a real issue with scientific basis, and that lowered lighting levels at night can reduce collision risk and improve visibility of pedestrians (police and firefighters) near the vehicles with warning lights. Most of the research done to date has been done with lighting on police cars. Several State Police organizations, and many municipal police departments, have gone to using a mode with greatly reduced lighting levels, altered flash rates and patterns, and/or color changes when they are stopped during nighttime conditions. We have developed First Revision language incorporating these changes. It is the intention of the committee to continue research including a more scientific research project on daytime and nighttime lighting levels with the intent of further revising this language and the numbers in the next edition of the document.

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The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 138-NFPA 1906-2018 [ Section No. 13.8.9 ]

13.8.9 The front optical warning devices shall be placed so as to maintain the maximum possible separation from the headlights, turn signals, brake lights, and scene lights . [1901:13.8.9]

Statement of Problem and Substantiation for Public Input

This problem applies not only to headlights and front warning devices, but any placing of two different light sources close to each other. When warning lights are placed too close to headlights or scene lights, the warning light may be drowned out and not seen. When warning lights are placed too close to turn signals and brake lights, the turn signals and brake lights may be drowned out and not seen.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 09 16:58:39 EDT 2018 Committee: FDA-AAA

Committee Statement

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 181-NFPA 1906-2018 [ Section No. 13.8.11.1 [Excluding any Sub-

Sections] ]

The minimum flash rate of any optical source shall be 75 flashes per minute, and the minimum number of flashes at any measurement point shall be 150 flashes per minute. [ 1901: 13.8.11.1] Create a new set of standards to better utilize different light intensities and flash rates that vary with ambient light, as well as full vehicle synchronization, while in Blocking Right-Of-Way Mode, during day and night. These proposed methods, which have proven successful in other industries, will enhance the safety of first responders and the public .

Additional Proposed Changes

File Name Description Approved NFPA_Whelen.pdf Whelen Customer Proposal

Statement of Problem and Substantiation for Public Input

By creating a new set of standards to better utilize three different modes (different light intensities and flash rates that vary with ambient light, as well as full vehicle synchronization), the safety of first responders and the public will be enhanced greatly. This has proven successful in other industries.

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:42:58 EDT 2018 Committee: FDA-AAA

Committee Statement

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 182-NFPA 1906-2018 [ Section No. 13.8.13.2.1 ]

13.8.13.2.1 The upper-level optical warning devices shall be mounted as high and as close to the corner points of the apparatus as is practical to define the clearance lines of the apparatus. [ 1901 : Adjust figure 13.8. 13 3 .2 .1] to better define the zones. According to the current figure, the lights in upper zone C would not contribute to upper zones B and D.

Statement of Problem and Substantiation for Public Input

The current setup has side facing lights in front and rear zones, and shrinks zones B & D to a very small segment. This makes compliance difficult. The new setup would evenly distribute the front and rear and sides, eliminating the X diagram.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 175-NFPA 1906-2018 [Sections 13.8.1, 13.8.2]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:43:53 EDT 2018 Committee: FDA-AAA

Committee Statement

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 183-NFPA 1906-2018 [ Section No. 13.8.13.5 ]

13.8.13.5* For each Each operating mode , the combined optical power of all the optical sources shall meet or exceed the zone total optical power requirements shown in Table 13.8.13.5 . [ 1901: 13.8.13.5] should have different standards based on high and low ambient light. Higher numbers during the day will increase the safety during response and blocking. The nighttime drop in light intensity should be based on a percentage of ambient light. All warning lights that can be synchronized (excluding rotating and simulated rotating lights) should be set to a slower synchronized flash rate with a lower output. Creating a uniform visual outline of each zone by utilizing synchronization and ambient light sensors will enhance the safety of first responders and motorists navigating the scene. Table 13.8.13.5 Minimum Optical Power Requirements for Large Apparatus

Mode of Operation Calling for Right-of- Blocking Right-of- Way Way At any Point At any Point

5 Degrees Up or 5 Degrees Up or

At any H 5 Degrees Down H At any H 5 Degrees Down Zone Level H Total Point from H Total Point from H A Upper 1,000,000 10,000 3,500 400,000 10,000 3,500 B Upper 400,000 10,000 3,500 400,000 10,000 3,500 C Upper 400,000 10,000 3,500 800,000 10,000 3,500 D Upper 400,000 10,000 3,500 400,000 10,000 3,500 A Lower 150,000 3,750 1,300 150,000 3,750 1,300 B Lower 150,000 3,750 1,300 150,000 3,750 1,300 C Lower 150,000 3,750 1,300 150,000 3,750 1,300 D Lower 150,000 3,750 1,300 150,000 3,750 1,300

Notes: (1) All values are in candela-seconds/minute. (2) H = Horizontal plane passing through the optical center. (3) The values in the H Total columns are the total 19 data point values for each light, with data points on the boundary between zones counted in both zones. [1901:Table 13.8.13.5]

Additional Proposed Changes

File Name Description Approved NFPA_Whelen.pdf Whelen Customer Proposal

Statement of Problem and Substantiation for Public Input

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nighttime drop in light intensity should be based on a percentage of ambient light. All warning lights that can be synchronized (excluding rotating and simulated rotating lights) should be set to a slower synchronized flash rate with a lower output. Creating a uniform visual outline of each zone by utilizing synchronization and ambient light sensors will enhance the safety of first responders and motorists navigating the scene. Synchronization and lower night intensities have benefited law enforcement and ambulance communities. KKK-1822F Ambulance Standard Section 3.8.2.1 - EMERGENCY LIGHTING SYSTEM CONFIGURATION – states that the nighttime intensity can be 10% - 30% of the daytime minimum intensity levels. KKK-1822F also mandates light synchronization

Related Public Inputs for This Document

Related Input Relationship Public Input No. 184-NFPA 1906-2018 [Section No. 13.8.13.6]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:44:44 EDT 2018 Committee: FDA-AAA

Committee Statement

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 184-NFPA 1906-2018 [ Section No. 13.8.13.6 ]

13.8.13.6 No individual measurement point shall be less than that shown in Table 13.8.13.5. [1901:13.8.13.6] Revisit this statement based on the update to section 13.8.13.5

Additional Proposed Changes

File Name Description Approved NFPA_Whelen.pdf Whelen Customer Proposal

Statement of Problem and Substantiation for Public Input

The lighting section of NFPA 1901, Chapter 13 has not been revisited since 1996. Over the last 22 years, numerous technological innovations and advancements within the automotive warning industry have warranted current NFPA 1901 standards to need revision. The language should include three modes of operation: Calling for Right-of-Way Day, Blocking Right-of-Way Day, and Blocking Right-of-Way Night. The extra night mode will increase the safety of first responders. Adjust table 13.8.13.5 for more appropriate photometric numbers based on high and low ambient light. Higher numbers during the day will increase the safety during response and blocking. The nighttime drop in light intensity should be based on a percentage of ambient light. All warning lights that can be synchronized (excluding rotating and simulated rotating lights) should be set to a slower synchronized flash rate with a lower output. Creating a uniform visual outline of each zone by utilizing synchronization and ambient light sensors will enhance the safety of first responders and motorists navigating the scene. Synchronization and lower night intensities have benefited law enforcement and ambulance communities. KKK-1822F Ambulance Standard Section 3.8.2.1 - EMERGENCY LIGHTING SYSTEM CONFIGURATION – states that the nighttime intensity can be 10% - 30% of the daytime minimum intensity levels. KKK-1822F also mandates light synchronization.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 183-NFPA 1906-2018 [Section No. 13.8.13.5]

Submitter Information Verification

Submitter Full Name: Dan Korcak Organization: Whelen Engineering Co Inc Street Address: City: State: Zip: Submittal Date: Wed Jun 27 16:45:34 EDT 2018 Committee: FDA-AAA

Committee Statement

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departments, have gone to using a mode with greatly reduced lighting levels, altered flash rates and patterns, and/or color changes when they are stopped during nighttime conditions. We have developed First Revision language incorporating these changes. It is the intention of the committee to continue research including a more scientific research project on daytime and nighttime lighting levels with the intent of further revising this language and the numbers in the next edition of the document.

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 139-NFPA 1906-2018 [ Section No. 13.8.15.2.1.1 ]

13.8.15.2.1.1 The results of the testing shall be used to determine compliance with this standard , and all required photometric data, including each data point, shall be available, upon request, from the published on the web site of the optical warning device manufacturer. [ 1901 :13.8.15.2.1.1]

Statement of Problem and Substantiation for Public Input

With the current technology, it is easy to make this data available through web publishing, rather than requiring the apparatus manufacturer or user to request specific data from the warning device manufacturer. It also demonstrates that the required testing has been done. All warning light manufacturers are already required to have done the testing, so all this data is readily available to be published. Part of the sentence seems to be missing. The revised text should now match NFPA 1901.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 140-NFPA 1906-2018 [New Section after A.13.8.14] Public Input No. 140-NFPA 1906-2018 [New Section after A.13.8.14]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 09 17:04:50 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: Lighting manufacturers are not willing to publish this large amount of data.

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Public Input No. 141-NFPA 1906-2018 [ New Section after 13.8.15.2.5.2 ]

13.8.15.2.6* Each LED optical source shall be tested to verify that the drop in light output from initial turn on with the optical source at room temperature to thermal steady-state is not more than 25%. [ 1901 :13.8.15.2.6]

Statement of Problem and Substantiation for Public Input

Poor thermal management in LED lights causes a drop in light output as the light heats up, resulting in less light than the purchaser thought he was buying. It also causes lower efficiency because the light output per watt drops significantly with higher temperature. When the LED chip and driver circuitry operate at high temperatures, the life of the LED chip and other circuitry falls rapidly, leading to early failures of the light.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 142-NFPA 1906-2018 [New Section after A.13.14.1] Public Input No. 142-NFPA 1906-2018 [New Section after A.13.14.1]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 09 17:24:53 EDT 2018 Committee: FDA-AAA

Committee Statement

The changes to 13.8.3.1 defining the 4 zones were to clarify the definition. It is not a change in the intent of the definition.

In 13.8.9, the language was modified to be consistent with FMVSS 108 and other NHTSA documents.

In 13.8.11.1 the minimum flash rates were reduced to match SAE numbers.

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Public Input No. 16-NFPA 1906-2018 [ New Section after 13.9.3 ]

13.9.4 Safety sign FAMA42, which warns of the dangers of siren noise, shall be loacated on the inside of the driver cab door.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 16:43:38 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-48-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

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Public Input No. 174-NFPA 1906-2018 [ New Section after 13.10 ]

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This change is asking for it to be required for the fire apparatus to enable "digital alerting" so that civilian motorists can be alerted when an emergency vehicle is en route and on scene. This saves lives and has become available in the market from multiple solution providers, adding this to NFPA1901 will start adding this important safety feature at a much needed time for the industry. a. Digital Alert Warning System. 13.x All apparatus shall be equipped with an on-board Digital Alert Warning System (DAWS). 13.x.1 The DAWS shall be capable of sending out the data shown in Table (13.x.1.1) below at least once per every two (2) seconds while the master optical warning switch is on. 13.x.2 The DAWS must transfer data over a cloud, edge, or short- range direct service. 13.x.3 The DAWS data shall be encrypted at rest and in transit. 13.x.4 The service shall be capable of alerting motorists as well as other emergency vehicles with no longer than a five (5) second delay from receipt of DAWS data. 13.x.5 The DAWS service shall be capable of alerting motorists as well as other emergency vehicles within a minimum of (1) mile of the DAWS location. 13.x.6 The DAWS shall have the ability to be deactivated by personnel. 13.x.7 The DAWS data can be an after-market product or a byproduct of existing apparatus technology. 13.x.1.1 Table (Y) Data: ID* – unique identifier of the apparatus Timestamp* - Conforms to ISO 8601 extended format ([YYYY]- [MM]-[DD]T[hh]:[mm]:[ss.ff][TZD]) Latitude* – Conforms to ISO 6709 ±DDD.D format Longitude* – Conforms to ISO 6709 ±DDD.D format Altitude – in meters above (>0) or below (<0) sea level Accuracy – xx meters Speed* - xx meters / sec Heading* – degrees, where 0/360 = North, 90 = East, 180 = South, and 270 = West Run ID – unique identifier associating 2 or more DAWS data points with each other Master optical warning device switch* – Boolean “true” / “false”, where “true” = on * = required Background and Problem: Emergency service vehicle incidents (ESVIs), including crashes and first responders being struck by vehicles, are the second leading cause of US firefighter fatalities, accounting for over 400 deaths since 1994 (Fahy et al., 2017). The highest death and injury rate for First Responders combined is traffic collisions. Nineteen firefighters died in ESVIs in 2016 alone, comprising 28% of on-duty firefighter fatalities (USFA, 2017). Furthermore, a large proportion of ESVIs involve civilian vehicles and in these cases civilians are at significantly greater risk for fatality than firefighters (Donoughe et al., 2012; Fahy, 2008). Between 2011 and 2015, the National Highway Traffic Safety Administration (NHTSA) reported that civilians accounted for over 73% of the fatalities in ESVIs (NHTSA, 2017a). Responder-to-responder (R2R) ESVIs, although less frequent, are especially dangerous given the speeds and sizes of the vehicles involved. Working on roadside

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incidents also remains a major safety concern for first responders. From 1996 to 2010, over a fifth (22%) of first responder ESVI fatalities were caused by road-side struck-by incidents (USFA, 2012). This problem isn’t new, FAMA has supported previous safe driving studies through the Arizona Safety FEMA work as first responders have always been at risk traveling to a scene. Often times those scenes are also in the midst of hazardous roadways. Distracted and negligent drivers create persistent danger. As if navigating the chaos of cities, congestion and traffic to arrive safely and quickly on-scene weren't enough, responders are then expected to perform and assist each other to the highest degree. Strict protocols even dictate strategic placement of vehicles and personnel when operating in dangerous roadway conditions. Responders should not have to fear other motorists colliding with them, whether en route or stationary on-scene in equally dangerous situations also known as “secondary incidents” or the “wake effect.” Drivers are becoming increasingly more distracted by technology and the proliferation of vehicle in-dash or infotainment systems. 75% of all vehicles will be connected by 2020, autonomous vehicles are already being deployed in cities around the U.S. and elsewhere, and auto makers are actually trying to make car cabins sound-insulated to provide a “nicer” ride for the driver. All of these issues contribute to more danger for our first responders who serve and protect. When looking at technology available on fire apparatus, there are only 2 ways to notify motorists: lights and sirens. There is a gap in the availability of an alert mechanism to “digitally alert” drivers in the roadway – this has been a long standing issue in the emergency response industry. The key to the technology is in knowing not just where first responders are in real-time, but more importantly, when they are actually in "code 3" or "emergency" mode with emergency lights turned on in real-time. By proposing a standard, this proposed solution will offset the gap in “on-apparatus” technology so that the responders when dispatched are capable of (1) generating the needed alert from the apparatus when the emergency lights are activated (2) making sure that the digital alert reaches a motorist in time to notify them (3) making sure a digital alert reaches another first responder vehicle (for Responder-to-Responder communication). As this technology is available already today and being added to the apparatus, what is not being proposed is how to implement, what technology to use, and where the alerts are sent to. Keeping these topics out of the discussion leaves room for multiple solutions with varying technologies and the ability to send the alerts through whichever alert software provider one chooses. FAMA has supported other Connected Vehicle FEMA work opportunities that support this safety for the apparatus (see atatached). Preventing Proprietary Solutions: We are already seeing proprietary solutions creep into the market which will not allow R2R and R2V technologies to work together – this means for mixed fleets and R2R across Police/Fire/EMS/and other rapid response vehicles – they will not be able to communicate. This becomes challenging for first responders and cities across the board as they look to provide R2V and R2R solutions for safer driving in their fleets. The proprietary technical solutions should not be in the communication of the vehicles and the dataset, but in the product that is developed that utilizes that communication. Low cost, ease of install, and small in size: For the apparatus manufacturers and the after-market products, there has always been high cost solutions – but this standard will allow for a low cost solution (between $100 and $200) per apparatus. In some cases this is now built into the existing multiplex systems which won’t require separate after-market solutions or any added cost. The install for the after-market product is 10-15

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minutes and is smaller than a cell phone. The embedded solutions for multiplex systems can be completed at the time of apparatus manufacturing without additional hardware. Average install time per apparatus for any provider's solution? 20 minutes Average apparatus additional cost for any provider's solution? $100 Average size of any provider's solution? Roughly a cellular phone or similar Why this needs to be added now: The death and injury rate for collisions is only rising. With this technology available now to any fleet in any industry with multiple solution providers, it would be negligent for the fire market to not adopt a digital alert component. The industry is right now able to lead with this safety provision prior to any mandate being passed down from the transportation authorities, the rest of the market is already leading and taking action across the board - and it's only right for the fire service to adopt this life saving technology in this revision instead of 5 more years down the road. Additional Comments: To keep it short, I only provided the basic information. Would be happy to come and present more details on a DAWS requirement along with industry experts in this area. Sources: Fahy, R. F., LeBlanc, P. R., & Molis, J. L. (2017). Firefighter Fatalites in the United States-2016. Retrieved from Quincy, MA: United States Fire Administration. (2017). Firefighter Fatalities in the United States in 2016. Retrieved from https://www.usfa.fema.gov/downloads /pdf/publications/ff_fat16.pdf Donoughe, K., Whitestone, J., & Gabler, H. C. (2012). Analysis of firetruck crashes and associated firefighter injuries in the United States. Annals of advances in automotive medicine / Annual Scientific Conference ... Association for the Advancement of Automotive Medicine. Association for the Advancement of Automotive Medicine. Scientific Conference, 56, 69-76. National Highway Traffic Safety Administration (NHTSA) (2017a). Traffic Safety Facts 2015 (DOT HS# 812384). Retrieved from https://crashstats.nhtsa.dot.gov/Api/Public/Publication/812384: United States Fire Administration. (2012). Traffic Incident Management Systems. Retrieved from https://www.usfa.fema.gov/downloads /pdf/publications/fa_330.pdf

Additional Proposed Changes

File Name Description Approved R2V Overview and R2V_Overview_Jun_2018.pdf background Previously supported FAMA_Support_Letter_for_Connected_Vehicle_for_Fire_Apparatus.png connected vehicle efforts from FAMA

Statement of Problem and Substantiation for Public Input

Background and Problem: Emergency service vehicle incidents (ESVIs), including crashes and first responders being struck by vehicles, are the second leading cause of US firefighter fatalities, accounting for over 400 deaths since 1994 (Fahy et al., 2017). The highest death and injury rate for First Responders combined is traffic collisions. Nineteen firefighters died in ESVIs in 2016 alone, comprising 28% of on-duty firefighter fatalities (USFA, 2017). Furthermore, a large proportion of ESVIs involve civilian vehicles and in these cases civilians are at significantly greater risk for fatality than firefighters (Donoughe et al., 2012; Fahy, 2008). Between 2011 and 2015, the National Highway Traffic Safety Administration (NHTSA) reported that civilians accounted for over 73% of the fatalities in ESVIs (NHTSA, 2017a). Responder-to-responder (R2R) ESVIs, although less frequent, are especially dangerous given the speeds and sizes of the vehicles involved. Working on roadside incidents also remains a major safety concern for first

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responders. From 1996 to 2010, over a fifth (22%) of first responder ESVI fatalities were caused by road-side struck-by incidents (USFA, 2012).

This problem isn't new, FAMA has supported previous safe driving studies through the Arizona Safety FEMA work as first responders have always been at risk traveling to a scene. Often times those scenes are also in the midst of hazardous roadways. Distracted and negligent drivers create persistent danger. As if navigating the chaos of cities, congestion and traffic to arrive safely and quickly on-scene weren't enough, responders are then expected to perform and assist each other to the highest degree. Strict protocols even dictate strategic placement of vehicles and personnel when operating in dangerous roadway conditions. Responders should not have to fear other motorists colliding with them, whether en route or stationary on-scene in equally dangerous situations also known as "secondary incidents" or the "wake effect."

Drivers are becoming increasingly more distracted by technology and the proliferation of vehicle in-dash or infotainment systems. 75% of all vehicles will be connected by 2020, autonomous vehicles are already being deployed in cities around the U.S. and elsewhere, and auto makers are actually trying to make car cabins sound- insulated to provide a "nicer" ride for the driver. All of these issues contribute to more danger for our first responders who serve and protect. When looking at technology available on fire apparatus, there are only 2 ways to notify motorists: lights and sirens. There is a gap in the availability of an alert mechanism to "digitally alert" drivers in the roadway - this has been a long standing issue in the emergency response industry. The key to the technology is in knowing not just where first responders are in real-time, but more importantly, when they are actually in "code 3" or "emergency" mode with emergency lights turned on in real-time. By proposing a standard, this proposed solution will offset the gap in "on-apparatus" technology so that the responders when dispatched are capable of (1) generating the needed alert from the apparatus when the emergency lights are activated (2) making sure that the digital alert reaches a motorist in time to notify them (3) making sure a digital alert reaches another first responder vehicle (for Responder-to-Responder communication). As this technology is available already today and being added to the apparatus, what is not being proposed is how to implement, what technology to use, and where the alerts are sent to. Keeping these topics out of the discussion leaves room for multiple solutions with varying technologies and the ability to send the alerts through whichever alert software provider one chooses.

Preventing Proprietary Solutions: We are already seeing proprietary solutions creep into the market which will not allow R2R and R2V technologies to work together - this means for mixed fleets and R2R across Police/Fire/EMS/and other rapid response vehicles - they will not be able to communicate. This becomes challenging for first responders and cities across the board as they look to provide R2V and R2R solutions for safer driving in their fleets. The proprietary technical solutions should not be in the communication of the vehicles and the dataset, but in the product that is developed that utilizes that communication. Low cost, ease of install, and small in size: For the apparatus manufacturers and the after-market products, there has always been high cost solutions - but this standard will allow for a low cost solution (between $100 and $200) per apparatus.

In some cases this is now built into the existing multiplex systems which won't require separate after-market solutions or any added cost.

The install for the after-market product is 10-15 minutes and is smaller than a cell phone.

The embedded solutions for multiplex systems can be completed at the time of apparatus manufacturing without additional hardware.

Average install time per apparatus for any provider's solution? 20 minutes

Average apparatus additional cost for any provider's solution? $100

Average size of any provider's solution? Roughly a cellular phone or similar

Why this needs to be added now: The death and injury rate for collisions is only rising. With this technology available now to any fleet in any industry with multiple solution providers, it would be negligent for the fire market to not adopt a digital alert component. The industry is right now able to lead with this safety provision prior to any mandate being passed down from the transportation authorities, the rest of the market is already leading and taking action across the board - and it's only right for the fire service to adopt this life saving technology in this revision instead of 5 more years down the road. Additional Comments: To keep it short, I only provided the basic information. Would be happy to come and present more details on a DAWS requirement along with industry experts in this area. Sources: Fahy, R. F., LeBlanc, P. R., & Molis, J. L. (2017). Firefighter Fatalites in the United States-2016. Retrieved from Quincy, MA: United States Fire Administration. (2017). Firefighter Fatalities in the United States in 2016. Retrieved from https://www.usfa.fema.gov /downloads/pdf/publications/ff_fat16.pdf Donoughe, K., Whitestone, J., & Gabler, H. C. (2012). Analysis of firetruck crashes and associated firefighter injuries in the United States. Annals of advances in automotive medicine / Annual Scientific Conference ... Association for the Advancement of Automotive Medicine. Association for the Advancement of Automotive Medicine. Scientific Conference, 56, 69-76. National Highway Traffic Safety

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Administration (NHTSA) (2017a). Traffic Safety Facts 2015 (DOT HS# 812384). Retrieved from https://crashstats.nhtsa.dot.gov/Api/Public/Publication/812384: United States Fire Administration. (2012). Traffic Incident Management Systems. Retrieved from https://www.usfa.fema.gov/downloads/pdf/publications/fa_330.pdf

Submitter Information Verification

Submitter Full Name: Cory Hohs Organization: HAAS Alert Street Address: City: State: Zip: Submittal Date: Wed Jun 27 14:57:49 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-49-NFPA 1906-2018 Statement: This first revision creates a common set of minimum requirements that if a DAWS is selected, the language in this section will allow all DAWS systems to integrate with one another.

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Public Input No. 150-NFPA 1906-2018 [ Section No. 13.14.3.4.4 ]

13.14.3.4.4 An alarm sounded by excessive battery discharge as detected by the warning system required in 13.3.4, or a system voltage of less than 11.8 V 12 V dc for a 12 V nominal system, 23.6 V 24 V dc for a 24 V nominal system, or 35.4 V 42 V dc for a 42 V nominal system for more than 120 seconds, shall be considered a test failure. [1901:13.14.3.4.4]

Statement of Problem and Substantiation for Public Input

see input # 147 and 148 for discussion on low voltage alarm activation voltage

Related Public Inputs for This Document

Related Input Relationship Public Input No. 147-NFPA 1906-2018 [Section No. 13.14.4.1] Public Input No. 149-NFPA 1906-2018 [Section No. 13.14.4.4]

Submitter Information Verification

Submitter Full Name: Stephen Wilde Organization: Certified Fleet Services, Inc. Street Address: City: State: Zip: Submittal Date: Wed Jun 20 11:17:07 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: This test is not consistent with the requirement for a low voltage alarm in 13.3.4.2 which defines the alarm point. Changing this would require that low voltage alarm systems, and other components, would have to be re-designed or reprogrammed. Engine ECM, transmission TCM, and ABS controls all say they operate down to 9 volts, so an alarm at 11.8 volts as currently defined gives a 2.2-volt margin before these components have problems. Moving the threshold up would also cause the alarm to sound before the shedding systems can reduce the loads, the first line of defense to excessive electrical load. Typically, these systems shed at 12.2 to 12.3 volts. The current definitions have been in effect since 1996.

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Public Input No. 147-NFPA 1906-2018 [ Section No. 13.14.4.1 ]

13.14.4.1 The following test shall be started with the engine off and the battery voltage at or above 12 V 12.45 V for a 12 V nominal system, 24 V 24.90 V for a 24 V nominal system, or 36 V 43.57 V for a 42 V nominal system. [1901: 13.14.4.1]

Statement of Problem and Substantiation for Public Input

The committee should discuss if the 12v, 24v or 36v in this test is the correct starting voltage since a fully charged 12-volt system is 12.66 volts and 75% charge is 12.45 volts and 50% charge is 12.24 volts and 25% charge 12.06 volts.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 149-NFPA 1906-2018 [Section No. 13.14.4.4] Public Input No. 150-NFPA 1906-2018 [Section No. 13.14.3.4.4]

Submitter Information Verification

Submitter Full Name: Stephen Wilde Organization: Certified Fleet Services, Inc. Street Address: City: State: Zip: Submittal Date: Wed Jun 20 10:48:15 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: Not needed if the test points are not changed. Testing can always be started above the minimums. The point of the minimum starting points is to reduce the time needed to get to the alarm point.

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Public Input No. 149-NFPA 1906-2018 [ Section No. 13.14.4.4 ]

13.14.4.4 The test shall be considered a failure if the alarm does not sound in less than 140 seconds after the voltage drops to 11.70 V 12 V for a 12 V nominal system, 23.4 V 24 V for a 24 V nominal system, or 35.1 V 42 V for a 42 V nominal system. [ 1901: 13.14.4.4]

Statement of Problem and Substantiation for Public Input

Related Public Inputs for This Document

Related Input Relationship Public Input No. 147-NFPA 1906-2018 [Section No. 13.14.4.1] Public Input No. 150-NFPA 1906-2018 [Section No. 13.14.3.4.4]

Submitter Information Verification

Submitter Full Name: Stephen Wilde Organization: Certified Fleet Services, Inc. Street Address: City: State: Zip: Submittal Date: Wed Jun 20 10:52:40 EDT 2018 Committee: FDA-AAA

Committee Statement

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Public Input No. 146-NFPA 1906-2018 [ New Section after 13.14.4.6 ]

13.14.5 Battery Charger/ Conditioner Test. 13.14.5.1 if the fire apparatus is equipped with a battery charger / conditioner, it shall be tested as follows: (1) Batteries shall be fully charger to at least 12.66 volts for a 12-volt nominal system, 25.32 volts for a 24-volt nominal system, and 37.98 volts for a 42-volt nominal system before starting the test. (2) Engine shall be turned off and the shoreline power cord shall be attached. (3) Battery voltage shall be recorded at the beginning of the test. (4) A load of at least 80 percent on the nominal charger output shall be applied for 1 hour. (5) At the end of the test, the load shall be removed and the battery voltage recorded. (6) The test shall be considered a failure if the system does not maintain battery voltage of at least 12.54 volts for a 12-volt nominal system, 25.08 volts for a 24-volt nominal system, and 37.62 volts for a 42-volt nominal system. [1911: 2017 20.7]

Statement of Problem and Substantiation for Public Input

New test added to 1911 2017 edition for on-board battery chargers and we need to make sure that new apparatus can pass this test when built

Submitter Information Verification

Submitter Full Name: Stephen Wilde Organization: Certified Fleet Services, Inc. Street Address: City: State: Zip: Submittal Date: Wed Jun 20 10:43:19 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-51-NFPA 1906-2018 Statement: New test added to 1911 2017 edition for on-board battery chargers and we need to make sure that new apparatus can pass this test when built

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Public Input No. 10-NFPA 1906-2018 [ Section No. 14.1.2 ]

14.1.2 A label Safety sign FAMA14 that states the number of personnel the vehicle is designed to carry shall be located in an area visible to the driver. [1901:14.1.2]

Statement of Problem and Substantiation for Public Input

Defines sign per FAMA standards to match requirements for other signs on the apparatus.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 15:19:13 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-55-NFPA 1906-2018 Statement: Defines sign per FAMA standards to match requirements for other signs on the apparatus.

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Public Input No. 61-NFPA 1906-2018 [ Section No. 14.1.3.1 ]

14.1.3.1* The effective seat belt web length for a Type 1 lap belt for pelvic restraint shall be a minimum of 60 in. (1525 mm) with the seat adjusted all the way back and down when measured using the following procedure: (1) Locate an imaginary line where the plane of the center of the seat back surface intersects the plane of the center of the seat cushion surface (line 1 in Figure 14.1.3.1). For seats with an SCBA seat back, use a plane that simulates the position of an SCBA back pad installed in the SCBA holder. (2) Locate point A on line 1 at the outside of the seat on the retractor side of the seat. (3) Locate point C on line 1 at the outside of the seat on the receiver buckle side of the seat. (4) Locate point D at the tip of thebuckle. (5) Pull the seat belt webbing entirely out of the retractor and measure along the webbing between point A and the seat belt bucklelatch buckle latch plate (tongue). Record this length as AD. (6) Measure from point C to point D and record this length as CD. (7) The effective seat belt web length equals AD + CD. [1901:14.1.3.1] Figure 14.1.3.1 Dimension Lines for Measuring Seat Belt Effective Length. [1901: Figure 14.1.3.2]

Statement of Problem and Substantiation for Public Input

Typo. Space missing.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker

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Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Fri Jun 01 15:43:44 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-56-NFPA 1906-2018 Statement: Typo. Space missing.

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Public Input No. 15-NFPA 1906-2018 [ Section No. 14.2 ]

14.2 Cab Tilt Systems. If the fire apparatus has a cab tilt system, the system shall meet the requirements of 14.2.1 through 14.2.3 4 . 2. [1901:14.2] 14.2.1 If the operation of the cab tilt system is accomplished by hydraulic means, the system shall be equipped with devices to prevent the motion of the cab in the event of any hydraulic hose failure. [1901:14.2.1] 14.2.2 If the cab has a powered tilting system, the system shall be interlocked to operate only when the parking brake is engaged and shall be configured so that the failure of a single component will not result in unintentional tilting of the cab. [1901:14.2.2] 14.2.3 The control of the cab tilt mechanism shall be accomplished clear of the cab travel area while still having the travel area in clear view. [1901:14.2.3] 14.2.3.1 A mechanical means shall be provided to hold the cab in a fully raised position. [1901:14.2.3.1] 14.2.3.2 If the cab is able to be raised to a defined intermediate position, a mechanical means shall also be provided to hold the cab in that intermediate position. [1901:14.2.3.2] 14.2.4 Safety sign FAMA41, which warns of the dangers of cab tilt systems, shall be located inside of the driver cab door. [ 1901 :14.2.4]

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 16:30:46 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-57-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

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Public Input No. 102-NFPA 1906-2018 [ Section No. 14.3.2 ]

14.3.2 * Cabs on apparatus with a GVWR greater than 26,000 lb (11,800 kg) shall meet the shall exceed by 2.5 times the requirements of one of the following sets of standards: (1) SAE J2420, COE Frontal Strength Evaluation –— Dynamic Loading Heavy Trucks, and SAE J2422, Cab Roof Strength Evaluation –— Quasi-Static Loading Heavy Trucks (2) ECE Regulation number 29, Uniform Provisions Concerning the Approval of Vehicles with Regard to the Protection of the Occupants of the Cab of a Commercial Vehicle [1901:14.3.2]

Statement of Problem and Substantiation for Public Input

SAE J2422 applies to class vehicles 19,501 lbs and up. The load applied to the roof shall be equivalent to the maximum rated capacity of the front axle of the vehicle. A typical NWCG Type 3 wildland fire apparatus may be 37,000 lbs GVWR with a front axle 14,000 lbs GAWR with an in-service weight around 33,500 lbs. Because wildland fire vehicles are operated in rugged uneven and steep terrain a more stringent requirement for roof crush resistance is warranted to ensure interior survivable space in the event of a rollover. Requiring the test to exceed by 2 ½ times the front axle GAWR would more closely match the vehicle GVWR and likely exceed the in-service weight.

As a point of comparison, FMVSS 216a Roof crush resistance applies to passenger cars, and to multipurpose passenger vehicles, trucks and buses with a GVWR of 10,000 lb or less. For vehicles with a GVWR of 6,000 lbs or less, 3.0 times the unloaded vehicle weight of the vehicle and for vehicles with a GVWR greater than 6,000 pounds 1.5 times the unloaded vehicle weight of the vehicle. Unloaded vehicle weight means the weight of a vehicle with maximum capacity of all fluids necessary for operation of the vehicle, but without cargo, occupants, or accessories that are ordinarily removed from the vehicle when they are not in use.

Submitter Information Verification

Committee Statement

Resolution: The committee did not disagree with the intent, but the action needs more science behind it, and it is unclear the ability for the fire service to obtain product that would meet the proposed requirements.

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Public Input No. 11-NFPA 1906-2018 [ New Section after 14.3.5 ]

14.3.6 (renumber following sections) Safety sign FAMA017 which warns of vehicle backing hazards, shall be visible to the driver while sitting in the driver seat.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 15:37:49 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-58-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

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Public Input No. 2-NFPA 1906-2017 [ Section No. 14.4 ]

Delete all of 14.4 from the body of the text and the proposal to move it to the appendix. This section should not be in the document. There is a direct conflict between the requirements of NFPA 1906 §14.4 (which allows for an optional exterior pump-and roll fire-fighting position on certain wildland apparatus) and the requirements of NFPA 1500 §6.3 (which expressly prohibits riding on the exterior of the apparatus when a firefighter is not seated and belted in an approved riding position). The International Association of Fire Chiefs (IAFC) Safety, Health and Survival (SHS) Section specifically disapproves of the type of pump and-roll firefighting operations from a moving wildland apparatus that were envisioned by the NFPA 1906 Committee at the time that the option for an exterior pump-and-roll fire-fighting position was considered and ultimately included in the 1906 Standard. Given that such exterior pump-and-roll operations from the moving wildland apparatus are specifically prohibited in NFPA 1500, the conflicting equipment-related text in NFPA 1906 §14.4 should be removed from the entire Standard. Also "use" of an apparatus is within the scope of NFPA 1500 and not the scope of NFPA 1906. 14.4 * On-Board Pump-and-Roll Fire-Fighting Position. 14.4.1 If an on-board pump-and-roll fire fighting position as described in this section is provided it shall be on a wildland fire apparatus with a GVWR of no more than 19,500 lbs. 14.4.2 If an on-board pump-and-roll fire fighting position is provided, it shall include the following: (1) A seat with an approved Type 1 seat belt for each fire- fighting position (2) Controls required by the operator within reach without removing the seat belt (3) A means of communication with the driver (4) Safety sign FAMA44, which warns of riding safety procedures, and the maximum speed of 10 mph visible from the pump-and-roll fire-fighting position (5) Safety sign FAMA45, which warns of driving safety procedures, and the maximum speed of 10 mph visible from the driver’s position or visible to the driver while entering the cab 14.4.3 If the seating position is located outside the cab, it shall meet the:requirements in 14.4.3.1 through 14.4.3.6. 14.4.3.1 The seating position shall be located behind the cab and ahead of the rear axle. 14.4.3.2 A protective structure shall be provided in compliance with the side impact and crush criteria from SAE J1194,Rollover Protective Structures (ROPS) for Wheeled Agricultural Tractors. 14.4.3.3 A protective structure shall be designed to allow exit out of either side of the vehicle. 14.4.3.4* The protective structure shall include a perforated plate or mesh with openings no larger than 1.5 in. (3.8 cm) × 1.5 in. (3.8 cm) or other solid guard to protect from brush hazards at the front, the back, and the roof. 14.4.3.5 A door or gate with a latching mechanism shall be provided on each side of the vehicle designed to allow exit out of either side of the vehicle. 14.4.3.5.1 The door or gate shall be designed to prevent outward swing even in the event of failure of the latching mechanism.

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14.4.3.5.2 The door or gate shall be at least 48 in. (1200 mm) high from the walking surface below the firefighter's feet. 14.4.3.5.3 The door or gate shall be constructed so there are no horizontal or vertical openings below the 48 in. (1200 mm) minimum height greater than 24 in. (610 mm) in either direction. 14.4.3.6 Equipment located within the protective structure shall meet the requirements of 14.1.10.

Statement of Problem and Substantiation for Public Input

Submitter Information Verification

Submitter Full Scott Kerwood Name: Organization: Hutto Fire Rescue International Association of Fire Chiefs (IAFC) Safety, Health and Affiliation: Survival (SHS) Section Street Address: City: State: Zip: Submittal Date: Mon Jul 10 10:41:52 EDT 2017 Committee: FDA-AAA

Committee Statement

Resolution: See committee action on FR 124.

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Public Input No. 14-NFPA 1906-2018 [ New Section after 15.8.6 ]

15.8.7 Safety sign FAMA 26, which identified non-stepping surfaces, shall be placed on any horizontal surface that would be tempting to step on but that is not provided with slip resistant surface and grab handles.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 16:06:02 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: Stepping areas are identified by standard requirements.

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Public Input No. 62-NFPA 1906-2018 [ Section No. 15.10.8 ]

15.10.8* Hose Reel If a hose reel is provided, it shall meet the requirements of 15.10.8.1 through 15.10.8.3 15.10.8.1 The hose reel shall be equipped with a brake. 15.10.8.1 2

3 The hose reel shall have a capacity of not less than 100 ft (30 m) of ⁄4 in. (19 mm) booster hose. 15.10.8.2 3 When the reel is equipped with over 100 ft (30 m) of hose, the reel shall have power rewind capability.

Statement of Problem and Substantiation for Public Input

Improve structure and grammar. All three requirements apply to hose reels, if supplied. No change to requirements.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Fri Jun 01 19:15:48 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-59-NFPA 1906-2018 Statement: Improve structure and grammar. All three requirements apply to hose reels, if supplied. No change to requirements.

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Public Input No. 103-NFPA 1906-2018 [ Section No. 15.13.4.6 ]

15.13.4.6 Drilling on chassis frame flanges or welding to chassis frame shall not be permitted. [ 1901: 15.13.4.6] Any frame modifications shall be completed in accordance with the proper OEM body builder’s book

Statement of Problem and Substantiation for Public Input

This proposed change would give ability to mount accessories and protective components to the vehicle's frame in accordance with the proper OEM's bodybuilder book.

Submitter Information Verification

Committee Statement

Resolution: FR-130-NFPA 1906-2018 Statement: Revised wording to better inform both purchaser and experienced body builders.

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Public Input No. 6-NFPA 1906-2018 [ Section No. 16.1.1 ]

16.1.1 If the apparatus is equipped witha with a pump, the wildland fire apparatus shall include a wildland fire pump as defined in Section 16.2 through 16.13.11.4.4 or a fire pump as defined in NFPA 1901.

Statement of Problem and Substantiation for Public Input

Typo.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 14:35:00 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-65-NFPA 1906-2018 Statement: Typo.

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Public Input No. 49-NFPA 1906-2018 [ Section No. 16.3.11.3 ]

16.3.11.3 The exhaust system shall meet the requirements of USDA Forest Service specifications 5100-1 unless 100 percent of the exhaust gases pass through a turbo charger or 100% of the exhaust gases pass through a Diesel Particulate Filter (DPF) with a warning when the filter requires regeneration, manual cleaning, or replacement .

Statement of Problem and Substantiation for Public Input

Forest Service Specification 5100-1D (February 2013) has the DPF exception in 4.5.2 in addition to the turbo charger exception in 4.5.1.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun May 27 12:18:47 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-66-NFPA 1906-2018 Statement: Forest Service Specification 5100-1D (February 2013) has the DPF exception in 4.5.2 in addition to the turbo charger exception in 4.5.1.

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Public Input No. 12-NFPA 1906-2018 [ Section No. 16.7.4.3 ]

16.7.4.3 Caps shall automatically release pressure in the discharge outlet before the threads are completely disengaged unless outlet and or cap are equipped with drains or bleeder valves. [1901:16.7.4.3]

Statement of Problem and Substantiation for Public Input

Drain or bleeder is not required on both the outlet AND the cap, just the outlet OR the cap. Both would be unnecessarily redundant.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 15:48:03 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: If only the cap has a presssure release means and the outlet does not, and if the cap is replaced in the future with a cap that does not have a pressure release means, the safety intent of this section would be defeated.

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Public Input No. 13-NFPA 1906-2018 [ New Section after 16.7.4.4 ]

16.7.4.5 Safety sign FAMA18, which warns of cap pressure dangers, shall be placed on each side and back of vehicle where caps are present.

Statement of Problem and Substantiation for Public Input

This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Thu Feb 08 15:56:30 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-67-NFPA 1906-2018 Statement: This safety sign is required on refurbished apparatus, per NFPA 1912, and should be on new apparatus as well.

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Public Input No. 159-NFPA 1906-2018 [ New Section after 16.7.8.3 ]

TITLE OF NEW CONTENT Type your content here 16.7.8.3.1 The pump cooling/recirculation line shall be equipped with a strainer with cleanout, check valve and a quarter turn on off valve.

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. A strainer is needed to keep debris from plugging the small bleed line. A check valve is needed to maintain the ability to prime the pump. A quarter turn valve is needed when it is desirable to shut off the bleed flow. This is for safety reasons.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 160-NFPA 1906-2018 [New Section after 16.7.8.3]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 11:38:58 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-68-NFPA 1906-2018 Statement: ¼-turn valve not necessary on all apparatus - Minimum standard. Name of 1/4 turn valve changed to match existing use of that term in the existing annex.

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Public Input No. 160-NFPA 1906-2018 [ New Section after 16.7.8.3 ]

TITLE OF NEW CONTENT Type your content here ... 16.7.8.3.2 A warning label shall be affixed near the quarter turn valve that states “pump damage can occur if valve is closed.”

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. Reference Public Input No. 159 – NFPA 1906-2018 that proposed that "A strainer is needed to keep debris from plugging the small bleed line. A check valve is needed to maintain the ability to prime the pump. A quarter turn valve is needed when it is desirable to shut off the bleed flow. This is for safety reasons." The label is necessary for the pump operator to identify and operate the quarter turn valve.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 159-NFPA 1906-2018 [New Section after 16.7.8.3]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NPFA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 11:45:46 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-68-NFPA 1906-2018 Statement: ¼-turn valve not necessary on all apparatus - Minimum standard. Name of 1/4 turn valve changed to match existing use of that term in the existing annex.

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Public Input No. 169-NFPA 1906-2018 [ New Section after 16.7.8.3 ]

TITLE OF NEW CONTENT

16.7.8.3.3 The pump cooling/recirculation line shall return to the water tank at or near the tank fill so that it can be physically verified that water is being recirculated.

Statement of Problem and Substantiation for Public Input

SUBSTANTIATION: By being able to easily physically verify that water is being recirculation by observing water returning to tank assure that the cooling/recirculation line is during the job intended.

Submitter Information Verification

Submitter Full Dan McKenzie Name: Organization: US Department of Agriculture, Forest Service USDA, Forest Service, National Technology and Development Affiliation: Program, San Dimas, California Street Address: City: State: Zip: Submittal Date: Mon Jun 25 18:53:34 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-69-NFPA 1906-2018 Statement: SUBSTANTIATION: By being able to easily physically verify that water is being recirculation by observing water returning to tank assure that the cooling/recirculation line is during the job intended.

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Public Input No. 43-NFPA 1906-2018 [ Section No. 16.7.9 ]

16.7.9* Location of Discharge Outlets. 16.7.9. a If a deck gun or monitor is to be mounted on the top of the apparatus, the system should be designed so that it can be operated without the need for a person to climb to the top of the apparatus. This can be accomplished by using a remotely operated monitor ro by position the device so it is operable from the pump operator's positon. 16.7.9. 1

1 No discharge outlet larger than 2 ⁄2 in. (65 mm) shall be located at the pump operator’s panel. [1901:16.7.9.1] 16.7.9.2

1 If the apparatus has a top console–type pump operator’s panel, vertical discharge outlets larger than 2 ⁄2 in. (65 mm) shall be permitted at the top midship position of apparatus where the outlets are used for directly connected deck guns or monitors and no fire hose is used for coupling the components. [1901:16.7.9.2]

Statement of Problem and Substantiation for Public Input

There are too much opportunities for and actual injuries occurring on top of a pumper trying to get to and/or operating the deck gun. The 2016 NFPA report of Firefighter Injuries in the US reported 21% of fire ground injuries occurred as a result of slipping, falling, or jumping. That was the #2 reason for fireground injuries in 2016. This has been in the annex sense 2003. It is time to move it to the main body.

https://www.nfpa.org/News-and-Research/Fire-statistics-and-reports/Fire-statistics/The-fire-service/Fatalities-and- injuries/Firefighter-injuries-in-the-United-States

Submitter Information Verification

Submitter Full Name: Jason Riggenbach Organization: IDEX Corp/Akron Brass Company Street Address: City: State: Zip: Submittal Date: Tue Apr 03 15:35:18 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: 1906 is a minimum standard and the info is already in the annex.

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Public Input No. 166-NFPA 1906-2018 [ New Section after 16.10.2.1.1 ]

TITLE OF NEW CONTENT Type your content here ...

New 16.10.2.1.2 All apparatus with a PTO driven ﬁre pump shall have a “Pump Engaged” indicator in the driver’s compartment.

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. Members of the NFPA FDA Pump Task Group identified certain apparatus that utilize chassis transmission mounted PTO’s to drive the fire pump are not able to provide both “Pump Engaged” and “Okay to Pump” indication through their OBD II data via SAE J1939 communication. This public input requires only a “Pump Engaged” indicator in the driver compartment for apparatus with a PTO drive fire pump. This was also submitted to NFPA 1901 as Public Input No. 264 – NFPA 1901-2018.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 165-NFPA 1906-2018 [Section No. Deal with indicators in drive 16.10.2.1.1] compartment. Public Input No. 165-NFPA 1906-2018 [Section No. 16.10.2.1.1]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Force Street Address: City: State: Zip: Submittal Date: Mon Jun 25 12:49:33 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: Since engine speed control and an interlock to prevent advancement of the engine speed at the pump operator’s panel requires the same inputs that OK to Pump requires, there are available 3rd party “gateway boxes” that permit access to those inputs on apparatus whose OBDII data is not available otherwise.

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Public Input No. 165-NFPA 1906-2018 [ Section No. 16.10.2.1.1 ]

16.10.2.1.1 All apparatus with a split-shaft transmission shall have “Pump Engaged” and “OK to Pump” indicators in the driver compartment. [1901:16.10.2.1.1]

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. Members of the NFPA FDA Pump Task Group identified certain apparatus that utilize chassis transmission mounted PTO’s to drive the fire pump are not able to provide both “Pump Engaged” and “Okay to Pump” indication through their OBD II data provided via SAE J1939 communication. This public input limits the requirements for both “Pump Engaged” and “Okay to Pump” indicators to apparatus with split-shaft transmissions. This was also submitted to NFPA 1901 as Public Input No. 263 – NFPA 1901-2018

Related Public Inputs for This Document

Related Input Relationship Public Input No. 166-NFPA 1906-2018 [New Section after Deal with indicators in driver 16.10.2.1.1] compartment. Public Input No. 166-NFPA 1906-2018 [New Section after 16.10.2.1.1]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Mon Jun 25 12:45:38 EDT 2018 Committee: FDA-AAA

Committee Statement

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Public Input No. 167-NFPA 1906-2018 [ Section No. 16.10.2.1.1 ]

16.10.2.1.1 All apparatus shall have both a “Pump Engaged” indicator and “OK an “OK to Pump” indicators indicator in the driver compartment. [1901:16.10.2.1.1]

Statement of Problem and Substantiation for Public Input

Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required. Reference NFPA 1901 Public Input No. 266 – NFPA 1901-2018

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: Waterous Company Street Address: City: State: Zip: Submittal Date: Mon Jun 25 16:04:41 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-70-NFPA 1906-2018 Statement: Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required.

Reference NFPA 1901 Public Input No. 266 – NFPA 1901-2018

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Public Input No. 156-NFPA 1906-2018 [ Section No. 16.10.2.1.2 ]

16.10.2.1.2 All apparatus shall have both a “Throttle Ready” and indicator and an “OK to Pump” indicators indicator on the pump operator’s panel. [1901:16.10.2.1.2]

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required.

This was also submitted as Public Input No. 256 – NFPA 1901-2018.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NPFA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 11:07:50 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-71-NFPA 1906-2018 Statement: This is a recommendation from the NFPA FDA Pump Task Group.

Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required.

This was also submitted as Public Input No. 256 – NFPA 1901-2018.

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Public Input No. 20-NFPA 1906-2018 [ Section No. 16.10.2.1.2 ]

16.10.2.1.2 All apparatus shall have separate “Throttle Ready” and “OK to Pump” indicators on the pump operator’s panel. [1901:16.10.2.1.2]

Statement of Problem and Substantiation for Public Input

There have been questions raised in the user community about whether, on apparatus where these two indicators always come on and off together, these two indicators could be replaced with a single indicator. The problem with this approach is that the two indicators are typical on all apparatus (since they are required) and an operator who operates more than one piece of apparatus, or who has previously been trained on another piece of apparatus, would expect both separate indicators. There is minimal cost to provide two separate indicators and significant advantage to the user community to have all apparatus have consistent safety related indicators.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Fri Feb 16 13:37:52 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-71-NFPA 1906-2018 Statement: This is a recommendation from the NFPA FDA Pump Task Group.

Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required.

This was also submitted as Public Input No. 256 – NFPA 1901-2018.

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Public Input No. 163-NFPA 1906-2018 [ Section No. 16.10.2.2 ]

16.10.2.2 * Pump Engaged. A “Pump Engaged” indicator shall be provided in the driving compartment to indicate the pump shift process has been successfully completed. [1901:16.10.2.1 2]

Statement of Problem and Substantiation for Public Input

This is a recommendation of the NFPA FDA Pump Task Group: Editorial correction of an error for the referenced NFPA 1901 paragraph.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 12:22:22 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-72-NFPA 1906-2018 Statement: This is a recommendation of the NFPA FDA Pump Task Group:

Editorial correction of an error for the referenced NFPA 1901 paragraph.

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Public Input No. 21-NFPA 1906-2018 [ New Section after 16.10.2.5.3 ]

16.10.2.5.4 If there are multiple pumps, generators, hydraulic pumps, or other devices powered off of the chassis engine, the "Throttle Ready" indicator shall only indicate when all such devices are in a mode that advancement of the engine throttle is safe.

Statement of Problem and Substantiation for Public Input

Whenever there are multiple devices powered off of the chassis engine, this standard can not define every possible combination of conditions. The "Throttle Ready" indicator, and thus the pump panel throttle, must take all devices and their requirements, into account to insure safety.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Fri Feb 16 14:04:33 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-73-NFPA 1906-2018 Statement: Whenever there are multiple devices powered off of the chassis engine, this standard can not define every possible combination of conditions. The "Throttle Ready" indicator, and thus the pump panel throttle, must take all devices and their requirements, into account to insure safety.

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Public Input No. 52-NFPA 1906-2018 [ Section No. 16.13.1.3.1 ]

16.13.1.3.1 A test label shall be provided at the pump operator's panel that gives the rated discharges discharge and pressures pressure together with the speed of the engine as determined by the certification test for each unit, the position of the parallel/series pump as used, and the governed speed of the engine as stated by the engine manufacturer on a certified brake horsepower curve. [ 1901: 16.13.1.3.1]

Statement of Problem and Substantiation for Public Input

1901 requires these tests at 3 points, 1906 only requires a single data point.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun May 27 14:52:52 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-74-NFPA 1906-2018 Statement: 1901 requires these tests at 3 points, 1906 only requires a single data point.

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Public Input No. 53-NFPA 1906-2018 [ Section No. 16.13.8.1 ]

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16.13.8.1

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If the apparatus is equipped with a pump driven through split-shaft PTO, the test shall verify that for each of the conditions specified in the first four columns of Table 16.13.8.1, the indicators and engine speed controls operate as specified in the last four columns. [1901:16.13.8.1] Table 16.13.8.1 Pump Driven Through Split- Shaft PTO Test Conditions Verifications Pump Engine Pump Chassis Pump Shift Indicator Engine Speed Parking Indicator Transmission Transmission Control Action Status Speed Control at Brake Status Type Gear Status (Driving (Pump Control Pump Status (Driving Selected a Operator’s in Cab Operator’s Compartment) Compartment) Panel) Panel

Either Neutralb On Road None Nonec Yes Noc “Throttle Yes or Either Neutralb On Road None Yesc Ready”c Nod Either Neutralb Off Road None None Yes No “Pump Automatic Neutral On Engaged Nonec Yes Noc Engaged”e “Pump “Throttle Yes or Automatic Neutral On Engaged Yesc Engaged”e Ready”c Nod “Pump Automatic Neutral Off Engaged None Yes No Engaged”e “Throttle “Pump Ready” and Yes or Automatic f On Engaged Engaged” and Yes Pump gear “OK to d “OK to Pump” No Pump “Pump Automatic Pump gearf Off Engaged None Yes No Engaged”e Automatic Pump gearf On Road None None Yes No Automatic Pump gearf Off Road None None Yes No Any gear other than neutral Automatic and pump On Road None None Yes No gearg Any gear other than neutral Automatic and pump Off Road None None Yes No gearg Any gear other than neutral “Pump Automatic On Engaged None Yes No and pump Engaged”e gearg Any gear other than neutral “Pump Automatic Off Engaged None Yes No and pump Engaged”e gearg “Throttle “Pump Any gear or Ready” and Yes or Manual On Engaged Engaged” and Yes neutral “OK to d “OK to Pump” No Pump” Any gear or “Pump Manual Off Engaged None Yes No neutral Engaged”e

aRefers to the physical position of the pump shift control, (or status of an electrical control action), in the driving compartment. The indicators associated with a particular pump shift control position might or might not provide indication of a particular status.

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bA manual transmission can be in any gear or neutral.

cEngine speed control at the pump operator’s panel is permitted for those apparatus that have “Throttle Ready” indication on the pump operator’s panel when the chassis transmission is in neutral and the parking brake is engaged. If there is no “Throttle Ready” indication, there is no engine speed control at the pump operator’s panel.

dSome apparatus may be designed such that the throttle in the cab is disabled when the throttle control on the pump panel is enabled. The preferred arrangement is that the throttle in the cab not be disabled when the throttle control on the pump operator’s panel is enabled.

eSome apparatus can be designed with additional interlocks that prevent pump engagement and the “Pump Engaged” indicator, or disengage the pump when additional interlock conditions are not met.

fThe chassis transmission shift selector is placed in position for pumping as indicated on the label provided in the driving compartment.

gThe chassis transmission shift selector is placed in some position other than neutral or the position for pumping as indicated on the label provided in the driving compartment.

Statement of Problem and Substantiation for Public Input

Typo. The footnote indicator b on Neutral on the first line of the table should be a superscript.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun May 27 15:18:51 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-75-NFPA 1906-2018 Statement: Typo. The footnote indicator b on Neutral on the first line of the table should be a superscript.

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Public Input No. 65-NFPA 1906-2018 [ Section No. 18.4.2.2 ]

18.4.2.2* The tank vent/overflow pipeshall pipe shall be positioned to discharge any liquid overflow not less than 12 in. (30.5 cm) behind the centerline of the rear axle.

Statement of Problem and Substantiation for Public Input

Typo. Space missing.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 02 14:08:38 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-62-NFPA 1906-2018 Statement: Typo. Space missing.

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Public Input No. 67-NFPA 1906-2018 [ Section No. 20.5.2 [Excluding any Sub-Sections] ]

If an analog pressure gauge is used, it shall meet the requirements of 20.5.2.1 through 20.5.2. 4. [1901:20.5.2]

Statement of Problem and Substantiation for Public Input

Typo.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 02 16:53:47 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-114-NFPA 1906-2018 Statement: Typo.

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Public Input No. 108-NFPA 1906-2018 [ New Section after 20.9.4.2 ]

20.9.4.3 The manual shall be permitted to be in printed format, electronic format, audiovisual format, or a combination thereof. [ 1901: 20.9.4.3]

Statement of Problem and Substantiation for Public Input

Addition for consistency with 4.19 which now allows various forms for documentation.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 12:26:41 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-113-NFPA 1906-2018 Statement: Addition for consistency with 4.19 which now allows various forms for documentation.

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Public Input No. 173-NFPA 1906-2018 [ Section No. 21.2.4 ]

21.2.4 * On a CAFS, the air pressures shall be automatically balanced automatically controlled to the water pressure to within −0/+10 percent throughout the operational range of the CAFS. [1901:21.2.4]

Statement of Problem and Substantiation for Public Input

The word balanced is not really accurate. The first definition in a dictionary for balance is equal weight. While 21.2.4 requires that the air pressure be at least equal to the water pressure, for effective mixing, the air pressure needs to be biased or controlled toward the +10 percent end of the -0/+10 percent requirement. The word “balanced” probably was used in this section because “balance” valves commonly are used to control the air pressure with respect to the water pressure. There are other means to achieve the desired control of air pressure with respect to water pressure. The word “controlled” in 21.2.4 is more accurate. This change was also submitted as Public Input No. 280 – NFPA 1901-2018.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: Waterous Company Street Address: City: State: Zip: Submittal Date: Wed Jun 27 12:15:52 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: The term “balanced” is more descriptive and is an industry accepted term and concept.

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Public Input No. 94-NFPA 1906-2018 [ Section No. 21.3.4 [Excluding any Sub-Sections] ]

If an air receiveror receiver or holding, surge, or separator tank is provided and is 6 in. nominal pipe size or less, the tank shall be subjected to a hydrostatic test to a gauge pressure of 500 psi (3400kPa) for a minimum of 10 minutes. [1901:21.3.4]

Statement of Problem and Substantiation for Public Input

Typo. Space missing between "receiver" and "or".

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 11:17:04 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-116-NFPA 1906-2018 Statement: Typo. Space missing between "receiver" and "or".

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Public Input No. 104-NFPA 1906-2018 [ Section No. 21.3.4.5 ]

21.3.4.5 Valves installed on air tanks shall meet the requirements of the Compressed Gas Association or equivalent standards regarding pressure and usage with compressed air. [1901:21.3.4.3 5]

Statement of Problem and Substantiation for Public Input

Reference is incorrect.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 11:50:12 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-117-NFPA 1906-2018 Statement: Reference is incorrect.

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Public Input No. 105-NFPA 1906-2018 [ Section No. 21.3.4.6 ]

21.3.4.6 If the installation utilizes cylinders that require periodic testing, a label shall be placed on the operator's panel indicating the test date stamped on the cylinders and the date the cylinders will next require testing. [1901:21.3.4.4 6]

Statement of Problem and Substantiation for Public Input

Reference is incorrect.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 11:53:10 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-118-NFPA 1906-2018 Statement: Reference is incorrect.

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Public Input No. 107-NFPA 1906-2018 [ New Section after 21.8.4.2 ]

21.8.4.3 The manual shall be permitted to be in printed format, electronic format, audiovisual format, or a combination thereof. [ 1901: 21.8.4.3]

Statement of Problem and Substantiation for Public Input

Addition for consistency with 4.19 which now allows various forms for documentation.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 12:21:51 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-119-NFPA 1906-2018 Statement: Addition for consistency with 4.19 which now allows various forms for documentation.

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Public Input No. 111-NFPA 1906-2018 [ Section No. 21.9.1.3.1 ]

21.9.1.3.1 The airflow shall be measured in standard cubic feet per minute( SCFM) [L/min at standard temperature and pressure standard cubic meters per minute (SCMM) ] at a minimum gauge pressure of 125 psi (862 kPa). [1901:21.9.1.3.1]

Statement of Problem and Substantiation for Public Input

SCMM (Standard Cubic Meters per Minute) is the correct metric conversion for SCFM, This text now agrees with the referenced 21.9.1.3.1.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 13:21:55 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-120-NFPA 1906-2018 Statement: SCMM (Standard Cubic Meters per Minute) is the correct metric conversion for SCFM, This text now agrees with the referenced 21.9.1.3.1.

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Public Input No. 106-NFPA 1906-2018 [ New Section after 27.3 ]

27.4 Chassis Component Protection Chassis component protecon, for mechanical and electrical items that are not posioned in between the frame rails of the vehicle and are not already guarded by other vehicular structure or skid plates, shall be protected from mechanical damage by a guard, fabricated from metal that will not cause galvanic corrosion when installed. The material this guard is made of shall have a yield stress of at least 35K PSI and shall have a wall thickness of no less than 3/16”.

Statement of Problem and Substantiation for Public Input

In the current 1906 standard, the requirements of skid plates are covered quite well, however there is no text giving guidance on how to protect chassis components that are located on the outside of the chassis frame rails. The proposed text would clarify how to protect these items.

Submitter Information Verification

Committee Statement

Resolution: FR-3-NFPA 1906-2018 Statement: The committee has added this new section of text to ensure this part of the vehicle is protected.

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Public Input No. 158-NFPA 1906-2018 [ Section No. 28.2.4 ]

28.2.4 * The pump manufacturer shall certify for each ultra-high pressure fire pump the rated capacity in gpm (L/min), rated discharge pressure in psi (kPa), and net positive suction head required (NPSHR) in ft (m) of water at 60°F (16°C) and 29.9 in. Hg (101 kPa) atmospheric pressure (corrected to sea level) for an elevation up to 2000 ft (600 m). . [1901:28.2.4]

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. NPSHR is the minimum absolute pressure required at the suction inlet of the pump to keep the pump from cavitating. It is only dependent on the vapor pressure of the liquid (water) and the vapor pressure of the water is dependent on temperature. The local atmospheric pressure affects the net positive suction head available (NPSHA) and is a consideration regarding the application of the pump as are any piping losses associated with the application. Neither affect NPSHR.

This was also submitted as Public Input No. 261 – NFPA 1901-2018.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 11:21:56 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-131-NFPA 1906-2018 Statement: NPSHR is the minimum absolute pressure required at the suction inlet of the pump to keep the pump from cavitating. It is only dependent on the vapor pressure of the liquid (water) and the vapor pressure of the water is dependent on temperature. The local atmospheric pressure affects the net positive suction head available (NPSHA) and is a consideration regarding the application of the pump as are any piping losses associated with the application. Neither affect NPSHR.

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Public Input No. 32-NFPA 1906-2018 [ Section No. 28.4.1 ]

28.4.1 The pump body, the discharge piping, and valves, excluding the tank fill line , on the tank side of the valve, shall be capable of withstanding a minimum hydrostatic pressure of 1.4 times the rated discharge pressure. [1901:28.4.1]

Statement of Problem and Substantiation for Public Input

Remove comma. It does not belong there. The exclusion is for the tank fill line on the tank side of he valve, not the entire tank fill line.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 10:39:48 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-77-NFPA 1906-2018 Statement: Remove comma. It does not belong there. The exclusion is for the tank fill line on the tank side of he valve, not the entire tank fill line.

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Public Input No. 113-NFPA 1906-2018 [ Section No. 28.4.3 ]

28.4.3 The pump, piping, and valves shall be capable of delivering the rated capacity at the rated discharge pressure of the pump and withstanding closure of all discharges. [1901:28.4.2 3]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:20:04 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-78-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 114-NFPA 1906-2018 [ Section No. 28.4.4 [Excluding any Sub-Sections]

]

The pump body shall be subjected to either a hydrostatic test per 28.4.4.1 or a hydrodynamic test per 28.4.4.2. [1901:28.4.3 4]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:23:18 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-79-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 115-NFPA 1906-2018 [ Section No. 28.4.4.1 ]

28.4.4.1 If the pump body is subjected to a hydrostatic test, it shall be hydrostatically tested to a gauge pressure of 1.4 times the rated discharge pressure for a minimum of 10 minutes. [1901:28.4.3 4 .1]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:24:17 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-80-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 116-NFPA 1906-2018 [ Section No. 28.4.4.2 ]

28.4.4.2 If the pump body is subjected to a hydrodynamic test, it shall be hydrodynamically tested to a gauge pressure of 1.4 times the rated discharge pressure for a minimum of 10 minutes. [1901:28.4.3 4 .2]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:26:13 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-81-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 117-NFPA 1906-2018 [ Section No. 28.4.4.3 ]

28.4.4.3 The pump manufacturer shall provide a certificate of completion for the hydrostatic or hydrodynamic test. [1901:28.4.3 4 .3]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:27:42 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-82-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 118-NFPA 1906-2018 [ Section No. 28.6.7 ]

28.6.7* If a water tank fill line is provided, the line shall be connected from the pump discharge manifold directly to the water tank. [1901:28.6.8 7]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:36:14 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-132-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 119-NFPA 1906-2018 [ Section No. 28.6.8 ]

28.6.8 If a water tank fill line is provided, the line shall include a valve that can be controlled from the pump operator’s position. [1901:28.6.9 8]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:36:58 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-84-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 120-NFPA 1906-2018 [ Section No. 28.8.3.1 ]

28.8.3.1 A system shall be provided or the pump shall have operating characteristics that are capable of limiting the increase of net pump pressure to a maximum pressure rise of 40 percent over the rated pump pressure when all discharges are closed when the engine and pump controls are set to produce the rated capacity at the rated net pump pressure of the pump. [1901:28.8.4 3 .1]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:49:37 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-85-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 121-NFPA 1906-2018 [ Section No. 28.8.3.2 ]

28.8.3.2 If the pump is equipped with a governor system that controls engine speed, an indicator shall show when the system is turned on and whether it is controlling the engine speed or pump pressure. [1901:28.8.4 3 .2]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:51:54 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-86-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 122-NFPA 1906-2018 [ Section No. 28.8.3.3 ]

28.8.3.3 If the pump is equipped with a governor system, it shall be controllable by one person at the pump operator position. [1901:28.8.4 3 .3]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:53:10 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-87-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 123-NFPA 1906-2018 [ Section No. 28.8.4 ]

28.8.4 All pump controls and devices shall be installed so as to be protected against mechanical damage or the effects of adverse weather conditions on their operation. [1901:28.8.5 4]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:54:02 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-88-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 124-NFPA 1906-2018 [ Section No. 28.8.5.1 ]

28.8.5.1* An accessible drain valve(s) that is marked with a label as to its function shall be provided to allow the pump and all water-carrying lines and accessories to be drained. [1901:28.8.6 5 .1]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:55:08 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-89-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 125-NFPA 1906-2018 [ Section No. 28.8.5.2 ]

28.8.5.2 The drain valve(s) shall be operational without the operator having to get under the apparatus. [1901:28.8.6 5 .2]

Statement of Problem and Substantiation for Public Input

Correct reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 14:55:57 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-90-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 31-NFPA 1906-2018 [ Section No. 28.9.1 ]

28.9.1 Where the pump is driven by a split-shaft PTO transmission, chassis transmission-mounted (SAE) PTO, front-of-engine crankshaft PTO, or flywheel PTO, the pertinent provisions of 16.10.2 through 16.10.2. 7 shall apply as applicable. [1901:28.9.1]

Statement of Problem and Substantiation for Public Input

Section 16.10 was rewritten for the 2016 edition but this reference was not updated..

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 10:35:32 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-91-NFPA 1906-2018 Statement: Section 16.10 was rewritten for the 2016 edition but this reference was not updated..

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Public Input No. 137-NFPA 1906-2018 [ Section No. 28.9.2 ]

28.9.2 Where the pump is driven by a chassis transmission-mounted (SAE) PTO and the pump system does not conform to 16.4.2 lubricant temperature in the chassis transmission can exceed the transmission manufacturer's maximum temperature when pumping continiously at rated pressure and flow , a visible or audible warning device shall be provided on the pump operator’s panel that is actuated if the temperature of the lubricant in the chassis transmission exceeds the transmission manufacturer’s recommended maximum temperature. [1901:28.9.2]

Statement of Problem and Substantiation for Public Input

The existing statement is very difficult to decipher. 28.9.2 which is about UHP pump drives refers to 16.4.2 which is about fire pumps pumping continuously and refers to 16.3.2.1 and 16.3.2.2 which define fire pump rating points. The rewording pulls all this together. It still potentially contradicts with 28.3.2 which says the temperature must not exceed the manufacturer's recommendation. It may be that this section should also be integrated as well to clarify under what conditions the manufacturer's recommended maximum temperature is allowed to be exceeded.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Wed Jun 06 09:28:57 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-92-NFPA 1906-2018 Statement: It's acknowledged that the current wording of 28.9.2 is unclear. The intent is to not exceed the manufacturers maximum temperature of any component. The new wording adopts parts of the language of 16.4.2 but removes the warning device requirement.

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Public Input No. 127-NFPA 1906-2018 [ Section No. 28.12.3.3.5 ]

28.12.3.3.5 Each test gauge connection shall include a means for snubbing, such as a needle valve, to damp out rapid needle movements. [1901:28.12.3.3.5]

Statement of Problem and Substantiation for Public Input

Proper sentence structure. "such as a needle valve" is a non-restrictive clause and thus should have a comma before and after.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 15:43:25 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-93-NFPA 1906-2018 Statement: Proper sentence structure. "such as a needle valve" is a non-restrictive clause and thus should have a comma before and after.

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Public Input No. 34-NFPA 1906-2018 [ New Section after 28.12.8.1 ]

28.12.8.2 If it is necessary to perform the test outside the air or water temperature ranges stated in 28.12.8.1 and the pump passes the certification test, the test results shall be acceptable.

Statement of Problem and Substantiation for Public Input

Copied from 16.13.2.1.3. Allow a passed test to be acceptable, even if outside preferred test conditions.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 11:21:39 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-94-NFPA 1906-2018 Statement: The priming capability of the system can be verified by performing the test as prescribed in 28.12.8 and its remaining subsections.

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Public Input No. 33-NFPA 1906-2018 [ Section No. 28.12.8.1 ]

28.12.8.1* This test shall be run at a test site that provides a supply of clear water and is close enough to allow 10 ft (3 m) of suction hose of the size specified in Table 28.2.3 and equipped with a suction hose strainer to be connected to the pump intake to be submerged at least 2 ft (0.6 m) below the surface of the water, with the water level at least 3 ft ( 0.91 m 1 m ) below the center of the pump intake corrected for At 29.9 in. Hg (101 kPa) atmospheric pressure under the following conditions:

At an altitude of 2000 ft (600 m) above sea level (1) Air temperature: 0°F to 110°F (-18°C to 43°C) (2) Water temperature: 35°F to 90°F (2°C to 32°C) (3) Barometric pressure: 29 in. Hg (98.2 kPa), minimum (corrected to sea level) At a water temperature of 60°F (16°C) [1901:28.12.8.1]

Statement of Problem and Substantiation for Public Input

The stated test conditions were copied from 16.2.4.1 (The manufacturer shall certify ...") not from 16.13.2.1.2 (the test conditions). It is not reasonable to require that the test only be conducted at exactly 2000 feet of altitude, 29.2 in. Hg, and water temperature of 60 degrees. A range must be allowed.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 11:05:50 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-94-NFPA 1906-2018 Statement: The priming capability of the system can be verified by performing the test as prescribed in 28.12.8 and its remaining subsections.

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Public Input No. 35-NFPA 1906-2018 [ Section No. 28.12.12.1 ]

28.12.12.1 Piping Integrity Test. The UHP pump and its connected piping system shall be subjected to both a hydrostatic test per 28.12.12.2 and a hydrodynamic test per 28.12.12.3. [1901:28.12.12.1]

Statement of Problem and Substantiation for Public Input

Typo. Space missing after 28.12.12.2.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Feb 17 11:26:02 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-95-NFPA 1906-2018 Statement: Typo. Space missing after 28.12.12.2.

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Public Input No. 45-NFPA 1906-2018 [ Section No. 28.12.13.4.1 ]

28.12.13.4.1 The pump shall be started and brought up to a flow rate of between 25 percent and 35 percent of the pump’s rated flow by partly opening a discharge valve or by reducing the speed of the pump. [1901:28.12.13.4.1]

Additional Proposed Changes

File Name Description Approved TIA_1906_16_2.pdf TIA_1906_16_2

Statement of Problem and Substantiation for Public Input

NOTE: This public input originates from Tentative Interim Amendment No. 16-2 (Log 1232) issued by the Standards Council on Month/Day/Year and per the NFPA Regs., needs to be reconsidered by the Technical Committee for the next edition of the Document.

Submitter Information Verification

Submitter Full Name: TC on FDA-AAA Organization: NFPA Street Address: City: State: Zip: Submittal Date: Fri Apr 06 09:02:29 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-96-NFPA 1906-2018 Statement: NOTE: This public input originates from Tentative Interim Amendment No. 16-2 (Log 1232) issued by the Standards Council on Month/Day/Year and per the NFPA Regs., needs to be reconsidered by the Technical Committee for the next edition of the Document.

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Public Input No. 109-NFPA 1906-2018 [ Section No. A.12.2.4.3 ]

A.12.2.4.3 The extent to which air inlet protection is required could depend on specific fire department operations. Departments operating in ember-rich environments, such as wildland fires, should consider specifying a multiscreen ember separator capable of meeting the test requirements defined in the Parker Hannafin, Racor Division, publication LF 1093–90, Ember Separation Test Procedure, or an equivalent test. Purchasers of apparatus utilizing commercial chassis should be aware that ember separators capable of meeting these test requirements may have a screen and housing externally mounted on or around the commercial chassis hood or bumper extension. Ember screen to be positioned as close to the intake screen as possible. [1901:A.12.2.4.3]

Statement of Problem and Substantiation for Public Input

By positioning the ember screen as close to the intake screen as possible, the ember screen has better protective benefits and will be easier to access.

Submitter Information Verification

Committee Statement

Resolution: The committee has chosen not to act on this at this time as they believe they need more information in order to make an informed decision.

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Public Input No. 41-NFPA 1906-2018 [ Section No. A.13.4.6 ]

A.13.4.6 The purchaser might want to consider a second pilot light on the outside of the apparatus to warn that the master disconnect is on when the apparatus is parked in the fire station. [ 1901: A.13.4.6]

Statement of Problem and Substantiation for Public Input

This language is also in A.13.4.6.4, which is where it belongs. 13.4.6.4 is the section that talks about the indicator light.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:25:22 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-53-NFPA 1906-2018 Statement: This language is also in A.13.4.6.4, which is where it belongs. 13.4.6.4 is the section that talks about the indicator light.

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Public Input No. 140-NFPA 1906-2018 [ New Section after A.13.8.14 ]

A.13.8.15.2.1.1 In order to use lights not previously tested together, or lights from different vendors, the following data is needed by the apparatus manufacturer to meet the requirements of 13.8.16(2). All measurements are in candela-seconds/minute. For lights that do not emit light through 360º, some numbers will be 0. 72 data points (every 5 degrees) in the horizontal plane through the optical center. 72 data points (every 5 degrees) at 5 degrees up from the horizontal plane. 72 data points (every 5 degrees) at 5 degrees down from the horizontal plane. Light output at 1 representative point at room temperature and the same point at thermal steady-state. Data is repeated if the light is rated for multiple voltages. Data should be provided for each optical source. [ 1901 :A.13.8.15.2.1.1]

Statement of Problem and Substantiation for Public Input

This annex item just clarifies the data points that are needed to do the calculations of 13.8.16(2), and thus need to be available. The requirements are defined in 13.8.15.2.3.1 through 13.8.15.2.6.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 139-NFPA 1906-2018 [Section No. 13.8.15.2.1.1] Public Input No. 139-NFPA 1906-2018 [Section No. 13.8.15.2.1.1]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 09 17:14:15 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: The committee did not make the change needed to necessitate this change, therefore it is not being acted on.

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Public Input No. 142-NFPA 1906-2018 [ New Section after A.13.14.1 ]

A.13.8.15.2.6 LED lights tend to lose light output as they heat up. Proper design and mounting can minimize this effect. The drop will generally be uniform across the light field, so testing light output at a single point from initial turn on with the light at room temperature to thermal steady-state (about one hour) is sufficient to determine the drop. [ 1901 :A.13.8.15.2.6]

Statement of Problem and Substantiation for Public Input

Related Public Inputs for This Document

Related Input Relationship Public Input No. 141-NFPA 1906-2018 [New Section after 13.8.15.2.5.2] Public Input No. 141-NFPA 1906-2018 [New Section after 13.8.15.2.5.2]

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 09 17:28:18 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: See FR 47

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Public Input No. 47-NFPA 1906-2018 [ Section No. A.14.1.1 ]

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A.14.1.1

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Typically, while engaged in fire-fighting operations on structural fires, apparatus are positioned in a safe location, and hose is extended as necessary to discharge water or suppressants on the combustible material. In wildland fire suppression, mobile attack is often utilized in addition to stationary pumping. In mobile attack, sometimes referred to as “pump-and-roll,” water is discharged from the apparatus while the vehicle is in motion. Pump-and-roll operations are inherently more dangerous than stationary pumping because the apparatus and personnel are in close proximity to the fire combined with the additional exposure to hazards caused by a vehicle in motion, often on uneven ground. The personnel and/or apparatus could thus be more easily subject to injury or damage due to accidental impact, rollover, and/or environmental hazards, including burn over. To potentially mitigate against the increased risk inherent with pump-and-roll operations, the following alternatives are provided for consideration: (1) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab. Water is discharged via a monitor or turret that is controlled from within the apparatus. (2) Driver and fire fighter(s) are located inside the apparatus in a seated, belted position within the enclosed cab, but water is discharged with a short hose line or hard line out an open cab window. (3) Driver is located inside the apparatus in a seated, belted position within the enclosed cab with one or more fire fighters seated and belted in the on-board pump-and-roll fire-fighting position as described in a following section. (4) Driver is located inside the apparatus in a seated, belted position within the enclosed cab. Fire fighter(s) is located outside the cab, walking alongside the apparatus, in clear view of the driver, discharging water with a short hose line.

Under no circumstances is it ever considered a safe practice to ride standing or seated on the exterior of the apparatus for mobile attack other than seated and belted in an on-board pump-and-roll fire-fighting position. The on-board pump-and-roll fire-fighting position should only be used when the following conditions are met: (1) The apparatus is actively engaged in mobile attack on the fire line (2) The fuel model is characterized as fine fuels (3) The ground is level, flat, and free of obstacles (4) Driver visibility is unobstructed (5) Vehicle speeds are no greater than 10 mph and (6) Fire fighter is wearing full protective NFPA 1977-compliant personal protective equipment and is equipped with a fire shelter

On-Board Pump-and-Roll Fire-Fighting Position. If an on-board pump-and-roll fire-fighting position as described as follows is provided, it should only be on a wildland fire apparatus with a GVWR of no more than 19,500 lb. If an on-board pump-and-roll fire-fighting position is provided, it should, at minimum, include the following safety-related attributes: (1) A seat with an approved Type 1 seat belt for each fire- fighting position (2) Controls required by the operator within reach without removing the seat belt (3) A means of communication with the driver (4) One safety sign warning of the hazards of this riding position that is substantially similar to FAMA44, which warns of riding safety procedures, and the maximum speed of 10 mph visible from the pump- and-roll fire-fighting position and (5) Safety sign FAMA45, which warns of driving safety procedures, and the maximum speed of 10 mph visible from the driver’s position or visible to the driver while entering the cab

If the seating position is located outside the cab, it should also meet the following requirements: (1) The seating position should be located behind the cab and ahead of the rear axle

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(2) A protective structure should be provided in compliance with the side impact and crush criteria from SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agricultural Tractors (3) The protective structure should be designed to allow exit from either side of the vehicle (4) The protective structure should include a perforated plate or mesh with openings no larger than 1.5 in. (3.8 cm) × 1.5 in. (3.8 cm) or other solid guard to protect from brush hazards at the front, the back, and the roof. This is to protect against objects such as limbs entering the seating enclosure. Woven wire cloth with 1 ⁄ 4 in. (0.6 cm) diameter wire spaced at 1 3 ⁄ 4 in. (4.4 cm) on centers is commonly used in the forestry industry to provide this protection and (5) A door or gate with a latching mechanism should be provided on each side of the vehicle designed to allow exit out of either side of the vehicle. (6) The door or gate should be designed to prevent outward swing even in the event of failure of the latching mechanism (7) The door or gate should be at least 48 in. (1200 mm) high from the walking surface below the fire-fighter's feet and (8) The door or gate should be constructed so there are no horizontal or vertical openings below the 48 in. (1200 mm) minimum height greater than 24 in. (610 mm) in either direction.

Equipment located within the seating enclosure position protective structure should meet the requirements of 14.1.10 . Development of this Design. Fire-fighting is an inherently dangerous operation. This is especially true of fighting a moving wildland fire in fine fuels. There are many techniques used and a great deal of discussion about the safest way to fight these fires. Over the years, many fire companies and apparatus manufacturers have developed techniques and equipment for fighting wildland fine-fuel fires. These have included fighting fire from seats mounted to front bumpers, sitting on hoods or hose reels, standing on flat beds, standing in step wells on the side of apparatus, standing on running boards, or walking alongside a moving apparatus. All of these approaches are extremely dangerous. The Fire Department Apparatus Committee did extensive work to try to come up with a safer solution. We looked at the available apparatus and techniques that have been historically used in the industry. The preceding suggestions are safer than any of these ad-hoc techniques. The Fire Service Occupational Safety and Health Committee (NFPA 1500) does not approve of any fireground operations that permit the fire-fighter to ride outside the fully enclosed cab of a moving apparatus.

Statement of Problem and Substantiation for Public Input

According to the scope of NFPA 1906, “[T]his standard shall define the minimum requirements for the design, performance, and testing of new automotive fire apparatus that are designed primarily to support wildland fire suppression operations”

All fire department operational considerations regarding the safe use of fire apparatus falls under the scope of NFPA 1500, Standard on Fire Department Occupational Safety, Health, and Wellness Program. According to the scope of NFPA 1500, “[T]his standard shall contain minimum requirements for a fire service–related occupational safety and health program” (p. 1500-6).

The International Association of Fire Fighters, the International Association of Fire Chiefs and the National Wildfire Coordinating Group (NWCG) which represents the U.S. Forest Service, Bureau of Land Management, Bureau of Indian Affairs, Fish and Wildlife Agency, National Park Service, and National Association of State Foresters believe that the practice of firefighters riding on the outside of vehicles and fighting wildland fires from these positions is unsafe.

Additionally, technology exists to allow fires to be attacked from inside the cab of the apparatus without putting any firefighters in an exterior riding position. However, the actual tactics for any wildland fire must be determined by the Authority Having Jurisdiction using NFPA 1500 as a use standard, not NFPA 1906, for the safety and survival of their members.

This annex material should be removed completely from the document as it is condoning an unsafe firefighting practice.

Related Public Inputs for This Document

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Related Input Relationship Public Input No. 48-NFPA 1906-2018 [Section No. E.1.2.4]

Submitter Information Verification

Submitter Full Name: Rick Swan Organization: IAFF Affiliation: International Association of Fire Fighters Street Address: City: State: Zip: Submittal Date: Tue May 08 11:04:34 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: See committee action on FR 124.

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Public Input No. 60-NFPA 1906-2018 [ Section No. A.14.1.3 ]

A.14.1.3 The purchaser will need to define how many seating positions are required to carry personnel and might wish to specify the arrangement of the seating positions. Canopy cab extensions with patio door–type closures or separate telephone booth–type personnel enclosures are acceptable means for providing fully enclosed seating positions. The ultimate mission of wildland fire apparatus is dependent upon the apparatus responding to and arriving at incidents safely. To this end, it is essential that the wildland fire apparatus be driven in a safe manner and that all occupants are seated and belted while the apparatus is in motion. To encourage safe practices, fire department management should consider employing methods of monitoring driving and safety habits of the personnel onboard. Several methods of monitoring compliance of all safety precautions by personnel in the apparatus have been developed, including available live video monitoring, video recording, and vehicle data recording. Any monitoring method should include monitoring the use of seat belts and an indication of the characteristics of how carefully the apparatus is being driven. Purchasers may wish to consider specifying seat belt colors such as bright red or orange, which contrast with personnel clothing and thus are easier to observe for compliance. The purchaser may wish to consider specifying a Vehicle Data Record Recorder in accordance with NFPA 1901. This device can be used to keep track of seat belt use by personnel and monitor driving habits of the operator. This may be a useful tool for those departments struggling to enforce seat belt use policy.

Statement of Problem and Substantiation for Public Input

Type. See NFPA 1901-2016 section 4.11.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Fri Jun 01 15:38:27 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-54-NFPA 1906-2018 Statement: Type. See NFPA 1901-2016 section 4.11.

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Public Input No. 36-NFPA 1906-2018 [ Section No. A.14.3.4 ]

A.14.3.4 The purchaser should realize that local conditions or operating procedures could cause the passenger to project into the sight pattern of the driver and therefore cause vision obstructions. Seats should be arranged so that SCBA and any passengers wearing protective clothing do not cause vision obstructions. Movement of the passenger should be considered when installing radios, computers, and other equipment so that forward movement or shifting is reduced to a minimum and does not block the driver's vision. [1901:A.14.3.4] When specifying new apparatus, the purchaser should consider remotely controlled mirrors, especially on the passenger side. The location and mounting of the mirrors should not be placed where door pillars or other obstructions block their view. The location and mounting should be placed so warning lights do not reflect in the mirror to blind the driver's view. The location and mounting should not be placed so that the driver must look through the windshield area that is not wiped by the windshield wiper when viewing the passenger side mirror. Convex and other secondary mirrors should be considered to eliminate blind spots not covered by primary mirrors. Where necessary, heated mirrors should also be considered. [1901:A.14.3.4] The purchaser should consider specifying a style of mirror that swings when making contact with branches and trees.

Statement of Problem and Substantiation for Public Input

Remote controlled mirrors are now required by 14.3.5, so this comment is no longer needed in the annex.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun Feb 18 10:30:53 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-52-NFPA 1906-2018 Statement: Remote controlled mirrors are now required by 14.3.5, so this comment is no longer needed in the annex.

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Public Input No. 63-NFPA 1906-2018 [ Section No. A.15.10 ]

A.15.10

Apparatus provided with booster hose and reel assemblies should have power rewind capability. However, if a manual rewind is provided, attention should be paid to the location of the hand crank. It should be placed in a location that allows the operator to rewind the hose onto the reel without having to climb onto the apparatus. [ 1901: A.15.10] If the apparatus is to be used or stored in subfreezing conditions, the reel should be equipped with an air chuck mechanism to allow connection of an external source of compressed air to facilitate removal of water within the booster hose assembly. This mechanism should be located on the discharge side of the booster reel valve. [ 1901: A.15.10] The purchaser should specify whether a single or split hose bed is desired and any special arrangements desired for preconnected hose lines. [1901:A.15.10.1]

Statement of Problem and Substantiation for Public Input

This text is duplicated in A.15.10.8, which is the correct location for it.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 02 11:57:16 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-125-NFPA 1906-2018 Statement: This text is duplicated in A.15.10.8, which is the correct location for it.

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Public Input No. 161-NFPA 1906-2018 [ Section No. A.16.7.8 ]

A.16.7.8 The flow should be no greater than 1 percent and no less than 0.5 percent of the pump's rated flow at the pump classification pressure or 150 psi (1000 kPa). If the recirculation valve is automatic, a check valve should be provided and a override shutoff should be considered if a foam system is provided.

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group: This annex material should be attached to A.16.7.8.3. The deleted text has been submitted as Public Input No. 162 – NFPA 1906-2018:

Related Public Inputs for This Document

Related Input Relationship Public Input No. 162-NFPA 1906-2018 [Section No. A.16.7.8.3] Public Input No. 162-NFPA 1906-2018 [Section No. A.16.7.8.3]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 12:00:20 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-99-NFPA 1906-2018 Statement: A.16.7.8 and A.16.7.8.3 are redundant. A.16.7.8.3 is the correct location for this information. A.16.7.8 should apply to all valves, which this material does not. The material is moved to A.16.7.8.3 by P.I. 50.

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Public Input No. 51-NFPA 1906-2018 [ Section No. A.16.7.8 ]

Statement of Problem and Substantiation for Public Input

A.16.7.8 and A.16.7.8.3 are redundant. A.16.7.8.3 is the correct location for this information. A.16.7.8 should apply to all valves, which this material does not. The material is moved to A.16.7.8.3 by P.I. 50.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun May 27 14:15:57 EDT 2018 Committee: FDA-AAA

Committee Statement

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Public Input No. 162-NFPA 1906-2018 [ Section No. A.16.7.8.3 ]

A.16.7.8.3 An automatic pump cooling/recirculation line of sufficient size to prevent the pump from overheating when no discharge lines are open can be provided between the pump discharge and the water tank. This is not, however, recommended with an around-the-pump foam system. The flow should be no greater than 1 percent and no less than 0.5 percent of the pump's rated flow at the pump classification pressure or 150 psi (1000 kPa). If the recirculation valve is automatic, a check valve should be provided and a override shutoff should be considered if a foam system is provided.

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. This annex text more appropriately applies to 16.7.8.3 rather than 16.7.8.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 161-NFPA 1906-2018 [Section No. A.16.7.8] Public Input No. 161-NFPA 1906-2018 [Section No. A.16.7.8]

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 12:05:42 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-98-NFPA 1906-2018 Statement: This annex text more appropriately applies to 16.7.8.3 rather than 16.7.8.

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Public Input No. 50-NFPA 1906-2018 [ Section No. A.16.7.8.3 ]

A.16.7.8.3 An automatic pump cooling/recirculation line of sufficient size to prevent the pump from overheating when no discharge lines are open can be provided between the pump discharge and the water tank The flow should be no greater than 1 percent and no less than 0.5 percent of the pump's rated flow at the pump classification pressure or 150 psi (1000 kPa). If the recirculation valve is automatic, a check valve should be provided and a override shutoff should be considered if a foam system is provided . This is not, however, recommended with an around-the-pump foam system.

Statement of Problem and Substantiation for Public Input

A.16.7.8 and A.16.7.8.3 are redundant. A.16.7.8.3 is the correct location for this information.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sun May 27 14:13:56 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-98-NFPA 1906-2018 Statement: This annex text more appropriately applies to 16.7.8.3 rather than 16.7.8.

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Public Input No. 157-NFPA 1906-2018 [ New Section after A.16.10.2 ]

TITLE OF NEW CONTENT Type your content here ... Add new annex A.16.10.2.1.2 If the apparatus is equipped with an automac chassis transmission and is not configured to provide engine speed control at the pump operator’s panel when the parking brake is engaged and the chassis transmission is in neutral, both the “Throle Ready” and “OK to Pump” indicators will indicate at the same me when the apparatus is successfully placed in the “OK to Pump” configuraon for staonary pumping mode. If the apparatus is configured to provide engine speed control at the operator’s panel when the parking brake is engaged and the chassis transmission is in neutral, then only the “Throle Ready” indicator will indicate when the apparatus is placed in this configuraon. See A.16.10.2.5.3.

Statement of Problem and Substantiation for Public Input

This is a recommendation from the NFPA FDA Pump Task Group. Avoids confusion by providing a description and explanation of how driving compartment and operator’s panel indicator lights may appear for different truck applications and configurations.

This was also submitted as Public Input No. 257 – NFPA 1901-2018.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Affiliation: NFPA FDA Pump Task Group Street Address: City: State: Zip: Submittal Date: Sat Jun 23 11:16:23 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-71-NFPA 1906-2018 Statement: This is a recommendation from the NFPA FDA Pump Task Group.

Avoids question of whether two separate indicators are required by stating that both a "Throttle Ready" indicator and an "Okay to Pump" indicator are required.

This was also submitted as Public Input No. 256 – NFPA 1901-2018.

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Public Input No. 64-NFPA 1906-2018 [ Section No. A.18.2.1 ]

A.18.2.1 If the tank fill flow rate exceeds the vent capabilities of the tank, the tank will be damaged.

Statement of Problem and Substantiation for Public Input

The information on fill rate and venting does not belong linked to 18.2.1 (on non-corrosive construction). The information already exists in A.18.4.3.1 and A.18.4.1.4 so it can just be deleted.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 02 13:58:11 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-100-NFPA 1906-2018 Statement: The information on fill rate and venting does not belong linked to 18.2.1 (on non-corrosive construction). The information already exists in A.18.4.3.1 and A.18.4.1.4 so it can just be deleted.

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Public Input No. 66-NFPA 1906-2018 [ Section No. A.18.4.2.1 ]

A.18.4.2.1 Adequate venting is usually achieved when the vent area is at least one quarter the area of the tank outlet. If operations require filling or draining of the tank at rates in excess of the rated capacity of the pump, increased venting capability might be needed. The required rate of filling or draining the tank should be specified by the purchaser. During heavy braking, if water is allowed to fall in front of the rear tires, braking force will be decreased and an uncontrollable spin may develop. Having water fall in front of the rear axle can be avoided by directing the discharge vent or overflow tube outlet so that any discharge from the overflow tube will fall behind the rear axle. This method can be used effectively on integral units. Discharge from the vent or overflow can also be avoided by placing the vent or overflow outlet at the rear of the tank in a position where no water will be discharged during heavy braking. This method can be used effectively on slip-on units.

Statement of Problem and Substantiation for Public Input

This information does not belong here (18.4.2.1 is about venting requirements, not vent pipe which is 18.4.2.2). Similar information is already in A.18.4.2.2)

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Sat Jun 02 14:17:53 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-101-NFPA 1906-2018 Statement: This information does not belong here (18.4.2.1 is about venting requirements, not vent pipe which is 18.4.2.2). Similar information is already in A.18.4.2.2)

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Public Input No. 79-NFPA 1906-2018 [ Section No. A.20.10.1 ]

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A.20.10.1

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There are four methods for testing a foam proportioning system for calibration accuracy. They are: (1) Substituting water for foam concentrate (2) Measuring foam concentrate pump output directly [A.20.10.1] (3) Determining foam percentage by use of a refractometer (4) Determining foam percentage by use of a conductivity meter [1901:A.20.10.1] Test Method 1: Substituting Water for Foam Concentrate. The foam proportioning system is operated at the waterflow rates at which the system is to be tested. Water is used as a substitute for foam concentrate. The substitute water for the foam concentrate is drawn from a calibrated tank instead of foam concentrate from the foam concentrate tank. The volume of water drawn from the calibrated tank divided by the volume of water pumped over the same time period multiplied by 100 represents the percentage of foam that the foam proportioning system is producing. [1901:A.20.10.1] Test Method 2: Measuring Foam Concentrate Pump Output Directly. With some direct injection systems, it is possible to directly measure the foam concentrate pump output. With the foam proportioning system operating at a given waterflow rate and either foam concentrate or water used as a substitute for foam concentrate, the output of the foam concentrate pump is measured by diverting that output into a calibrated container for direct measurement over a given period of time. An alternative is to measure the foam concentrate flow or water substitute flow with a calibrated meter. [1901:A.20.10.1] Test Method 3: Determining Foam Percentage by Use of a Refractometer. A refractometer is used to measure the refractive index of a foam solution sample. First, a base calibration curve is prepared using the same water and foam concentrate that will be used with the system to be tested. Three known foam solution samples are needed and should include the following: (1) The nominal intended percentage (2) The nominal intended percentage plus 1 percent (3) The nominal intended percentage minus 1 percent [1901:A.20.10.1] If the nominal intended percentage is 1 percent or less, the three samples should be as follows: (1) The nominal intended percentage (2) The nominal intended percentage plus 0.3 percent (3) The nominal intended percentage minus 0.3 percent [1901:A.20.10.1] The required amount of water is placed in a 100 mL or larger graduated cylinder, leaving space for the foam concentrate. A 10 mL pipette or 10 cc syringe is used to carefully add the required amount of foam concentrate to the water. Each measured foam solution is then poured from the graduated cylinder into a 100 mL or larger plastic bottle, and the bottle is marked indicating the percentage solution it contains. The bottle is capped and thoroughly shaken to mix the foam solution. [1901:A.20.10.1] An alternative method for making the three foam solution samples is to use a very accurate scale. The density of the foam concentrate must be known and can be found on the product data sheet or the Material Safety Data Sheet (MSDS) for the foam concentrate. For example, to make a 100 mL sample of a 3 percent foam solution using a foam concentrate with a density of 1.04, 97 g of water is measured into a beaker and 3.12 g of foam concentrate is added to the beaker (1.04 · 3 g = 3.12 g). [1901:A.20.10.1] After the foam solution samples are thoroughly mixed, a refractive index reading is taken of each foam solution sample. This is done by placing a few drops of the solution on the refractometer prism, closing the cover plate, and observing the scale reading at the dark field intersection. Because the refractometer is temperature compensated, it could take 10 seconds to 20 seconds for the sample to be read properly. It is important to take all refractometer readings at ambient temperatures of 50°F (10°C) or above. [1901:A.20.10.1] Using standard graph paper, the refractive index readings are plotted on one axis and the percentage of concentration on the other. This plotted curve serves as the known baseline for the test series. The solution samples should be set aside in the event the measurements need to be checked. [1901:A.20.10.1] Foam solution samples are then collected from the proportioning system, making certain that the samples are taken at an adequate distance downstream from the foam proportioning system being tested to allow for complete mixing of the water and the foam concentrate. Refractive index readings of the samples are taken and compared to the plotted curve to determine the percentage of foam. [1901:A.20.10.1]

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This method might not be accurate for aqueous film-forming foam (AFFF), alcohol-resistant foam, or certain other types of foam that typically exhibit very low refractive index readings. Also, the refractometer method should not be used when testing foam percentages of 1 percent or lower because the accuracy for determining the percentage of foam concentrate in a solution when using a refractometer is ±0.1 percent, at best. For this reason, Test Method 4, the conductivity method, might be preferable where AFFF, alcohol- resistant foam, or 1 percent or less foam (Class A foam) is to be tested. [1901:A.20.10.1] Test Method 4: Determining Foam Percentage by Use of a Conductivity Meter. The conductivity test method is based on changes in electrical conductivity as foam concentrate is added to water. Conductivity is a very accurate method, provided there are substantial changes in conductivity as foam concentrate is added to the water in relatively low percentages. Because saltwater and brackish water are very conductive, this method might not be suitable where these waters are used because of the small conductivity changes as foam concentrate is added. If saltwater or brackish water is used, it is necessary to make foam solutions in advance to determine if adequate changes in conductivity can be detected. This method cannot be used if the water has more total solids than the foam concentrate. [1901:A.20.10.1] The following three variations of this test method can be used to determine the foam percentage by the conductivity method: (1) Direct Reading Conductivity Method. A sample of the water to be used in the test is put in a 100 mL or larger container. The conductivity meter head is immersed in the water sample, and the meter display is set at zero. If the direct reading foam solution conductivity meter is mounted in a discharge line, the meter should be set at zero with plain water flowing.

If the conductivity meter manufacturer does not indicate that the percentage of foam solution can be read directly for the foam concentrate being used, a calibration curve needs to be developed. The calibration curve might show that the direct meter readings are correct for the foam concentrate being used, or it might indicate that the calibration curve needs to be used when that foam concentrate is used in the test.

The foam proportioning system is operated, and a sample of the foam solution produced by the system is collected using a 100 mL or larger container. The conductivity meter head is immersed in the foam solution sample, and the percentage of the foam solution is read on the meter display. If the conductivity meter is mounted in a discharge line, the percentage of the foam solution is read on the meter display while foam solution is being discharged. (2) Conductivity Comparison Method. A sample of the water to be used in the test is put in a 100 mL or larger container. Using a conductivity meter reading in microsiemens per centimeter (mscm), the conductivity valve of the water sample is determined. The foam proportioning system is operated, and a sample of the foam solution produced by the system is collected in a 100 mL or larger container. Using the conductivity meter, the conductivity value of the foam solution sample is determined. The conductivity value of the water sample is subtracted from the conductivity value of the foam solution sample, and the result is divided by 500 to obtain the percentage of foam concentrate in the solution.

[A.20.10.1]

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Note that the divisor is 500 only if the conductivity meter units are microsiemens per centimeter. Other units of conductivity can be used, but the value of the divisor (500) will need to be adjusted. (3) Conductivity Calibration Curve Method. A base calibration curve is prepared using the water and foam concentrate from the system to be tested. Three known foam solution samples are made using the procedure in Test Method 3. After the foam solution samples are thoroughly mixed, the conductivity of each solution is measured using a conductivity meter. Care should be taken to ensure that the proper procedures are used for taking readings and that the meter is switched to the correct conductivity range. Most synthetic-based foams used with freshwater result in foam solution conductivity readings of less than 2000 mscm. Protein-based foams used with freshwater generally produce conductivity readings in excess of 2000 mscm. Because of the temperature-compensation feature of the conductivity meter, it could take a short time to obtain a consistent reading. [1901:A.20.10.1] Once the solution samples have been measured and recorded, the bottles should be set aside as control sample references. The conductivity readings then should be plotted on standard graph paper. It is more convenient to place the foam solution percentage on the horizontal axis and the conductivity readings on the vertical axis. [1901:A.20.10.1] A straight line should be drawn that approximates the connection of all three points. While it might not be possible to connect all three points with a straight line, they should be very close. If not, the conductivity measurements should be repeated, and, if necessary, new control sample solutions should be prepared and used until all three points plot in a nearly straight line. This plot serves as the known base (calibration) curve to be used for the test series. [1901:A.20.10.1] Once a base curve has been plotted, foam solution samples are collected from the proportioning system. The conductivity of the test samples is measured, and the percentage of foam solution is determined from the base curve. Foam solution samples that have been allowed to drain from expanded foam should not be used, because they can produce misleading conductivity readings. [1901:A.20.10.1]

Statement of Problem and Substantiation for Public Input

The deleted references are incorrect in format (they do not include the document referenced). Each paragraph in the annex item already has the correct reference. Sentence structure correction. The word "flow" applies to both foam concentrate and water substitute.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 10:31:32 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-121-NFPA 1906-2018 Statement: This change was made for sentence structure.

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Public Input No. 4-NFPA 1906-2017 [ Section No. A.21.2.4 ]

A.21. 2.4 4.2 It is recommended that compressed air not be injected into the discharge piping until the flow of foam solution has been established. The nozzle reaction at the end of a hose can be quite high if air and water are flowing in the discharge line. The nozzle reaction could be a safety issue if the operator is not expecting or not properly braced to withstand this reaction force. The reaction force is substantially reduced when a foam solution is flowing in the discharge hose. Also, a charged CAFS line should be opened slowly to lower the nozzle reaction force that can be very high if opened rapidly. [1901:A.21.4. 2.4 ]

Statement of Problem and Substantiation for Public Input

The text of current A.21.2.4 more correctly applies to the subject of 21.4.2 21.2.4 is about controlling the air pressure with respect to water pressure and 21.4.2 is about mixing air and foam solution to provide a homogenous mixture. The text of A.21.2.4 recommends how to inject air into foam solution in a safe manner to avoid high nozzle reaction forces if air and water are flowing in a discharge line.

As a result of this proposed change, the asterisk should be moved from 21.2.4 to 21.4.2 in the body of the standard. .

This proposed change was also submitted as Public Input 84 for the 2021 Edition of NFPA 1901.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Street Address: City: State: Zip: Submittal Date: Wed Dec 20 15:51:23 EST 2017 Committee: FDA-AAA

Committee Statement

Resolution: FR-122-NFPA 1906-2018 Statement: The text of current A.21.2.4 more correctly applies to the subject of 21.4.2 21.2.4 is about controlling the air pressure with respect to water pressure and 21.4.2 is about mixing air and foam solution to provide a homogenous mixture. The text of A.21.2.4 recommends how to inject air into foam solution in a safe manner to avoid high nozzle reaction forces if air and water are flowing in a discharge line.

As a result of this proposed change, the asterisk should be moved from 21.2.4 to 21.4.2 in the body of the standard. .

This proposed change was also submitted as Public Input 84 for the 2021 Edition of NFPA 1901.

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Public Input No. 5-NFPA 1906-2017 [ Section No. A.21.7.6 ]

A.21.7. 6 5 Some systems provide automatic regulation of the waterflow; however, instrumentation is still useful to the operator. Even automatic systems have adjustments and performance limits that warrant instrumentation. Where the system design does not allow for such automatic regulation, or where the operator has the ability to control waterflow or airflow, air and water flowmeters are necessary for the operator to monitor the operational performance of the CAFS where the nozzle person cannot be seen. Where pumping long hose lays or pumping to great heights, the operator needs to know what is flowing in order to be certain the proper product is being delivered. [1901:A.21.7.6 5]

Statement of Problem and Substantiation for Public Input

The text of current A.21.7.6 more correctly applies to 21.7.5. 21.7.6 is simply about a pressure gauge requirement. 21.7.5 is about flowmeters for air and water flows. The text of A.21.7.6 provides information about the usefulness to the operator of instrumentation for air and water flows.

As a result of this proposed change, the asterisk should be moved from 21.7.6 to 21.7.5 in the body of the standard.

This proposed change was also submitted as Public Input 85 for the 2021 Edition of NFPA 1901.

Submitter Information Verification

Submitter Full Name: Tom Mettler Organization: Waterous Company Street Address: City: State: Zip: Submittal Date: Wed Dec 20 16:06:48 EST 2017 Committee: FDA-AAA

Committee Statement

Resolution: FR-123-NFPA 1906-2018 Statement: The text of current A.21.7.6 more correctly applies to 21.7.5. 21.7.6 is simply about a pressure gauge requirement. 21.7.5 is about flowmeters for air and water flows. The text of A.21.7.6 provides information about the usefulness to the operator of instrumentation for air and water flows.

As a result of this proposed change, the asterisk should be moved from 21.7.6 to 21.7.5 in the body of the standard.

This proposed change was also submitted as Public Input 85 for the 2021 Edition of NFPA 1901.

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Public Input No. 128-NFPA 1906-2018 [ Section No. A.28.2.4 ]

A.28.2.4 For apparatus with the rating for the ultra-high pressure fire pump based on the pump taking water from the apparatus water tank, the supply of water from the water tank through the plumbing to the pump should provide adequate pressure at the pump intake to avoid cavitation while pumping. By the pump manufacturer certifying the net positive suction head required (NPSHR) value for the rated capacity and discharge pressure, the apparatus manufacturer can design water tank–to–pump plumbing to ensure that the performance as installed on the finished apparatus will meet requirements. [ 1901 :A.28.2.4]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:29:05 EDT 2018 Committee: FDA-AAA

Committee Statement

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Public Input No. 129-NFPA 1906-2018 [ Section No. A.28.5.2 ]

A.28.5.2 The arrangement of ultra-high pressure fire pumps and associated equipment, including the apparatus water tank and associated intake piping and valves, might require controls at more than one pump operator’s position. [ 1901 :A.28.5.2]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:32:46 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-103-NFPA 1906-2018 Statement: Missing extracted text reference.

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Public Input No. 130-NFPA 1906-2018 [ Section No. A.28.5.3 ]

A.28.5.3 Apparatus used outside of the United States can have intake connections other than NH if specified by the authority having jurisdiction. [ 1901 :A.28.5.3]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:33:49 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-104-NFPA 1906-2018 Statement: Missing extracted text reference.

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Public Input No. 131-NFPA 1906-2018 [ Section No. A.28.6.7 ]

A.28.6.7 On UHP systems on which a tank fill line is included, the large pressure drop that exists between the UHP pump discharge should be considered when sizing the line and material and for choosing the design and type of valve. The use of an orifice or other means of providing the pressure drop should be considered. [ 1901 :A.28.6.7]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:34:37 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-132-NFPA 1906-2018 Statement: Correct reference.

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Public Input No. 132-NFPA 1906-2018 [ Section No. A.28.8.6.1 ]

A.28.8.6.1 A large pressure drop exists between the UHP pump discharge and the water tank that should be considered when sizing the line and material. The use of an orifice or other means of providing the pressure drop should be considered. Consideration should be given to using thermally activated overheat protection devices that are available that sense water temperature within the pump. When the water reaches a predetermined temperature, the device releases water from the pump discharge to ground or back to the apparatus water tank. [ 1901 :A.28.8.6.1]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:37:07 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-106-NFPA 1906-2018 Statement: Missing extracted text reference.

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Public Input No. 126-NFPA 1906-2018 [ Section No. A.28.11.3 ]

A.28.11.3 It might be desirable to also have a pressure gauge in the cab in view of the driver when the pump that is being used in a pump-and-roll operation is driven by a separate engine.

Statement of Problem and Substantiation for Public Input

This annex item is not required. The gauge is required by 28.11.3 so the user should not be directed that it "might be desirable" to have this gauge. In normal fire pumps, the gauge is only required if the pump is driven by the chassis engine, but with an UHP pump the gauge is always required for pump and roll.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 15:11:19 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-107-NFPA 1906-2018 Statement: This annex item is not required. The gauge is required by 28.11.3 so the user should not be directed that it "might be desirable" to have this gauge. In normal fire pumps, the gauge is only required if the pump is driven by the chassis engine, but with an UHP pump the gauge is always required for pump and roll.

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Public Input No. 133-NFPA 1906-2018 [ Section No. A.28.12.1.2 ]

A.28.12.1.2 The purchaser might want to consider an instruction plate mounted at the pump operator’s position giving basic instructions on valve positions for UHP fire-fighting operations. [ 1901 :A.28.12.1.2]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:39:23 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-108-NFPA 1906-2018 Statement: Missing extracted text reference.

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Public Input No. 42-NFPA 1906-2018 [ Section No. A.28.12.4.1 ]

A.28.12.4.1 Figure C.3(c) of NFPA 1911 shows a test data form for recording the test readings and other necessary data.

Statement of Problem and Substantiation for Public Input

NFPA 1911 Figure C.3(c) is a test form for fire pumps operating at 150 PSI. Although some parts might be similar to a form tor recording UHP pumps, there is no such form in NFPA 1911.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:34:18 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-109-NFPA 1906-2018 Statement: NFPA 1911 Figure C.3(c) is a test form for fire pumps operating at 150 PSI. Although some parts might be similar to a form tor recording UHP pumps, there is no such form in NFPA 1911.

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Public Input No. 134-NFPA 1906-2018 [ Section No. A.28.12.4.2 ]

A.28.12.4.2 Where an engine is operating at or near full power while stationary, the heat generated could raise the temperature of certain chassis or pumping system components above the level that, when touched, can cause extreme discomfort or injury. However, as long as the apparatus can be operated and used satisfactorily for the required duration of the test under such conditions, it should be considered acceptable. [ 1901 :A.28.12.4.2]

Statement of Problem and Substantiation for Public Input

Missing extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:42:08 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-110-NFPA 1906-2018 Statement: Missing extracted text reference.

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Public Input No. 135-NFPA 1906-2018 [ Section No. A.28.12.7(6) ]

A.28.12.7(6) Positive displacement UHP pumps equipped with trap pressure unloaders trap pressure between a check valve in the outlet of the unloader and the discharge nozzle when the spray nozzle is closed while bypassing pump output back to the pump intake or back to a tank. The pump recirculates water without building any more pressure than is required to overcome the friction loss of pushing the water through the unloader and through whatever passageway (internal passageway or external hose, pipe, etc.) back to intake or tank. UHP systems on which the discharge pressure gauge is installed on the pump head will indicate a significant drop in the observed gauge pressure when the discharge is closed. If the observed final discharge pressure reading during the pressure control test fails to indicate a significant drop, this might indicate that the setting of the unloader is incorrect, the check valve is damaged or fails to fully close, or the bypass passageway has become restricted. Such changes indicate that the unloader should be investigated and repaired. [ 1901:A.28.12.7(6)]

Statement of Problem and Substantiation for Public Input

Typo. Missing [ on extracted text reference.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:45:20 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-111-NFPA 1906-2018 Statement: Typo. Missing [ on extracted text reference.

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Public Input No. 136-NFPA 1906-2018 [ Section No. A.28.12.8.1 ]

A.28.12.8.1 The ability for a priming system to evacuate the UHP fire pump is affected by altitude above sea level, atmospheric pressure and water temperature. As the temperature of the water increases or barometric pressure decreases, the evacuation or lift capability of the priming system is reduced. Table A.28.12.8.1 provides the effect of water temperature and barometric pressure on lift. Conditions at the test site should not cause a vertical lift requirement that exceeds the lift capability required of the priming system in 28.12.8.1. [ 1901 :A.28.12.8.1] Table A.28.12.8.1 Effect of Water Temperature and Barometric Pressure on Suction Lift Capability Water Temperature Effect on Lift Barometric Pressure Effect on Lift °F °C ft m in. Hg kPa ft m 60 16 0 0 29.9 101.3 0 0 90 32 −1 −0.3 29.0 98.2 −1 −0.3 110 43 −2.3 −0.7 120 49 −3.3 −1.0

[ 1901 :Table A.28.12.8.1]

Statement of Problem and Substantiation for Public Input

Missing extracted text references.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Jun 04 16:46:25 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-94-NFPA 1906-2018 Statement: The priming capability of the system can be verified by performing the test as prescribed in 28.12.8 and its remaining subsections.

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Public Input No. 110-NFPA 1906-2018 [ Chapter D ]

Annex D Guidelines for First Line and Reserve Apparatus This annex is not a part of the requirements of this NFPA document but is included for informational purposes only. D.1 General. To maximize fire fighter capabilities and minimize risk of injuries, it is important that fire apparatus be equipped with the latest safety features and operating capabilities. In the last 10 to 15 years, much progress has been made in upgrading functional capabilities and improving the safety features of fire apparatus. Apparatus more than 15 years old might include only a few of the safety upgrades required by the most recent editions of the NFPA wildland apparatus standards or the equivalent Underwriters Laboratories of Canada (ULC) standards. Because of changes, upgrades, and fine-tuning to NFPA 1906, Standard for Wildland Fire Apparatus , especially in the area of safety, fire departments should seriously consider the value (or risk) to fire fighters by keeping apparatus more than 15 years old in first-line service. It is recommended that apparatus more than 15 years old that have been properly maintained and that are still in serviceable condition be placed in reserve status; be upgraded in accordance with NFPA 1912; and incorporate as many features as possible of the current wildland fire apparatus standard. This will ensure that, while the apparatus might not totally comply with the current editions of the automotive fire apparatus standards, many of the improvements and upgrades required by the current standards are available for the fire fighters who use the apparatus. Apparatus that were not manufactured to the applicable NFPA wildland fire apparatus standards or that are over 25 years old should be replaced. D.2 Evaluating Fire Apparatus. It is a generally accepted fact that fire apparatus, like all types of mechanical devices, have a finite life. How long that is depends on many factors. Some of those factors are vehicle mileage and engine hours, quality of the preventative maintenance program, quality of the driver training program, whether the fire apparatus was used within the design parameters, whether the apparatus was manufactured on a custom or commercial chassis, quality of workmanship by the original manufacturer, quality of the components used, and availability of replacement parts. In the fire service, there are fire apparatus with 8 to 10 years of service that are simply worn out. There are also fire apparatus that were manufactured with quality components, that have had excellent maintenance, and that have responded to a minimum number of incidents that are still in serviceable condition after 20 years. Most would agree that the care of fire apparatus while it is being used and the quality and timeliness of maintenance are perhaps the most significant factors in determining how well a fire apparatus ages. Critical enhancements in design, safety, and technology should also play a key role in the evaluation of an apparatus’ life cycle. Previous editions of the wildland fire apparatus standards featured many requirements advancing the level of automotive fire apparatus safety and user friendliness. Contained within the 2012 edition were requirements for rollover stability; tire pressure indicators; extended seat belt length requirements resulting from an in-depth anthropometric study evaluating the average size of today’s fully dressed fire fighter; roadability, including minimum accelerations and top speed limitations; cab integrity testing; and increased use of retroreflective striping in the rear of apparatus, providing a consistent identifiable set of markings for all automotive fire apparatus.

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D.3 Upgrading Fire Apparatus. Any apparatus, whether in first-line or reserve service, should be upgraded in accordance with NFPA 1912, as necessary, to ensure that the following features are included at a minimum: (1) Seat belts are available for every seat and are new or in serviceable condition. (2) Warning lights meet or exceed the current standard. (3) Reflective striping meets or exceeds the current standard. (4) Slip resistance of walking surfaces and handrails meets the current standard. (5) A low-voltage electrical system load manager is installed if the total connected load exceeds the alternator output. (6) The alternator output is capable of meeting the total continuous load on the low-voltage electrical system. (7) Where the gross vehicle weight rating (GVWR) is 36,000 lb (16,000 kg) or more, an auxiliary braking system is installed and operating correctly. (8) Ground and step lighting meets or exceeds the current standard. (9) Noise levels in the driving and crew compartment(s) meet the current standard, or appropriate hearing protection is provided. (10) All horns and sirens are relocated to a position as low and as far forward as possible. (11) Sign plates are present stating no riding is allowed on open areas. (12) A pump shift indicator system is present and working properly for vehicles equipped with an automatic chassis transmission. (13) For vehicles equipped with electronic or electric engine throttle controls, an interlock system is present and working properly to prevent engine speed advancement at the operator's panel, unless either the chassis transmission is in neutral with the parking brake engaged, or the parking brake is engaged, the fire pump is engaged, and the chassis transmission is in pumping gear. (14) All loose equipment in the driving and crew areas is securely mountedin accordance with the current standard.

D.4 Proper Maintenance of Fire Apparatus. In addition to needed upgrades to older fire apparatus, it is imperative that all fire apparatus be checked and maintained regularly to ensure that they will be reliable and safe to use. The manufacturers' instructions should always be followed when maintaining the fire apparatus. Special attention should be paid to the following items, as they are particularly critical to maintaining a reliable unit: (1) Engine belts, fuel lines, and filters have been replaced in accordance with the manufacturers' maintenance schedule(s). (2) Brakes, brake lines, and wheel seals have been replaced or serviced in accordance with the manufacturers' maintenance schedule. (3) Tires and suspension are in serviceable condition, and tires are not more than 7 years old. (4) The radiator has been serviced in accordance with the manufacturers' maintenance schedule, and all cooling system hose are new or in serviceable condition. (5) The alternator output meets its rating. (6) A complete weight analysis shows the fire apparatus is not over individual axle or total GVWRs. (7) The fire pump meets or exceeds its original pump rating. (8) The water tank and baffles are not corroded or distorted. (9) If equipped with an aerial device, a complete test to original specifications has been conducted and certified by a certified testing laboratory. (10) If so equipped, the generator and line-voltage accessories have been tested and meet the current standard.

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D.5 Refurbishing or Replacing Fire Apparatus. Fire department administrators and fire chiefs should exercise special care when evaluating the cost of refurbishing or updating an apparatus versus the cost of a new fire apparatus. Apparatus that are refurbished should comply with the requirements of NFPA 1912. A thorough cost-benefit analysis of the value of upgrading or refurbishing a fire apparatus should be conducted. In many instances, it will be found that refurbishing costs will greatly exceed the current value of similar apparatus. Experience has also shown that refurbishing fire apparatus that is over 20 years old, other than to paint or repair the apparatus, is a very poor investment. Some of the factors to consider and evaluate when determining whether to refurbish or replace a fire apparatus include the following: (1) What is the true condition of the existing apparatus? Has it been in a major accident, or has something else happened to it that would make spending significant money on it ill advised? (2) What has changed in the advancements in design, safety, and technology improving the efficiency and/or safety of the personnel? (3) Does the current apparatus meet the program needs of the area it is serving? Is it designed for the way the fire department operates today and is expected to operate in the foreseeable future, or is the apparatus functionally obsolete? Can it carry everything that is needed to do the job without being overloaded? (4) If the apparatus is refurbished, will it provide the level of safety and operational capability of a new fire apparatus? It should be kept in mind that in many cases, refurbishing does not mean increasing the GVWR, so it is not possible to add a larger water tank or additional foam agent tanks or to carry massive amounts of additional equipment. Enclosing personnel riding areas might add enough weight to the chassis that existing equipment loads need to be reduced to avoid overloading the chassis. (5) What is the anticipated cost per year to operate the apparatus if it were refurbished?What would the cost per year be for a new apparatus? Insurance costs, downtime costs, maintenance costs, depreciation, reliability, and the safety of the users and the public all have to be considered. Are parts still readily available for all the components on the apparatus? (6) A refurbished 15-year-old apparatus still has 15-year-old parts in it. How long could the fire department operate without the apparatus if it suddenly needed major repairs? (7) Is there a current trade-in value that will be gone tomorrow? Most apparatus over 12 years old have little trade-in value. Are there creative financing plans or leasing options that can provide a new fire apparatus for little more than the cost of refurbishing or maintaining an older apparatus?

D.6 Conclusion. A fire apparatus is an emergency vehicle that must be relied on to transport fire fighters safely to and from an incident and to operate reliably and properly to support the mission of the fire department. A fire apparatus that breaks down at any time during an emergency operation not only compromises the success of the operation but might jeopardize the safety of the fire fighters relying on that apparatus to support their role in the operation. An old, worn out, or poorly maintained fire apparatus has no role in providing emergency services to a community.

Statement of Problem and Substantiation for Public Input

This information is already present in its’ proper place within NFPA 1911 & NFPA 1912

Submitter Information Verification

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Submittal Date: Mon Jun 04 12:56:55 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: The committee has chosen not to act on this as they believe that it should remain for document and project consistency.

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Public Input No. 37-NFPA 1906-2018 [ Section No. E.1.1 ]

E.1.1 NFPA Publications. National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471. NFPA 11, Standard for Low-, Medium-, and High-Expansion Foam, 2015 2021 edition. NFPA 1150, Standard on Foam Chemicals for Fires in Class A Fuels, 2010 2017 edition NFPA 1500, Standard on Fire Department Occupational Safety and Health Program, 2013 2020 edition NFPA 1901, Standard for Automotive Fire Apparatus, 2016 2021 edition. NFPA 1911, Standard for the Inspection, Maintenance, Testing, and Retirement of In-Service Automotive Fire Apparatus, 2012 2017 edition. NFPA 1912, Standard for Fire Apparatus Refurbishing, 2011 2021 edition NFPA 1977, Standard on Protective Clothing and Equipment for Wildland Fire Fighting, 2011 2021 edition.

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:07:34 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-126-NFPA 1906-2018 Statement: Update version dates.

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Public Input No. 38-NFPA 1906-2018 [ Section No. E.1.2.2 ]

E.1.2.2 National Interagency Fire Center Publications. National Interagency Fire Center, Great Basin Cache Supply Office, Boise, ID 83705-5354. Interagency Standards for Fire and Fire Aviation Operations, 2010 2018 .

Statement of Problem and Substantiation for Public Input

Update version date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:10:27 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-127-NFPA 1906-2018 Statement: Update version date.

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Public Input No. 39-NFPA 1906-2018 [ Section No. E.1.2.4 ]

E.1.2.4 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096. SAE J551/1, Performance Levels and Methods of Measurement of Electromagnetic Compatibility of Vehicles, Boats (up to 15 m), and Machines (16.6 Hz to 18 GHz), 2010 2015 . SAE J706, Rating of Winches, 2003 2017 . SAE J826, Devices for Use in Defining and Measuring Vehicle Seating Accommodation, 1995 2015 . SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agriculture Tractors, 2016. SAE J2422, Cab Roof Strength Evaluation—Quasi-Static Loading Heavy Trucks, 2003 2010 . SAE J2646 Cab Air-Conditioning Test Procedure—Heavy Trucks with and without Sleepers, 2011.

Statement of Problem and Substantiation for Public Input

Update version dates.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:18:29 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-128-NFPA 1906-2018 Statement: Update version dates.

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Public Input No. 48-NFPA 1906-2018 [ Section No. E.1.2.4 ]

E.1.2.4 SAE Publications. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096. SAE J551/1, Performance Levels and Methods of Measurement of Electromagnetic Compatibility of Vehicles, Boats (up to 15 m), and Machines (16.6 Hz to 18 GHz), 2010. SAE J706, Rating of Winches, 2003. SAE J826, Devices for Use in Defining and Measuring Vehicle Seating Accommodation, 1995. SAE J1194, Rollover Protective Structures (ROPS) for Wheeled Agriculture Tractors , 2016.SAE J2422, Cab Roof Strength Evaluation — Quasi-Static Loading Heavy Trucks , 2003. SAE J2646 Cab Air-Conditioning Test Procedure—Heavy Trucks with and without Sleepers , 2011.

Statement of Problem and Substantiation for Public Input

Be removing A 14.1.1 this reference is no longer needed.

Related Public Inputs for This Document

Related Input Relationship Public Input No. 47-NFPA 1906-2018 [Section No. A.14.1.1]

Submitter Information Verification

Submitter Full Name: Rick Swan Organization: IAFF Affiliation: International Association of Fire Fightes Street Address: City: State: Zip: Submittal Date: Tue May 08 11:54:48 EDT 2018 Committee: FDA-AAA

Committee Statement

Resolution: See committee action on FR 124

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Public Input No. 40-NFPA 1906-2018 [ Section No. E.3 ]

E.3 References for Extracts in Informational Sections. NFPA 1901, Standard for Automotive Fire Apparatus, 2016 2021 edition.

Statement of Problem and Substantiation for Public Input

Update version date.

Submitter Information Verification

Submitter Full Name: Thomas Stalnaker Organization: Goshen Fire Company Street Address: City: State: Zip: Submittal Date: Mon Feb 19 11:21:18 EST 2018 Committee: FDA-AAA

Committee Statement

Resolution: FR-129-NFPA 1906-2018 Statement: Update version date.

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