While doing some Internet research last week, I came across a U.S. Fire Administration firefighter fatality notice from Feb. 23. The notice read that 34-year-old Firefighter Derek North of the Stockton Fire Department in Lakeland, Ga., died while responding to a fire call. North’s brother was driving the department’s 1966 Ford Fire Knocker when he swerved to avoid a collision. The vehicle overturned and Derek North, who was in the officer’s seat, was killed while Chad North sustained serious injuries.

Several years ago, the Fire Apparatus Manufacturers Association issued a white paper that claimed that 50% of apparatus in the United States is older than 15 years and not in compliance with NFPA standards. But even if a fire truck might is old and non-compliant, if it is properly maintained and safely operated, no one should die.

The current economy is making it more difficult for fire departments to purchase new apparatus and the future is not looking much better. Fire chiefs across the country are looking closely at all aspects of apparatus specifications, leasing options and preventive maintenance.

In last week’s Command Post, I wrote about a fire chief roundtable at the recent FEMSA/FAMA meeting, where leaders from various size departments responded to questions about apparatus purchasing.

Chief Jeff Johnson of Tualatin Valley (Ore.) Fire & Rescue talked about how his department is considering “zippy” cars that would be placed on located on highways during rush hour for EMS response. Johnson said that such vehicles could save time and money, compared to dispatching a larger apparatus. The quick response makes sense when accidents add to traffic congestion and make it even more difficult for emergency vehicles — especially large vehicles that may not be needed — to get through.

Richmond (Va.) Fire Chief Robert Creecy said that he repeatedly reminds his staff that they are caring for other’s property. “We live in rental property and drive rental cars,” he said. “The buildings belong to the city and the vehicles belong to fleet services.” Right now, Richmond faces a monumental task of replacing a fleet of quints purchased in 1997.

Several fire departments are trying to extend the life of their apparatus and buying standard demo units to save money. Chief Don Oliver of Wilson (N.C.) Fire Rescue told me that when the department was purchasing new vehicles for officers, it chose a demo SUV and van from their local Chrysler dealership. Oliver said that they saved a good chunk of money by buying used.

Can you continue to cut your budget and not affect the safety of your community and your department?

The Fire and Emergency Manufacturers and Services Association and the Fire Apparatus Manufacturers Association held their annual joint meeting earlier this month. The event gave several fire chiefs the opportunity to speak up on issues facing their departments — and some of those chiefs pushed back on FEMSA/FAMA members.

Rob Brown, chief of the Stafford County (Va.) Fire Department and chair of the International Association of Fire Chiefs’ Economic Task Force, provided insight on fire department budgets. The IAFC created its economic task force following the economic downturn to provide fire chiefs with information and guidance. In his presentation, Brown encouraged the manufacturers and vendors to understand and work with fire-service leaders during a tough economy. “We need vendors to be our partners,” Brown said.

Brown suggested focusing on the increasing costs associated with NFPA standards, lower-cost options for equipment and apparatus, and renewable resources and the environment. “It’s a lot easier to ask for a piece of equipment that is environmentally friendly,” he said.

Brown also encouraged the fire service to break from tradition thinking and be more open to technological advances. Citing the changes in pilots’ helmets from World War II designs to the high-tech helmets fighter pilots wear today, Brown suggested that the fire service hasn’t moved far from the leather helmets of 60 years ago.

During the buyers’ roundtable, moderated by CFSI Executive Director Bill Webb, six metro, urban, suburban, volunteer and Canadian fire chiefs shared their opinions with the FEMSA/FAMA members.

“We’ve been cutting for so long there’s nothing left to cut,” Richmond (Va.) Fire Chief Robert Creecy said. “We’re browning out on a day-to-day basis. It’s the leanest of times. Richmond has been recession-proof, and now it’s worse than during the Great Depression.”

Conversely, Jeff Johnson, chief of Tualatin Valley (Ore.) Fire & Rescue and current IAFC president, said based on the government structure, TVFR controls its own money and currently is involved in $77 million worth of fire-station construction.

The chiefs on the panel all agreed that they are more involved in the purchasing process because of current economic conditions.

“It’s very important that we are closest to the work,” Alexandria (Va.) Chief Adam Thiel said. “My role is to really show everybody where the box is and stay within.”

Chief Tim Beckett from Ajax, Ontario, Canada, said his department is running its trucks a lot longer, and his council has suggested buying standard apparatus or even buying demo units. “We’re looking at practical versus bells and whistles,” he said. “We’re seeing an increase on our maintenance side, too.”

Chief Joseph Chornock, Germantown (Md.) Volunteer Fire Department, also has had to rethink apparatus purchases. “By purchasing all the apparatus alike our maintenance and mechanical costs are reduced. We don’t have to stock all kinds of parts,” he said. “It’s good for our firefighters, too, because different pumps operate differently.”

The chiefs on the panel all agreed that the fire service needs to re-think the business of emergency response and manage public expections. The chiefs anticipate more mergers and consolidations and more cooperation and collaborations on equipment purchases.

“Local money will be used to solve local problems, but local money will never solve national problems — a lot of fire chiefs need to learn to share,” Johnson said. “We have got to continue to think better about our business and use data and science to solve our problems. Apparatus and radios got better in my 32 years. What’s going to change our fire service is science and technology.”

The meeting gave FAMA/FEMSA members a lot to think about: smaller apparatus, leasing vehicles and response to routine calls and activated fire alarms. Lack of money changes everything.

Every few months, I hear from someone promoting a “unique” or “revolutionary” new product for the fire service. I’ve followed the fire industry for 23 years, and there have been few truly unique or revolutionary overnight successes in this industry. While firefighters can be “MacGyvers” on a fire scene or rescue incident, they still are very traditional and rely on peer recommendations.

But fire equipment and apparatus are in for some serious changes based on new technology, environmental issues and budgets. Calling for change is a new generation of users who expect constant updates, fancy widgets and apps for informed, easy use.

At Fire-Rescue International, I came across some interesting new concepts in apparatus that are worth investigating.

To comply with the EPA’s 2010 emission reduction mandates, chassis manufacturers are using diesel particulate filters that can become clogged with frequent idling. Service on DPF can run as much as $5,000 per truck.

After hearing concerns from customers at FDIC, Rosenbauer America developed its Green Star idle reduction technology, which can save the two types of green: money and the environment. The system uses an auxiliary power unit to bypass the main chassis engine, reducing the strain on the DPF, and save thousands of dollars in fuel, oil and DPF service fees. IRT maintains the apparatus 12-volt system, 120-volt system, chassis heating and cooling systems when the fire pump is not engaged, thus saving gallons of fuel. The auxiliary power units are eligible for some or even full reimbursement from in many states from Clean Diesel Grant program funds, and the Green Star system can be retrofitted.

Two of the most creative minds in the fire industry, Ron Ewers and Carl Becker, also have been tinkering with apparatus again at Classic Fire.

“A lot of people will drive a water pump with a compressor,” Ewers said. “This is an air compressor with a compressor that drives the water pump and is really good for pump and roll.”

Their new system allows the pump to be located anywhere on the apparatus and the ability to control the air compressor from the front or rear. In fact, Ewers designed the system to be the easiest system in the world to use.

“It’s lighter and takes up less space and is cost effective and can be operated from inside the cab,” he said.

A training chief told me about E-ONE’s new Water Master tanker, a self-filling vacuum system that can be filled at up to 2,000 gpm without a Class A pumper. The tanker can self-fill from up to three suction inlets using almost any alternative water source including ponds, rivers, lakes, ditches and swimming pools.

The vacuum tanker features baffled aluminum tanks that hold up to 4,000 gallons of water and a 460-cfm vacuum pump, allowing one operator to deliver more than 250 gpm in a three mile shuttle.

While I’ve become more skeptical about the terms “unique” and “revolutionary” referring to products, the decision really rests with the end user and the end result.

I’m open to your suggestions. What would you describe as revolutionary in apparatus?

A few names always pop up as the respected sources on emergency vehicles. Among the elders of fire apparatus, Bill Darley of Darley, Bill Foster of Spartan Chassis and Bob Barraclough still can be found answering questions and solving apparatus problems at industry shows and conferences.

This month, Barraclough celebrates 50 years in the fire service industry. He is the son of a volunteer firefighter, grew up across the street from a firehouse and owned a Dalmatian. Barraclough joined his hometown DuBois (Pa.) Volunteer Hose Company #1 at age 18 and became an apparatus operator at 21.

Barraclough joined the Navy in 1963, where he was assigned to the U.S.S. Enterprise as a fire marshal. Eventually, he became an instructor at the Naval Damage Control Training School and participated in research on a new foam agent called Light Water with the Naval Research Lab. After the military, Barraclough joined National Foam and continued to promote foam with fire departments.

Barraclough’s interest in the NFPA standards process began with the NFPA 414, Crash Truck, and he devoted more than 22 years to NFPA 1901. Passionate about foam and fire trucks, Barraclough first spoke at FDIC in Memphis in the late seventies and started his writing career with Firehouse in 1978.

Barraclough moved from sales positions with National Foam and Hale Pumps to vice president at E-One, Span Instruments and Class 1. His wealth of knowledge has served him well as a consultant, instructor, writer and instigator.

Yes, I said “instigator.” Barraclough is not afraid to take on issues or even create a few new ones in the interest of improvements. He has a penchant for looking out for those who can’t or won’t speak up.

In the early eightiess, Barraclough, Foster, Boyd Cole and a couple other fire chiefs approached the IAFC to host a focus group on safety and maintenance issues for fire mechanics. The result was the IAFC’s Apparatus Maintenance Section. Barraclough also convinced Executive Director Mary McCormack and the Fire Department Safety Officers Association to start an Apparatus Specification and Maintenance Symposium — now in its 21st year.

Barraclough’s travels to the German mega-fire show Interschutz resulted in a series of popular presentations to American fire departments on European ideas for emergency vehicles — simpler pump panels, lighting, storage and ergonomically designed vehicles.

Perhaps one of the best-loved roles that “Sweet Old Bob” has perfected with age is his ability to bring together a wide-range of people. Barraclough seeks out the newcomers to the industry and offers insight and wisdom. If Barraclough takes you under his wing and invites you to one of his intimate dinners for 20 or so of his friends, it’s like receiving an imprimatur.

Anyone who knows Barraclough knows that the fire service and its industry are Bob’s life. His wife, Betts, would agree, as would his children, Scott and Holly. Hopefully, grandson Will and granddaughter Samantha will understand their grandfather’s life passion once they older. I hope they do, because many of his friends in this industry understand and appreciate Bob Barraclough mentoring and influence and thank him for 50 years of commitment to the fire service.

It’s no secret that I have a soft spot for emergency vehicle technicians. I saw my brother’s hard work and dedication while keeping his department’s rigs in service, and I know that fire department mechanics often get more grief than praise. That’s why FIRE CHIEF created the Emergency Vehicle Technician of the Year Award — to recognize the quiet heroes behind the scenes and under the trucks.

One nominee this year is Glenn Brown, a career firefighter with the Lisle-Woodridge (Ill.) Fire District. For the past 20 years, he also has worked for the department as an emergency vehicle technician in his off-duty hours, acquiring his ASE certification for automobiles and medium/heavy trucks, and his Emergency Vehicle Technician–Ambulance Technician certification in the process.

“He has made education, safety and certification among his top personal/professional priorities,” reads Brown’s nomination letter, which also emphasizes his willingness to teach the next generation of technicians.

Chief Walter Culver of Comstock Township (Mich.) Fire and Rescue nominated Craig McDonald for the 2009 EVT of the Year Award. McDonald not only is president of his own company, McDonald’s Towing & Rescue and Emergency Vehicle Products, but he also is a certified Michigan Firefighter II, Hazmat Operations and Vehicle Extrication Specialist. McDonald also sponsors classes for fire personnel and strives to keep “himself and his employees up to date on training to enhance their knowledge and skills — of the newest technology related to emergency vehicles,” Culver wrote.

Loveland (Colo.) Fire & Rescue Chief Randy Mirowski wrote that one of his first acts as fire chief in January was to visit every division, every station, every company and every firefighter on the department and ask them three simple questions:

• What are we doing well at Loveland Fire and Rescue that we want to keep doing?

• What areas do we need to improve in?

• As your fire chief, what can I do to best help us in that improvement process?

“Nearly every place I went, the firefighters wanted to talk about the great mechanics we have and, particularly, Warren Miller,” Mirowski wrote.

But that great service wasn’t always the case in Loveland. When Miller started at the Loveland Vehicle Maintenance Division of Public Works in 1991, the fire department didn’t trust the division’s technical skills and would not allow it to work on fire apparatus.

“I am proud to state that in Loveland, the customer trust and cooperation between Loveland Fire Rescue and Vehicle Maintenance is exemplary because of this outstanding trust and the bond between our EVTs and the entire fire and rescue department.” Loveland Fleet Manager Stephen Kibler wrote in his nomination letter. “I believe Warren Miller is the best EVT in the country, if not the world.”

Another amazing EVT nominated this year is Mark Kemper of Sedgwick County (Kan.) Fleet Management. When Kemper returned from the Texas EVT Conference a couple years ago, he was the catalyst to form the Heartland Emergency Apparatus Technicians Association for EVTs. HEATA now offers two training and testing opportunities annually, for around 50 technicians at each.

Boyd R. Powers, shop foreman for Sedgwick County and president of HEATA, nominated Kemper for his work to establish a program to remount ambulance bodies on to new chassis for a second life cycle. According to Powers, the Sedgwick EMS group was skeptical about the EVTs’ abilities, however, Powers and Kemper proceeded and recently completed their 14th ambulance with seven more to go. When the project is complete, it will have saved the taxpayers in Sedgwick County $1,080,000 by reusing ambulance bodies rather than buying new.

“Mark has always been the team leader on this project, and when a team member needs instruction, he is the go-to guy,” Powers wrote. In spite of being thrown a curve when Ford shut down production of E-450s, the switch to Chevrolet 4500 was overcome by Kemper.

The winner of the 2009 EVT of the Year Award, sponsored by Spartan Chassis and Allison Transmission, will be announced at the IAFC Apparatus Maintenance Section’s Annual Workshop in Dallas on Aug. 26

In 1993, I went to Washington, D.C., to write an article about the General Services Administration’s KKK ambulance standard. The interview ended up being very stilted, and a friend later told me that ambulances were the stepchildren of the fire service.

Ambulances are emergency vehicles — and emergency vehicle technicians maintain and repair them — yet they don’t fall under NFPA vehicles standards. Now, after years of rumors and talk, the NFPA has begun the process to develop a standard for ambulances.

According to David Fischler, the chairman of the newly appointed ambulance committee, a surprisingly large number of applicants tried to join the ambulance committee. Twenty-three voting members were selected, representing nine different categories, including manufacturers, end users and consultants.

“We’re not starting from scratch,” Fischler said. “We’re using pre-existing documents, including NFPA 1901, the original KKK-1822 document, the Ambulance Manufacturers Division [of the of the National Truck Equipment Association] standards and other pertinent information.”

Fischler hopes a draft document will be available for public review within a year. Once the draft document is put out for comment, there is a 104-week cycle of revisions before the final standard is proposed. The new NFPA ambulance standard could be in effect as soon as 2013.

But will the ambulance standard evolve the way NFPA 1901 has? It’s important to keep ambulances to an affordable price, so minimum requirements could be a priority. Only two fire departments — one a metro department — are among the voting members. How will the fire departments’ view an ambulance standard?

According to one ambulance manufacturer, current prices of ambulances are in the $225,000–$275,000 range of. Remember when that was the top dollar for fire trucks?

But why create the standard now, after all this time? Is it to increase safety, standardize equipment or reduce liability? I think the increasing number of EMS accidents across the nation has something to do with the need for a standard, but so do the need for driver training and patient safety.

By Ben Brown

As the NFPA standards change and the need to prove technician qualification becomes more evident, it is increasingly important to back up your technicians with paperwork. But in discussions with other agencies and technicians, I have run across a few misconceptions.

One of the biggest is that you must be EVT-certified to work on fire apparatus. This is not the case, as the standard states only that you must be qualified to do the repairs that you are performing. The wording from the NFPA 1071 (2006 edition) is “by possession of a recognized certificate, professional standing, or skill, has acquired knowledge, training, and experience and has demonstrated the ability to deal with issues related to the subject matter.” This statement allows for obtained skills and experience that are usually gained on the job.

In the Federal Motor Carrier Safety Regulations, a qualified brake technician is merely an individual who has serviced brakes for one year (supervised). These are 2 of the most applicable standards pertaining to technician qualification in fire department shops today. The obvious downfall to blindly accepting on the job experience, or even certification for that matter, is that you must first determine that the individual is performing the repairs correctly and safely.

You must also make sure that they are familiar with the manufacturer requirements for the particular item that they are repairing. Each manufacturer is a little different and what works for one may not work for the rest. The standard also allows for fire departments to send work out for repair but the liability is still on the fire department to prove that the technicians doing the repairs are qualified (even if they don’t work for you).

I suggest that departments start a training/qualification file on all of your techs. As one of my favorite instructors always says “CYA, cover your actions with paper”. This may simply be a written file that states where they performed these types of repairs in the past. It should also include any certifications that they hold and info from any classes that they have attended. It is important to keep track of all of this for future reference. It is equally important to note that a tech who has experience rebuilding engines may not be qualified to do a simple brake job or to tear into a pump. Not recognizing that fact can get you into a lot of trouble liability wise.

As the authority having jurisdiction, you will want to set a minimum standard of qualification for repairs. This starts with determining proficiency and assigning tasks based on that. This may seem like a long and tedious task but it can actually be quick and easy. You don’t have to start from scratch; NFPA standards 1911, 1071 and the FMCSR will help to get you well on your way. These standards do not outline who can perform each specific repair but they do outline some of the big stuff (UL, 3rd party, etc.) These are the 2 largest industry accepted standards and will be referenced if ever an issue is found (in court). The key is developing a standard that fits your needs.

I want end by saying that as far as certifications and certifying agencies go EVT is one of the easiest to deal with and they go out of their way to help get you registered for tests. I personally believe that certification is one of the easiest and fastest ways to prove proficiency in a given area. It is my belief that everybody should attain a level of EVT and ASE certification that corresponds to your job duties.

Ben Brown is a mechanic with the Lisle-Woodridge (Ill.) Fire Department.

The tones go off. You pull on your gear, hop in the truck and buckle your seatbelt. And then nothing happens. The fire truck won’t start. Now what?

Firefighters don’t think about apparatus maintenance and emergency vehicle technicians when they turn the key or back a rig into the bay. But when something doesn’t work, suddenly the people in the shops become important.

Since 1993, FIRE CHIEF has worked to educate chiefs and officers about the importance of training and certification of emergency vehicle technicians, the need for preventive maintenance, and the legal liabilities of unsafe apparatus. Working with the IAFC’s Apparatus Maintenance Section, we created the Emergency Vehicle Technician of the Year Award to recognize the integral role EVTs play in the fire and emergency services.

The first EVT of the Year named was Jimmy Hydas, an independent contractor in Ooltewah, Tenn. One of the first members of the IAFC’s Apparatus Maintenance Section, Hydas was a soft-spoken technician with years of experience fixing fire trucks who was dedicated to sharing his knowledge and learning about evolutions in apparatus.

In 2005, the award went to Robert F. Heraver, Gurnee (Ill.) Fire Department’s head of apparatus maintenance. He was nominated by Chief Fred Friedl, who wrote, “Bob strives to encourage safety and education; assuring that each vehicle technician maintains standards for certification. He is well respected by his peers and often sought after for advice by other local departments.”

2007 EVT of the Year Mike Stankus, King County, Wash., encouraged other technicians to get as much schooling as they can and teaches apparatus drivers how to keep the vehicles in better working order. “Drive at a safer speed and not do hard breaking,” he said. “Don’t go in [to an intersection] at the last minute and dynamite the brakes.”

Last year’s recipient, Don Dominick of the Stillwater (Okla.) Fire Department, has his master certifications for fire apparatus, ambulances, automotives and trucks. “Job experience is good, but any education people can get is tremendous,” he said.

Two companies with a history of training and supporting technicians, Spartan Chassis and Allison Transmissions, are co-sponsors of the 2009 EVT of the Year Award, which will be presented at the IAFC’s Apparatus Maintenance Section Workshop, Aug. 26–27 in Dallas.

Did your apparatus or ambulance start last night? Did you respond and return safely this morning? Take a few minutes to recognize the efforts of the technicians who maintain your vehicles. Nominate your mechanic or technician for the 2009 EVT of the Year award.

As one of my favorite EVTs used to remind me, “Without us, the pride don’t ride.”

Recently I wrote an article about how Prince George’s County Fire Rescue had its budget restricted and, consequently, wasn’t repairing out-of-service apparatus.

Last week, I spoke with department spokesman Mark Brady, who explained that as one of the largest combination and volunteer departments in the country, PGCFR has about 90 pumpers that are currently in service. Proportionately, they have fewer ladder trucks and rescue squads, but were confident that in the event of a major disaster, the department was ready to respond.

Brady contacted me this weekend to say that acting Chief Eugene Jones ordered critical financial issues related to emergency operations to be addressed immediately. After considerable review and re-evaluations of all programs, several items have been approved, including repairs to frontline fire and EMS apparatus.

“Our highest priority is the safety and well-being of our firefighters, EMTs, paramedics and civilian employees while we continue to provide the very best in fire and emergency medical services possible to our citizens, residents and visitors,” Jones said in a statement.

While we live in tough economic times, the safety and maintenance of fire and emergency service apparatus must not be compromised. Fire chiefs have a responsibility to make sure department personnel are responding in safe apparatus.

“Whether you have the money to fix apparatus or not, those problems still exist,” said Jim Juneau, attorney for the Fire Apparatus Manufacturers Association and the Fire and Emergency Manufacturers and Services Association. “If it impairs the unit, the standards for taking a unit out of service don’t change. Every time a mechanic has a unit that is deemed unsafe, it puts the department personnel and the community at risk.”

Juneau recommends technicians document the condition of the vehicle. “If it has a safety issue, all that really affects is when can be put back in service,” he said. “If you don’t fix it, then you have an obligation to keep it out of service.”

According to Juneau, it’s a Catch 22 for the mechanic. “For the mechanics, the rules wouldn’t change. You may be overridden by someone and it goes back in service, so document what the problem is and what the potential risks are. If cities want to cut back on the funding, they have to be prepared to get those vehicles safely back on the road. They have a commitment to their taxpayers to provide service, but you never put people’s lives at risk; it’s not worth the money.”

Most fire departments run on tight budgets, but running unsafe apparatus is not an option.

Did the economy have an impact on the number or type of new apparatus displayed at FDIC last week? It would seem so, as several of the apparatus manufacturers I spoke with mentioned the word “value” in talking about their new products.

“What we want to do is give our customers more value for the same price,” said Gary DeCosse, president of Road Rescue ambulances about recent redesigns. “We started at the wheels and worked our way up and there are more than 40 new changes to the product line.”

These changes include reflective chevrons on the inside back of the ambulance doors and in the door jams for maximum visibility when open.

Crimson Fire introduced its Legend™ Series of entry-level fire apparatus, which offers a modular design and up to nine configurations. According to Dave Versteeg, director of engineering, the Legend has a stainless sub-frame — no carbon steel on the body — for consistent quality.

Rosenbauer’s T-Rex articulating platform took pride of place skyward on the north side of the stadium. The T-Rex is a combination telescopic and articulating boom and is fully NFPA compliant as either an aerial platform or a quint. The T-Rex has a mid-ship pump, 300-gallon water tank, hose storage bed and 115 feet of ground ladders.

Also on display in Rosenbauer’s booth was nifty software that allows you to design your own fire truck. Users can select colors, chassis, bodies and striping, and request the specs and even a bid from a dealer.

Nearby, I saw one of the hottest ARFF trucks that I have ever seen here or in Europe — KME’s Force 1500. The 4×4 ARFF unit holds 1,500 gallons of water and 200 gallons of foam and has a sleek, glass-reinforced polyester body produced by Plastisol USA. The front of the Force 1500 has wrap-around cab visibility and exceeds NFPA 414 field-of-vision requirements.

Horton Emergency Vehicles introduced the first ambulance equipped with HOPS, the Horton Occupant Protection System. HOPS is a collision system developed by IMMI and offers two types of airbags, deployed in a side-impact rollover.

Pierce Mfg. never lets the crowds down at FDIC and this year had several surprises. Pierce’s President Wilson Jones proudly announced that among their dealer network, they have 70 service locations and more than 400 certified emergency vehicle technicians. “This group can take care of the products they sell,” said Jones.

Pierce unveiled a new 100-foot aluminum platform with an aluminum basket, with a 1000-pound pay load capacity, that extends 11.5° below grade and up to 235° rotation. In addition, Pierce showed an all-new Responder pumper, part of the economical Contender series, and an exclusive partnership between Pierce and Detroit Diesel to supply the new Detroit DD13 engine for 2010, which replaces the Series 60.

Finally, during an International reception, Navistar’s Vice President of Sales Jim Hebe, went on record to dispel rumors and said, “I’m damn sure I’m not going to stand up here and announce we’re going to get in the fire truck business. We are in the fire apparatus business big time, but I would have to say we’re in as far as we’d like to go,” referencing International’s DuraStar and WorkStar fire trucks and emergency vehicles.

Value is a good word to describe manufacturers’ response to the economy. Value is also a buyers’ market.