Compressed-air foam systems frequently get a bad rap from mechanics and emergency vehicle technicians, partly because of the systems’ complexity. But rather than look at the system as a whole, instructors at last week’s International Class A Foam and CAFS Academy recommend that technicians look at the three components that make up a CAFS as separate systems.

“[Technicians] need to break it down into the three main components: traditional fire pump, a traditional foam proportioner and an air compressor system,” said Ray Frey, customer service manager with Waterous Arizona, who was one of the instructors for the foam academy’s mechanics’ track. “Most technicians look at the whole system and say it won’t work. We teach them to break the system down and what components are we working on.”

About seven years ago, Frey and Keith Klassen began to develop mechanic-specific classes on foam systems. They found that they couldn’t fit all the information they had to deliver into an 8-hour class and now they insist on 16 hours for a training class in order to really delve into CAFS.

“In years past, maintaining a CAF system would be a problem because of the lack of information and lack of classes on how to maintain the system,” Frey said.

Frey, Klassen and other CAFS instructors teach the basics of CAFS, and then go in depth with the each component of the systems, focusing on the foam proportioner and the air control circuit because, according to Frey, that’s where they see most issues.

“Once we do that, it clarifies the rest for the technician. From there we take them outside to run the system,” Frey said. “We make the system not function and have the students troubleshoot and make the repairs.”

Most CAFS instructors I have met are very objective and eager to dispel myths and rumors about CAFS. In fact, due to the high number of participants in the Glendale foam academy’s mechanic track, Pierce’s Clarence Grady jumped in and helped teach one group of students.

“Rather than teach just our system, we feel we should educate on all systems,” Frey said. “It’s better for the industry and for the fire service. Our goal is to get the information out and let the customers decide which one they like.”

“If technicians don’t know how to repair CAFS, they do the firefighters no good; the technicians should be higher skilled than the firefighters, otherwise how will they know if CAFS is operating or not?”

I’ve been writing about Class A for more than 18 years, and I’ve found that three arguments keep fire departments from embracing foam: lack of training, myths, and cost. I think the benefits of using foam, however, far exceed the arguments, but then again I just spent three days immersed in bubbles.

Where would you go for an objective assessment of your fleet services — apparatus, equipment and procedures? Most fire chiefs would turn to another chief for the name of an independent, experienced individual who could perform such an in-depth evaluation.

At the Fire Department Safety Officers Association’s Apparatus Symposium last week, Paul Lauria, president of Mercury Associates spoke about the role of a fleet services consultant and what to expect from a consultant. Lauria was hired by the city of Boston to evaluate its fleet-services division after the January 2009 crash that killed Lt. Kevin Kelley.

Lauria explained fleet-management consultants are hired for a variety of reasons. “In good economic times, we do a lot of general fleet-management best-practices studies,” Lauria said. “[We also conduct] fleet cost-analysis studies — and it’s no surprise we’re doing a lot of those during a down economy — as well as fleet downsizing studies.”

Lauria said that departments need a better understanding of fleet management goals — quality versus efficiency — and total costs of ownership. He also stressed of the importance of collaborations between fleet managers and fleet users.

“You can’t have an effective fleet-management program without the end users,” Lauria said. “Fleet management is a shared responsibility.”

Too often, those on the financial side of a department don’t understand the complexities of fleet management, frequently comparing preventive maintenance to their personal vehicles. Even changing replacement cycles to reduce the total cost of a fleet can be difficult to understand.

Many fleet managers began as mechanics and moved up the ladder to fleet management, which is frequently not looked on as a profession. Fleet management involves two distinct management activities — asset management and enterprise management. Non-technicians think about things that affect the assets, such as maintenance repair, acquisition and disposal. But there are enterprise activities that involve the care and feeding of the assets — budget, accounting, risk management, asset management, human resources, information technology — and these can have a profound impact on fleet operations.

“One of the underlying causes of the problems in Boston had to do with human-resources management — tension between the union and the mayor’s administration — and nothing to do with the assets themselves,” Lauria said.

Fleet-management professionals who think only about assets and cannot articulate to management why they need funding to replace apparatus will not be successful, Lauria said. Fleet management is about providing tools to organizations that enable them to do their jobs.

When he first meets with the chief of a department, Lauria asks:

• Is there a designated fleet manager? If not, who organizes the fleet?
  
• Where did they acquire their fleet-management expertise, such as it is? What else do they manage, if anything?
  
• Do you have a fleet capital operating budget? How much do you spend a year on your fleet?
  
• Do you have documented fleet policies and procedures?
  

Lauria said that he also reviews vehicle assignments for the most cost-effective way to meet the needs. Defining the needs of the vehicles are critical before developing vehicle specifications.

Are you ready for a fleet-management consultant to visit your shop?

Were your ears burning this week? If they were, you might be among the fire chiefs who don’t take responsibility for apparatus safety — we were talking about you this week at the 22nd Annual FDSOA Apparatus Symposium.

The event included my favorite straight-talking attorney, Jim Juneau, who spoke about “Learning from our Mistakes.”

“Every year in the U.S., there are 15,000 fire-apparatus accidents,” he said. “They range from open apparatus doors knocked off to incidents that result in 5,500 lost-time firefighter injuries for a cost of $7 to $8 billion.”

Juneau applauded the fact that the 93 line-of-duty deaths in 2009 was the lowest number in 10 years, but pointed out that 16 of those LODDs resulted from vehicle collisions — and excessive speed, improper seatbelt use and intoxication often were contributing factors. In fact, Juneau said that there has been an increase in intoxicated apparatus drivers.

“You have a responsibility to stop someone who has been drinking from getting behind the wheel of an emergency vehicle,” Juneau said.

While the ratio of LODDs compared to the total number of firefighters is small, many of the firefighter deaths — especially related to apparatus — are preventable.

“Do you have a full-stop policy in your department?” Juneau asked the attendees. “Last year was a bad year for intersection accidents. Intersection policies should state a full stop must become the accepted SOP in the professional fire service. I’m including volunteers — I mean a professional attitude.”

Juneau also shared lessons on:

Older apparatus: “If you’re driving a 1964 engine, take the lights off that vehicle because you’re driving a piece of junk, not a fire truck.”

Training on new equipment: “Get familiar with new equipment in a safe environment,” he said, referencing a fatal accident that occurred during training on a new mid-mount platform.

Power lines: “Treat all [power] lines as hot — even when they are reported as de-energized.” He encouraged that departments purchase an AC current detector and keep it in the baskets of platform units.

Seatbelts: “Enforce the seatbelt policy. Send [firefighters] home if they won’t wear their seatbelts and tell them that in your department they will wear seatbelts.”

In another program, expert witness Ralph Craven and Bureau Chief Brian Brown talked about apparatus problems in Boston Fire Department. Craven was called in three days after Boston Fire Department’s Ladder 26 lost its brakes and crashed through a tree, killing 30-year veteran Lt. Kevin Kelley.

Craven was asked to examine the wreckage of Ladder 26 alongside the police forensic team. “It took me 14 hours to take the right side wheel assembly apart,” Craven said, adding that there were no brakes in the left rear wheel.

Craven stressed that many of the problems with Boston’s fleet were from a lack of a preventive maintenance program. “Many of the problems we saw would have been discovered if the department had a P.M. program,” Craven said. “Fire chiefs must insist that not only a P.M. program is instituted, but that daily checks are done on each and every shift.”

According to a recently released district attorney’s report, several of the problems revolved around the Ladder 26’s brakes, including issues because an outside vendor uses the wrong parts on the brake system.

“If your fire department uses an outside vendor, make sure they are in compliance with Title 49, Part 396, which refers to training of individuals certified to work on air brake systems,” Craven said. “NFPA 1911 is the standard by which you will be judged and includes the out-of-service criteria.”

Stay tuned next week for discussion about the trial of manufacturer who delivered a fire truck and the fire chief who signed a statement of exception.

After the Amarillo (Texas) Fire Department experienced the loss of firefighter Brian Hunton in 2005, it made a commitment to review all aspects of department safety. The initial commitment has come a long way in three years.

In April 2005, Hunton — who graduated from the National Fire Academy in 2004 — died when he fell from a responding apparatus. His death inspired Dr. Burton Clark, EFO, CFO, to write an emotional article about the use of seatbelts and to create a National Fire Service Seatbelt Pledge.

According to Amarillo’s Deputy Chief Monty Owens, the impact of Hunton’s death on department personnel resulted in the creation of “Team Brian” and an introspection beyond just seatbelts.

“We wanted to … find out those issues that were holding us back,” Owens said. “It’s not just the safety committee, we’re looking at the whole department and we’re looking at the culture. Why did they not wear seatbelts, or were we not enforcing the regulations? Could it happen again?”

Team Brian meets regularly and discusses aspects and issues beyond the use of seatbelts. Through Team Brian, classes on mentoring were created, matching junior firefighters with senior firefighters.

The department created an oversize Team Brian poster that hangs near a memorial wall in the entrance of the fire station and was signed by department members.

“The team also had a small committee start writing an article — that the whole team had input on — that would say what the article wanted people to know about Team Brian,” Owens said.

An excerpt of Team Brian’s article states:

“Team Brian isn’t about seatbelts. It’s about recognizing dangers large and small—the ones that lie ahead and the ones close enough to touch us without warning. Safety is a moving target. To follow it, you may need to change your point of view.

“Our story isn’t about the Amarillo Fire Department; it’s about every fire department. We urge departments across the country to empower your members; listen to their insights and start your own team. We call ours Team Brian. We hope yours never has a name.”

Consider the benefits of Amarillo’s approach: develops teamwork, raises safety awareness, increases communication and requires no budget. What are you waiting for?

What do you think? Tell us in the comment box below.

How has the current economy affected your apparatus shop? Have you delayed purchasing new apparatus, or are you considering refurbishing existing apparatus? Fire departments have become quite creative in stretching budgets, but ignoring preventive maintenance or repairs is not a wise decision.

Last January, Boston Fire Department learned a hard lesson about scrimping on apparatus maintenance when one of its apparatus crashed and killed a firefighter. Subsequent investigations revealed numerous accidents and incidents due to a lack of proper maintenance.

Mercury Associates was hired by the city of Boston to review its fleet services’ facility and records. Mercury President Paul Lauria said the fatal crash was one of series of accidents due to poor maintenance. Lauria’s report is a must-read for any city or jurisdiction considering cutting emergency vehicle maintenance budgets.

What if Lauria or another fleet-management consultant reviewed your shop? What if they poured through your maintenance records, inspected your apparatus and checked the training logs or certificates of your mechanics/emergency vehicle technicians? What would he include in a published report and how would the report be received by your local media?

The Fire Department Safety Officers Association’s annual apparatus symposium will be held Jan. 17–20 in Orlando, Fla. Lauria will be one of the featured speakers at the symposium and he will offer insight on some of the best and worst practices in fire department shops.

In addition, the symposium will include a mock trial featuring New York State Supreme Court Judge Robert McGann, attorney Jim Juneau, and attorney and fire chief Philip Stittleburg. The trial will be based on an accident involving a fire department apparatus and witnesses will testify and be cross-examined by both attorneys.

FDSOA offered a similar mock trial, with a safety officer on trial, during the annual safety forum last September. Forum attendees agreed that the presentation was more compelling than any television program because it was a common scenario for most departments.

The FDSOA’s Apparatus Symposium is my favorite program for anyone involved with emergency vehicles; from fire chiefs and officers to fleet supervisors and mechanics/EVTs. Mary McCormack, executive director of the FDSOA, runs a no-nonsense, serious program focused on fire apparatus.

Other programs include updates on 2010 engines, the new NFPA ambulance standard, decontaminating your ambulance or apparatus, brake system updates and much more.

If you are involved with specifying or maintaining apparatus and can only afford one conference this year…this is the one you must attend. The entire program is comprehensive and good value for money and brings more than 500 attendees back each year. You can’t afford not to be there.

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