HOW TO KEEP THE APPARATUS ROLLING
MAINTENANCE
Looking in part to the commercial trucking industry’s successful maintenance programs, the author presents numerous money-saving tips for keeping fire apparatus in service and ready to roll.
The very first thoughts of a new fire vehicle should include maintenance considerations. Those considerations then should be committed to writing and included in the specifications for purchase.
Never has the maintenance of our fire apparatus been more important than the present. There are a number of reasons:
- Double-digit inflation has increased apparatus prices nearly 100 percent in the past five years, making it difficult to purchase new equipment on current replacement schedules. Result: older apparatus.
- As a solution to inflated prices, we jumped on the repower/refurbish bandwagon. Result, older apparatus.
- Some of us took to creative-financing and replaced apparatus through leasepurchase. This quick-fix method soon catches up with departments facing replacement on a recurring basis. It is like continuing to charge items on your credit card. Sooner or later you have to stop and pay the bill, not only the original price but the interest as well. Equipment scheduled for replacement during this catch-up period will have to stay. Result, older apparatus.
- Given the current state of the economy, it is highly unlikely we will be able to reverse these trends in the near future. Result: older apparatus.
The older the apparatus, the more attention, care and money it will require to keep it an efficient and effective part of your fire department.
Coping with this dilemma will focus added attention on our new and existing apparatus. I see two things happening as a result: More consideration will be given to the purchase of new apparatus in the area of extending its service life. And added emphasis will be placed on care and maintenance of existing units through improved procedures and the installation of maintenance-free components.
Lessons of the commercial fleets
Getting extended use of a new vehicle is not a new idea. The commercial fleets were forced to pioneer in this area as a result of the 1973 oil embargo. Facing rapidly rising fuel costs, they were forced to cut operating expenses. This was to a great extent accomplished by extending the life cycle of their fleet vehicles. Faced with the same economic conditions and budgetary constraints we face, they are now in a far better position to cope because of the adjustments they made in the past.
We are probably 5 to 10 years behind the commercial fleets. Here is the reasoning behind that statement:
The fire service has little impact and input on the U.S. truck market. Consider that approximately 300,000 heavy-duty trucks are manufactured each year. The fire service will purchase approximately 3500 of these. That is less than 2 percent of the market. How concerned would you be with a customer purchasing 2 percent of your goods? Overall, there are nearly 3 million trucks registered in the United States, and the fire service owns approximately 100,000 of these, or 3 percent.
There is a drought of information and feedback to the fire apparatus manufacturers. Much of that is the fault of you and me, the purchaser and the user. Most manufacturers will tell you there is plenty of feedback — or static — but very little usable, constructive information is forwarded in a positive manner. Some of this shortage can be related to the diversified manner in which we purchase as compared to commercial fleets. We usually purchase one or two at a time, as opposed to fleets purchasing several hundred at a time It is easy to see who is in the best position to collect and forward usable hard data about what does and does not work well Furthermore, the commercial fleets collectively work together through professional associations to pool their data and strengthen their input and position with the manufacturers. We don’t!
There is simply a mathematical difference we cannot overcome. The commercial manufacturers produce as many as 70,000 units per year compared to the fire apparatus manufacturer making from a handful to several hundred units per year. A component failure or engineering problem will quickly be realized by the commercial manufacturer because of their number in service, whereas the apparatus manufacturer, because of limited numbers, further broken down because of diversified buyers, is not likely to see the same picture.
Commercial fleet vehicles are used much more extensively than ours. Hundreds of thousands of miles are put on them quickly compared to our relatively low usage. It is not uncommon with limited usage vehicles for defects to surface years after the expiration of the vehicle warranty. This can generate a tremendous lag time in product improvement. The longer it takes to identify a problem, the longer it takes to correct.
Specification considerations
So how do we narrow the gap and take advantage of the lessons of the commercial fleets? Probably the most important single thing we can do is to compare our specifications with theirs. In doing so, we see them focusing primarily on the service life of the vehicle. They have found that by incorporating maintenance-free features into their vehicles, they can extend its service life, cut downtime and operating costs. The vehicle they buy today is as maintenance-free as the state of the art allows. On existing vehicles, they are retrofitting where possible to obtain the same extended-life advantages. The following is a list of features that warrant our consideration.
Silicone radiator and heater hoses; The installation of these hoses will cost initially about $ 125 on a diesel unit, but chances are they will never need to be replaced. Considering that conventional hoses should be replaced every two years, this item quickly pays for itself.
Cooling system filters: They not only protect the radiator but all components of the cooling system from rust, scale, corrosion and pitting, which damage or destroy the cooling system in a few short years. An immediate cure for your existing fleet is the use of a good-quality cooling system conditioner in addition to antifreeze. Added at regular intervals, it will accomplish the same result as the filter system.
Magnetic drain plugs: The installation of magnetic drain plugs is recommended in crankcases, rear axles, transfer cases, transmissions and all other gear boxes and cases. These plugs will collect all metal fragments in the oil or grease and get them out of circulation, preventing any further damage. Also, as lubricants are changed. you can quickly identify any problem that might exist by the degree and type of metal fragments attached to the plug.
Automatic air dryer: This is the most important thing you can do to eliminate air leaks within your air brake system because the cause of air leaks is corrosion created by moisture. The dryer eliminates moisture. In addition, the dryer cuts the need for draining air tanks which also cuts down on required maintenance. The air dryer used in combination with dual-diaphragm rear axle spring brake chambers will virtually halt the continued maintenance required on present air brake systems.
Master battery selector: The master battery selector should be designed to cut all the power at the batteries without exception. If this is done it will eliminate small electrical drains from killing the batteries when the apparatus is not in use. Be especially leery of so-called master selectors that do not cut power completely but let power flow to some items.
Battery isolators on each battery system: Such isolators will stop alternator damage and regulator damage that results when the battery switch is shut off or the position is changed before the engine comes to a complete stop. When either happens there is a shock load on the alternator that can bum out diodes and cause other problems, resulting in expensive repair bills. This device is simple to install and cost is minimal. It is simply a silicone block that will only allow current to flow one way.
Transistorized alternator with built-in regulator. This type of alternator can save you hundreds of dollars on new installations and can often be bought as a replacement unit cheaper than rebuilding your existing alternator. These units can be repaired without removal from the vehicle and are much simpler to deal with. This unit is now also available for those who are using DC converters to run lights, etc.
Maintenance-free batteries: Because they last longer, are more dependable and do not need frequent monitoring of electrolyte level, they are the way to go. The use of a voltmeter rather than the conventional amp meter will give you a con*stant readout on battery conditions at all times. Admittedly, the first generation of maintenance-free batteries was not very successful, but the new generation has proven superior.
Engine brakes (diesel engine): They can save much wear and tear on your rig’s service brakes. Remember that fire apparatus basically does only three things en route to an alarm: accelerate, brake and corner. The engine brake reduces the severity and frequency of brake applications. The result is better braking on long runs because of cooler running brakes and extended life of the total braking system. What about automatic slack adjusters? Questionable for fire vehicles even though used extensively by commercial fleets. We tend to overheat our brakes to the point the adjusters overcompensate, generating additional heat and wear we do not need.
Commercial rustproofing: This is necessary at the time of purchase if we are to reduce rust that destroys the body and breeds all types of spin-off problems, one of the worst of which is electrical shorts and general wiring problems. Another factor is we use tremendous amounts of steel and aluminum together. This creates electrolysis. Undercoating at the time of assembly can help reduce this cause of future rusting.
Air cleaner restrictor gage (diesel engine): This device tells exactly when it is necessary to change the filter. Changing by sight, set mileage or time intervals is not accurate. This can result in changing the filter too soon which wastes money on unnecessary filters or changing too late which can cause engine oil dilution, excessive fuel consumption and engine wear. Remember, clean air is paramount to the life of a diesel engine.
Fuel-water separator (diesel engine): Keeps fuel clean and free from contaminants. Because of the deteriorating quality of diesel fuel available on the market today, this item has become increasingly important. Clean fuel is just as important as clean air in the performance and dependability of the diesel engine. Remember that our vehicles leave a heated building in winter and then return. This temperature change tends to generate moisture in the fuel tank. The separator will effectively deal with this problem.
Brass piping: Brass will not rust. The use of brass in combination with highpressure flex lines between the tank, pump and chassis stops pipes from breaking and leaking because of chassis twist and vibration. We are seeing galvanized pipe used in a lot of current installations. This will not solve the problem. True, the pipe has a galvanized finish which will not rust, but when the pipe is threaded, the galvanized finish is cut away. This shortens the life expectancy of the pipe considerably and leaves us with a false sense of security. When the pipe fails it will probably be the thread where it joins another piece of pipe. In the case of Victaulic couplings, the failure will occur in the retainer groove cut in the galvanized pipe.
Incorporation of these items in total or in part will help ensure the delivery of a vehicle requiring less overall maintenance while stretching its expected service life.
Apparatus serviceability
Beyond these build-in features we should consider serviceability of the equipment. This is especially true with relation to new purchases. A problem generated during manufacture may follow the vehicle through its entire life with relation to new purchases. In talking with maintenance people, we find there are certain factors we can relate directly to the serviceability of the components we purchase. These considerations should include:
The chassis: Is it too big or too small for your needs? Should you buy a custom or commercial chassis? Are you buying an engineered system ? Are all custom chassis engineered systems or are some of them just assembled components? Look closely at like equipment before you decide to buy. When you look, don’t waste your time on gingerbread and cosmetics. Concentrate instead on such things as ease of service and maintenance and the manner in which the components are assembled. One of the quickest ways to identify quality, or lack of, is to spend some time looking at the parts that don’t normally show.
Parts availability: When you buy a commercial vehicle, you know as a general rule you are going to have 100 percent availability of parts for at least five years. After that, the availability of stocked parts will decline on a sliding scale as the vehicle ages. With custom apparatus, we have all kinds of arrangements, some good and some bad. Here is an encounter I had with one vendor. A piece of equipment failed and I called the vendor to order parts. The lady on the phone said, “I’m sorry, the parts man is off today. You’ll have to call back Monday to order parts.” This is ridiculous! It shouldn’t exist. The point is some vendors provide excellent service while others more closely follow the example given. The key to avoiding this pitfall is to touch base with owners. Ask about service and availability before the contract is signed!
Another suggestion to avoid parts problems down the road is to purchase with the existing market. Buy popular models, not one of a kind. Ten years from now you are far more likely to find parts for a vehicle that had 10,000 made just like it.
Major component compatibility: The drive train is so important. Look around, talk to owners, get a second opinion. Don’t rely solely on the salesman for advice. Check the axle for proper ratio, transmission for proper torque and range of your engine, clutch for proper size and engine for required performance and compatibility with the rest of the system. Remember that the manner in which the components are assembled is just as important as the type of components. Ensure that that they are installed in accordance with the manufacturer’s recommendations.
Brakes: Regardless of which type of brakes you specify, be sure you are getting an engineered system designed for the weight of the vehicle. An engineered, balanced system is essential in obtaining optimum brake performance. A brake system out of balance causes some brakes to work harder than others, resulting in hot temperatures, uneven wear, poor braking, brake fade, wheel skids and even loss of control of the vehicle.
Body and compartment construction: You should be concerned with the material used, latches, hinges, door stops and workmanship. Also inspect for proper access for maintenance of the pump and other major components.
Keep in mind that serviceability and low bid often do not parallel each other. In many cases, low bid may not be best. Sometimes a vehicle that may be a few hundred dollars cheaper, initially, ends up being the most expensive vehicle you ever purchased over the life of the vehicle. Although we don’t usually factor this item into our bids, we certainly must be aware of the potential pitfall.
In-service maintenance
In the past most of our maintenance procedures were established to treat symptoms rather than to eliminate problems. We seemed satisfied to check and see what was breaking rather than concentrating on keeping it from breaking. We need to adjust more towards a preventive posture rather than the find-and-fix routine. Gear your preventive maintenance program to your department and apparatus. Follow the manufacturer’s recommendations, taking into consideration your service demands and needs.
There are two things that I feel very strong about which should be included in every preventive maintenance program. One of those is oil analysis. It gives you an excellent tool to monitor the condition of your engine. (Editor’s note: For more information on oil analysis, see also page 26.)
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APPARATUS….. Continued from page 25
Testing aerials
The other item is nondestructive testing of aerial equipment, his is the only safe and efficient method of testing aerials. It uses the technology of ultrasonic sound and tested electronic methods to look for metal stress and metal fatigue. It can identify problems, such as cracks in metal, that a person cannot see with the naked eye and detects stretches and defects one would not normally find. The strictly mechanical test only proves that the old rig operated one more time — it could fail the next time out!
Real preventive maintenance is not simple. It has many considerations. Above all it takes a total commitment by everyone involved from the chief of the department on down to the newest recruit. Over the years I have found that when preventive maintenance fails it is usually because of the same reasons. Listed below are some of the major contributors.
Improper specifications: The industry says that approximately 60 percent of all premature failures are the result of improper specifications. Don’t expect the factory engineers to catch the mistakes you and the salesman make. They may not know what you had in mind.
Buying on initial price instead of overall cost: What does it really cost in the long run? Which vehicle will cost less over its entire service life?
Inadequate training program: You know and I know that today’s employee is less mechanically oriented. We have to provide the training.
Not using maintenance records: Making decisions based on erroneous information instead of facts.
Issuing directives and not following through: You must follow through to see that directives or procedures are followed. To simply issue a directive and assume that it will be carried out will get you into a heap of trouble.
Failure to communicate: We have to learn to listen to our people. They have much to say that we need to hear and use.
Overlooking the industry: Avoid doing your own thing rather than keeping pace with the industry. Prototypes and innovations are usually expensive to maintain. Often, you become the guinea pig who pays to work the bugs out.
Overlooking warranty programs: Warranty arrangements should be detailed and understood by both parties well in advance to avoid any confusion.
Lack of long-range planning: When we buy a piece of apparatus today, we buy it to last for 15 to 20 years. Remember: buy for the future.
Failure to discipline: The abuse of equipment cannot be tolerated. It is your responsibility in every case of equipment failure to investigate the cause of that failure and to determine the cause and act accordingly.
Failure to get trucking’s big picture: It is important to remember there are others in the same boat. We can help each other, but there is a severe drought of information and feedback.
Not motivating mechanics and drivers: Personally checking out an apparatus complaint yourself can buy you some interest by that person. A pat on the back can get you some enthusiasm. Their attitude is important if you expect to have a successful preventive maintenance program.
Reluctance to admit mistakes. When you make mistakes you have to admit them. When you admit them you have to do something to change them. If you don’t you are going to stew in your own juice.
