I'm having a hard time convincing many in my department how important it is to chok wheels. Does anyone know if there is a NFPA standard or OSHA reg. that applies? Appreciate any help.
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I'm having a hard time convincing many in my department how important it is to chok wheels. Does anyone know if there is a NFPA standard or OSHA reg. that applies? Appreciate any help.
I have spent a lot of time in the trucking industry as well as firefighting, both career and volunteer.
Never, in all my time on this planet, have I ever heard of, seen, witnessed or otherwise anything regarding a set of air brakes "magically failing." I can see why your guys are stubborn.
That being said, it is always good practice to chock wheels when at an extended operation or in any situation where it might help- drafting, aerial device use, etc.
By my own admittance, I have never been one for dropping chocks, except when I placed the aerial in service.
What if they aren't air brakes?Quote:
Originally Posted by FWDbuff
Out of 10 trucks, 2 of ours have air brakes and the rest are hydraulic with a mix of hydraulic, and mechanical parking brakes. They get chocked; always.
Good point. Have never worked around any modern apparatus that was not air brakes.Quote:
Originally Posted by KB1OEV
On a side note, my antique pumper has hydro-vac juice brakes. And the parking brake is a disc-type one (around the drive shaft.) When I park her, I always put her in gear, brake on and chocked.
Wheel chocks are like the SCBA's....They're there so use them. Safety...Safety...Safety. Just because you have air brakes you need to have a backup....the main concern here is to remember to remove them when your ready to leave.
Correct me if I'm wrong, and I'm sure I am... If the air brakes on a truck fail, aren't they designed/supposed to fail in a "stopped" position?
I really can't see how using the chocks can be a bad thing and they certainly don't take long.
But hey... what could happen?
Correct, the air pressure is used to keep the calipers open. Therefore, a loss of air pressure will cause the calipers to close on the rotor, bringing the vehicle to a stop (or, not letting the vehicle move if already stopped).Quote:
Originally Posted by Chenzo
I believe in most of the apparatus operator training courses placing wheel chocks are suggested. I don't know if there is a NFPA requirement to use them but NFPA does have them as part of the equipment required on apparatus.
They are a good thing to put in place although I admit I fail in placing them into service. Regarding placing them on aerials, if you are using an aerial apparatus that uses 4 outriggers and it is set up properly then what good are chocks going to do? Each outrigger is transfering around 12,500 pounds to the ground so if that doesn't create enough friction to keep the apparatus from moving I don't think wheel chocks will do much.
Wheel chocks are needed, and should be mandatory through the NFPA, for when a fire apparatus is parked. With that said, if you don't do a park brake test, you don't know how your rig will hold on a hill. If one, or both springs are broken in the spring brake can, it can roll down hill.
Air pressure is either your friend, or enemy. Lose it, and the spring brakes engage, and starts slowing you down to a stop. Have a broken spring inside the spring brake, read the above. You will not stop, or hold on a hill.
FM1
I dont know, I thought the same thing, but since it was in the boss's SOP, I just did it with a smile on my face, same with the rest of his SOP'sQuote:
Originally Posted by FFWALT
I'm choking!Quote:
Originally Posted by FWDbuff
Wheel chocks have been a NFPA requirement for years. OSHA also requires them when a truck is parked on a grade.
Quote:
Originally Posted by tomwnh
Osha Requirements
OSHA Requirement 1910.178(k)(1) that states "The brakes of highway trucks shall be set and wheel chocks placed under the rear wheels to prevent the trucks from rolling while they are boarded with powered industrial trucks.
NFPA 1901
Two wheel chocks, mounted in readily accessible locations, each designed to hold the fully loaded apparatus on a 10 percent grade with the transmission in neutral and the parking brake released.
There's a difference between doing it for a career department that has written SOP's when your paycheck depends on it (something you wouldnt know about) and doing it for a volunteer department that has NO written SOP's......(something you know plenty about.)Quote:
Originally Posted by chiefengineer11
Right, all full size modern apparatus I have seen have air brakes. However, more than half of our in service trucks qualify as antiques. Only our newest truck (98) and the tanker we are building (92) have air brakes. The rest are a mix as mentioned before.Quote:
Originally Posted by FWDbuff
If they have manual slack adjusters, check them often! If they have ASAs, check them often anyway. All the spring brakes (maxies) in the world are of no value if the brake adjustment is loose.Quote:
Originally Posted by KB1OEV
Things break, stuff happens.... even stuff that is checked daily breaks.
Wheelchocks are required on the apparatus by most standards, so why not use them?
Really, are we debating this?
It beats the shiyt out of me. They are installed on all apparatus for a reason, so therefore use them or get written up either by your Officer, Battalion Officer, safety Officer or the Big Cheese himself!Quote:
Originally Posted by ChiefKN
It takes what 30 seconds to pull them and put them under the wheels? :eek:
It is called CYA!! ;)
we have the same issue ...........just trying to make it "routine" is HARD ! ..........