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Guys, I'm looking for some SOP's that you might have on checking off new drivers for each of your various rigs. I've created a check sheet to show exactly who is checked of on what rigs, but I'm looking to enhance the training procedures for new drivers. I've been given the task along with our Assistant Chief to spell out qualifications, etc.
Thanks in advance!
Off subject, but I passed through your turf last night, enroute from Grand Rapids, Mich. to Canandaigua, N.Y. with a demo engine.Quote:
Originally Posted by RoaddoggAK
And with no snow on the ground! You are lucky there. But we are going to pay dearly for this weather as soon as the temps drop. The snow is going to come in droves!Quote:
Originally Posted by chiefengineer11
BTW, one of the more rural companies in the county should be taking delivery of a HME/Toyne pumper tanker after FDIC this year. They seem really excited.
Well, there was snow mixed in with the rain I was running in. I stayed overninght in Batavia, finishing out Friday morning. There was snow on the ground and on cars then.Quote:
Originally Posted by RoaddoggAK
That should be a nice truck. I'll be interested to see pictures. I don't know if I'll get to the factory or not before it's done.
Road Dog:
VFIS has a bunch of forms that can be down loaded in PDF format. Pa. Fire Academy uses the VFIS - EVDT training program for classroom and the driving course lay-out. There are some recommendations in the material concerning training and road tests, including a road test check-off sheet.
My department has some requirements that are not covered in the VFIS material. 1. A candidate/driver must have 5 years in the department before requesting a training program for driver. 2. A qualified driver must be able to operate every piece in the department from an 80,000 lb aerial to a J.D. Gator, including 4 different engines, heavy rescue and tanker. Pick-up / utility trucks do not require driver status to operate in an emergency.
3. Every driver must take both a Pump I & II and the in-house aerial class. 4. He must successfully complete the EVDT course and present his certificate to the Training Officer.
Normal sequence would involve the candidate driver training under the supervision of a qualified driver. As the candidate feels he has mastered each piece of apparatus, he is given a road test by the Chief Engineer. Once he has passed all apparatus, he is issued an "Operators Card" signed by the Chief of the Department. The sequence of these activities can be modified to allow for training availability.
In my opinion, the above are absolutely excellent SOP's, however it would put many 'volunteer' depts. at a disadvantage, as quite a few are having difficulity in filling their roster and retaining those that are already in place today.Quote:
Originally Posted by KuhShise
I know this has been a 'touchy subject', but I think every app. operator/engineer should have a CDL of the class of he/she is driving(anything 26,000 GVW or over). A CDL does not make a person a (real) driver, but it helps make them aware of the many hazards, etc. of operating a veh. on various road/weather conditions. Nothing worse than having someone, jump in, mash the yellow air brake release, flip-on the warning devices, mash-on the throttle and go screaming through the streets with an expensive rig...by a person who has never driven anything other than a p/u or auto, with no concept of how much longer it takes to stop, slowing while turning...all the rest.
Also it might help if any of the vol. members are already Class-A CDL operators, to have them do the training, and certify them to your SOP's, as I don't think there are any 'official' regs. for fire apparatus drivers as there are for commercial drivers by the DOT.
As an 'after-thought', you don't NEED to spend millions of dollars attending a CDL 'school'. You go to the BMV, get the (FREE) CDL 'Manual', and have your OWN class (maybe with a number of other depts in your area once a week or so)...then go to the BMV and take the test's (with your own rig) for the class(s) you wish to obtain a lic. for. That is what we did (in 1988)...and you only pay the fee for the lic. you desire. :)
Agreed, would like to see a CDL required for all emergency apparatus drivers. Would help insure the drivers are really serious about the requirements for operating a big heavy vehicle under emergency conditions.
If they are going to do a CDL for FF's, it ought to be a separate endorsement so that it would deal specifically with EVDT. Of course a detriment is the lower BAC that you can be popped for even driving your own car. (at least in Ohio) That may make it harder to get volunteers if they are afraid of having a beer with dinner and getting popped for OMVI. Just a factor to consider.Quote:
Originally Posted by donethat
Having a class A CDL here, is scary sometimes. But, with a FD, it can weed out those that are irresponsible about their alcohol intake. In Nebraska, the limit is 0.02. One, maybe two beers at dinner will put you out of your car and job. Not so much because of you, but because of another dumbass.Quote:
Originally Posted by johnsb
I'm all for ALL apparatus drivers having at least, a Class B CDL with air brake endorsement. If it weighs enough, then a Class A.
FM1
That is a legit concern. I have a CDL and when my wife and I are going out for dinner and drinks, she drives.Quote:
Originally Posted by johnsb
Ours requires that the operator needs to be able to:
-perform a complete DOT pre and post trip on the apparatus
-Operate the appartus for a minimum amount of time (to get the driver familiar with contorls and size) that varies based on the driver and experience with like sized vehicles.
-Pumps I
-EVO (what a joke in PA currently)
-Be able to relay the apparatus capabilities (hose capacity, pump capacity, equipment, personnel, etc)
-Must be signed off on the pump and the vehicle by 2 of 3 chiefs
By the way, why are deli's such great targets over there right now? As long as they don't hit Gery's 8th street. They have good sandwiches.