The main task is to arrive at the place of call in the shortest possible time in order to eliminate the fire in the initial stage of its development or provide assistance in and (if the unit is called additionally). To do this, you need to accurately take the address, quickly assemble an alarm unit and follow the shortest route at the maximum possible safe speed.

When an alarm is sounded, personnel quickly gather in the garage and prepare to leave. The senior commander receives a permit(s), an operational card (operational plan), fire extinguishing, checks the readiness of the departments for departure and is the first to leave on a tanker truck. This is followed by the second department, and then also the special services departments (if required) in the sequence established in the fire department.

On the way, the senior head of the unit, if necessary, studies operational documentation (operational plan or fire extinguishing card, directory of water sources, tablet of the departure area of the unit in whose territory the fire occurred) and maintains constant radio communication with the central fire communications point (unit communications point - PSC), if available technically possible, listens to information coming from the fire scene.

The fire department unit is obliged to arrive at the place of call, even if information is received on the way about the elimination of the fire or its absence (except for cases when there is an order to return from the garrison communications dispatcher or senior commander).

If another fire is discovered along the way, the head of the unit (department) is obliged to allocate part of the forces to extinguish it and immediately report this to the central fire communication point (CPPS - EAAS, PSCh).

If the lead fire truck is forced to stop en route, the vehicles behind stop and move on only at the direction of the senior head of the unit.

He replenishes the combat crews of the departments (PPE, radio stations, lighting equipment are also transferred to this fire truck), he himself transfers to another vehicle and continues to follow the call point. If one of the vehicles in the convoy (except the lead one) is forced to stop, the remaining vehicles, without stopping, continue to move to the place of call. The commander of the department of the stopped vehicle takes measures to deliver personnel, fire-fighting equipment, personal protective equipment and equipment to the fire site.

If a fire truck is forced to stop due to an accident, malfunction, or road destruction, the senior commander takes measures depending on the situation and reports to the fire communications console (EAAS, TsPPS, PSCh).

If fire departments travel by rail or water, it is necessary to ensure the safety of vehicles during loading and unloading, and securely secure them to platforms and decks.

Methods of loading fire trucks are determined by the administration of the railway or water transport.

For security on the road, each vehicle must be accompanied by a driver and, if necessary, a guard must be posted. Personnel are located in one place.

In winter, water is drained from the cooling system of engines and tanks. All delivery issues are determined in agreements and instructions developed and approved in accordance with the established procedure.

Travel time calculation

In general, the duration of departure and travel to a fire of any unit can be determined by the formula:

T cl = L / V cl, where:

L – length of the route, km;
V sl – average speed of movement (following) of a fire truck along the route, km/h.

The value of Vcl ranges from 25 to 45 km/h and is typical for cities and regions. It can be predicted based on mathematical and statistical analysis of the speed characteristics of road transport in cities or calculated using the formula:

V sl = V dv.max · С 1 · С 2, where:

V dv.max – maximum speed on a given street, km/h;
C 1 and C 2 are constant coefficients, respectively taking into account the condition of the roads and the thermal conditions of the engine of fire trucks. Depending on the condition of roads in cities, C 1 = 0.36-0.4. The value C 2 = 0.8 for summer conditions and C 2 = 0.9 for winter operating conditions of fire-fighting vehicles.

Determining optimal routes

This or that object is carried out during the development and adjustment of fire extinguishing plans, schedules of trips to fires, and conducting fire tactical exercises.

The magnitude of the damage largely depends on the degree of continuity of the process of concentration and introduction of forces and means.

Consequently, one of the ways to reduce material damage from fires is to establish increased fire numbers at the first notification of a fire for particularly important and fire-hazardous objects, critical objects, especially valuable cultural heritage objects, objects with a massive concentration of people, so that When fires occurred, it was possible to carry out a continuous process of concentrating and introducing forces and means. Currently, such a fire number system is installed at many city facilities. However, if a fire is detected and reported late, it cannot significantly reduce the damage from the fire during the concentration and deployment of forces and means.

The situation is further worsened by the fact that as the intensity of urban transport increases, the speed of fire trucks decreases.

The period of concentration of forces and resources can be obtained by reducing the time of notification of a fire. This can be achieved by introducing territory monitoring installations and automatic fire detection at sites. Due to this, by the time the units arrive at the fire, all parameters of its development will have the lowest values, and therefore less effort and resources will be required for extinguishing and, as a result, the duration of the concentration and deployment of forces and equipment and the damage from the fire as a whole will be less.

As a result of the analysis of the general patterns of concentration of forces and means, we can conclude that this is a complex process that includes a combination of tactical and technical actions of several units in leaving and following a fire.

In many ways, this process is random in nature (the speed of a fire truck to a fire, the environment are random characteristics). Therefore, the process of concentrating and bringing forces and means into readiness for use must also be considered as a type of random process. Without such an approach, the level of control over the spread of parameters of this process, and hence ensuring the quality of its progress, is extremely low.

Regardless of the presence of accidents in the process of concentrating forces and means, it is based on certain patterns, the discovery and study of which is one of the most important tasks in firefighting tactics, since these patterns mainly determine the effectiveness of the tactical and technical actions of units as a whole.

By the way, paragraph 76, chapter 17 of Federal Law 123 states that the deployment of fire departments in the territories of settlements and urban districts is determined based on the condition that the time of arrival of the first unit to the place of call in urban settlements and urban districts should not exceed 10 minutes, and in rural settlements – 20 minutes.

“On approval of the Regulations on fire and rescue garrisons”

Paragraph 63. The response system in local garrisons is formed based on the following principles: dividing the territories of municipalities into departure areas of units, taking into account the optimal deployment of units, the arrival of the first unit at the most remote point of the departure area in the shortest possible time.

Ways to reduce the time of concentration of forces and resources

Providing economic and life-sustaining facilities with automatic notification installations.
Construction of automatic systems for receiving information and sending forces.
Further improvement of fire trucks and their speed characteristics.
Improvement of fire-technical weapons.
Development of scientifically based regulatory documents on the location of fire stations and the implementation of firefighting and firefighting activities, their implementation in fire protection practice.
Organization of fire patrol services at sites and organizations, training of personnel and propaganda work.

Literature: Fire tactics: the basics of firefighting. Terebnev V.V., Podgrushny A.V. (under the general editorship of Verzilin M.M.). Moscow, 2009

Chapter 6

Traction and speed properties of a fire truck

The traction and speed properties of a PA are determined by its ability to move under the action of the longitudinal (traction) forces of the drive wheels. (A wheel is called a driving wheel if torque from the vehicle engine is transmitted to it through the transmission.)

This group of properties consists of traction properties, which allow the UAV to overcome inclines and tow trailers, and speed properties, which allow the UAV to move at high speeds, accelerate (acceleration) and move by inertia (coast).

For a preliminary assessment of traction and speed properties, specific power is used N G PA, i.e. engine power ratio N, kW, to the total vehicle weight G, t. According to NPB 163-97, the specific power of the PA must be no less than 11 kW/t.

Domestic serial PAs have a power density less than the recommended airbag value. Increase N G Serial PAs are possible if you install engines with higher power on them or do not fully use the carrying capacity of the base chassis.

An assessment of the traction and speed properties of a motor vehicle based on specific power can only be preliminary, since often vehicles with the same N G have different maximum speed and throttle response.

In regulatory documents and technical literature there is no unity in the estimated indicators (measurements) of the traction and speed properties of vehicles. The total number of proposed evaluation indicators is more than fifteen.

The specifics of operation and movement (sudden departure with a cold engine, intensive traffic with frequent acceleration and braking, rare use of coasting) allows us to identify four main indicators for assessing the traction and speed properties of a motor vehicle:

maximum speed v max ;

maximum grade climbable in first gear at constant speed (angle α max or slope i max);

acceleration time to a given speed t υ;

minimum sustainable speed v min.

Indicators v max , α max , t υ And v min are determined analytically and experimentally. To analytically determine these indicators, it is necessary to solve the differential equation of motion of the PA, valid for a particular case - rectilinear motion in the profile and plan of the road (Fig. 6.1). In reference system 0 xyz this equation has the form

Where G– PA mass, kg; δ > 1 - coefficient for taking into account rotating masses (wheels, transmission parts) PA; R k – total traction force of the driving wheels PA, N; Ρ Σ =P f +P i +P c total resistance to movement, N;
P f– wheel rolling resistance force PA, N: P i– lifting resistance force PA, N; R c – air resistance force, N.

It is difficult to solve equation (6.1) in general form, since the exact functional dependencies connecting the main forces ( R To , Р f ,Р i , Р c) at the speed of the vehicle. Therefore, equation (6.1) is usually solved by numerical methods (on a computer or graphically).

Rice. 6.1. Forces acting on a fire truck

When determining the traction and speed properties of vehicles using numerical methods, the most often used are the force balance method, the power balance method and the dynamic characteristic method. To use these methods, it is necessary to know the forces acting on the vehicle during movement.

Traction force of driving wheels

Engine torque M d is transmitted through the transmission to the driving wheels of the vehicle. Data on the external characteristics of engines given in reference literature and technical characteristics of cars ( N e , M e) correspond to the conditions of their bench tests, which differ significantly from the conditions under which engines operate in cars. During bench tests in accordance with GOST 14846-81, the external characteristics of the engine are determined by installing only the main equipment (air cleaner, generator and water pump), i.e., without the equipment necessary for servicing the chassis (for example, a compressor, power steering). Therefore, to determine M d numeric values M e must be multiplied by the coefficient K c:

For domestic two-axle trucks TO c = 0.88, and for multi-axial ones - TO c = 0.85.

The conditions for bench testing of engines abroad differ from the standard ones. Therefore, when testing:

according to SAE (USA, France, Italy) – TO c = 0.81–0.84;

according to DIN (Germany) – TO With = 0,9–0,92;

according to B5 (England) – TO c = 0.83–0.85;

according to JIS (Japan) – TO c = 0.88–0.91.

Torque is transmitted to the wheels M To > M d. Increase M d is proportional to the total gear ratio of the transmission. Part of the torque, taken into account by the transmission efficiency, is spent on overcoming friction forces. The total gear ratio of the transmission is the product of the gear ratios of the transmission units

Where u To u R u r – respectively, the gear ratios of the gearbox, transfer case and final drive. Values u To , u r and u r are given in the technical specifications of the telephone exchange.

The transmission efficiency η is the product of the efficiency of its units. For calculations you can take: η = 0.9 – for two-axle trucks with a single main gear (4´2); η = 0.88 – for two-axle trucks with double final drive (4´2); η = 0.86 – for off-road vehicles (4´4);
η = 0.84 – for three-axle trucks (6´4); η = 0.82 – for three-axle off-road trucks (6´6).

Total traction force P k, which can be provided by the engine on the drive wheels, is determined by the formula

Where r D– dynamic radius of the wheel.

The dynamic radius of the wheel is, to a first approximation, equal to the static radius, i.e. r D = r Art. Values r st are given in GOST standards for pneumatic tires. In the absence of this data, the radius r D toroid tires is calculated by the formula

, (6.5)

Where d– rim diameter; λ – 0.89 - 0.9 – radial deformation of the profile; b w – profile width.

Rim diameter d and profile width are determined from the tire designation.

Use of force P to (6.4) for the movement of the vehicle depends on the ability of the car wheel under the influence of normal load G n g perceive or transmit tangential forces when interacting with the road. This quality of a car wheel and road is usually assessed by the strength of adhesion of the tire to the road. P φ n or adhesion coefficient φ.

The adhesion force of the tire to the road P φ n is called the maximum value of the horizontal reaction T n(Fig. 6.2), proportional to the normal reaction of the wheel Rn:

; (6.6)

; (6.7)

For the wheel to move without longitudinal and transverse slip, the following condition must be met:

. (6.9)

Depending on the direction of wheel sliding, longitudinal coefficients φ are distinguished X and transverse φ at clutch. Coefficient φ X depends on the type of surface and condition of the road, the design and material of the tire, the air pressure in it, the load on the wheels, driving speed, temperature conditions, the percentage of wheel slipping.

Fig.6.2. Diagram of forces acting on a car wheel

The value of the coefficient φ X depending on the type and condition of the road surface, it can vary within very wide limits. This change is due not so much to the type as to the condition of the top layer of the road surface. Moreover, the type and condition of the road surface affects the value of the coefficient φ X significantly greater influence than all other factors. Therefore, in reference books φ X is given depending on the type and condition of the road surface.

To the main factors associated with the tire and affecting the coefficient φ X, include specific pressure (depending on the air pressure in the tire and the load on the wheel) and the type of tread pattern. Both of them are directly related to the tire's ability to push out or break through the film of fluid on the road surface to restore reliable contact with it.

In the absence of shear forces P φ n And Yn coefficient φ X increases with increasing slippage (slip) of the tire on the road. Maximum φ X is achieved at 20 - 25% slip. When the drive wheels are completely slipping (or the brake wheels are skidding), the coefficient φ X may be 10 - 25% less than the maximum (Fig. 6.3, A).

As the speed of the vehicle increases, the coefficient φ X usually decreases (Fig. 6.3, b). At a speed of 40 m/s it can be several times less than at a speed of 10 – 15 m/s.

Determine φ X usually experimentally by towing a car with locked wheels. During the experiment, the traction force on the tug hook and the normal reaction of the locked wheels are recorded. Therefore, reference data on φ X Refer, as a rule, to the coefficient of adhesion during slipping (skidding).

Lateral adhesion coefficient φ at usually taken equal to the coefficient φ X and in the calculations they use the average values of the adhesion coefficient φ (Table 6.1).

Rice. 6.3. Effect on φ coefficient X various factors:

A– change in coefficient φ X depending on slippage; b- change
coefficient φ X depending on the wheel rolling speed: 1 – dry road
with asphalt concrete surface; 2 – wet road with asphalt concrete surface;
3 – icy flat road

Table 6.1

Road surface	Coating condition	Tire pressure
high	low	adjustable
Asphalt, concrete	Dry Wet	0,5–0,7 0,35–0,45	0,7–0,8 0,45–0,55	0,7–0,8 0,5–0,6
Crushed stone	Dry Wet	0,5–0,6 0,3–0,4	0,6–0,7 0,4–0,5	0,6–0,7 0,4–0,55
Ground (except loam)	Dry Moistened Wet	0,4–0,5 0,2–0,4 0,15–0,25	0,5–0,6 0,3–0,45 0,25–0,35	0,5–0,6 0,35–0,5 0,2–0,3
Sand	Dry Wet	0,2–0,3 0,35–0,4	0,22–0,4 0,4–0,5	0,2–0,3 0,4–0,5
Loam	Dry In plastic state	0,4–0,5 0,2–0,4	0,4–0,55 0,25–0,4	0,4–0,5 0,3–0,45
Snow	Loose Rolled	0,2–0,3 0,15–0,2	0,2–0,4 0,2–0,25	0,2–0,4 0,3–0,45
Any	Icy	0,08–0,15	0,1–0,2	0,05–0,1

When calculating the traction and speed properties of vehicles, the difference in wheel adhesion coefficients is neglected and the maximum traction force that can be provided by the driving wheels in terms of adhesion to the road is determined by the formula

Where Rn– normal reaction n- drive wheel. If the traction force of the drive wheels exceeds the maximum traction force, then the drive wheels of the vehicle slip. For the vehicle to move without slipping of the drive wheels, the following condition must be met:

Fulfillment of condition (6.11) makes it possible to reduce the time it takes the vehicle to travel to the call location, mainly by reducing the acceleration time t r . When accelerating a vehicle, it is important to achieve the maximum possible under road conditions. R j. If the drive wheels of the vehicle slip during acceleration, then a smaller R and, as a result, increases t r. Decrease R when the drive wheels slip and is explained by the fact that when wheels slip relative to the road, φ decreases by 20–25%. x(see Fig. 6.3). Decrease φ x leads to a decrease Pφ (6.10) and, consequently, to a decrease in the realizable R to (6.11).

When the vehicle moves from a standstill, it is not possible to fulfill condition (6.11) only by correctly choosing the engine crankshaft speed and gear number. Therefore, acceleration of the PA from v= 0 to v min should occur when the clutch is partially slipping. Further acceleration of the PA from v min to v max without slipping of the drive wheels of a PA with a manual transmission is ensured by the correct choice of the position of the fuel pedal (engine speed) and the moment of switching to the highest gear.

Air resistance force

A moving vehicle spends part of the engine power on moving air and its friction against the surface of the vehicle.

Air resistance force R in, N, is determined by the formula

Where F – frontal area, m2; TO c – streamlining coefficient, (N×s 2)/m 4;
v – vehicle speed, m/s.

The frontal area is the area of projection of the vehicle onto a plane perpendicular to the longitudinal axis of the vehicle. The frontal area can be determined from the general view drawings of the PA.

In the absence of exact dimensions of the PA, the frontal area is calculated using the formula

Where IN - track, m; N g – overall height of PA, m.

The streamlining coefficient is determined for each vehicle model experimentally, when blowing a car or its model in a wind tunnel. Coefficient TO b is equal to the air resistance force created by 1 m 2 of the frontal area of the car when it moves at a speed of 1 m/s. For PA on truck chassis TO in = 0.5 – 0.6 (N×s 2)/m 4, for cars TO V = 0.2 – 0.35 (N×s 2)/m 4, for buses TO in = 0.4 - 0.5 (N×s 2 / m 4.

When moving in a straight line and there is no side wind, the force R It is customary to direct along the longitudinal axis of the vehicle, passing through the center of mass of the vehicle or through the geometric center of the frontal area.

Power N in, kW, required to overcome the force of air resistance, is determined by the formula

Here F in m2, v in m/s.

At v≤ At 40 km/h, the force of air resistance is small and can be ignored when calculating the movement of the aircraft at these speeds.

Inertia force

It is often more convenient to consider the motion of the vehicle in a reference system rigidly connected to the car. To do this, it is necessary to apply inertial forces and moments to the PA. In the theory of automatic vehicles, inertial forces and moments during straight-line motion of a car without vibrations in the longitudinal plane are usually expressed by the force of inertia Р j, N:

Where j– acceleration of the center of mass of the vehicle, m/s 2 .

The inertial force is directed parallel to the road through the center of mass of the vehicle in the direction opposite to the acceleration. To take into account the increase in inertia force due to the presence of rotating masses in the vehicle (wheels, parts, transmission, rotating engine parts), we introduce the coefficient δ. The coefficient δ for taking into account rotating masses shows how many times the energy expended during the acceleration of rotating and translationally moving parts of a vehicle is greater than the energy required to accelerate the vehicle, all the parts of which move only progressively.

In the absence of accurate data, the coefficient δ for PA can be determined using the formula

Power N j, kW required to overcome the inertia force is determined by the formula

Fire truck acceleration

The time of uniform movement of the UAV is small compared to the total time of travel to the place of the call. When operating in cities, PAs move uniformly no more than 10–15% of the time. More than 40 - 50% of the time the PAs move at an accelerated rate.

The ability of a vehicle to change (increase) its speed is called pickup. One of the most common indicators characterizing a car’s response is time. tv accelerating a car from a standstill to a given speed v.

Define tv usually experimentally on a horizontal, flat road with asphalt concrete pavement with a coefficient y = 0.015
(f= 0,01, i%£ 0.5). Analytical methods of determination tv based on dependency building t(v) (Fig. 6.8), i.e. on the integration of differential equation (6.1):

(6.51)

At 0 < v < v min PA movement occurs when the clutch slips. Acceleration time t p to v min depends mainly on the driver’s ability to correctly select the position of the clutch and fuel pedals (see paragraph 6.1.1). Since the acceleration time t p significantly depends on the driver’s qualifications, which is difficult to describe mathematically, then when analytically determined tv time t p is often overlooked.

Acceleration of PA on the site AB occurs in first gear with the fuel pedal fully depressed. At maximum PA speed in first gear (point IN) the driver disengages the clutch, disconnecting the engine and transmission, and the car begins to move slowly (section Sun). Having engaged second gear, the driver again presses the fuel pedal all the way. The process is repeated when moving to subsequent transmissions (sections CD, DE).

Gear shift time t 12 ,t 23 (Figure 6.8) depends on the qualifications of the driver, the method of gear shifting, the design of the gearbox and the type of engine. The average gear shift time for highly qualified drivers is given in Table. 6.3. A car with a diesel engine has a longer gear shift time, since due to the large (compared to a carburetor engine) inertial masses of its parts, the crankshaft speed changes more slowly than in a carburetor engine.

Fig.6.8. Fire truck acceleration:

t 12 ,t 23 – respectively, the time of gear shifting from first to second and from second to third; ∆v 12 and ∆v 23 – decrease in speed over time t 12 and t 23

During gear shifting, the PA speed decreases by D v 12 and D v 23 (see Fig. 6.8). If the gear shift time is short (0.5 - 1.0 s), then we can assume that when changing gears the movement occurs at a constant speed.

Table 6.3

Acceleration of the vehicle during acceleration in sections AB,CD determined by the formula

, (6.52)

which is obtained after transforming formula (6.46). Since the dynamic factor PA decreases with increasing gear number (see Fig. 6.7), maximum acceleration accelerations are achieved in low gears. Therefore, to ensure rapid acceleration when overtaking in urban conditions, PA drivers use low gears more often than drivers of other vehicles.

Chapter 6

ELEMENTS OF THE THEORY OF FIRE TRUCK MOTION

The theory of fire engine movement (FA) considers the factors that determine the time it takes for a fire department to travel to the scene of a call. The theory of motion of the vehicle is based on the theory of operational properties of automobile vehicles (ATS).

To assess the design properties of the UAV and its ability to arrive at the call site in a timely manner, an analysis of the following operational properties is necessary: traction and speed, braking, motion stability, controllability, maneuverability, smoothness.

Firefighter traffic safety requirements

In accordance with Order of the Ministry of Internal Affairs of the Russian Federation No. 74 dated November 1, 2001, approving instructions on the procedure for assigning qualifications to a fire truck driver and issuing a certificate for the right to work on a fire truck in the State Fire Service of the Ministry of Internal Affairs of Russia, for driving a fire truck equipped with special signals (blue flashing lights and special sound signals) and having special color graphic schemes on the external surfaces in accordance with GOST R 50574-2002, persons with continuous work experience as a driver of the corresponding category of vehicle for at least the last three years are allowed (for the period from 2002 for St. Petersburg and Leningradskaya region - at least one year) i.e. having certain skills in the use and operation of the basic chassis of a fire truck of the corresponding category. The driver of a fire truck is required to have a driver's license, a certificate for the right to operate a fire truck of a specific model, as well as ensure the good technical condition of the assigned fire truck (vehicles) and constantly monitor the placement and fastening of fire-technical weapons and equipment on the fire truck during prevent it from falling when moving.

The driver of a fire truck, like the driver of any vehicle, is obliged to ensure the good technical condition of the vehicle in accordance with the Basic Provisions for the admission of vehicles to operation and the responsibilities of road safety officials, who establish a list of faults and conditions under which the operation of vehicles is prohibited

funds. It is prohibited to operate fire trucks with the following faults:

1. Brake system.

1.1. During road tests, the braking efficiency standards of the service brake system are not observed. For fire trucks with a permissible maximum weight up to 3.5 tons inclusive, the braking distance should be no more than 15.1 m, from 3.5 tons to 12 tons inclusive - no more than 17.3 m, over 12 tons - no more than 16 m. The vehicle is tested in equipped condition, with the driver, on a horizontal section of the road with a flat, dry, clean cement or asphalt concrete surface, at a speed at the beginning of braking of 40 km/h, by applying a single action to the control of the service brake system.

1.2. The seal of the hydraulic brake drive is broken.

1.3. Violation of the tightness of the pneumatic and pneumohydraulic brake drives causes a drop in air pressure when the engine is not running by more than 0.05 MPa within 15 minutes after they are fully activated.

1.4. The pressure gauge of the pneumatic and pneumohydraulic brake drives does not work.

1.5. The parking brake system does not ensure that the fire truck remains stationary with a full load on a slope of up to 16% inclusive.

2. Steering control.

2.1. The total play in the steering exceeds 25°.

2.2. There are movements of parts and assemblies not provided for by the design, threaded connections are not tightened or not fixed in the established way.

2.3. The power steering provided by the design is faulty or missing.

3. External lighting devices.

3.1. The number, type, color, location and operating mode of external lighting devices do not meet the design requirements of the fire truck.

3.2. Headlight adjustment does not meet the requirements of GOST 25478-91.

3.3. Lighting devices and reflectors do not work in the prescribed mode or are dirty.

3.4. There are no diffusers on the lighting fixtures, or lamp diffusers that do not match the type of lighting fixture are used.

3.5. The installation of flashing beacons, the methods of their fastening and the visibility of the light signal do not meet the established requirements.

3.6. Lighting devices with red lights or red reflectors are installed at the front, and white at the rear, except for reversing lights and registration plate lighting, reflective registration, distinctive and identification signs.

4. Windshield wipers and washers.

4.1. Windshield wipers and washers do not work as expected.

5. Wheels and tires.

5.1. Tires have a residual tread height of less than 1 mm, local damage (punctures, cuts, breaks) exposing the cord, delamination of the carcass, peeling of the tread and sidewall.

5.2. There is a missing bolt (nut) or there are cracks in the disk and wheel rims.

5.3. The tires are not the correct size or load capacity for the vehicle model.

5.4. Bias tires are installed on one axle together with radial tires, or tires with different types of tread patterns.

6. Engine.

6.2. The tightness of the power supply system is broken.

6.3. The exhaust system is faulty.

7. Other structural elements.

7.1. There are no rear view mirrors or glass provided by the design.

7.2. The sound signal does not work.

7.3. Additional objects have been installed or coatings have been applied that limit visibility from the driver's seat, impair the transparency of the glass, posing a risk of injury to road users (transparent colored films can be attached to the top of the windshield of cars; it is allowed to use tinted glass (except for mirror glass), the light transmission of which complies with GOST requirements 5727-88).

7.4. The design locks of the body and cabin doors, the locks of the sides of the cargo platform, the locks of the tank necks and fuel tank caps, the mechanism for adjusting the position of the driver's seat, emergency exits and devices for actuating them, the door control drive, the speedometer, the heating and defogging devices do not work.

7.5. There are no rear protective devices, mudguards or mudguards provided for by the design.

7.6. Absent: first aid kit, fire extinguisher, warning triangle according to GOST 24333-97, wheel chocks (on fire trucks with a permissible maximum weight over 3.5 tons).

7.7. The presence on the external surfaces of fire fighting vehicles of inscriptions and designations that do not comply with state standards of the Russian Federation.

7.8. There are no seat belts if their installation is provided for by the design.

7.9. Seat belts are inoperative or have visible tears in the webbing.

7.10. The vehicle registration plate does not meet the standard requirements.

7.11. There are no additional elements of brake systems, steering and other components and assemblies provided for by the design, or installed without agreement with the manufacturer of the fire truck. If malfunctions prohibiting the operation of fire trucks occur on the road or during a fire (accident), the driver must eliminate them, and if this is not possible, proceed to the fire station taking the necessary precautions. And only if there is a malfunction of the working brake system, steering, no (missing) headlights and tail lights in the dark or in conditions of insufficient visibility, the windshield wiper is inoperative on the driver’s side during rain or snow, the movement of the fire truck is prohibited. In accordance with the requirements of the traffic rules (traffic regulations), the driver of a fire truck, like the driver of any vehicle, is prohibited from:

§ drive a vehicle while intoxicated (alcohol, drugs or other), under the influence of medications that impair reaction and attention, in a painful or tired state that jeopardizes traffic safety;

§ transfer control of a vehicle to persons who are intoxicated, under the influence of medications, in a sick or tired state, as well as to persons who do not have a driver’s license to drive a vehicle of this category;

§ cross organized (including foot) columns and take a place in them;

§ consume alcoholic beverages, narcotic, psychotropic or other intoxicating substances after a traffic accident in which he is involved, or after the vehicle was stopped at the request of a police officer, before an examination to establish the state of intoxication or until a decision is made exemption from such examination;

§ use a telephone while driving that is not equipped with a technical device that allows hands-free conversations. The driver of a fire truck, in accordance with the requirements of the traffic rules, is required to undergo an intoxication examination at the request of police officers, and during the day on duty - an intoxication examination at the request of his superiors.

When driving a fire truck to a fire (accident) or training exercise with the blue light flashing beacon turned on, the driver of the fire truck can deviate from the requirements of traffic lights, while making sure that the fire truck is given way. So, for example, the driver of a fire truck is allowed to drive through a prohibitory traffic light, while ensuring the safety of vehicles and pedestrians at the intersection. In this case, it is necessary to remember that the fire truck driver must comply with the requirements of the traffic controller’s signals. Provided that the safety of the movement of vehicles and pedestrians is ensured, the driver of a fire truck with a blue flashing light on is allowed to deviate from the following sections and appendices of the traffic rules:

§ start of movement, maneuvering;

§ location of vehicles on the roadway;

§ movement speed;

§ overtaking, oncoming traffic;

§ stopping and parking;

§ driving through intersections;

§ pedestrian crossings and bus stops;

§ movement across railway tracks;

§ driving on highways;

§ traffic in residential areas;

§ priority of route vehicles;

§ requirement of road signs;

§ requirement of road markings.

Despite the above deviations, before starting to move, changing lanes, turning (turning) and stopping, the driver of a fire truck is required to give signals with turn signals in the appropriate direction. The driver of a fire truck should set the speed depending on the characteristics of the road (width and number of lanes, profile, quality and condition of the road surface), visibility conditions, density and intensity of traffic flows, remembering that the higher the vehicle speed, the greater the likelihood the consequences of road traffic accidents are more severe. Straight sections of the road allow, it would seem, a sharp increase in speed due to the absence of intersections, traffic lights, and pedestrian crossings. However, in practice, unexpected actions of road users and lack of response to special sound and light signals of a fire truck can cause dangerous situations and accidents. Most often this is due to a discrepancy between the selected speed and the driver’s experience or condition. A public transport stop is a place where a collision with pedestrians is possible. It is also dangerous to bypass buses, trolleybuses, and trams standing at a stop: a person may unexpectedly run out from behind them. The driver of a fire truck must be extremely careful when approaching unregulated pedestrian crossings, where a pedestrian may be invisible due to moving vehicles. The most dangerous section of the road (up to 2/3 of all vehicle collisions) is the intersection. At intersections, the driver of a fire truck must perceive and evaluate the behavior of several vehicles and groups of pedestrians simultaneously. Some intersections have limited visibility. Vehicles may suddenly appear on them. The limited size of individual intersections makes it difficult for a fire truck to maneuver. When approaching an intersection, the driver of a fire truck must sound a special sound signal, slow down the car, evaluate the type of intersection, visibility at it, the number of lanes, and be able to accurately estimate the speed of approaching vehicles, the distance to them and the time to travel in the desired direction. You should cross the intersection only after making sure it is completely safe, i.e. provided that all road users give way to the fire truck. The driver of a fire truck should know the sections of the road that create dangerous traffic situations. When a fire truck is driving at night and in conditions of insufficient visibility, regardless of the road lighting, as well as in tunnels, high or low beam headlights must be turned on. Moreover, the speed of movement in the dark in almost all cases should be less than the speed in the daytime. It must be installed so that the stopping distance of the car is half the visibility distance. Statistics show that almost half of all road accidents with the most serious consequences occur at night. During daylight hours, if it is necessary to move a fire truck with flashing lights and a special sound signal on, in the lane opposite to the flow of traffic, the driver of the fire truck must turn on the low beam headlights and hazard warning lights. To warn about overtaking, it is advisable to additionally give a light signal, which in the daytime is a periodic short-term switching on and off of the headlights, and in the dark - repeated switching of the headlights from low to high beam. The movement of a fire truck outside populated areas must be carried out with low beam headlights on at any time of the day. In case of a forced stop (including during a fire or accident), where, taking into account the visibility conditions, the fire truck cannot be noticed in a timely manner by other drivers, the hazard warning lights must be turned on, and in the dark on unlit sections of roads and in conditions of insufficient visibility In addition, the side lights must be turned on (in addition to the side lights, low beam headlights, fog lights and rear fog lights can be turned on). In addition, at a distance that, in a specific situation, provides timely warning to other drivers about the danger (at least 15 meters from the vehicle in populated areas and 30 meters outside populated areas), the driver of the fire truck must display an emergency stop sign.

For violation of traffic rules and other regulatory legal acts in the field of road traffic, the driver of a fire truck is responsible in accordance with the Code of the Russian Federation on Administrative Offenses and the Criminal Code of the Russian Federation.

The fire department when leaving and going to a fire - arriving at the place of call in the shortest possible time in order to eliminate the fire in the initial stage of its development or provide assistance in eliminating the fire (if the department is called additionally). To do this, it is necessary to accurately accept the address of the fire, quickly assemble an alarm unit and follow the shortest route at the maximum possible safe speed.

At the beginning of the 21st century, traveling to the place of call can be carried out using the following mobile fire extinguishing equipment:

fire and rescue vehicles;
river and sea vessels;
aircraft;
equipped equipment, and also, if necessary, on foot.

When traveling to the site of a fire in firefighting and rescue vehicles following an alarm signal, personnel quickly gather in the garage and prepare to leave.

The senior chief receives a voucher(s), a card, a fire extinguishing plan, checks the department’s readiness to leave and is the first to leave in the fire truck of the first department. This is followed by the second department, and then the special services departments (if they are required) in the sequence established in the fire department.

All fire trucks must follow the same route. It is advisable for all vehicles to arrive at the fire at the same time. Departure of the same unit along different routes is allowed only in cases where there is a special order from the chief of guard or the procedure for the departure of departments on fire trucks to individual objects is predetermined.

On the way, the senior head of the unit, if necessary, studies operational documentation (fire extinguishing plan or card, tablet of the area of departure of the unit in whose territory the fire occurred) and maintains constant radio contact with the central fire communications point (unit communications point - PSC), if technically possible, listens to the information coming from the fire site.

The determination of optimal routes for concentrating a significant amount of forces and resources on a particular object is carried out during the development and adjustment of fire extinguishing plans, schedules for visiting fires, and conducting fire-tactical exercises.

The magnitude of the damage largely depends on the degree of continuity of the process of concentration and introduction of forces and means.

The period of concentration of forces and resources can be reduced by reducing the time of notification of a fire. This can be achieved by introducing territory monitoring installations and automatic fire detection at sites. Due to this, by the time the units arrive at the fire, all parameters of its development will be of the least importance, and therefore less effort and resources will be required for extinguishing and, as a result, the duration of the concentration and deployment of forces and resources and the damage from the fire as a whole will be less. The concentration time depends on the tactical and technical characteristics of mobile fire extinguishing equipment, the condition of travel routes, the operational staff’s knowledge of streets, alleys, other operational and tactical features of the area (region), climatic conditions and other data.

In some cases, mobile fire extinguishing equipment can be delivered to the site of emergency response work by rail, air, or water transport. If the fire department travels by rail or water, it is necessary to ensure the safety of vehicles during loading and unloading, and securely secure them to platforms and decks.

Methods of loading fire trucks are determined by the administration of the railway or water transport.

For security on the road, each vehicle must be accompanied by a driver and, if necessary, a guard must be posted. Personnel are located in one place. All delivery issues are determined in agreements and instructions developed and approved in accordance with the established procedure.

Requirements of the Fire Extinguishing Procedure

Departure and proceeding to the place of the fire (call) includes the collection of personnel of the duty guard or the duty shift of the unit (hereinafter referred to as the guard) upon the “ALARM” signal and their delivery in fire trucks and other special vehicles to the place of the fire (call).

Departure and travel to the place of fire (call) are carried out in the shortest possible time, which is achieved:
Proceeding to the place of fire (call) is suspended only by order of the dispatcher.

In the event of a forced stop along the route of the lead fire truck, the vehicles following it stop and further movement continues only at the direction of the guard chief.

If the second or following fire trucks are forced to stop, the rest, without stopping, continue to move to the place of the fire (call). The senior chief in a fire truck that has stopped moving immediately reports the incident to the dispatcher.

When the primary tactical guard unit, capable of independently solving individual tasks of extinguishing fires and carrying out rescue operations related to fire extinguishing (hereinafter referred to as the department), independently proceeds to the scene of a fire (hereinafter referred to as the department), and the forced stop of the fire truck, the squad commander reports the incident to the dispatcher , while measures are taken to deliver personnel, firefighting tools and equipment to the place of the fire (call).

If another fire is detected en route to the place of the fire (call), the head of the guard or an official of the unit proceeding to the place of the fire (call) as a fire extinguishing leader:

Calculations of indicators of collection and departure on alarm and travel to the place of call

When conducting fire tactical calculations, the following calculation rules are used:

The travel time to the place of call can be determined using the following formula:

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METHODOLOGICAL PLAN

conducting classes with a group of fire department duty guards on Firefighting equipment.
Topic: Organization of operation of fire and rescue equipment.
Type of lesson: class-group. Allotted time: 90 minutes.
Purpose of the lesson: consolidation and improvement of personal knowledge on the topic:
1. Literature used during the lesson:
Textbook: “Fire fighting equipment” V.V. Terebnev. Book No. 1.
Order No. 630.

General provisions

Fire fighting equipment should only be used to extinguish fires and carry out related priority rescue operations. The use of supernumerary vehicles, staffing of State Fire Service units with passenger cars at the expense of the regular position of auxiliary firefighting vehicles of other brands is prohibited.

Auxiliary fire trucks are used to support combat operations to extinguish fires, as well as the economic activities of management bodies and State Fire Service units.

For each vehicle, taking into account the amount of fuel allocated to the funds and other conditions, an individual operating (mileage) standard is established for the year and quarter.

Based on the quarterly operating standards, mileage standards are established for the quarterly month.

To increase the technical capabilities and combat readiness of units, a reserve of fire engines is being created.

Fire trucks in combat crews and in reserve must be in a state of technical readiness.

The technical readiness of fire engines is determined by:
good technical condition;
refilling with fuel, lubricants and other operating materials, fire extinguishing agents;
completeness of fire-fighting equipment and tools in accordance with the personnel regulations and labor protection rules;
compliance of their appearance, coloring and inscriptions with the requirements of GOST 50574-93

A machine whose technical condition does not meet at least one of the requirements of regulatory and technical documentation is considered serviceable. In this case, operation is prohibited.

Maintenance and repair of fire trucks is organized according to a planned preventive system.

Reception and placement of fire trucks on combat duty

To accept a fire truck that has arrived at the State Fire Service, OGFS, the head of the State Fire Service management body appoints a permanent commission consisting of: chairman - representative of the department (department) of fire equipment, members - head of the technical service center, detachment, part of the technical service, head and senior driver (driver) of the unit in which is transferred to the car.

Acceptance (transfer) of a fire truck (unit) is formalized by an act. The chairman of the commission reports the results of acceptance to the head of the State Post Office, OGPS.

A new fire truck received by the unit is registered with the State Traffic Inspectorate within the prescribed period and must be run-in before being placed on combat duty.

Run-in of fire trucks is carried out in accordance with the manufacturer's requirements set out in the manuals and operating instructions. The results of the run-in are recorded in the fire truck log.

After the run-in, maintenance of the fire truck chassis is carried out in the scope of work recommended by the chassis operating instructions, and special equipment - in the scope of the first maintenance work in accordance with the technical description and operating instructions for the firefighting vehicle.

The fire truck is placed on combat duty and assigned to the drivers by the head of the GPS unit.

Accounting for fire trucks and their work

The registration documents of fire trucks are:
Certificate of registration (technical passport, technical certificate), vehicle passport;
form;
log of the presence, operation and movement of motor vehicles;
operational card;
permit for the main (special) firefighting vehicle;
car tire performance card;
battery operation card;
maintenance log;
waybill for auxiliary fire truck;
log of issuing, returning waybills and recording the work of an auxiliary fire truck.

A registration certificate is issued by the State Traffic Inspectorate when registering a vehicle and is submitted to the State Traffic Inspectorate when it is written off.

The fire truck form is included in the accompanying documentation from the manufacturer and must be completed when the vehicle arrives at the State Fire Service department. The form is maintained by the senior driver, and in his absence, by the chief of guard.

If there are meters on fire trucks that take into account the operation of special units (fire pump, generator, etc.), the value of the reduced mileage must be determined according to the meter readings.

Control over the maintenance of the form, the timeliness and objectivity of filling out its sections is carried out by the head of the GPS unit. A log of the presence, operation and movement of motor vehicles is kept in each UGPS, OGPS. The log is filled out by the head of the fire equipment department (department).

An operational card is issued for each fire truck; it is a document that records its operation and is filled out by the driver. The accuracy of the entries is monitored during the changing of guards by the head of the GPS unit. An operational card, fully completed and signed by the head of the department, is submitted to the accounting department on a monthly basis, on prescribed days, with a report on the consumption of fuels and lubricants.

A permit for the departure of the main fire truck is issued by the dispatcher (radio telephone operator) and issued to the chief of the guard before leaving for a fire (drill, lesson, etc.). The form of the voucher is given in the appendix of the Fire Department Combat Regulations.

A car tire performance record card is created when the car arrives at the department and when a new tire is installed on the car.

The card is filled out by the senior driver, and in his absence, by the chief of guard, according to his specialization.

A battery operation card is created for each battery when the vehicle arrives at the unit and when the batteries are replaced with new ones.

The card is filled out by the senior driver, and in his absence, by the chief of guard according to his specialization.

A fire truck maintenance log is created for each vehicle and filled out by the senior driver, and in his absence, by the chief of the guard according to his specialization.

Entries about maintenance are made in the log (immediately after it is carried out):
first vehicle maintenance and fire-technical equipment maintenance – at least once a month.
second maintenance – at least once a year.
seasonal maintenance – 2 times a year
on checking the electrolyte level and density, as well as tire pressure and tightening of wheel nuts - once every 10 days
on checking the functionality, cleaning and adjusting the foam mixer of the gas-jet vacuum device - once a month.

All records are certified by the signatures of the drivers performing maintenance, and information about the maintenance of fire-fighting equipment is completed by the signature of the department commander.

The correctness of maintaining the maintenance log is controlled by the head of the GPS unit.

A waybill for the departure of an auxiliary fire truck is issued by the senior driver, and in his absence by the dispatcher (radio telephone operator).

The waybill is signed by the head of the GPS unit and is an order to the driver to complete the task. The use of waybills, the form of which does not correspond to that established by the Technical Service Manual, is prohibited.

Waybills for operating vehicles on weekends and holidays (except for trips to fires) are issued with the permission of the head of the fire brigade or his deputy.

The waybill is issued to the driver for one day, and in the case of a business trip, for the entire period of the business trip against a receipt in the journal for issuing, returning the waybills and recording the work of auxiliary fire trucks.

A journal for issuing, returning waybills and recording the work of auxiliary fire trucks is kept for all vehicles of the unit, including seconded ones.

The results of the work of the fire truck are summed up monthly by the senior driver, and in his absence - by the chief of the guard according to his specialization or the head of the GPS unit.

Fire truck maintenance

Maintenance (MOT) is a set of preventive measures carried out to maintain fire trucks in technical readiness.

Maintenance of fire trucks must ensure:
constant technical readiness for use;
reliable operation of the vehicle, its components and systems during the established service life;
traffic safety;
eliminating the causes of premature failure;
established minimum consumption of fuel, lubricants and other operating materials;
reducing the negative impact of the car on the environment.

Types, frequency and location of maintenance

Maintenance of fire trucks according to frequency, list, labor intensity and location of work performed is divided into the following types:
daily maintenance (ETM) during guard changing;
technical maintenance during a fire (drill);
maintenance upon return from a fire (drill)
maintenance after the first thousand km. mileage (by speedometer);
first maintenance (TO-1);
second maintenance (TO-2);
seasonal maintenance (MS);

Daily maintenance is carried out in the unit during the changing of guards by the driver taking duty and the personnel of the combat crew under the leadership of the squad commander.

Before changing the guard, all fire trucks in the combat crew and reserve must be clean, fully filled with operational materials and fire extinguishing agents, equipped according to the standard regulations. The driver of the changing guard is obliged to enter all records of the work of the fire truck during combat duty into the operational card and prepare the vehicle for delivery.

Personnel, under the leadership of the squad commander, prepare the anti-tank equipment for delivery in accordance with the responsibilities of the combat crew.

The driver receiving the fire truck, in the presence of the driver of the changing guard, must check the condition of the vehicle in the scope of the list of daily maintenance work and make an appropriate entry in the operational record.

In this case, the engine operation should not exceed:
for basic general purpose fire engines with a carburetor engine – 3 minutes;
for main fire-fighting vehicles for intended use, vehicles with a diesel engine and vehicles equipped with a multi-circuit pneumatic brake system - 5 minutes;
for special fire trucks – 7 min:
for fire truck ladders and articulated lifts – 10 minutes;

If malfunctions of fire fighting equipment, fire-technical weapons and equipment are detected, measures are taken to eliminate them by the forces of the guard personnel. If it is impossible to immediately eliminate malfunctions, firefighting equipment and equipment are replaced, and firefighting equipment is removed from the combat crew and replaced with reserve equipment, which is notified to the Center for Firefighting.

The decision to replace fire equipment and equipment is made by the chief of guard, and the decision to replace fire equipment is made by the head of the unit (operational duty officer)

Before being placed on combat duty, a reserve fire truck must undergo daily maintenance, which is performed by the drivers of the incoming and relieving guards.

The senior driver (driver) makes an entry in the maintenance log about the work performed to eliminate malfunctions.

The driver, having accepted the car, is responsible in the prescribed manner for all faults discovered during his duty.

Maintenance during a fire (drill) is performed by the driver of a fire truck to the extent required by the Fire Truck Operating Instructions.

Maintenance after returning from a fire (exercise) is carried out by the driver and personnel under the leadership of the squad commander in the unit.

Maintenance after the first thousand kilometers is carried out by the driver assigned to the vehicle under the guidance of the senior driver at the unit’s maintenance post in accordance with the requirements of the Fire Truck Operating Instructions.

The first maintenance is carried out at the unit's maintenance post by the driver assigned to the vehicle during official and off-duty time under the guidance of a senior driver in accordance with the requirements of the Fire Truck Operating Instructions.

Before the maintenance, the head of the unit, together with the senior driver, the department commander, and the driver, conducts a control inspection of the technical condition of the fire truck and fire fighting equipment.

Based on the results of the control inspection, the senior driver, taking into account the drivers’ comments, draws up a maintenance plan with the distribution of the entire scope of work between the drivers involved in the maintenance and the combat crew personnel.

The senior driver of the unit is obliged to prepare the operating materials, tools, devices and spare parts necessary for maintenance.

On the days of maintenance of fire trucks, practical exercises with travel to a protected area are not planned. The class schedule during this period is drawn up in such a way that classes can be held at any other convenient time during the current duty day.

After the maintenance, each driver signs in the maintenance log.

In this case, maintenance is carried out by a driver assigned to the vehicle under the guidance of a senior driver.

In facility departments, maintenance can be carried out on the basis of the vehicle fleet of the protected facility in accordance with the developed and agreed upon schedule.

The first and second maintenance are carried out after runs, established depending on the types of fire trucks, features and designs of operating conditions in accordance with the standards for the frequency of maintenance.

Seasonal maintenance is carried out 2 times a year and includes work to prepare fire trucks for operation in the cold and warm seasons.

Seasonal maintenance is usually combined with regular maintenance. As an independent type of maintenance, CO is carried out in areas of very cold climates.

The procedure for planning, conducting and accounting for maintenance

Maintenance of fire trucks (TO-1 and TO-2) is carried out on the days established by the schedule.

The annual plan - TO-2 schedule is drawn up by the fire equipment department, agreed with the service and training department and approved by the head of the State Fire Department, OGPS.

Extracts from the TO-2 schedule are sent to each unit armed with fire trucks 15 days before the start of the planned year.

The annual TO-1 schedule is developed in each fire protection garrison by the head of the garrison fire department, coordinated with the fire extinguishing service of the garrison and approved by the head of the garrison. The annual schedule of TO-1 is drawn up in a form similar to the schedule of TO-2

When drawing up the annual TO-1 schedule, the uniformity of the withdrawal of fire trucks from the combat crew in the departure areas is ensured, and the TO-2 schedule and other features of the garrison are also taken into account.

Extracts from the TO-1 schedule are sent to each unit armed with fire trucks 5 days before the start of the planned year.

It is allowed to draw up a single schedule for TO-2 and TO-1

The maintenance schedule is drawn up based on the planned total mileage of fire trucks, standards for the frequency of maintenance, and uniform loading of maintenance posts.

All department fire trucks are included in maintenance schedules.

Maintenance, as an exception, is allowed to be carried out at vehicle maintenance stations, as well as in motor vehicles and motor transport enterprises of other ministries and departments on the basis of contracts concluded in the prescribed manner with payment for work performed by bank transfer according to the tariffs in force at these stations.

A note is made in the log book, form and operational card about the maintenance.

Responsibility for timely and high-quality maintenance of fire trucks lies with:
when carrying out maintenance at a fire (training) - the driver of a fire truck;
when carrying out daily maintenance and maintenance upon returning from a fire (training), the chief of guard;
during maintenance of the first thousand kilometers and TO-1 - head of the GPS unit;
when carrying out seasonal maintenance and maintenance-2 - the head of the department in which the maintenance is carried out;

Basic work performed during vehicle maintenance.

To carry out TO-1 and TO-2, the fire truck is removed from the combat crew and replaced by a reserve one. The procedure for removing fire trucks from the combat crew for maintenance and replacing them with reserve ones is determined taking into account local conditions by the head of the State Fire Service garrison.

The time a fire truck spends undergoing maintenance should not exceed:
two days for TO-1;
three days for TO-2.

During vehicle maintenance, individual routine repair operations (related routine repairs) can be performed in an amount not exceeding 20% of the labor intensity of the corresponding type of maintenance.

A fire truck that has passed TO-2 (repair) is received by the head and senior driver (driver) of the unit according to the certificate of delivery.

A fire truck that has undergone maintenance must be in good working order, filled with operating materials, clean, adjusted, lubricated and meet the requirements of operational documentation.

Placing fire trucks on combat duty that have not undergone regular maintenance is prohibited.

Fire truck repair

Repair is a set of operations to restore the working condition of fire trucks and ensure their trouble-free operation.

It can be performed on demand or after a certain mileage.

Repairs associated with disassembling or replacing units and components should, as a rule, be carried out based on the results of preliminary diagnostics.

In accordance with the purpose and nature of the work performed, fire truck repairs are divided into the following types:
for cars: current, medium, capital;
for units: current, capital.

After repair, the fire truck is received by the head of the unit and the senior driver (driver) according to the delivery certificate. The head of the vehicle department is responsible for the quality of the maintenance and repair work performed.

Before being placed on combat duty, a fire truck must be run-in:
after major overhaul - mileage 400 km. and the operation of special units for 2 hours;
after average and current repairs (with replacement or major repairs of one of the main units) - mileage 150 km. and operation of a special unit for 2 hours.

Preparing fire trucks for operation during the summer and winter periods of the year

The preparation of fire fighting equipment for operation in summer and winter is carried out by order of the head of the State Fire Service, OGFS. The summer and winter periods, depending on the climatic zones, are determined by decisions of the executive authorities of the constituent entities of the Russian Federation.

Before the onset of the summer and winter periods, classes are organized with drivers by personnel in which the following are studied:
Features of maintenance and maintenance of fire trucks;
Ways and means of increasing their cross-country ability;
Driving Features;
Operating materials and standards for their consumption.

In preparation for operation in winter, the following are also studied:
Procedure for starting a cold engine at low temperature;
Means that make it easier to start a cold car;
Means of heating and maintaining normal temperature while moving and in parking lots;
Safety measures when heating the engine and when handling low-freezing coolants;
Features of fire extinguishing in low temperature conditions.

SAFETY REQUIREMENTS WHEN OPERATING FIRE EQUIPMENT

Organization of work to ensure labor protection, environmental protection, industrial sanitation and fire safety during the operation of fire trucks must be carried out in accordance with the requirements