The driver/engineer (D/E) position is one of the most critical positions on the fireground. Yet, so often, this position is underdeveloped, underappreciated, and underutilized. It has been said that no one notices the D/E on the fireground unless something goes wrong—i.e., water runs out, pump pressures fluctuate, the aerial device comes up short, and so on. There may be some truth to this. In many cases, the promotion to the D/E position is viewed as a necessary evil between the “fun” position of firefighter and the highly sought-after position of company officer.
Firefighters want to do the “fun” and “sexy” work of fighting fire, searching for victims, and cutting ventilation holes. The fact is, most view the D/E position as “unsexy” and “not fun,” which contributes to the “promote-me-to-officer-as-quickly-as-possible” mindset among some. However, I submit to you that this mindset is not only counterproductive but flawed at its very core.
The D/E can literally make or break the incident. Why, then, do many fire service organizations pour countless hours and dollars into firefighter and officer development but give little real attention to developing their D/Es beyond what their respective state certification courses teach and require? Why do we downplay the importance of this position?
I have heard officers say things like, “Just get us there and pull the right lever and we will tell you whether we need more or less pressure.” This has humorously been referred to as the rule of thumb where “thumbs up” means we need more pressure and “thumbs down” means bump the pressure down some. Talk about literally flying by the seat of your pants! This is a gross oversimplification of the D/E position and contributes to lackluster performances on the fireground.
Nearly anyone can be taught how to drive an apparatus, engage the pump, and pull the right lever. However, it takes a real professional to understand how water moves through the entire water delivery system; how physics affect delivery of a proper fire stream; how the pump, equipment, and aerial device actually work; and how to overcome issues when things go wrong. And things will go wrong.
The truth is, D/Es are the unsung heroes of our fire companies. They are the glue that often holds the crew and the operation together. We, as professional fire departments, must make every effort to develop the needed knowledge, skills, abilities, and traits of successful D/Es so they not only know how to do things the right way but also know how to troubleshoot and overcome issues that can and will arise on the emergency scene. We must pass on the tips and tricks that we were taught, and we must teach others the lessons we have learned the hard way.
We cannot allow a culture of “good enough” to creep into our organization, which allows for mediocre or even poor performance to be accepted from a position that requires true excellence for the safety and well-being of our citizens and crew members. Finally, we must provide quality training that is realistic and thorough.
We cannot truly understand what qualities and traits a “good” D/E possesses unless we first understand the actual job functions of the position. D/Es often perform numerous roles and duties in addition to just driving the rig and placing it in pump or working the aerial device. National Fire Protection Association (NFPA) 1002, Standard for Fire Apparatus Driver/Operator Professional Qualifications, is a great resource and outlines key duties that the D/E is expected to perform.
For example, D/Es are required to know the location and function of every tool, appliance, and piece of equipment on their assigned apparatus. They are expected to be intimately knowledgeable about every aspect of their rig. Additionally, they are expected to perform routine maintenance and regular equipment and truck checks as well as accurately document discrepancies on the department’s approved form. Additional duties include communications, water supply operations, and deployment of ladders. Finally, they are often the initial pseudo safety officers early in the incident as their crews go to work to save lives and property and are expected to mentor junior members.
With that being understood, let’s look at the qualities that separate the “best from the rest.” So, what makes a truly great D/E? What traits do effective D/E embody?
Reliable. This is one of the most critical traits of a good D/E. When lives are on the line and your people are putting themselves in moments of grave danger, the value of a good D/E cannot be overstated. Think for a moment what would happen if the engineer failed to provide or maintain a usable fire stream right when the crew needed it most or what the outcome would be if the officer’s request for a ladder for rescue was not promptly carried out by the D/E.
Proactive. The D/E must be a self-starter and mustn’t wait to be told what to do and when to do it for every single task. In fact, unlike most other fireground assignments that require teams of at least two firefighters to execute, the D/E has one of the most demanding series of tasks that don’t require or even provide any real supervision. D/Es must constantly scan the incident scene to identify what it requires and what it is likely to require in the near future.
Trustworthy. When you think of the tremendous responsibility the D/E has regarding the safety and effectiveness of his crew, it is no surprise that good D/Es must earn the trust of those with whom they work, whose lives are literally in the D/Es’ hands. They must ensure that the crew arrives in one piece to the emergency, have the correct amount of water and pressure at the nozzle to battle the flames, have the appropriate tools readily available to accomplish their tactical assignment, and have adequate means of accessing/escaping the fire environment. If the D/E has not earned the trust of his crew, crew members may hesitate or be reluctant to fully commit to their assignment. This, of course, may result in the job not getting done completely or the crew being injured because of a lack of focus on the task for fear the D/E is not supporting the operation as needed. This lack of trust breeds reluctance and cripples even the best firefighters.
Detail-oriented. As the old saying goes, “The devil is in the details.” This couldn’t be a truer statement, especially when it comes to the D/E’s role. A good D/E must pay attention to the minute details of his apparatus, equipment, incoming/outgoing water, and apparatus and ladder placement.
During a routine morning inspection, I once found a slow leak on the inside rear tire of my apparatus. This leak had caused the inside tire to become very soft [30 pounds per square inch (psi) lower than it should have been!]. Had I not been paying attention, this may have resulted in a debilitating blowout en route to an emergency call, and it certainly had the potential to cause further damage or injury when it finally let go! At a minimum, this event could have taken the apparatus out of service for much longer than if it had not been detected during a thorough apparatus inspection. Instead, it only placed the engine out of service for about 1½ hours, as the repair company was able to come and quickly change the tire out.
Level-headed. The D/E’s role comes with the need for additional maturity and mental acuity. A good D/E understands that driving excited, angry, or emotionally distressed may place the crew at risk or worse. Driving distracted may result in driving too aggressively, which may lead to preventable accidents. Good D/Es must be able to operate the rig calmly. Moreover, they must be able to take a deep breath and “fix” things when things go wrong—and they will from time to time!
Intellectually curious. Over the years, I’ve observed a trait that seems universal to every great D/E I’ve ever known: intellectual curiosity. All good D/Es seem to have an acquired taste for tinkering with stuff; they want to know the “ins and outs” of their rig, equipment, pump, and so on. They genuinely seek to know the “why” and the “how” of the way things work. This is one of those traits that sets the “good” D/Es apart from the truly great ones. It goes hand in hand with the aforementioned trait of being detail-oriented and bolsters mechanical aptitude, which is a must for competent D/Es.
Building good habits. Show up early, prepared and in the right frame of mind. This goes without saying, but I don’t think this one gets enough emphasis. A good D/E comes in early enough to give the rig a once over while getting his personal protective equipment in position to be ready for that inevitable shift change call. It gives him a chance to grab a cup of coffee and discuss the happenings on the previous tour before his shift begins.
Furthermore, the successful D/E understands the importance of being properly rested, hydrated, and focused when he comes to work. Research shows that driving while severely sleep deprived can produce performance akin to being intoxicated. This, of course, would not be responsible behavior. Why, then, do we act like sleep deprivation isn’t a big deal? The good D/E understands this and puts himself in the best mental, emotional, and physical position possible prior to starting his shift.
Methodical. The best D/Es I’ve known all have one thing in common: They are painfully methodical in their work. They check their apparatus the same way every shift. They set their gear up the same way every shift. They prefer equipment to be set up a particular way every tour. Some may call this “overkill.” However, having this quality is how they succeed at high levels consistently, shift after shift. By having equipment in the same place every shift and checking the rig in a systematic, thorough manner every single time, they are less likely to miss the little things than can negatively impact their company’s operation on the emergency scene.
The qualities of good D/Es can be summed up in two critical words: anticipation and facilitation. The D/E role requires a constant evaluation of where the incident has been; where it is presently at; and, finally, where it is going. D/Es must read the scene based on knowledge, experience, and education and anticipate what tasks, tools, and resources are needed to bring the incident under control.
Once they identify needs, they must promptly facilitate the implementation of said strategic, tactical, and functional needs to the best of their abilities. For example, if an engine company arrives on scene to find a working attic fire in a 2,500-square-foot ranch-style residential home, the company officer may opt to pull an attack line and make entry into the home where ceiling can be pulled and water can be applied to the attic fire. The D/E may realize that this scenario will likely require additional hooks to pull ceilings, an attic ladder to access the attic space, and perhaps a ground ladder and ventilation saw for later-arriving companies to perform vertical ventilation. The proactive D/E anticipates these needs and facilitates the operational tasks by getting this equipment in place before it is requested.
One could write a book on all the nuances of being a proficient, an efficient, and an effective D/E; this article cannot possibly cover them all. However, here are some useful tips that make the job just a little better.
Make a pump chart. I cannot overstate the importance of making a pump chart! If you are a serious D/E, this is a fundamental necessity and the equivalent of a coach’s play sheet. The pump chart allows the D/E to quickly reference important information such as commonly needed pump pressures when it’s 0300 hours and members are still trying to wake up their brain on the big one. Furthermore, it gives them those abstract numbers, coefficients, and rules of thumbs needed for those large-scale incidents, complex hoselays, and anything beyond the “typical” operations for the fire company.
Carry a grease pencil. I was taught this trick by a veteran driver when I was first learning to drive, and it has been an absolute game changer for me during my time in the driver’s seat. This old-school trick of the trade serves a couple of purposes. First, it can be used to mark the compound gauges once pump pressures are set for various lines (photos 1, 2). Mark the gauge at where the line is to be pumped so you can quickly check to ensure the needle is still on the mark you made on the gauge. If it’s not, this should prompt you to investigate further and adjust pressures as needed. Additionally, I always tried to write the pump pressure in the middle of the gauge so I could double-check my pressure and remember what each gauge is supposed to be set at.
Another purpose for the grease pencil is to keep a running inventory of what equipment is being removed from your rig and who took it. As a D/E, I would literally start making quick notes on the door of the apparatus, similar to a waiter taking an order. This was of great assistance when cleaning up after a fire. Last, the grease pencil can be used to double-check your friction loss and pump discharge pressure numbers on those incidents that are outside the usual operations for the department.
Taking “the road less traveled.” When coming back from an alarm, the grocery store, or a training detail, take a different route back than you took to get there, whenever possible. This serves two purposes. First, it gets you more familiar with your district, learning those pesky “back roads.” Second, it lets citizens who may not see you as often see their fire department out and about. Positive visibility is good for the fire department and will garner much-needed support if/when the department needs financial support in the future. Thus, this is a win-win scenario for the D/E and the department!
Carry a range finder and measuring wheel. These two pieces of equipment can pay dividends for the D/E. For example, when out preplanning, you can use the measuring wheel to calculate the amount of hose needed to reach a given location from the apparatus to the building and from the entrance of the building to the most remote point in the structure. This practice takes away the guesswork and can make estimating the stretch a much easier job for the company officer and firefighters who will be tasked with extinguishment.
Furthermore, the range finder can serve as a quick reference when estimating long stretches and supply line lays. For example, if an engine company arrives at a fire and sees a hydrant down the street, they can relay the location and distance of the lay to a later-arriving company, who can then lay in or reverse out based on the fire flow needs and water supply available.
All about angles. When positioning the rig for stretching attack lines, angles matter. In addition to the old rule of thumb regarding pulling past the structure to provide a three-sided view of the building while leaving room at the front of the building for aerial apparatus, the D/E can assist the company with the stretch by positioning his apparatus in such a way as to provide for a smoother stretch. You’d be surprised how a simple 45° angle can make pulling preconnected hoselines much easier.
If your hose loads come off the rear hosebed, angle your engine away from the fire (photos 3, 4). If you are stretching preconnected crosslays, then simply angle the rig toward the fire.
Place a cone six paces behind your apparatus. Doing this achieves two objectives. First, it provides a visual landmark where a second-arriving apparatus can stop (photo 5). This is important, first and foremost, because it ensures that ground ladders, hooks, and other equipment can be successfully removed without running into the later-arriving apparatus.
I once responded to a fire where the second engine pulled so close to the back of my engine that we couldn’t remove the ground ladders from the back compartment. This resulted in a delay in getting the needed equipment to the crew and prompted us to start placing a cone as a reference point for later-arriving companies. The six paces seem to be the “sweet spot” to account for the inevitable variations in personnel height and stride distances; anything less may be too close, depending on the D/E’s height, and anything more is unnecessary.
The second reason for the cone is it allows us to successfully run our three-inch supply hose from our intake on the pump panel to the second-due engine when we are doing booster backup operations. By placing their bumper on the cone, we have found that our two 50-foot sections of three-inch hose or one 75-foot section of three-inch hose reaches perfectly from the intake on the first engine to the discharges on the driver’s pump panel on the second engine. By using this trick, we have had zero issues getting equipment out of the first engine and have eliminated the guesswork by the D/E on the second engine for providing their water to the first apparatus.
Throw in the towel! If you’re like me, then you probably don’t like being sprayed in the face and soaked at the pump panel, especially in cold weather, from leaking hose, intakes, and discharges. Depending on the severity of the leak, it can create a water “curtain” that rivals a wide fog pattern Lloyd Layman would be proud of! So, what’s the big deal? Well, just carry a couple of hand towels in your D/E “go bag.” Throw a towel over the leaking hose/connection, and voila (photo 6)! I am somewhat ashamed of how long it took me to learn this simple but effective trick. However, it works, is cheap, and will allow you to focus on the job and not your misery trying to dodge the geyser at the pump panel.
Do “the twist.” Is the fire department connection (FDC) swivel seized up? No worries! Just do “the twist”: Make five to seven counterclockwise twists in the 2½- or three-inch hose being used to supply the FDC connection. When you begin threading the supply hose into the frozen 2½-inch FDC swivel, the hose will naturally rotate clockwise to make the connection while straightening out the hose (removing the twists) as you make the hookup. You are then left with a successful connection without twists or needing to run back to the rig for adapters or tools to rectify the situation.
Most issues relating to pump operations on the fireground can usually be broken down into one of three areas: (1) the supply side of the pump, (2) mechanical issues/the pump itself, and (3) the discharge side of the pump.
Supply-side problems. Following are some common issues with water supply and some solutions:
Bad hydrants. Here, there is no “one-size-fits-all” answer. Is the hydrant valve stem free spinning? This finding would indicate a broken stem, and you will have to locate a different hydrant for use immediately. This is not a situation we can fix in the field. However, if the stem is not free spinning and little or no water is coming out of the hydrant, the D/E should use a water key, which is easy to obtain from most municipal water departments, to check the underground valve in the ground near the hydrant to see if it is fully open, partially open, or closed altogether.
A couple of years ago, my engine crew was performing annual hydrant inspections and testing when we noticed one of the hydrants in a Walmart parking lot was flowing half of what the other fire hydrants were flowing. I went back and pulled the numbers from the previous year to compare and noticed they were similar to the other three hydrants in the parking lot. This got us thinking.
So, we grabbed the water key and stuck it on the square nut located in the access hole a few feet in front of the hydrant and found that the valve was half-closed, thus restricting the flow from the hydrant. We opened it completely and retested the hydrant. The flow data was comparable to the previous year’s numbers and flowing what it should have been flowing.
After following up with the local water authority, it was discovered that the hydrant had been worked on over the course of the past year and evidently was not completely opened back up after the work was completed. Had the hydrant been needed to supply a pumper at a fire, it would have yielded half of its water supply because of this oversight. A heads-up driver could have used his water key to fix the problem quickly, thus allowing his pumper to receive all of the available water from that hydrant.
Delay in the next-arriving engine. This is where district knowledge, preplanning, and training come into play. There is no silver bullet for this problem. D/Es must understand their abilities and limitations based on fire flow demands, tank size, and location of their next-arriving apparatus, especially if there is no hydrant or adequate static source nearby where a D/E can establish his own water supply. Good D/Es know how long they can flow water on each line on the rig before running out of water.
Excessively long lays. Tactics such as relay pumping, water shuttles, and nursing operations are all viable options when faced with long distances to the nearest adequate water supply. These tactics can be extensive, requiring numerous resources, multiple apparatus, and time to achieve. Furthermore, D/Es must be well-trained and know how to effectively coordinate and communicate with other D/Es to make these operations work. Preplanning is critical to the success of these operations. Training must be conducted regularly, and any mutual-aid companies involved must be on the same page.
Additionally, there are great tools and appliances out there that can make water supply objectives much more obtainable such as four-way hydrant assist valves, inline relay valves, jet-assisted low-level suction strainers, and vacuum tenders, all of which improve water supply operations on the fireground. However, you must train on them! D/Es must be intimately familiar with the equipment on their apparatus as well as any equipment on neighboring departments’ apparatus because they may have to use or assist with them on scene.
Failed/sabotaged hose. If a D/E encounters a failed hoseline (regardless of the cause), he will have to shut off the water supply to the failed section to replace it. This is where redundancies and preparation pay off. The D/E should ensure that he tops off his onboard apparatus water tank as soon as practically possible after securing either a pressurized or static water supply. Furthermore, he should ensure that other pumpers on scene are topped off to build in redundancy. This way, if there’s a hose failure, the D/E can immediately switch back to tank water and receive water from other pumpers while he works to shut down, replace, and recharge the failed supply hose.
Kinks. It has been said that dry kinks become wet kinks. The D/E should fix any major kinks he can see prior to charging the hoseline. He should also ensure that all hose has completely cleared the hosebed prior to charging the line. Failure to do so may pinch the hose in the hosebed, requiring the line to be shut down and bled off to relieve pressure before removing the kinked hose. Chasing kinks is everyone’s job on the fireground, but the D/E is ultimately responsible for all hose between the rig and the structure. Firefighters and officers who are operating in the immediately dangerous to life or health environment on the interior of the structure will have to manage the hose.
National Fire Protection Association. (2017, January 1). NFPA 1002, Standard for Fire Apparatus Driver/Operator Professional Qualifications. Retrieved from www.nfpa.org: https://www.nfpa.org/codes-and-standards/all-codes-and-standards/list-of-codes-and-standards/detail?code=1002.
National Fire Protection Association. (2017, January 1). NFPA 1901, Standard for Automotive Fire Apparatus. Retrieved from www.nfpa.org: https://www.nfpa.org/codes-and-standards/all-codes-and-standards/list-of-codes-and-standards/detail?code=1901.
National Fire Protection Association. (2017, January 1). NFPA 1911, Standard for the Inspection, Maintenance, Testing, and Retirement of In-Service Emergency Vehicles. Retrieved from www.nfpa.org: https://www.nfpa.org/codes-and-standards/all-codes-and-standards/list-of codes-and-standards/detail?code=1911.
NICK PEPPARD is a firefighter/paramedic for the Oshkosh (WI) Fire Department with 17 years of service. He has an A.S. in fire science, an A.S. in EMS technology, and an A.A. in general studies and is obtaining a B.A.S. in fire administration.