SA Firefighter

Hi Pip, MLG had there Op Update last Mon, the new HRZ was highlighted there by the R1 presenter.

Well I happen to drive past their station on Sat morning on my way to Waterfall Gully, all looked normal, no "For Sale" signs showing.  :-D

...and i think I may have "stared" in some of them.  :lol:

Interesting, at least it might stop the confusion SACAD has between Stirling and Stirling North. So the two are joined one and become "Crafers CFS".  :wink:

31-05-12 14:29:49 COMMENCING AT 19:30 HOURS DISCUSS OFFER TO AMALGAMATE HAVE YOUR SAY AS A DECISION HAS TO BE MADE JOHN - CFS Piccadilly Info

What the?

As has already been said, get the approval from your Region first. My brigade purchased an Argus 4 which is the same model that the CFS & MFS use. It is a good unit and easy to use, also all the risk assessments and approvals for use have already been done.

So, is it only the "19" that has been changed to "R" or are there changes that havn't filtered down to the 'worker-bee' level?

Ultimately SAPOL are responsible for traffic control but we all know the number of times that they have been unable to attend or provide the required level of service. Yes the responsibility lies with the OIC to ensure a safe workplace is provided for the crew (and) public. Now if this means closing down the road altogether, then if justified do it, but manage the situation appropriately. If you don't have SAPOL, get onto ADLFIRE and request additional appliances to place further down the road, around the bends etc to provide the warning to the approaching vehicles of the accident, giving them as much distance a possible to do the right thing and reduce their speed in a safe manner.

In the case of the SE freeway, there is a higher risk of secondary accidents occurring than the risk to emergency workers. Certainly, if the speed past the accident can be reduced, then "happy days" but it must be correctly managed.

That's not such a bad idea given the money spent on it, and I'd recon it would make a decent training appliance particulary for that role.

So Matt, once you get the new truck sorted, what's to become with "The Dennis"?

Quote from: bajdas on June 01, 2011, 10:59:59 AM
...so would be interested in what specific tools you would lay out on a tarp for quick access ?

I would be thinking of the "Holligan Tool, Axe, and Sledge Hammer, for a start if it was just a case of making an forced entry or egress. Like what has alresdy been posted, a good set of wire cutters would be handy for removal of wires etc. I suppose it all depends on what "what if's" you could potentially be faced with. Worse case you could require Hydraulic tools, air lifting bags, shoring blocks. Then if there is a height access issue (fall through floor) ladders may well also be needed.

All this RIT work takes time, what is the recommended (read SOP) response for maintaining an air supply to a trapped fire fighter whose cylinder has become depleted?

Quote from: unfknblvable on May 10, 2011, 08:09:12 PM
...why doesn't the CFS do what the Mets do, and use designated RITs?

My question is "what do METS have in place in regard to RIT"? We first need hard evidence of what we should have, or be doing before we can request a change by the CFS Management. If METS have a formal training package that covers RIT I'd be interested to know why CFS brigades that also have an urban response don't have access to it. What makes our lives less valuable! Because really, that's what it comes down too.

"....considering the training provided to CFS."

Exactly, this has long been my concern. What does MFS have in place in regard to "Rapid Intervention Teams". There are some very interesting articles on FireEngineering.com about what various US fire services are doing in relation to rescuing trapped fire fighters. I think about what we have in place and it comes down to a couple of Hooligan tools and axes, but if your lucky and one of the brigades attending might also be RCR they might have airbags.

Yes, we have a policy that states there must be two BA members ready to go in whenever there are BA crews inside, but how many are trained to carryout a rescue using these tools in a structural context or know how to make a forced entry, or more importantly a forced egress should the primary entry point become blocked.

I would be interested in seeing some stats on how often internal BA crews get into difficulty (lost, entangled, injured) in Australian fire services compared to what seems to be happening in the US.

Interested to hear your thoughts.

As for this scenario, I wouldn't be going in without a radio. A MAYDAY call quickly gets every bodies attention and you can then tell the OIC the reason for the Mayday and details such as amount of air supply left, injuries, etc. so that they can start managing and resourcing the rescue without wasting time or your air supply.

This request may be more related to "working with minors" than CFS cadet Regs. As an ex Airforce cadet instructor (13 years) we never placed ourselves in a position where their was only the one adult present. Especially if there is only one or two cadets. It is unfortunate I know, but that is now the world we're in. Ultimately it is for the protection of both the instructors as well as the cadets.

Just released in this months edition of "Infralog"

11-12 New Appliance Program
Tenders have now been received for the construction of appliance bodies and these will be evaluated in early May.

The build program for the 2011-2012 financial year includes:
· One Mid Urban Pumper
· Three 34P's
· Sixteen 34's
· Four 14's
· Three Quick Response Vehicles
· Two Bulk Water Carriers
· One dedicated Rescue Appliance

Now the guessing begins!

The Bridgewater Country Fire Service mourns the passing of one of our founding members, Charles Washington Rosewarne (AM).

Charlie Rosewarne was elected as the first Captain of the Bridgewater Brigade in 1951.

Charlie's initial stint as Captain was between 1951 and 1956 and then he again took on the role between 1957 and 1963.  He also took on the role of Brigade President between 1953 and 1954.  These were his official management roles, but we know that he had a love of training and training others and so began the evolution in Emergency Fire Service and then Country Fire Service training.

Charlie went on to establish and run the Mt Lofty CFS Training Centre initially on land which is now beneath the South Eastern Freeway and then in the old Stirling East Primary School.  As Captain of the Training Centre it was Charlies dream to build on the skills required for not only fighting bushfires, but the many other skills now required for fire-fighters.  Charlie's entrepreneurial skills saw the growth of the Training Centre through donations that in the end were used to purchase the site of the current State Training Centre at Brukunga.  Even when he got too old (his words) to conduct training, he organised a group of blokes to work behind the scenes.  This group were naturally dubbed "Charlie's Angels" and together with Charlie they ensured that the training centre at Stirling East (old as it was) was always clean and well maintained.

On the 26th January 1978 Charlie was awarded the 'Member of the Order of Australia'.  The citation read "for community service particularly in the organisation & training of emergency fire services".

On the 14th June 1978 he was awarded the 'Nation Medal' and subsequentley 3 further clasps to the medal.

In 2001 he received the International Year of Volunteer Medal and in 2010 the C.F.S. Service Medal for his 59 years of service to the organisation.

The communities of the Adelaide Hills probably do not realise that Charlie Rosewarne is the man who made their communities as safe as they are today because of his pro-active approach in getting training organised and delivered to many, many fire fighters for well over 25 years.

The Bridgewater CFS members proudly remember Charlie and we pass on our sincere condolences to his family.  Charlie passed away peacefully on Thursday 31st March 2011, now re-united with his beloved wife, Ruth.

Rest in peace mate!

Rather than 10 lengths of 25mm, run a few length of 38mm from the truck to a "Gated-Y" then control your 25mm lengths from that point.Works well.

Unfortunately, I feel that it will take a coroners investigation to occur before any real change happens in relation to appropriate levels of training in the CFS, particularly in BA. 

Quote from: Bagyassfirey on January 31, 2011, 07:49:33 AM

Quote from: Alex on January 31, 2011, 06:57:36 AM

QuoteBECAUSE OF HIGH TEMPERATURES TODAY, REMINDER TO KEEP HYDRATED AND HAVE SUBSTANTIAL MEALS. REGARDS OH&S OFFICER. - CFS

And don't forget to wipe your filtered.

Just the OAS&W coordinator doing their job.....

Though you would be amazed at the number that don't stay hydrated!

Just because some brigades choose to follow SOP's and not use K-codes does not make them unprofessional! I'm ex military, and we were trained in the importance of clear concise radio transmissions, no codes were used then and I doubt if they are now. The importance of the basic radio transmission rules for a military application are just as relevant for the CFS, why introduce additional confusion or doubt. It just provides further opportunity to mess up.

[quote MFS: *CFSRES INC076 04/12/10 15:18,RESPOND GRASS FIRE,GURR RD,SCOTT CREEK MAP 168 M 11 TG136,SMOKE SIGHTING FROM LOFTY TOWER, SMOKE B,UILDING,BRAD42 SAIR55 BRAD00 IRBK00 MYLR00
CFS Lofty Group Officers Response[/quote]

Good spotting guy's, proves there is still use for the tower

Numbers, your preaching to the converted. All I'm saying is if your on the first arriving appliance and other resources are still enroute, then you don't have the luxury of being able to slow down approaching traffic progressivly.

Dropping the speed limit down to 25km/h when emergency vehicles are under red & blues's also presents an additional risk of "secondary accidents" in certain circumstances.

For example, a car is driving along a section of freeway in medium to heavy traffic with a posted limit of 110 km/h. There is fog patches about and it has been raining. The road starts turning through a bend to the left, just on the apex red and blue lights become visible. What should the driver do?

Brake hard to slow down from 110 to 25 could risk skidding / loosing control or be hit by other vehicles traveling behind.

Now I hear you say that they should be driving to the conditions. I challenge anyone who has had to respond to an incident on the SE Freeway to say that ever happens!


Best solution is for enough police to provide traffic control further back to give prior warning of the incident ahead and to allow a progressive reduction of speed. How often do we ever see this able to be done? Even with the current level of 40km/h it is still an issue we have to consider and input risk control measures, this often take the form of crew members being used solely as safety observers looking out and provide a warning should they see a wayward vehicle.

Quote from: Darius on November 19, 2010, 07:52:31 AM
The CFSVA already have lines of communication open with the minister and we would be foolish not to use that.

So we can make snide little remarks about the CFSVA on a web forum, or gripe about lack of training courses, bicker amongst ourselves, or just whinge about things.  Or we can help the CFSVA to help all of us and get a bit vocal and militant and try to improve things.

I fully agree with your comment. Why don't we all then email the CFSVA. We often see legitimate issues posted here that we all "carry-on" about, what is to stop us CCing the same post onto CFSVA.

It still sounds like the minister is solely focused on the training being provided to combat the risk of bushfire, yes this is important, but i believe  a broader scope is required to take into consideration the other two thirds of responses for a lot of brigades and that is additional training be provided in CABA and RCR skills.