湖突击艇是弗雷泽造船厂的一部分,也是专门建造、任务特定的消防和救援艇的著名制造商,它已经向位于乔治亚州西北部的巴托县消防部门交付了一艘26英尺的定制船。这艘船于今年7月投入使用,目前在亚特兰大以北30英里的阿拉托纳湖服役。

阿拉图纳湖是全国最受欢迎的湖泊之一,我们很荣幸有一艘我们的定制船在巴托县消防部门值班。湖突击艇行动副总裁查德·杜马斯说。“这艘船的多功能配置使消防员能够快速有效地应对各种水上紧急情况。”

液压操作船首门

改进的v -壳船的配置包括一个9英尺,6英寸的横梁和一个63英寸液压操作艏门。其他部件包括一台1250加仑/小时的消防泵,由专用的6缸发动机驱动。一对150马力的四冲程舷外艇为飞船提供动力。

这艘船配备了一个全宽的t型驾驶室,驾驶室内部净空高度为76英寸,符合人体工程学的掌舵站配备了一个12英寸的Garmin触摸屏,集成了GPS、声纳、SideVu和DownVu以及海图。

应急响应

我们在一个贸易展会上遇到了来自湖突击船的人,并开始了谈话,最终促成了我们的购买。”

“这艘新的消防船将我们部门的应急反应能力提升到了一个全新的水平,”巴托县消防局副局长马库斯·沃伦说。“特别是液压船首门,使我们能够让船在海岸线上搁浅,并快速部署ATV、设备和消防员。在救援行动中,这也是我们潜水队非常有价值的装备。”

“我们在一个贸易展会上遇到了从湖突击船来的人,并开始了谈话,最终促成了我们的购买,”副警长沃伦解释说。“最终,我们通过休斯顿-加尔维斯顿地区议会采购合作社下了订单,整个过程非常顺利。”

互助服务

阿拉托纳湖主要位于巴托县,但部分位于切罗基县和科布县。海岸线包括8个码头,15个公共船只坡道,许多全年居住的住宅,避暑别墅,度假村和数百个露营地。”这个湖可能会非常繁忙,所以我们也会为湖上的其他部门提供互助服务。”沃伦说,特别是在像阵亡将士纪念日、7月4日和劳工节这样繁忙的国家假日。

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检查批准的3类控制防火性能电缆,警告AEI电缆
检查批准的3类控制防火性能电缆,警告AEI电缆

在真正发生火灾的情况下,只有经过批准的电缆才能用于关键的信号和控制设备,并且发布了涵盖这些性能领域的操作规程的修订版本,澄清了这些细节。这些电缆所提供的设备——包括烟雾和热抽出系统——在消防和生命安全的情况下协助消防服务和安全疏散。作为英国唯一获得LPCB独立批准的BS8519 3类控制防火性能电缆的供应商,AEI电缆在新标准的复兴版中突出了其参考价值。该标准清楚地引用和阐明了产品和性能水平,应用于供应链的所有部分,从指定人员到承包商和安装人员。raybet炉石传说任何不合格的安装都是危险的,可能导致系统在火灾中无法存活任何不合格的安装都是危险的,可能导致一些系统在火灾中无法存活。这些电缆通过减少有害烟雾、有毒气体和减少火焰蔓延来减少生命危险。我们都应该尽最大努力取得最好的成绩。安全疏散在电缆故障的很多情况下,产品根本无法达到规定的性能,也不适合预期的用途。raybet炉石传说如果有疑问,说明人员和安装人员应该向供应商咨询意见。消防和救援机构依靠这些系统来帮助灭火和疏散可能在大楼里的人——安装错误的产品可能会造成灾难性的后果。raybet炉石传说 Quality of cabling is crucial From care homes to offices The applications of Category 3 Control fire performance cables also applies to evacuation alarms for the disabled in care homes, emergency voice communications systems and voice alarm systems in relevant buildings including tall buildings, office spaces, hospitals, care homes, shopping malls and stadia.The government has committed to progressing new legislation following the Grenfell disaster Meanwhile, the government has committed to progressing new legislation following the Grenfell disaster and outlined the concept of duty holders having clear responsibility throughout design, construction and occupation of buildings and enforcement. The proposed system will be underpinned by ‘strengthened enforcement and sanctions to deter non-compliance with the new regime. Fire Safety Bill The Fire Safety Bill, which was introduced to Parliament in April, will also empower fire and rescue services to take enforcement action and hold building owners to account if they do not comply with the law. The BS Code of Practice under BS8519 contains six categories of cables, three for power cables and three for control cables each covering survival times of 30, 60 or 120 minutes. Using the very latest in technology and science, the Firetec Total Fire Solutions range offers Mineral Insulated Cabling (MIC), Firetec Enhanced fire performance cabling, accessories and technical support from the AEI Cables distribution facility at Washington, Tyne and Wear. Technology and science AEI Cables’ Firetec Enhanced cabling has been approved and certified by LPCB to BS8519 (Annex B), Category 3 Control in addition to Category 2 Control. The BS Code of Practice under BS8519 contains six categories of cables, three for power cables and three for control cables each covering survival times of 30, 60 or 120 minutes.The BS Code of Practice under BS8519 contains six categories of cables All AEI Cables’ products are supplied with approvals from independent bodies including BASEC and LPCB. It also holds approvals from organizations including Lloyds, the MoD, Network Rail and LUL and works to international standards around the world. Using the very latest in technology and science, the Firetec Total Fire Solutions range offers Mineral Insulated Cabling (MIC), Firetec Enhanced fire performance cabling, accessories and technical support from the AEI Cables distribution facility at Washington, Tyne and Wear. All AEI Cables’ products are supplied with approvals from independent bodies including BASEC and LPCB. It also holds approvals from organizations including Lloyds, the MoD, Network Rail and LUL and works to international standards around the world.

航空事故:看地方当局的消防反应
航空事故:看地方当局的消防反应

如果一个2020年COVID-19锁定在英国的少数奖金大约是我们的家园航空器噪声显着降低。当然,在英格兰的东南部,它给了我们一些思考,以飞机在天空中什么样的后果可能是,如果出事了数量,以及...航空在英国是所谓的商业机场运输(CAT)之间的分裂和通用航空(GA)。猫部门工作了25个机场,占大约900架飞机。然而,GA部门占15000架飞机,32,000飞行员驾驶,由民航局(CAA)和超过1000个其他的飞行场地(据通用航空意识会行货125名机场工作了 - 我们的测绘数据表明1650点)(1,2)。大约在英国飞机的96%都从事通用航空,从事商务,休闲工程和培训活动,以及HM政府估计,该部门员工约38,000人(3)。每个许可机场具有由CAA准则约束自身的消防回应,称机场救援与消防服务(RFFS),并要求它们是: - ..相称的飞机业务及其他活动发生在机场;提供适当的组织向在机场或在其周围的紧急情况作出反应的协调;包含程序测试计划的适当性,并审查结果,以提高其有效性。(CAA 2020年)确保有足够的消防队员训练所以简单地说,每一个机场需要确保它有充分的培训,媒体,工作人员数量适当,以应对任何可能事件,鉴于其规模和流量。 There are around 1654 airfields in the UK, with 125 of those being licensed However, this is only limited to licensed airfields and the response is typically limited to the airfield itself, and the immediate surrounding area. Airfield vehicles are often specialist aviation firefighting vehicles – not necessarily suitable for driving potentially long distances to an incident. Even so, it is a well-established principle that RRFS would only fight the initial stages of any fire, to be relieved by, and with command passed to local authority fire services. There are around 1654 airfields in the UK, with 125 of those being licensed. In 2019-2020 (to date) there have been 62 air crashes, of which 9 involved a fatality. If we plot the locations of all airfields of any type, all the licensed airfields and the crashes, we can see the spatial relationship between them. Below, we see the two distributions – on the left, crashes versus all airfields and on the right crashes versus licensed fields. It’s clear that the crosses (crashes) and dots (fields) are not always in the same place, so clearly there is a potential problem here – namely the specialized airfield fire response is unlikely to be able to respond. Using the spatial analytical capability of QGIS, the open-source GIS software, we can then start to look at the distances from the airfields of the crashes. We can see that (based on the 2019-2020 data) that on average a crash occurs 3.22km from an airfield, but 15.78km from a licensed airfield (where the firefighting teams are). The maximum distance from a licensed airfield was 57.41km, two thirds of the crashes were more than 10km from a licensed airfield and over a third were more than 18km away. Fig 1a (left) shows crashes versus all airfields. Fig 1b (right) shows crashes versus licensed airfields only. Aircraft incidents pose complex firefighting challenges So, what does this all mean? Well the simple conclusion we can draw from this data is that there is a sizable risk of an aircrash occurring on the grounds of a non-airport fire service. In 2019-2020 there have been 62 air crashes, of which 9 involved a fatality Bearing that in mind, it’s also worth considering that aircraft incidents pose challenges to firefighters and firefighting, that need to be considered. The construction of aircraft has been evolving since the first days of flight, with materials that are strong, light and cheap to produce being adopted and in recent years created to order. This has seen a move from natural materials, such as wood and canvas towards aluminum and man-made materials, and in recent years man made mineral fibres (MMMFs) which are lighter and stronger than natural materials, and can be moulded into any shape. The problem is, MMMFs disintegrate into minuscule fibres when subject to impact or fire, which can stick like tiny needles into firefighters’ skin, leading to skin conditions, and pose a significant risk to respiratory systems if breathed in. As with all fires, there are risks associated with smoke products, with exposure to fuels and other chemicals and so there is the potential for a widespread hazmat incident, with respiratory and contamination hazards. Finally, there is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk. The problem is therefore this: There is a constant, but small, chance of an aviation incident occurring away from an airport, and requiring local authority fire services to act as the initial response agency, rather than a relieving agency. These incidents, when they do occur, are likely to be unfamiliar to responding crews, yet also present risks that need to be addressed. PLANE Thinking Despite this landscape of complex risk and inconsistent response coverage non-airfield fire services can still create an effective response structure in the event of an aviation incident away from an airfield. We have drawn up a simple, 5-step aide-memoire for structuring a response, following the acronym PLANE (Plan, Learn, Adapt, Nurture, Evolve). We are aware that all brigades will do this already to some extent (in fact they are obliged to). We are also aware that there was little point going into the technical details of firefighting itself – that is handled elsewhere and in far more detail – but instead we considered a broad, high-level system to act as a quick sanity check on the response measures already in place. There is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk In many ways this mirrors existing operational risk exercises, and begins with a planning process – considering the nature of risk in the response area, building links with other agencies and operators, and collating and analyzing intelligence. Services should expand their levels of knowledge (Learn) around the issue, and consider appointing tactical advisors for aviation incidents and using exercises and training programs to test and enhance response. Having identified the risk landscape, and invested in intelligence about it, we may then need to consider adapting our approaches to make sure we are ready to respond, and having carried out all of this activity, we need to keep the momentum going, and continue to nurture those relationships, and that expertise cross the service. Rapid technological advancement Aviation technology does not stand still. Many of us will have seen this week the testing in the lake district of the emergency response jetpack (4), and this is just one example of the pace of technological advances in the sector. Consider the huge emerging market of UAVs, commercially and recreationally and the potential for incidents related to them, as well as their potential application in responses. Finally, Services, potentially through their dedicated TacAd roles, need to keep abreast of emerging technologies, and ensure that the Planning and Learning continues to match the risk. Aviation technology does not stand still So, in conclusion, we have a (very) simple system for preparing for the potential for airline incidents off airfields. We are happy to admit that it’s not going to solve all of every brigades’ problems, and we’d like to think it simply holds a mirror to existing activities. We do hope that it does give a bit of structure to the consideration a potentially complex process, and that it is of some use, if only as a talking point. Best practices and technologies and will be among the topics discussed at the Aerial Firefighting Europe Conference, taking place in Nîmes, France on 27 – 28 April 2021. The biennial event provides a platform for over 600 international aerial firefighting professionals to discuss the ever-increasing challenges faced by the industry. References 1. General Aviation Awareness Council. Fact Sheet 1 - What is General Aviation (GA)? 2008. 2. Anon. UK Airfields KML. google maps. 2020. 3. Davies B. General Aviation Strategic Network Recommendations. GA Champion, 2018. 4. Barbour S. Jet suit paramedic tested in the Lake District “could save lives.” BBC News. 2020. Article Written by Chris Heywood and Dr Ian Greatbatch.

硅酮挤出物在防火安全中的作用
硅酮挤出物在防火安全中的作用

我们的世界充满了“挤压”。他们是海豹经营小型和不那么小的横截面,架桥机的复杂组件和运动部件一起,帮助他们,让他们的工作秩序。有许多不同类型的型材,以及它们的功能的多样性往往会使他们的风险 - 并使其在预防很重要 - 这可能导致电气火灾的情况。型材也往往不同的材料做出来的,其质量也可以影响环境如何保护,是预防火灾的风险。硅一个比较非常适合材料具有防火的帮助是硅的好处。有机硅是排斥水,是电绝缘的,在高温下十分耐并且,重要的是,可被配制成阻燃人造化合物。这些品质和更是,越来越多地,制备硅酮首选材料为挤压制造,至少在由于这些优点的一部分。该虽然肯定是有更多的工作要在安全方面做了 - 没有环境可能过于安全,后allonly等橡胶与极端温度最高耐受性氟橡胶,但是当暴露于类型的这种类型的材料是在其最好汽油。在其它(大多数)的情况下,有机硅可以说是优质的。 Heat-resistant or flame-retardant? There are two different types of silicone extrusions that are often confused when talking about fire safety: silicone extrusions that are heat-resistant and those that are flame-retardant. The former is manufactured to function and maintain its mechanical properties at high temperatures. A silicone extrusion operating as an oven door seal would be an example of a heat-resistant type of extrusion. The highest temperature these grades of silicone can withstand is about 300°C. Flame-retardant silicone is formulated specifically to be self-extinguishing. To be certified as flame retardant the material is subjected to a flame for a specified time. The material then has to pass a minimum burn distance, or extinguish in a certain time. Flame-retardant silicones cannot withstand the same temperature extremes as heat-resistant silicones, but have much better self-extinguishing properties in general. They tend to max out at around 200°C. When talking about fire safety, it is the grades that are specially flame-retardant that are important to think about. Although silicone is naturally heat-resistant, it is only heat-resistant up to a point. Special grades are required for the extrusions needed to function in high-temperature areas, like the aforementioned oven door. But this does not make them the same as being flame-retardant. Industry grades of flame-retardant silicone There are several grades of silicone that meet different flame-retardant requirements for specific industries. Including: UL-94: This grade is the general standard in the United States, and is most commonly specified on lighting fixtures and other components. EN45545-2: This grade is the standard in the railway industry, and to a lesser degree across all mass transit vehicles (such as buses). All silicone components used on trains, for example, need to meet this required standard. FAR/JAR 25.823: This is the flame-retardant standard for silicone components used in aircraft industries. Apart from being self-extinguishing, the other main property of flame-retardant silicone grades is that they have a low smoke, low toxicity quality. Meaning that if they do come into contact with a fire, and are subsequently burned, they will not release large amounts of smoke or toxic fumes. Low smoke, low toxicity rubbers have been a legal requirement ever since the tragic Kings Cross Station fire in 1987. In which smoke from burning rubber and When talking about fire safety, it is the grades that are specially flame-retardant that are important to think aboutother materials contributed to fatalities. As implied by the above standards, flame-retardant silicones are commonly found across the aerospace industries, the automotive and rail (and to a wider extension the mass transit) industries, and the consumer goods and lighting manufacturing bases. They are also present in the emergency services sector; usually in vehicles, including in ambulances and fire fighting vehicles. Why are fire-retardant extrusions important? An increasing trend for office spaces and everyday household items is for them to rely more and more on synthetic carbon-based polymers in the form of furniture, fabrics, housings for electrical equipment and as surface coatings for other materials, to name a few. The high fuel values of carbon-based polymers means that their very existence is potentially hazardous in the event of a fire. By having fire-retardant silicone extrusions bridging the components together in machinery and moving parts, their substance reduces the likelihood of a fire breaking out within one of these machines and spreading onwards — and causing catastrophic damage to — the everyday carbon-based polymers in the environment. An increasing trend for office spaces and everyday household items is for them to rely more and more on synthetic carbon-based polymersImportantly, the flame-retardant silicone grades used in extrusions are not harmful to human health, and in any case, exposure to them is minimal. Although some can be in visible areas, such as door seals on trains, by nature most of them are located inside machinery, and do not tend to be out in the open. Fire prevention and the future Silicone might be one of the best materials for extrusions to be manufactured out of, in terms of guarding against and preventing fire hazards. But when it comes to preventing tragedies such as the aforementioned Kings Cross Station incident, nothing can be too perfect. That’s why the standards for silicone are continuously being revised and improved upon. All the time, silicone grades are increasingly put to the test in laboratory settings and tweaked to increase their performance. The standard priorities are: how can we make this material even more likely to help with the reduction and the spread of fires? How can the amount of smoke and fumes emitted in the event of burning be even more diminished? But while there is certainly more work to be done on the safety front — no environment can be too safe, after all — the fact remains that, of all the options currently available, the safest options out there are made from silicone.

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