Chapter 9

Fire Stations

9.1 GENERAL

In the past there has been a tendency to provide only the minimum level of accommodation for the rescue and fire fighting vehicles, little more than garage space, with equally sparse facilities for their crews. Experience has shown that these standards of provision are not conducive to operational efficiency in terms of both the vehicles or the personnel who are to operate them. A study of the operational requirement has emphasized the importance of correctly sited fire stations, supported by efficient communications systems, as a prerequisite for the immediate and effective response by rescue and fire fighting services. Properly constructed and appointed fire stations can make an important contribution to the morale and efficiency of these services. Further, response times are likely to be reduced by undertaking in the planning stage a study of traffic patterns, procedures, previous accident experience and the probable response paths of rescue and fire fighting vehicles. The following paragraphs discuss some of the design and siting factors which are considered to be significant in this context.

9.2 LOCATION

9.2.1 The location of the airport fire station is a primary factor in ensuring that recommended response times can be achieved; that is, two minutes and not more than three minutes to the end of each runway in optimum conditions of visibility and surface conditions. Other considerations, such as the need to deal with structural fires or to undertake other duties, are of secondary importance and must be subordinated to the primary requirement. At some airports it may be necessary to consider the provision of more than one station, each located strategically in relation to the runway pattern. Aircraft accident studies have shown that a large proportion of accidents and incidents occur on, or close to the runways, with those accidents in or beyond runway end safety area locations producing the more serious consequences in terms of fire situations and casualties.

9.2.2 For example, the graph in Figure 9‑1 shows the location of 576 landing and take‑off accidents reported to the ECAA Accident/Incident Data Reporting (ADREP) System for the years 1970 to 1989. It shows that a large portion of accidents occurred on, or close to, the runway and on the area beyond the runway end. In fact 126 cases or 22 per cent occurred on an area within a distance of 1 000 m from the runway threshold and 30 m laterally from the runway centre line; 151 cases or 26 per cent occurred in an area beyond the runway end within a distance of 500 m from the runway end and 30 m from the runway centre line.

9.2.3 The graph in Figure 9‑2 shows the location of 233 landing and take‑off accidents for aircraft with a maximum certificated take‑off mass of over 5 700 kg for the years 1970 to 1989. This graph shows that the location of accidents involving large aircraft only follows a somewhat similar pattern to that for accidents involving both small and large aircraft. For occurrences for large aircraft 37 cases or 16 per cent occurred on an area within a distance of 1 000 m from the runway threshold and 30 m laterally from the runway centre line; 61 cases or 26 per cent occurred in an area beyond the runway end within a distance of 500 m from the runway end and 30 m from the runway centre line.

9.2.4 Sites for fire stations which will give the shortest response times to these high risk areas shown in Figures 9‑1 and 9‑2 are essential. Where more than one fire station is provided, each may contain one or more vehicles from the total fleet. This divides the over‑all quantity of extinguishing agents available into units capable of initiating immediate fire suppression activities on arrival at the accident site. It is usual, with more than one fire station, to designate one as the master station, providing the master watch room, and the other stations as satellites.

9.2.5 Rescue and fire fighting vehicles should have instant access to the movement area and be capable of reaching the extremities of this area within the recommended response time. When a new station is to be provided, vehicle response trials should be run to determine the optimum location in relation to potential accident sites. Due consideration should be given to the future development plans of the airport as these may increase the distances over which responses must be made.

the optimum location in relation to potential accident sites. Due consideration should be given to the future development plans of the airport as these may increase the distances over which responses must be made.

9.2.6 All fire stations should be located so that access to the runway area is direct, requiring the rescue and fire fighting vehicles to negotiate the minimum number of turns. Additionally, the location should ensure that the vehicle running distances are as short as possible in relation to the runway(s) the station is intended primarily to serve. The ability to reach standby positions without delay is important. The placement of the watch

room in each fire station should ensure the widest possible view of the movement area.

9.3 DESIGN AND CONSTRUCTION

9.3.1 Each airport fire station should house a self contained rescue and fire fighting unit, with appropriate facilities for the protection of vehicles, crew members and such operational services as are necessary to ensure their continuous ability for effective and immediate response in an emergency. Facilities for the major maintenance of vehicles need not be included provided that these exist elsewhere, on, or in close proximity to, the airport. The range and extent of facilities may vary as between those necessary in the main fire station and those appropriate to a satellite station but, in general, should include:

(a) adequate accommodation for the housing of vehicles and for the conduct of in‑service (minor) maintenance;

(b) domestic and administrative facilities for the personnel required to operate and direct these vehicles;

(c) communications and alarm systems which will ensure the immediate and effective deployment of vehicles in any emergency; and

(d) appropriate storage and technical support facilities as are necessary to protect and maintain the equipment and reserves of extinguishing agents held at each station.

Figures 9‑3 and 9‑4 show one example of a layout of a fire station for an airport of category 5 or of 6 or 7, respectively.

9.3.2 In meeting these basic requirements it is desirable to consider not only design features but also constructional details since experience has shown that inadequacies in either respect can add to the time taken to receive, and respond to, a call, as well as introducing problems in the day‑to‑day use of a fire station. Some features which are considered to be important in ensuring the functional efficiency of fire stations are outlined below.

9.3.3 Vehicle housing. This is usually provided in a series of bays, providing sufficient space for each vehicle and a surrounding area in which personnel can work conveniently. As a general rule a minimum clearance of 1.2 m should be provided around each vehicle. The dimensions of each bay, including the working area, should have regard not only to the vehicles currently in service but also to future models which may be acquired to meet increases in the airport rescue and fire fighting category. Similarly, the floors of the vehicle bays must provide for any increase in vehicle weights which new equipment may impose. The surface finish of floors should be resistant to oil, grease, foam concentrates, etc. and be easily cleaned. This can be achieved by having a non‑shp tiled surface or a hard top sealed concrete finish. The floors should slope down towards the doors, where a transverse drain, with heavy gauge cover, can receive surface water from the bays and the forecourt. The doors to the bays must be of the quick action type and of robust design, incorporating, where possible, windows to improve the natural lighting within the bays. Doors may be manually operated or equipped with automatic opening devices, which may include remote operation from the watch room or in association with the operation of the station alarm bells. Provision should be made for manual operation in the event of the malfunctioning of any automatic device. The size of the door opening must allow adequate clearance for the vehicles. It has been found that 3.8 m width and 4.5 m height is appropriate for all vehicles currently in production.

9.3.4 The forecourt should be of sufficient size to permit appliances to manoeuvre and should be provided with floodlighting for night‑time activities. A slope to the bay entrance drain will accommodate vehicle cleaning and other surface water. Within the bays there must be adequate lighting and, in appropriate cases, heating, to maintain a temperature of at least 131C. In States where high ambient temperatures are prevalent some form of climate control may be considered. Electrical systems of appropriate design will also be required where vehicles are fitted with engine heaters, battery charging devices or other protective equipment. In some stations installations have been provided to convey exhaust fumes from each vehicle to the external atmosphere, thus avoiding contamination within the vehicle bays during periodic engine runs. All connexions of services to vehicles must be designed to achieve immediate and safe dis connexion without delaying the response of vehicles to an emergency.

9.3.5 Domestic and administrative requirements. Domestic facilities should include accommodation for personnel, consisting of a locker room, mess room, kitchen, washroom, and a drying room. The locker room should provide sufficient space for the personnel to change their clothing and bench seats should be provided. The mess room, fitted with chairs and tables, can also serve as a lecture room, and a wall‑mounted blackboard will be useful in this instructional application. A kitchen should provide facilities for the preparation of simple meals and should be supplied with a stove, deep sinks, hot and cold water, storage cupboards and a refrigerator. The washrooms should include showers as well as the usual facilities. A drying room should allow personnel to dry wet clothing quickly. The extent of administrative accommodation will depend on the range of technical control and administration duties to be performed in a particular station. At an airport where there is more than one fire station the master station will require substantially greater facilities, such as an office for the officer‑in‑charge and the deputy and one for general administration. At satellite stations it may be possible to combine an office with the watch room (see 9.3.7).

9.3.6 Support requirements. These are facilities which can contribute to the efficiency of rescue and fire fighting services by preserving equipment and extinguishing media, ensuring its prompt availability and in providing test, inspection, maintenance and training opportunities. Storage space will be required for hose, with suitable racking and ventilation and may include hose repair equipment and the hose record board. Drying facilities for hose will be required in certain climates and may be in the form of a drying tower or an enclosed heating installation. Storage will be required for extinguishing media and particular attention must be given to ensuring that temperatures are kept within the levels specified for each agent. Advice in respect of appropriate storage temperatures can be obtained from suppliers. A general workshop, where maintenance and repairs can be performed, will make a valuable contribution towards the efficient and economical operation of the service. Ideally, a fire station should be provided with a hydrant and, where practicable, a well, for the testing of hose and vehicles, for the rapid replenishment of vehicles after use and for training purposes. A manual or electric pump for transferring foam concentrates from containers to vehicles is also desirable.

9.3.7 Watch rooms. In all fire stations there must be a central point for the reception of emergency calls, from which vehicles may be dispatched for responses of all kinds and resources can be mobilized and directed. This should be in the form of a watch room which should be sited in a position which overlooks as much of the movement area as possible. It may be necessary to elevate the watch room to provide the maximum degree of surveillance. Special provisions may be necessary to soundproof the watch room and to deal with the consequent ventilation and climate control problems which soundproofing may create. Tinted windows or sunshades may be required in some locations to minimize the effects of direct exposure to the sun. Provision will be necessary to vary the intensity of watch room lighting to permit external vision when the watch room is in use at night. The communications facilities required in watch rooms are discussed in 4.2, where a distinction is made between the requirements for the master watch room and watch rooms in satellite fire stations.

9.3.8 General aspects. In addition to the particular requirements considered above there are a number of general items, applicable to all fire stations, which can contribute to their efficient operation and the well‑being of personnel. Except where it may be necessary to elevate a watch room for operational reasons, it is desirable to provide all accommodation on one level. It is important, in preparing the original plan, to make some provision for expansion to correspond with the growth of the airport. If the plan meets this situation by providing the domestic accommodation to one side of the vehicle bays, an additional benefit will be the exclusion of exhaust fumes from this accommodation when the vehicles are run up. Vehicle bays with access from the rear will aid the movement of vehicles by providing a drive‑through facility. This is particularly valuable when making an emergency response from a training session at the rear of the station. The parking of vehicles~ should be such that the failure of any one should not prevent others from making an immediate response. The high noise levels to which some fire stations may be exposed may require some measure of soundproofing in the domestic accommodation in addition to the watch room. Additional attention to ventilation and climate control may also become necessary in ensuring the comfort and efficiency of the in locker rooms and in any car parking facility adjacent to the fire station. Provision should be occupants. During watch changeover periods the presence of two watches will create problems made to accommodate this problem. All fire stations should be connected to the secondary (standby) electrical power supply to ensure the continuous availability of essential equipment and facilities.

9.3 DESIGN AND CONSTRUCTION

9.3.1 Each airport fire station should house a self-contained rescue and fire fighting unit, with appropriate facilities for the protection of vehicles, crew members and such operational services as are necessary to ensure their continuous ability for effective and immediate response in an emergency. Facilities for the major maintenance of vehicles need not be included provided that these exist elsewhere, on, or in close proximity to, the airport. The range and extent of facilities may vary as between those necessary in the main fire station and those appropriate to a satellite station but, in general, should include:

(a) Adequate accommodation for the housing of vehicles and for the conduct of in‑service (minor) maintenance;

(b) Domestic and administrative facilities for the personnel required to operate and direct these vehicles;

(c) Communications and alarm systems which will ensure the immediate and effective deployment of vehicles in any emergency; and

(d) Appropriate storage and technical support facilities as are necessary to protect and maintain the equipment and reserves of extinguishing agents held at each station.

Figures 9‑3 and 9‑4 show one example of a layout of a fire station for an airport of category 5 or of 6 or 7, respectively.

9.3.4 The forecourt should be of sufficient size to permit appliances to manoeuvre and should be provided with floodlighting for night‑time activities. A slope to the bay entrance drain will accommodate vehicle cleaning and other surface water. Within the bays there must be adequate lighting and, in appropriate cases, heating, to maintain a temperature of at least 131C. In States where high ambient temperatures are prevalent some form of climate control may be considered. Electrical systems of appropriate design will also be required where vehicles are fitted with engine heaters, battery charging devices or other protective equipment. In some stations installations have been provided to convey exhaust fumes from each vehicle to the external atmosphere, thus avoiding contamination within the vehicle bays during periodic engine runs. All connexions of services to vehicles must be designed to achieve immediate and safe disconnexion without delaying the response of vehicles to an emergency.

9.3.8 General aspects. In addition to the particular requirements considered above there are a number of general items, applicable to all fire stations, which can contribute to their efficient operation and the well‑being of personnel. Except where it may be necessary to elevate a watch room for operational reasons, it is desirable to provide all accommodation on one level. It is important, in preparing the original plan, to make some provision for expansion to correspond with the growth of the airport. If the plan meets this situation by providing the domestic accommodation to one side of the vehicle bays, an additional benefit will be the exclusion of exhaust fumes from this accommodation when the vehicles are run up. Vehicle bays with access from the rear will aid the movement of vehicles by providing a drive‑through facility. This is particularly valuable when making an emergency response from a training session at the rear of the station. The parking of vehicles should be such that the failure of any one should not prevent others from making an immediate response. The high noise levels to which some fire stations may be exposed may require some measure of soundproofing in the domestic accommodation in addition to the watch room. Additional attention to ventilation and climate control may also become necessary in ensuring the comfort and efficiency of the occupants. During watch changeover periods the presence of two watches will create problems in locker rooms and in any car parking facility adjacent to the fire station. Provision should be made to accommodate this problem. All fire stations should be connected to the secondary (standby) electrical power supply to ensure the continuous availability of essential equipment and facilities.