Clay Rideout
USDOT Level 1 Certified Inspector
Badge # USLM01
Bureau Of Land Management
P. O. Box 119
Worland, Wyoming 82401
307-347-4219 - Shop
307-347-5100 – Office
307-388-3811 – Truck Cell
307-388-0385 – Cell
Clay_Rideout@blm.gov
USDOT Requirements, for all Commercial Motor Vehicles / Contract Engines / Buses
To Whom It My Concern:
These requirements should be put in your solicitation packages that you send out to your contractors .
By doing this, there should not be any questions as to what is needed to be in compliance with the
USDOT Reg.
All commercial motor vehicles, contract engines, contract buses, water tenders, semitrucks/trailers, must comply to the Code of Federal Regulations, Chapter III, Title 49, (parts 300399), Federal Motor Carriers Safety Regulations.
Interstate Commerce: means trade, traffic, or transportation in the United States, which is between, :
(1.) a place in one state and a place in another state. (2.) two places in a state through another state.
Since you sign your contract engines / contract buses, under a contract E.E.R.A. they can go to another
state to fight fire. As soon as that engine or bus leaves the state that vehicle becomes a commercial
motor vehicle in interstate commerce.
Intrastate Commerce: means trade traffic, or transportation in the United States that moves exclusively
within one state. If your engines are never to leave the state of origin and under the 10,001 lbs., they
would not be considered a commercial motor vehicle.
GVWR / Gross Vehicle Weight Rating: No vehicle will exceed the vehicles manufactures GVWR.
This manufactures GVWR rating is stamped on a vehicle identification tag, located somewhere in the
cab of vehicle.
All engines over 10,001 # GVWR that leave the state of origin are considered a commercial vehicle, as
they are in Interstate Commerce. If this vehicle is over 26,001 lbs. GVWR, they must have a CDL
with all required endorsements. Any engine with a tank capacity of 1000 gallons or more on a vehicle
over 26,001 # or more must also have a Tank endorsement on their CDL. If the vehicle is less than
26,001 # GVWR no endorsement for non hazardous material laden vehicles is required.
(A) All vehicles over 26,001 lbs. GVWR must have an annual DOT periodic inspection done by
an authorized inspector that has been given the authorization to do an annual DOT inspection. Most
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heavy truck shops have an authorized mechanic that has the authority to do these annual inspections.
Some Contractors have their own mechanic that has the company authority to do their own annual
inspections. This is not uncommon.
(B) All Commercial Engines over 10,000 lbs. GVWR that are required to leave the state to fight
fire must also have an Annual DOT Periodic Inspection. They are not required to have a CDL until
they go over the 26,000 lbs GVWR; drive a passenger carrying vehicle of 16 passengers or more;
and/or, transport placardable quantities of a hazardous material (either gasoline or diesel fuel for
equipment).
(C) All Commercial Engines or vehicles over the 10,001 lbs. GVWR must also have a current
DOT physical and carry in his possession a current medical certificate and waiver/skills performance
evaluation certificate (if applicable).
(D) All Commercial Engines over the 10,001 GVWR must have DOT numbers issued to them
by the USDOT and must be displayed on the vehicle. Also the company name must be displayed on the
vehicle. Lettering on this must be of contrasting color and visible from 50 ft. These USDOT numbers
don’t cost anything to obtain. If you order these numbers over the Internet, you must have a credit card
to verify who you are. The web site to obtain this form MCS-150 is
http://www.fmcsa.dot.gov/factsfigs/formspubs.htm.
(E) All Commercial Motor Vehicles 10,001 lbs. GVWR or more, with 3 or more axles on the
ground must have either a “State” Commercial License Plates or an IRP (International Registration Plan)
Agreement license plate, and an IFTA (International Fuel Tax Agreement) Sticker (if required).
(F) All Commercial Motor Vehicles 26,001 lbs. or more must have either a “State” Commercial
License Plates or an IRP (International Registration Plan) Agreement License plate and an IFTA
(International Fuel Tax Agreement) sticker.
(G) These Commercial Motor Vehicles must adhere to all federal and state regulations as to
commercial vehicles. The Contractors may say they are exempt because in the Federal Motor Carriers
Safety Regulations Handbook it says fire fighters are exempt. Federal, State, County, and city/town fire
engines are excepted form the Federal Motor Carrier Safety Regulations (FMCSR). Private contractors
operating pump engines and rescue vehicles may be, based on (H) below. Example: A City or County
Engine going to a fire, where it’s a grass fire, structural fire or any fire that they respond to in an
emergency state. This doesn’t hold true for contract engines and contract buses, they may be required to
adhere to all regulations. If the President, Governor, or their respective representative, or local declares
an emergency then they could be granted a DOT exemption from the FMCSR, 49 CFR, § 390.23.
(H) Exception: All Fire Trucks, Pumper Trucks, Engines are exempt from the FMCSR
390-395 when dispatched to a fire. If dispatched to a fire they are under this exemption. They have
this exemption from their place of hire at the time of dispatch. They will carry this exemption also
during the fire. Also they may return to their point of hire at time of dispatch under this
exemption or if being dispatch to another fire from previous incident they will carry this
exemption with them.
If these engine are not dispatch to the fire and they are pre/staging themselves in hopes
of being hired to work they are not under this exemption. If they are hired at the fire they get the
exemption but they lost that exemption as soon as they are released from the fire. Because their
point of hire was the fire. If they are dispatched to another fire they can use that exemption to the
next fire.
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Applicability of FMCSRs to Private Firefighters
1. § 390.3(f)(5) clearly states that the operation of fire trucks and rescue vehicles, while involved in
emergency and related operations, is not subject to the subchapter (Parts 350-399). The guidance
states “390-399” in one instance and the “FMCSRs” in another. Not being subject to the
subchapter would relieve the firefighters from CDL, drug/alcohol testing and insurance
requirements, while not being subject to Parts 390-399 would include CDL, Drug/alcohol and
insurance. This makes a huge difference on whether a company, whose operations are
exclusively fire contracts, would need a USDOT number, a Safety Audit, etc.
MC-PS Clarification: The Administrator’s October 9, 2003, letters to Senator Craig Thomas, and
Congressman James L. Oberstar, and the regulatory guidance documents signed by the Assistant
Administrator and Chief Safety Officer discuss
§ 390.3(f)(5), an exception to the requirements of Subchapter B of Chapter III, Title 49 of the Code
of Federal Regulations (49 CFR 350 through 399) for certain operations of fire trucks and rescue
vehicles, and § 390.23, an exception to the requirements of 49 CFR Parts 390 through 399 for any
motor carrier, including contract fire suppression services, providing direct assistance during an
emergency, as defined in 49 CFR 390.5.
Section 390.3(f)(5) provides that the operation of fire trucks and rescue during an emergency OR
related operation is exempt from 49 CFR Parts 350 through 399, all of the FMCSRs. The October 9,
2003, regulatory guidance concerning contract wildfire suppression services explains that an
“emergency” includes any occurrence, natural or manmade, that immediately threatens human life or
public welfare, and requires the work of firefighters or rescue personnel to respond to the threat. It
also explains that “related operation” includes driving fire trucks or rescue vehicles to the scene of
an emergency, and driving such vehicles while returning from the emergency or rescue scene, but
excludes activities such as pre-positioning of fire trucks or rescue vehicles in anticipation of
emergencies, or the use of such vehicles in training or emergency preparedness exercises.
Furthermore, the guidance indicates an emergency need not have been formally declared by a
governmental authority in order to utilize this exemption.
By contrast, § 390.23 is applicable to contract fire suppression services, IF an emergency, as defined
in 49 CFR 390.5, is declared by a governmental official with authority to make such declarations.
However, § 390.23 only provides relief from the requirements of 49 CFR Parts 390 through 399.
2. The introduction mentions a vehicle under 26000 lbs GVWR. Many of the fire contractor’s
vehicles are greater than 26000 lbs. I assume the exemption applies unilaterally for all vehicles
in interstate commerce above 10,000lbs.
MC-PS Clarification: The October 9, 2003, letter to Congressman James L. Oberstar discusses the
weight of the vehicles because the incoming letter from the Congressman Oberstar’s constituent was
concerned about the applicability of the regulations to vehicles under 26,000 pounds. The
constituent’s company only operated fire trucks and rescue vehicles with a gross vehicle weight
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rating of less than 26,000 pounds. Since the discussion about the weight of the vehicles was
included only in the paragraph summarizing the constituent’s concerns and was not discussed in the
context of FMCSA’s explanation of the applicability of the safety rules or the agency’s explanation
of the exceptions applicable to the operation of fire trucks and rescue vehicles, neither the exceptions
[49 CFR 390.3(f)(5) and 390.23] nor our response to Congressman Oberstar should be construed as
being contingent upon the gross vehicle weight rating of the fire trucks or rescue vehicles.
3. What is included in the definition of a “fire truck”? Fire trucks, I assume, are only the water
tenders with hoses. This does not include the myriad of other vehicles contracted to service a
wildland fire such as garbage haulers, caterers, portapotty haulers, flatbeds to transport
excavating equipment, woodchippers, etc, etc. These are not “after-the fact” or “clean-up”, but
are contiguous with the water-tending equipment. Therefore, as I read the recent guidance, a
company with multiple types of equipment would only be subject to the FMCSR with the nonwater tending equipment. Also, companies contracted to service the fire with other than water
tending equipment would be subject, while the water tenders – although servicing the same fire –
would not. Except, of course, if there happened to be a declared emergency. Then the support
equipment would be exempt from 390-399 based on 390.23. This makes enforcement very
difficult and company’s understanding of the regulations almost impossible.
MC-P Clarification: For the purposes of § 390.3(f)(5), the term “fire trucks” should be construed
to include a range of fire and rescue apparatus used by fire fighters, such as, but not limited to,
Pumper trucks (which may or may not be equipped with water tanks), rescue trucks (used to
transport a crew and various emergency equipment; they may or may not be equipped with water
pumping equipment) used primarily or exclusively for fire and rescue operations. These vehicles
would typically have no other practical use other than fire and rescue operations.
The term fire trucks would NOT include certain wild fire suppression support services vehicles
such as: trucks operated by caterers or other food vendors; cargo tank vehicles and trailers operated by
water supply companies; cargo tank vehicles and trailers used to transport fuel for helicopters and
auxiliary equipment such as generators; vehicles used to transport tents (or other temporary shelters),
portable showers, or portable/mobile restrooms; or, buses designed or used to transport 16 or more
passengers, including the driver.
4. What is considered an “immediate threat”? Most wildland fires do NOT pose an immediate
threat to human life or public welfare due to their remote locations. Also, as fire suppression is
developed, contractors are dispatched to replace existing contractors. There are no longer
emergency needs, as the timing is scheduled to have the new arrive just as the old contractor’s 14
day contract is expiring. Does this change the way we should view the definition of
“emergency”?
MC-PS Clarification: The October 9, 2003, regulatory guidance indicates the term “emergency,”
as used in § 390.3(f)(5), includes “any occurrence, natural or manmade, that immediately threatens
human life or public welfare.” Although “immediate threat” is not defined, the regulatory guidance
explicitly references fires as a type of occurrence that should be considered an immediate threat to
human life or to the public welfare. Therefore, regardless of whether there is an immediate threat to
human life, fires should almost always be considered an immediate threat to the public welfare.
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With regard to changing of fire fighting contractors during the fire suppression activity, the
exception under § 390.3(f)(5) would continue to be applicable to the operation of all fire trucks and
rescue vehicles involved in the activity. As indicated in the regulatory guidance signed by the Assistant
Administrator and Chief Safety Officer, the term “emergency,” as used in § 390.3(f)(5), does not have
the same meaning provided in 49 CFR 390.5. Based on the regulatory guidance, the fire would continue
to be considered an emergency until it is extinguished. The replacement of a contract fire suppression
service provider with another service provider during the fire fighting activity does not diminish the
need to extinguish the flames, as soon as practicable.
5. In addition to my other questions, could you please make it very clear in the interpretation when
it is issued (again!) whether HM regulations are included or excluded from the exemption? I'm
fairly certain it is excluded and that even in an emergency, the HM regulations are still enforced.
MC-PS Clarification: FMCSA does not have the statutory authority to establish exceptions to,
or exemptions from, the Federal Hazardous Materials Regulations (HMRs). Neither § 390.3(f)(5) nor §
390.23 make reference to the HMRs. Therefore, neither exception should be construed as providing
relief from compliance with the HMRs.
H:\LMINOR\OFFICIAL\Clarification - Fire Fighters.doc
Hours of Service: All Commercial Engines Vehicles must comply with Federal Motor Carriers Hours
of Service Regulations. There is a 100 air mile radius driver exemption for records of duty status, if
time records are maintained [49CFR, §395.1(e)]. This means they must comply with the hours of service
regulation as far as driving and working hours. They must carry a Log Book with these hours recorded.
1. All Drivers of Commercial Motor Vehicles must adhere to Federal Motor Carriers
Administration - Hours of Service 395
(a) Exception: Fire trucks, Pumper, engines that have been dispatch to a fire or
incident they are exempt from the hours of service 395. But recommended that they still
keep a log book accordingly and in the remarks section at the bottom of log sheet state in
that section that have been dispatch to a fire and name , location and point of hire.
2. All drivers shall present either a record of employment status for the previous 8 days or a
current logbook. Logbook shall be updated to the last duty status change, including the previous
8 days. If contractor or contractor’s driver is more than 100 air miles from their point of hire they
are required to log this travel. If the driver arrives at the incident without the daily logbook,
driver will not be assigned to the incident and allowed to work for 10 hours.
3. 11 Hour Driving Rule: A driver may not drive more than 11 hours following 10
consecutive hours off duty. FMCSA 395.3(a)(1)
4. 14 Hour Driving Rule: A driver may not drive after being on duty 14 hours without a
ten-hour break. FMCSA 395.3(a)(1)
(a) These hours of service are for every commercial motor vehicle with the exception
of Commercial buses, vehicles more than 16 passengers and fire crew buses. The hours of
service on buses did not change they are 10 hour driving rule and the 15 hour driving rule
without a 8 hour break
For Buses 10 Hour Driving Rule: A driver may not drive more than 10 hours
following 8 consecutive hours off duty. FMCSA 395.3(a)(1)
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For Buses 15 Hour Driving Rule: A driver may not drive after being on duty 15
hours without a eight-hour break. FMCSA 395.3(a)(1)
5. 70 Hour / 8 Day Rule: A driver may not drive after being on duty 70 hours in any 8
consecutive day period. FMCSA 395.3(b)
(A) Commercial motors vehicles must not work over the 70 hours 8 day rule. If they
stop work at the 70 hours 8 days they must take off 34 hours and they gain their 70 hours
back, but if they go over their 70 hours in 8 days they must take off the hours that they are
over before operation of the commercial vehicle.
(B) For buses they cannot work over the 70 hours in 8 days. They must take off the
days or hours to get them back under the 70 hours. They can not take off 34 hours and gain
their hours back. It is a rotating clock.
6. All drivers, except pump engine and rescue vehicle drivers in emergency situations, shall
adhere to the 70 hours / 8 day rule. Unless the fire has been declared an emergency by either the
governor or local government, such as a county or city government. Also A fire can also be
called an emergency by the Incident Commander or the local federal government that is
the host for the incident.
7. All contractors of commercial motor vehicles must either replace the driver when the hour
limit has been met, or takes a day, or days, off to gain back hours. If the driver is not in
compliance within the hours of service, the contractor could be released from incident. The
contractor has the responsibility of complying with the FMCSA regulations on hours of
service.
8. All drivers shall maintain a logbook on all incidents and be current within their last duty
status change. The Fire Equipment Use Invoice cannot be used in lieu of the logbook while
working a 70 hour/8 day period.
Definitions: Violations, other than out-of service conditions, detected during the inspection process
will not prelude the completion of the current trip or dispatch. However, such violations must be
corrected or repaired prior to redispatch. If this CMV has only one violation and this vehicle is not
deemed unsafe. This can be hired on the fire. But this CMV should not be dispatched to another fire
until these violations are corrected or repaired. They have 15 days by the FMCSR’s to repair or correct it
from the time of inspection.
OUT-OF-SERVICE, Only Authorized personnel shall declare and mark “out-of –service” any CMV
which by reason of it’s mechanical condition or loading would be likely to cause an accident or
breakdown. No motor carrier shall require, nor shall any person operate any CMV declared and marked
“out of-service” until all repairs required by the out-of-service order have been satisfactorily completed,
because theses CMV’s are not Safe to be hired or signed up on any Wildland Fire, until these OUT-OFSERVICE violations have been repaired or corrected.
1. **** If vehicles are found to have an out-of service violation they will not be hired until
this violation has been corrected.****
2. **** National Caterers and National Shower units are not exempt for the Hours-of
Service – FMCSR 395 unless the fire has been declared an emergency by the governor or local
government or The Incident commander or local federal government that is hosting agency for the
fire If this has happened the governor, mayor, federal or local governmentcan request a waiver of
the hours –of –service from the FMCSR 395.
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TIRES: All tires, wheels, and hubs must meet all USDOT Standards.
Definitions: Regrooved Tires: A Regrooved tire is one that has new grooves cut into it. As
stated in 393.75(e), certain trucks or truck-tractors may not use Regrooved tires on the steering axle.
The inspector should not assume a tire marked “regroovable” has been regrooved. Manufactures use
this marking to indicate when a tire may be regrooved.
Recapped Tires: bonding new tread rubber to a used tire makes a recapped tire.
Prohibited Use: By law, buses must not have Regrooved, recapped, or retread tires on steering axles.
Steering Axle Tires: Groove Depth: The major tread groove on steering axle tires must be at least
4/32 inches deep. In other words, if a measurement of tread depth (taken at any point on a steering axle
tire) is less than 4/32 inches, there is a violation.
Any Tire on Any Steering Axle of a Power Unit: With less than 2/32 inches (1.6mm) tread when
measured in any two adjacent major tread grooves at any location on the tire (393.75(b)). This is an
OUT-OF-SERVICE violation.
All Tires Other Than Those Found On The Steering Axle Of A Power Unit: The major tread
groove on tires other than steering axle tires must be at least 2/32 inches deep. In other words, if a
measurement of tread depth (taken at any point on a steering axle tire) is less than 2/32 inches, there is a
violation.
If so worn that less than 1/32 inches (.8mm) tread remains when measured in any two adjacent major
tread grooves at 3 separate locations on the tire, this is an OUT-OF-SERVICE violation, if on a single
wheel; on dual wheels both tires must be so worn.
Brakes: Specific brakes used on commercial motor vehicles: are (1) Service Brake, (2) Parking Brake,
(3) and Emergency Brake. There are four major types of braking systems: (1) Air Brake System, (2)
Hydraulic Brake System, (3) Electric Brake System, (4) Vacuum Brake Systems (Seldom Seen). Air
Brake Systems are the most common on most commercial motor vehicles. You will still see Hydraulic
Brake Systems on some late model Buses. There are three basic types of brake chambers: (1) bolt
chamber, (2) rotochamber, and (3) clamp chamber. One of the most common Air Brake Systems that
you find on CMV’s is the “Clamp Type Brake Chamber”.
Reference Charts
Clamp Type Brake Chamber Data
Type
6
9
12
16
20
24
30
36
Outside Diameter
Brake Adjustment Limit
4-½” (114mm)
1-¼” (32mm)
5-¼” (133mm)
1-3/8” (35mm)
5-11/16” (145mm)
1-3/8” (35mm)
6-3/8” (162mm)
1-¾” (45mm)
6-25/32” (172mm)
1-¾” (45mm)
7-7/32” (184mm)
1-¾” (45mm)
8-3/32” (206mm)
2” (51 mm)
9” (229mm)
2-¼” (57mm)
NOTE : A brake found at the adjustment limit is not a violation.
‘Long Stroke’ Clamp Type Brake Chamber Data
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Type
Outside Diameter
Brake Adjustment Limit
12
5-11/16” (14.5cm)
1-3/4” (4.5cm)
16
6-3/8” (162mm)
2” (51mm)
20
6-25/32” (172mm)
2” (51mm)
24
7-7/32” (184mm)
2” (51mm)
24*
7-7/32” (184mm)
2-1/2” (64mm)
30
8-3/32” (206mm)
2-1/2” (64mm)
*For 3” maximum stroke type 24 chambers
NOTE : A brake found at the adjustment limit is not a violation.
DD-3 Brake Chamber Data / Found on Motor Coaches
Type
30
Outside Diameter
Brake Adjustment Limit
8-1/8” (206mm)
2-1/4” (57mm)
Note: This Chamber has three airlines and is found on motor coaches.
NOTE : A brake found at the adjustment limit is not a violation.
Brake System / Defective Brakes:
The number of defective brakes is equal to or greater than 20% of the service brakes on the vehicle or
combination. Steering axle brakes under 1.b. are to be included in the 20 % criterion. This would be an
OUT-OF-SERVICE VIOLATION.
Brake Adjustment Limits: (A) One brake at ¼” or more beyond the adjustment limit. (example: type
30 clamp type brake chamber pushrod measurement at 2-1/4” would be one defective brake.)
(396.3(a)(1). (B) Two brakes less than ¼” beyond the adjustment limit also equal one defective brake.
(example: Type 30 clamp type brake chamber pushrods measure – two at 2-1/8”. This example would
equal one defective brake.
Steering Axle Brakes: In addition to being included in the 20% criterion, any inoperative brake on
either wheel on any steering axle brake, including the dolly and front axle of a full trailer. This includes
tractors required to have steering axle brakes. (393.48(a). This would be an OUT-OF-SERVICE
VIOLATION.
Exhaust System: (A) Any exhaust system, other than that of a diesel engine, leaking at a point forward
of or directly below the driver/sleeper compartment and when the floor pan is in such condition as to the
entry of exhaust fumes. (393.83(e)) (B) Any BUS exhausts system leaking or discharging under the
chassis more than 6” forward of the rear most part of the bus when powered by a gasoline engine, or
more than 15” forward of the rear most part of the bus when powered by other than a gasoline or diesel
engine. (393.83(d)) (C) No part of the exhaust system of any motor vehicle shall be located as to likely
result in burning, charring, or damaging the electrical wiring, the fuel supply, or any combustible part of
the motor vehicle. (393.83(a)) Any violation in this area that refers to this paragraph is an OUT-OFSERVICE violation.
Contract Buses: All contract fire buses whether they are Motor Coach type or the Altered School bus
type must also meet all the Federal Motor Carriers Safety Regulations.
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(1.) Annual Periodic Inspection Yearly inspection done by an authorized annual inspector that
has the authorization to do annual DOT inspections must have a certification decal or the annual
inspection paper work within the bus.
(2.) Medical Certificate and Waiver/skills performance evaluation certificate (if applicable)
(3.) USDOT Numbers: all commercial motor vehicles over 10,001 lbs. GVWR , or
transporting 16 passengers or more (including the driver), “contract buses:” must have USDOT
numbers issued to them by the USDOT and must be displayed on the vehicle. Also the company name
must be displayed on the vehicle. Lettering on this must be a contrasting color and visible from 50 ft. In
addition, for-hire passenger carriers (hauling fire fighting crews) must be registered and licensed with
USDOT for an MC number (there is a fee for this type of operation).
(4.) Hours of Service: Must comply with all Federal Motor Carriers Hours Of Service
Regulations.
(5.) State Regulations: Since they are commercial motor vehicles, they must stop at all State
Port Of Entries. And they must adhere to the state’s regulations as to commercial motor vehicles.
(6.) NO Signs, placards etc. that state “Fire Emergency Do Not Delay” will be on any
Wildland Fire commercial motor vehicle.
(7.) Emergency Exits: These standards for emergency exits apply only to buses subject to the
FMCSRs and not to buses being used to transport pupils to and from school.( School buses are covered
under different regulations.) The applicability of these standards depends on the use of the bus and not
how it is designed or marked. If vehicles were originally manufactured as school buses but are utilized
in private or for-hire interstate commerce (and thus subject to the FMCSRs), they must have the
required exits, even if that requires retrofitting the vehicle.
(8.) Emergency Exit Markings: All emergency exits must be marked with:
* Clearly legible signs indicating exits and method of opening .- 49 CFR 393.63
* The words “Emergency Door” or “Emergency Exit” in letters at least 1” high and the
emergency door must be identified by a readily visible red electric lamp – 49 CFR 393.92
* Emergency exits and Markings: Emergency exits and markings must be inspected
every 90 days and records of these inspections kept by the motor carrier – 49 CFR 396.3(a)(2) and
396.3(b)(4).
* Contract Fire Buses / Safety Cage: If a contract fire bus has a safety cage installed
to haul fire tools and the cage encloses the entire rear of the bus, and a door is installed to get to this
compartment, whether door is latched open or closed at all times, it is a Federal Regulation that there
must be a minimum of one emergency exit hatch installed in the roof in front of cage. This emergency
hatch needs to be in front of cage and to the rear of bus. I have seen these hatches at the front of bus, and
that’s alright, but if that’s the case, then they need to install a hatch in the rear of bus, in front of cage
also.
If the cage is so constructed as the compartments are on each side of aisle and there is no cage
door closing off aisle and with no possible blockage of rear emergency exit than Emergency roof exits
are not mandatory.
PRESEASON INSPECTION AND SIGNUP
1.
Only designated inspectors should be used for pre-season inspections. These inspectors should
all be familiar with the Federal Motor Carriers Safety Regulations. These inspectors need to be
designated by the contracting officer or officers that sign up theses Contract Engines and Contract
Buses.
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2.
Contract Engines must adhere to there vehicles manufacture’s GVWR. When inspecting these
engines inspectors need to personally verify these weight tickets either by having their own scales to
weigh them or taking these vehicles to a certified scale and verifying these weights. No scale tickets will
be allowed unless verified by inspector. Engines will be completely full of water. No partial tanks of
water will be allowed to weigh. When weighing engines, they must be fully loaded and ready to go to a
fire. Three personnel with red packs etc. will be with vehicle at time of inspection / weighing of vehicle.
If any personnel and red pack/gear are not present at the time of weighing of the vehicle, there will be
250 lbs. added for every person that’s not present.
3.
All contract engines with a GVWR over 10,001 lbs. are commercial motor vehicles. Since they
sign up to go to another state to fight Wildland fires they are commercial motor vehicles. They need
USDOT numbers assigned to them by the USDOT. A medical / waiver certification.
4.
If the vehicles at the time of inspections have been found to have simple violations on vehicle or
driver, they can be signed up on their E.E.R.A. and required to furnish the contracting officer within 15
days a signed receipt stating that repairs are corrected or repaired.
5.
If the vehicles at the time of inspections have been found to have OUT-OF-SERVICE violations
on vehicle or driver, they can’t be signed up on their E.E.R.A. and required to furnish the contracting
officer within 15 days a signed receipt stating that repairs are corrected or repaired. At this time the
contracting office can sign the E.E.R.A.
6.
When inspecting motor coaches for pre-season sign up Please have a certified inspector do this.
Motor coaches are so much different than retrofitted school buses. Until we can get more certified
inspectors out there ask for help from your States USDOT or see if I’m available to do this for you.
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Calculating Total Emergency Exit Space required / Motor coaches / Fire Crew Buses w/cage
I.
CALCULATE TOTAL EMERGENCY EXIT SPACE REQUIRED:
A. Number of mfg.-designated seating positions, including driver
_________
B. Multiply by 67 sq. in. per seat
X _________
sq. in
C. Equals total emergency exit space required
= _________
sq. in.
_________
sq. in.
B. Multiply by 40 %
X ____.4____
sq. in.
C. Equals exit space required on each side of bus
= _________
sq. in.
_________
sq. in.
+ _________
sq. in.
= _________
sq. in.
___536___
sq. in.
+ _________
sq. in.
= _________
sq. in.
_________
sq. in.
+ _________
sq. in.
= _________
sq. in.
= _________
sq. in.
.
II.
III.
CALCULATE MINIMUM 40 % REQUIRED FOR EACH SIDE:
A. Total exit space required (from line IC)
CALCULATE EXISTING EXIT SPACE ON BUS:
A. LEFT SIDE:
_____ doors X 536 sq. in. for each
+ _____ exit windows X *______ (max 536) for each
**Left Subtotal
B. RIGHT SIDE:
One front entry door
+ _____ exit windows X *______ (max 536) for each
** Right Subtotal
C. REAR / ROOF EXITS:
Rear exit door / window (if any, enter 536)
+
_____ roof hatches X *_______ (max 536) for each
Rear / Roof Subtotal
D. TOTAL EXIT SPACE PROVIDED (Add three subtotals)
III D MUST BE EQUAL TO OR GREATER THAN LINE I C.
* enter actual size of unobstructed exit when fully opened. Maximum 536.
** Must be greater or equal to line II C.
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EXAMPLE
A 20 seat bus + 1 driver. You have to calculate whether you use them or not 2 people per bench seat.
1 ea. Front Door Exit
0 ea. Rear Door Exit
1 ea. Roof Hatch 13” X 17” rectangle
5 ea. Left Side Emergency Window Exits 13” X 17” rectangle
5 ea. Right Side Emergency Window Exits 13” X 17” rectangle
Calculating Total Emergency Exit Space Required
I.
CALCULATE TOTAL EMERGENCY EXIT SPACE REQUIRED:
A. Number of mfg.-designated seating positions, including driver
___41___
B. Multiply by 67 sq. in. per seat
x ___67____
sq. in
C. Equals total emergency exit space required
= __2747___
sq. in.
__2747___
sq. in.
.
II.
III.
CALCULATE MINIMUM 40 % REQUIRED FOR EACH SIDE:
A. Total exit space required (from line IC)
B. Multiply by 40 %
x ____.4____
C. Equals exit space required on each side of bus
= __1099___
sq. in.
____0____
sq. in.
+ __1105___
sq. in.
= __1105___
sq. in.
___536___
sq. in.
+ __1105___
sq. in.
= __1641___
sq. in.
CALCULATE EXISTING EXIT SPACE ON BUS:
A. LEFT SIDE:
__0__ doors X 536 sq. in. for each
+ __5__ exit windows X *__221_ (max 536) for each
**Left Subtotal
B. RIGHT SIDE:
One front entry door
+ ___5_ exit windows X *__221_ (max 536) for each
** Right Subtotal
12
sq. in.
C. REAR / ROOF EXITS:
Rear exit door / window (if any, enter 536)
+
__1__ roof hatches X *__221__ (max 536) for each
Rear / Roof Subtotal
D. TOTAL EXIT SPACE PROVIDED (Add three subtotals)
____0____
sq. in.
+ ___221___
sq. in.
= ___221___
sq. in.
= __2967___
sq. in.
III D MUST BE EQUAL TO OR GREATER THAN LINE I C.
* enter actual size of unobstructed exit when fully opened. Maximum 536.
** Must be greater or equal to line II C.
If this was a real calculation on emergency exits, this bus has more than
the minimum sq. in., anything less than the 40% per side and equal to or
greater total sq. in. needed. If this bus didn’t meet any of these
requirements then it would be an OUT-OF-SERVICE violation.
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