I TAUGHT MY “DRIVE TO SURVIVE” seminar at the Central-Mat-Su Fire Department in Wasilla, Alaska. Afterward, the Anchorage (AK) Fire Department (AFD) presented an in-depth training program that focused on winter driving strategies. Following a day of classroom presentations, AFD personnel invited me to see their driver training program, which they specifically developed for winter driving conditions.
Engineer (Ret.) Jim Stewart, Battalion Chief Steve Mendive, and Lead Mechanic Oral Scott demonstrated the comprehensive winter driving program that they developed over several years (photo 1). The program is more than just driver training; it also involves policy development, apparatus specifications, and apparatus purchasing, ensuring that specialized traction equipment is carried by all frontline fire and EMS vehicles. I think we can all agree that the AFD most certainly has “street cred” when it comes to winter driving tactics, and the department’s willingness to share lessons learned will provide valuable information for the fire service.
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While some fire departments may already address these issues, I can assure you that most fire departments do not. In the Northeast, we tend to plow the roads within hours of a snowstorm, and vehicles are usually back on dry pavement within a few hours. Not so in Alaska. In Alaska, snow is typically left on the road for six months at a time, which poses significant vehicle-related safety issues for drivers when stopping, rounding curves, and climbing or descending hills.
Tires
During my time in the fire service, the first thing we did as snow approached was put tire chains on the apparatus. When smaller storms struck, we rarely bothered with tire chains and instead relied on automatic chain systems. While chains have their place on soft ice and deep snow, the AFD’s experience demonstrates that proper selection of a winter tire is more critical when it comes to improving traction.
1. Photos by author.
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Truck tires are designed to carry heavy loads over long distances without wearing out.1 For this reason, truck tires are made of stiff rubber so they don’t wear out as quickly as car tires. However, with only around 85% of the grip of a car tire grip, the stiff rubber of a truck tire doesn’t grip the road as effectively.
As the weather gets colder, this already stiff rubber gets harder, further reducing traction. To address this issue, the AFD purchases softer tires that work better in the colder temperatures and winter driving conditions found in Alaska.
While some folks may not find tire ratings relevant, failure to understand tire ratings can result in an exciting life experience. Many fire departments use tires that have an “M+S” rating stamped on the side of the tire (photo 2). This rating means that the tire has been tested and found to have better traction on mud and snow than a standard summer tire.2 According to Simpletire.com, this type of tire will have better traction on packed snow or mud, but it doesn’t necessarily mean that the tire will have better traction on soft mud, slush, ice, fresh snow, or cold dry pavement.
To earn an “M+S” rating, the tread surface of the tire must consist of at least 25% open space—25% of the tire face must be made up of grooves and notches. These allow the tire to eject the snow or mud that sticks to the tire face as the tire rotates around the axle. This clears the tire face so that it can dig into the snow or mud again as it rotates around the axle. If the tire didn’t clear itself, the tread would become packed with snow or mud and turn the tire into a ski.
While the added grooves and notches are helpful, an “M+S” tire will start to lose its pliability at around 40°F to 50°F. As the tire begins to stiffen with the colder weather, it will begin to lose traction. For this reason, vehicles operating in extremely cold temperatures are often equipped with “severe snow service tires.” These tires are identifiable by the “Three Peaked Mountain Snowflake” (3PMSF) stamped on the side of the tire (photo 3). According to TiresTesting.com, 3PMSF winter tires are designed to stay flexible in temperatures below 44.6°F (7°C ) andthe aggressive tread design and siping will help disperse away water and wet snow slush to provide grip.3 TiresTesting.com further states that a tire that does not have the 3PMSF stamped on the sidewall cannot be marketed as a snow or winter tire.
According to the definitions outlined in the European Union’s ECE 117.02 regulations, a “snow tire” is a tire whose “tread pattern, tread compound, or structure is primarily designed to achieve in snow conditions a performance better than that of a normal tire with regard to its ability to initiate or maintain vehicle motion.” This same regulation defines a “snow tire for use in severe snow conditions” as “a tire whose tread pattern, tread compound, or structure is specifically designed to be used in severe snow conditions” and has met several testing requirements outlined in the EU regulation.
Mendive says there are a limited number of heavy vehicle tires that have received the 3PMSF rating. According to the tire representatives he spoke with, there is a limited market for 3PMSF-rated heavy vehicle tires, and the testing to receive such a rating can be cost prohibitive for a tire manufacturer. The tire manufacturing representatives have indicated that there may be some “M+S” tires that have comparable grip to a 3PMSF tire. However, these tires have not received the 3PMSF rating due to the prohibitive cost of the testing. Fire departments should consult their tire manufacturer representatives to discuss this issue and identify a suitable tire for their regional climate.
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When researching winter tires, most tire manufacturers still recommend a set of dedicated winter or snow tires for use in extreme winter conditions. At the same time, running 3PMSF-rated winter or snow tires during warm weather is not recommended. This means that purchasing, storing, and then rotating two sets of tires for each apparatus may not be practical for many fire departments in regions with large year-long temperature swings. Fire departments may want to research the use of suitable all-season “M+S” tires, which still give increased performance in winter weather when compared with a standard over-the-road tire but can also be used during warmer weather. To determine the best solution for your fire department, consult with the tire dealers in your area. Each region of the country experiences different climates and therefore has different response considerations. When in doubt, reach out to AFD personnel to discuss the extensive lessons they have learned about proper tire selection.
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Steerable Hydraulic AllWheel-Drive System
In addition to reevaluating the type of tires that are mounted on their vehicles, the AFD equips apparatus with a steerable hydraulic all-wheel-drive system. The system allows the driver to engage the front axle as a drive axle, creating a pushbutton, on-demand, four-wheel drive. The system was originally used in the farming and off-road construction industries and is now available on emergency vehicles.
The advantage to this system is that it can be mounted on a traditional fire apparatus chassis rather than a four- wheel-drive chassis, which typically has a much higher center of gravity and may be more difficult to climb in and out of. A fire apparatus equipped with this system looks no different than a typical fire apparatus. However, when drivers need added traction, they can activate four-wheel drive with the push of a button. Additional advantages include the fact that the vehicle maintains its traditional turning radius and the front wheels still freewheel when the system is not engaged. I saw it in use and was impressed with its ability to allow the fire apparatus to climb a steep hill, which would have defeated a standard rear-wheel-drive fire apparatus.
Traction Devices
The AFD also incorporates two simple, yet effective, methods of increasing traction when an emergency vehicle has difficulty getting moving on a slick road. A container of gravel is kept in a compartment on every apparatus (photo 4). While some fire departments may already carry this simple tool, many have not yet thought of it. Should the driver be stuck somewhere with the rear wheels spinning, simply throwing down some gravel can give the vehicle the necessary traction to keep moving.
A foldable traction device called a “GoTread” (photos 5 and 6) can be placed in front of the drive wheels and atop a slick surface to give the apparatus the ability to grab and go. The device folds up for easy storage on the vehicle.
There also may be times when a fire apparatus is parked on a slick surface and may begin to creep. I was nearly crushed by a mini pumper that began to creep on black ice as we pumped the water out of a flooded basement. To combat this issue, the AFD incorporates traction plates that go underneath the wheel chock. The ground plates have teeth that help grip the surface and increase the contact area of the chock (photos 7 and 8). It has been the AFD’s experience that a properly set chock and traction plate will hold a vehicle on a steep grade even on wet ice. While this system was originally designed for use on muddy terrain in a wildland setting, it has proven useful in ice and snow. Using a chock and traction plate is another simple way to improve traction and safety.
Driver Training
The AFD has added a module to its hands-on driver training program that deals specifically with winter weather driving and traction-related issues. Stewart showed me some of the training exercises the fire department uses to teach drivers how to safely handle driving on snow-covered roads. Examples include the following:
- How to navigate slick hills that would otherwise prevent a fire apparatus from safely climbing or descending due to a loss of traction. It can be surprising how a short 50-foot hill in a first-due district can wreak havoc on response times during slick weather. Knowing where these problem areas are located, how to safely navigate them, and how to find alternative routes when needed should be a crucial part of any driver training program.
- A demonstration of the safety issues associated with using the vehicle’s momentum to climb an otherwise unnavigable hill. How many of us have made it halfway up a hill only to start to slide back down? The solution is usually to back up a distance from the base of the hill, speed up to gain momentum, and then begin climbing the hill again. While this may work from time to time, what happens midway up the hill when the apparatus runs out of momentum, stops, and then starts sliding back down again? This is why the ability to climb a slick hill under power and traction becomes so important. If the vehicle maintains power, it will maintain traction, allowing it to climb the hill safely. Practicing methods of maintaining traction all the way up a hill is another important aspect of any winter driver training program.
- Identifying areas within the response district that may cause problems during winter conditions, especially the hills and slopes that create significant safety issues during slick weather. Most AFD fire apparatus are now equipped with inclinometers to assist in determining the severity of a hill or downslope prior to attempting to navigate it. Engineers are also given demonstrations on using the differential lock and using wider and gentler turns to maintain traction. They are encouraged to take a test drive at the beginning of their shift to get a feel for the road conditions that they will encounter throughout the shift.
- When climbing a slick hill, taking note of the any traffic lights that may be along the way or at the top of the hill. Stopping for a red light can cause the vehicle to lose traction if it is forced to stop and then before accelerating again. Engineers must consider timing the light so that they arrive on the green or consider alternative routes that will not require stopping along the way. By traversing problem areas and dangerous hills during controlled training exercises, AFD engineers gain valuable experience. When the time comes to do it in real life, the engineer will have already had experience in the proper methods of keeping the vehicle safe, reducing the chance of a crash.
Policy and Administration Issues
The AFD has encouraged personnel to report when roads in their first-due districts need maintenance or if the subcontractor who maintains the road is not doing a good job. By holding subcontractors accountable for how they maintain their roads, fire apparatus operators may not be faced with poor road conditions.
As with any extensive undertaking in the fire service, the overall program and its continued success would not be possible without the support of the fire department’s administration. A brief history of the winter driving program highlights the importance of buy-in from the top. According to Stewart, the program first began in the mid-2000s when Chief Craig Goodrich attempted to implement a winter driving program that included the adoption of winter grade tires, similar to those now being used. This idea came from Goodrich’s experience as the safety officer for the Alyeska Pipeline Service Company. While this program didn’t get off the ground, it did plant the seed for the AFD’s current program.
Years later, Stewart approached Dr. Vinod Vasudevan, of the University of Alaska School of Engineering, regarding the issues of traction and winter driving. Vasudevan spent time with the AFD, including a ride-along. He provided valuable insight and assistance in developing the classroom and practical theories that are now used in the program. Once the information was validated by Vasudevan, Stewart was able to get buy-in from Chief Jody Hettrick, who recognized the value of the program and gave the go-ahead for implementation. After Hettrick retired, Chief Doug Schrage continued to support the program. Having both chiefs get behind the wheel to experience the program firsthand proved pivotal in their support of the program.
Depending on your geography, driving during extreme weather conditions may be a critical part of your department’s driver training program. However, many departments take winter driving for granted, especially those that are not faced with long-term winter weather conditions. The AFD has developed a comprehensive winter driving program based on countless years of experience driving in extreme weather conditions. Every department that experiences similar conditions should consider implementing these concepts into their driver training program to improve the safety of their members, apparatus, and the public.
Author’s note: Thanks to Engineer (Ret.) Jim Stewart, Battalion Chief Steve Mendive, Lead Mechanic Oral Scott, Chief Doug Schrage, and PIO Lexi Qass’uq for their help with this article. For questions about this program, please contact AFD Battalion Chief Steve Mendive at steve.mendive@anchorageak.gov.
ENDNOTES
1. Daly, Chris. “Understanding Fire Apparatus Braking Efficiency.” Fire Apparatus & Emergency Equipment. vol. 140, issue 8, 3 August 2017. bit.ly/40hohai.
2. “How Are M+S and 3PMS Calculated?” SimpleTire. com, 2025, bit.ly/4gE1Bqx.
3. “Snow Grip ECE R117.3 (Annex 7).” TiresTesting.com, bit.ly/3BKay2l.
CHRIS DALY is a 27-year police veteran and an accredited crash reconstructionist (ACTAR #1863), having served as a lead investigator for the Chester County (PA) Serious Crash Assistance Team. He has been in the fire service for more than 34 years, including as a career and volunteer firefighter. Daly has a master’s degree in environmental health engineering from Johns Hopkins University and is a contributing author to numerous fire service publications including Fire Apparatus & Emergency Equipment and Fire Engineering. He has presented his emergency vehicle driver training program “Drive to Survive” to more than 26,000 firefighters and police officers at more than 620 emergency service agencies across the United States. He is the author of Drive to Survive-The Art of Wheeling the Rig (Fire Engineering Books). For additional resources on emergency vehicle crash reconstruction, go to drivetosurvive.org.
