In 1996 the allowed width of an urban street with curbside parking was 28โ. Two lanes of travel, 18โ of clear width to setup an engine or ladder.
~2000 the NFPA began to engage in traffic engineering, creating a 20โ clear requirement. One way or not, doesnโt matter. 20โ.
Today it is a default of 26โ for an urban street or even a pull along fire lane, even if one way. 28 is common for urban โarterialsโ.
Over 30 years we increased the minimum width deemed โsafeโ for fire response by 44%.
We mandated excess asphalt in every new urban street and development across the country, foregoing sidewalks and bike lanes for wider, faster access.
We gained no statistical improvement in deaths per fire from this. We did gain significant increases in traffic and pedestrian deaths as these standards became ubiquitous in every new or โimprovedโ urban street design.
95% of you were wrong on the answer to this poll. 67% were way off.
Overall deaths per home fire has increased over 45 years. If not for apartments it would be far worse.
Nothing in terms of response has made any impact on outcomes, despite 50% more firefighters for 50% fewer fires over this timeframe - 3x the firefighters per fire.
Bigger trucks, more trucks, more personnel responding hasnโt moved the needle. But the demand for wider, faster streets for the largest of trucks is called safety, while being empirically proven to kill far more people.
The most impactful thing a modern urban fire department could do today is adapting their equipment and response to work with street improvements that would:
-reduce calls for accidents, auto and pedestrian
-save many more lives
-allow improvements to city services and quality of life for the general public via better use of reclaimed space.