A B737-300 Flight Crew rejected their takeoff from a high altitude airport when both tires on the left main gear failed at high speed but prior to V1. An overweight landing due to a medical emergency two hours prior to the event likely contributed to the failure of the tires.

Narrative

En route the Captain (pilot flying) was advised that we had a sick Flight Attendant. After contacting company medical and on the advice of a doctor on board and Dispatch; we diverted. We had an overweight landing using 40 degree flaps. It was a smooth landing; and the minimum required braking was used. We entered all values into the performance computer to find out our restrictions. We were required to have a 53-minute cooling period for the brakes. Dispatch was being advised of all of this while it happened. Arrangements were made to have the aircraft inspected and all MELs due to the use of medical equipment that had been used on the aircraft were written off.Approximately one hour and forty minutes later; we taxied out for takeoff. The performance computer determined a V1 of 151 and VR of 158. The takeoff was the First Officer's. At approximately 131 knots; there was a loud sound and an immediate pull to the left; along with a violent vibration throughout the airframe. The abort was called by the Captain; all Immediate Action Items were accomplished; and the aircraft was brought back to the centerline of the runway by the First Officer as the Captain assumed control. The First Officer reported the abort to the Tower and declared an emergency asking for the fire trucks. The Tower was also advised that the runway was probably contaminated with debris from blown tires. We exited the runway at the high speed taxiway after it was determined that the Captain had full control of the aircraft. This put us in a position with lots of concrete around us for the Fire Department.As the Captain made a PA for everyone to stay seated and that we would get back with them shortly; the First Officer asked the Tower if any smoke or fire could be seen. None was observed at the time. The number one engine was shut down and the number two engine was left running due to the fact we had a MEL'd APU. As CFR was rolling up; the First Officer asked if any smoke or fire could be seen. Initially the answer was no. As we ran the Rejected Takeoff Checklist and the Evacuation Checklist; CFR said that we now had a fire in the number one engine. We pulled the fire handle and discharged the bottle into the number one engine. CFR sprayed the engine with foam then announced that the fire was out. We then ran the Engine Fire Checklist.By this time firemen were exiting their trucks and we shut down the number two engine. We advised CFR that all engines were shut down and we were just on battery power with the number one radio. We finished all the checklists and the Captain exited the cockpit to check on Passengers. He used the megaphone to communicate with them. The First Officer stayed in the cockpit to monitor the radio. In a short time; the firemen had a stair truck at the forward service door and entered the aircraft. When the buses arrived; the firemen helped the Passengers off. After all the Passengers had departed; the aircraft was shut down completely. We turned over control of the aircraft to local Contract Maintenance. The Crew was escorted to the terminal and then to a hotel where drug and alcohol testing was completed.