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Fire Truck Photo of the Day-Darley Pumper
Fire Truck Photo of the Day-Darley Pumper
Posted: May 1, 2019

Fire Truck Photo of the Day-Darley Pumper

Johnson Siding (SD) Fire Department Max-WASP wildland attack structural pumper. Ford F-550 four-wheel-drive four-door cab and chassis; Power Stroke 6.7L 330-hp engine; 4 Continental MPT 81 335/80 R 20 Super Single tires; Darley PSMC 1.500-gpm pump.

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Posted: May 1, 2019

Renewed Interest in Use of Portable and Water Transfer Pumps for Moving Water

 

BY ALAN M. PETRILLO

 

It isn’t always necessary to have extra large pumps on vehicles or in portable unit form when water needs to be moved. Pump manufacturers have come out with a variety of pump models and styles that move water well without being a hulking chunk of piping and equipment.

HIGH-PRESSURE PUMPS

Justin Wilbur, product and business development manager for portable pumps at IDEX Fire Suppression Group’s Hale Products, says Hale makes several models of high-pressure, low-volume pumps that are widely used in wildland firefighting. “These pumps generate the power that pushes water long distances and up inclines,” Wilbur observes. “Our HP75 pump powered by a Briggs & Stratton 18-horsepower (hp) gasoline engine delivers a maximum flow of 150 gallons per minute (gpm) and a maximum pressure of 350 pounds per square inch (psi). With a 23-hp Briggs & Stratton engine, the HP75 puts out a maximum flow of 160 gpm and a maximum pressure of 425 psi.”

Hale Products makes the HPX75 pump in different configurations, including this model, powered by a Kubota 24-hp diesel engine. (Photos 1 and 2 courtesy of IDEX Fire Suppression Group’s Hale Products.)

1 Hale Products makes the HPX75 pump in different configurations, including this model, powered by a Kubota 24-hp diesel engine. (Photos 1 and 2 courtesy of IDEX Fire Suppression Group’s Hale Products.)

The Hale Products HPX200-B18 is powered by a Briggs & Stratton 18-hp gasoline engine and develops a maximum flow of 245 gpm and a maximum pressure of 175 psi.

2 The Hale Products HPX200-B18 is powered by a Briggs & Stratton 18-hp gasoline engine and develops a maximum flow of 245 gpm and a maximum pressure of 175 psi.

Jason Darley, North American sales manager for the pump division at W.S. Darley & Company, says all the portable pumps that Darley makes can be configured in either skid or portable versions. “The portable version has a roll cage with carrying handles that have springs and four locking points, so the handles can be depressed inward when not being used for carrying,” Darley points out. Darley makes the HGE 37V, which he says “is often placed on a skid and is powered by a Briggs & Stratton Vanguard 37-hp gasoline engine to develop 500 gpm at higher pressures that can be used for supply or fighting fires.” The HGE 37V develops higher pressures because it uses a gearbox that allows it to develop higher pressures needed for firefighting operations, Darley adds, and is electronically fuel injected.

W.S. Darley and Company makes the HGE35V portable pump powered by a Briggs & Stratton 35-hp Vanguard gasoline engine. (Photos 3 and 4 courtesy of W.S. Darley and Company.)
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Posted: May 1, 2019

Apparatus Purchasing: Custom Cab Headlights

BY BILL ADAMS

 

It is improbable to impossible for an apparatus purchasing committee (APC) to write a purchasing specification for a custom cab and chassis without interfacing with one of the manufacturers that builds them.

When doing so, APCs usually follow a preferred manufacturer’s specification verbiage verbatim for the quantity, type, and location of a cab’s headlights. Maybe they shouldn’t. They don’t have to.

Because of the correlation between headlight and directional light locations, this article continues the lighting discussion (“Apparatus Purchasing: Front Directional Lights”, Fire Apparatus & Emergency Equipment, March 2019) on custom cabs. Although headlights appear to be an innocuous topic, valid questions and concerns have been raised about them. How do they work? What determines their location? Who determines their location? Why are they so bright? How should they be aligned? Some queries are addressed herein.

The Electric Vehicle Company of Hartford, Connecticut, introduced the first electric headlamp in 1898. In the early 1920s, Massachusetts was one of the first states to require headlamps on all motor vehicles. Major innovations since then include sealed-beam headlights in the late 1930s, halogen lamps in the 1960s, and high-intensity discharge (HID) lamps in the early 1990s, followed shortly thereafter by light emitting diode (LED) technology. HID lamps never really caught on. Because purchasers have become enamored with them and many OEMs offer them as standard equipment, only LEDs are discussed herein. However, it must be pointed out that some vendors may offer halogen headlights as a default standard with an LED option. That may be a cost consideration rather than a performance criterion. Halogen headlights are still effective, legal, and desirable by some purchasers.

SAM MASSA

Sam Massa is the founder, president, and chief technologist of HiViz LED Lighting, the manufacturer behind the FireTech Brand. The HiViz Web site states that its product line includes LED scene lighting ranging from full-width low-profile brow lights to headlights and everything else in between. HiViz does not market warning lights for the public safety industry.

Massa, who is also a volunteer firefighter and an emergency medical technician, authored a very understandable white paper for the Fire Apparatus Manufacturers’ Association (FAMA) titled, “Fire Apparatus Headlights: A Lot to Know” (https://www.fama.org/forum_articles/fire-apparatus-headlights-lot-know/). He agreed to be interviewed for this article and to speak in nontechnical terms. Three of his white paper comments worth pondering are paraphrased below:

  • Some million-dollar fire apparatus today still use 1960s-era headlight designs.
  • What most firefighters would like changed on a rig’s lighting is the headlights.
  • Some apparatus committees specify $40,000 worth of scene lights and $200 worth of archaic glass and halogen headlights.

I consider this Massa comment to be significant, hence, it is verbatim: “A properly designed set of headlights for use on roadways must be designed to comply with an extremely precise set of photometric requirements spelled out in both SAE standards as well as FMVSS108. This set of photometric requirements ensures light from the headlights is sufficiently bright to illuminate the roadway, but more importantly ensures that light from the headlight of your vehicle does not present a hazard to other vehicles sharin

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Posted: May 1, 2019

Fire Apparatus Pump Panel Locations

BY ALAN M. PETRILLO

 

Stop in any fire department and ask about preferences for pump panel location, and you’re likely to get involved in a lively discussion.

The most typical pump panel locations are midmount pump panels on the driver’s side followed by top-mount panels, but then there are those in more unusual locations like the upper rear-mount location and the outboard or curbside pump panel for rear-mount pumps. And, of course, there’s always the front-mount pump panel, which has almost disappeared from general use.

District 16 North Branch (MD) Fire Department had 4 Guys build this pumper on a Spartan chassis with a pump panel raised above the driver’s side running board and facing the center line of the vehicle. (Photos 1 and 2 courtesy of 4 Guys Fire Trucks.)

1 District 16 North Branch (MD) Fire Department had 4 Guys build this pumper on a Spartan chassis with a pump panel raised above the driver’s side running board and facing the center line of the vehicle. (Photos 1 and 2 courtesy of 4 Guys Fire Trucks.)


4 Guys built this rear-mount pumper on a Spartan chassis for the Adams Township (PA) Fire Department with a pump panel at the top left rear of the vehicle, accessed by a three step stairway.

2 4 Guys built this rear-mount pumper on a Spartan chassis for the Adams Township (PA) Fire Department with a pump panel at the top left rear of the vehicle, accessed by a three-step stairway.

UNUSUAL TOP-MOUNT PANELS

Mark Brenneman, assistant sales manager for 4 Guys Fire Trucks, says the most unusual pump panel location that 4 Guys has put on a pumper is a top-mount panel accessible from only one side of the vehicle. “We built a pumper for District 16 North Branch (MD) Fire Department on a Spartan chassis that has an 18-inch-wide compartment behind the cab over which are the crosslays,” Brenneman says. “The pump panel for the 46-inch side-mount pump is one step up from the running board and is aligned along the axis of the truck, facing the officer’s side.”

4 Guys also built a similar top-mount pump panel for a rear-mount pumper for the Adams Township (PA) Fire Department. “On the driver’s side of the pumper, where the taillights would typically be, is a three-step stairway to the operator’s panel that’s on the axis of the truck,” Brenneman says. “The pump is a Hale RME 1,500-gallon-per-minute (gpm), and all the pump outlets are in a rear compartment behind a roll-up door.”

John Schultz, director of pumper and custom chassis products for Pierce Manufacturing Inc., says Pierce has built a number of inward-facing top-mount control panels on its PUC pumpers. “The pump panel is located in a nontransverse walkway accessible from the driver’s side of the pumper and sits up high in the body panel,” Schultz notes. “Its advantage is that it’s a high perch for the pump operator and gives a wide field of view, especially to the officer’s side of the vehicle and also to the Read more

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Posted: May 1, 2019

Fire Apparatus Rollovers, Part 4

By Chris Daly

 

We’ve spent the past three articles discussing the fact that if a fire apparatus operator places too much lateral g-force on the vehicle, it will cause a rollover. The reason we have spent so much time on this topic is because rollovers are one of the most common types of fire apparatus crashes. Therefore, a thorough understanding of lateral g-force should be a key part of any fire department crash prevention program.

One of the many ways that lateral g-force can contribute to a rollover crash is by inducing a “weight shift.” It is common to hear driver trainers and crash investigators refer to “weight shift.” But what is “weight shift,” and why is it bad? Understanding why a vehicle’s weight will shift while rounding a curve, attempting an evasive maneuver, or any other time the driver turns the wheel is an important training concept that every fire apparatus operator must understand.

When a vehicle rounds a curve or makes an evasive maneuver, lateral g-force will cause the vehicle’s weight to shift toward the outside of the curve. This is because a vehicle rides on a suspension system, which is supported by springs, shocks, and rubber tires. When lateral g-force “pushes” against the vehicle, it will cause the vehicle to lean to one side as the vehicle settles into the suspension system. As the vehicle leans, the center of gravity will shift toward the outside of the curve. The shifting center of gravity will reduce the vehicle’s track width on that side and cause a reduction in the vehicle’s rollover threshold (see “Fire Apparatus Rollovers, Part 1” in the January 2019 issue). By reducing the vehicle’s rollover threshold, it will take less lateral g-force to roll the vehicle over. This is the reason lateral g-force is evil. Not only will it cause a fire apparatus to roll over, but it will actively reduce the vehicle’s rollover threshold and make it easier to do so.

1 As the fire apparatus rounds the curve, lateral g-force will start to “push” on the vehicle. This will cause the body of the vehicle to shift toward the outside of the curve. (Photo by author.)

In addition to causing the body of the vehicle to shift on its suspension, lateral g-force will cause the liquid in the water tank to surge in one direction or another. Just as the body of the vehicle leans, or “pushes out,” as the vehicle rounds a curve, so will the water inside the tank. This phenomenon is known as “liquid surge” or “slosh.” As the fire apparatus rounds a curve, inertia will cause the water in the tank to try and continue traveling in a straight line. However, because the water is confined inside the tank, it has nowhere to go. Instead, the water pushes up against the inside of the water tank and, in a partially loaded tank, the water will ride up the inside wall of the tank. This sloshing or surging effect of the water can cause the vehicle’s center of gravity to shift back and forth on the vehicle’s suspension system. This shifting center of gravity can significantly reduce the rollover threshold of the vehicle, thus reducing the stability of the vehicle.

To help prevent this liquid slosh, the National Fire Protection Association requires all fire apparatus water tanks to have baffles. Tank baffles help to absorb the energy created by the sloshing liquid and reduce the force of the water pushing on the inside of the tank. By reduc

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