By Steve Ward

Safety always starts with a simple click of the seat belt buckle.

With the advent of active safety systems in passenger vehicles, such as collision warning, blind spot, and rollover technology and the transition of these new technologies into emergency vehicles, the Fire Apparatus Manufacturers’ Association (FAMA) continues to drive safety and new technology to protect firefighters. While these new technologies help mitigate accidents, wearing your seat belt will always be the number one reason an individual can significantly reduce injury risk and increase his chance of survival in an accident.

Apparatus Seat Belt Evolution

Prior to the 1980s, both commercial and custom fire apparatus were equipped with lap belts, otherwise termed type 1 seat belts, and through the evolution of safety awareness and testing, we have transitioned into today’s three-point belts, otherwise called type 2 seat belts. Even today, a three-point seat belt is not mandated in a fire apparatus but has become the standard within our industry. The two seat belt types found in emergency vehicles are vehicle-structure-mounted seat belts and seat bels integrated with seats, or all belts to seat (ABTS). These two types are typically available through the fire apparatus manufacturers when specing your vehicle.

All of us know a seat belt secures an occupant in a vehicle. If you Google the definition of a “seat belt,” you will find it defined as “a belt or strap securing a person to prevent injury in vehicle or aircraft.” However, there is more to the restraint than just a simple belt or strap. A seat belt does several things, such as reducing contact within the interior of the apparatus, spreading the forces of the crash over a larger area of your body and preventing ejection from the cab. The seat belt also removes the possibility of you or your crew members becoming flying projectiles inside the cab and causing injury to others.

Vehicle Standards

The challenge to fire apparatus manufactures is that all seat belts in all vehicles must comply with the Federal Motor Vehicle Safety Standard (FMVSS), which is regulated and enforced by the National Highway Transportation Safety Administration (NHTSA). The regulation applying to seat belts is FMVSS 209, which specifies design, performance, and durability requirements. Fire apparatus are not exempt from this standard, and manufacturers are challenged with seating and space requirements. The standard also requires the seat belt fit a fifth-percentile female (108 pounds) to a 95th-percentile male (223 pounds). This applies to the occupants sitting in the seat but not including being outfitted in turnout gear.

The typical seat belt found in emergency vehicles is a three-point device consisting of a retractor, webbing, and a buckle. The retractor, which is inertia locking, is called an emergency locking retractor. The belt is a single piece of two-inch webbing that secures the occupant across the pelvic, chest, and shoulder area and has an FMVSS-rated tensile strength of 5,000 pounds. The retractor stores the webbing inside, which is attached to a spool that engages a coiled spring inside the retractor. The preset spring force allows the webbing to spool in and out of the retractor. The spring force itself keeps the belt firm against the occupant and eliminates any slack when worn. This design allows the seated occupants to move freely within the cab when belted and is activated only if an accident occurs. The typical retractor used in emergency vehicles is “dual sensitive,” wh

By Steve Ward

Safety always starts with a simple click of the seat belt buckle.

With the advent of active safety systems in passenger vehicles, such as collision warning, blind spot, and rollover technology and the transition of these new technologies into emergency vehicles, the Fire Apparatus Manufacturers’ Association (FAMA) continues to drive safety and new technology to protect firefighters. While these new technologies help mitigate accidents, wearing your seat belt will always be the number one reason an individual can significantly reduce injury risk and increase his chance of survival in an accident.

Apparatus Seat Belt Evolution

Prior to the 1980s, both commercial and custom fire apparatus were equipped with lap belts, otherwise termed type 1 seat belts, and through the evolution of safety awareness and testing, we have transitioned into today’s three-point belts, otherwise called type 2 seat belts. Even today, a three-point seat belt is not mandated in a fire apparatus but has become the standard within our industry. The two seat belt types found in emergency vehicles are vehicle-structure-mounted seat belts and seat bels integrated with seats, or all belts to seat (ABTS). These two types are typically available through the fire apparatus manufacturers when specing your vehicle.

All of us know a seat belt secures an occupant in a vehicle. If you Google the definition of a “seat belt,” you will find it defined as “a belt or strap securing a person to prevent injury in vehicle or aircraft.” However, there is more to the restraint than just a simple belt or strap. A seat belt does several things, such as reducing contact within the interior of the apparatus, spreading the forces of the crash over a larger area of your body and preventing ejection from the cab. The seat belt also removes the possibility of you or your crew members becoming flying projectiles inside the cab and causing injury to others.

Vehicle Standards

The challenge to fire apparatus manufactures is that all seat belts in all vehicles must comply with the Federal Motor Vehicle Safety Standard (FMVSS), which is regulated and enforced by the National Highway Transportation Safety Administration (NHTSA). The regulation applying to seat belts is FMVSS 209, which specifies design, performance, and durability requirements. Fire apparatus are not exempt from this standard, and manufacturers are challenged with seating and space requirements. The standard also requires the seat belt fit a fifth-percentile female (108 pounds) to a 95th-percentile male (223 pounds). This applies to the occupants sitting in the seat but not including being outfitted in turnout gear.

The typical seat belt found in emergency vehicles is a three-point device consisting of a retractor, webbing, and a buckle. The retractor, which is inertia locking, is called an emergency locking retractor. The belt is a single piece of two-inch webbing that secures the occupant across the pelvic, chest, and shoulder area and has an FMVSS-rated tensile strength of 5,000 pounds. The retractor stores the webbing inside, which is attached to a spool that engages a coiled spring inside the retractor. The preset spring force allows the webbing to spool in and out of the retractor. The spring force itself keeps the belt firm against the occupant and eliminates any slack when worn. This design allows the seated occupants to move freely within the cab when belted and is activated only if an accident occurs. The typical retractor used in emergency vehicles is “dual sensitive,” wh

By Steve Ward

Safety always starts with a simple click of the seat belt buckle.

With the advent of active safety systems in passenger vehicles, such as collision warning, blind spot, and rollover technology and the transition of these new technologies into emergency vehicles, the Fire Apparatus Manufacturers’ Association (FAMA) continues to drive safety and new technology to protect firefighters. While these new technologies help mitigate accidents, wearing your seat belt will always be the number one reason an individual can significantly reduce injury risk and increase his chance of survival in an accident.

Apparatus Seat Belt Evolution

Prior to the 1980s, both commercial and custom fire apparatus were equipped with lap belts, otherwise termed type 1 seat belts, and through the evolution of safety awareness and testing, we have transitioned into today’s three-point belts, otherwise called type 2 seat belts. Even today, a three-point seat belt is not mandated in a fire apparatus but has become the standard within our industry. The two seat belt types found in emergency vehicles are vehicle-structure-mounted seat belts and seat bels integrated with seats, or all belts to seat (ABTS). These two types are typically available through the fire apparatus manufacturers when specing your vehicle.

All of us know a seat belt secures an occupant in a vehicle. If you Google the definition of a “seat belt,” you will find it defined as “a belt or strap securing a person to prevent injury in vehicle or aircraft.” However, there is more to the restraint than just a simple belt or strap. A seat belt does several things, such as reducing contact within the interior of the apparatus, spreading the forces of the crash over a larger area of your body and preventing ejection from the cab. The seat belt also removes the possibility of you or your crew members becoming flying projectiles inside the cab and causing injury to others.

Vehicle Standards

The challenge to fire apparatus manufactures is that all seat belts in all vehicles must comply with the Federal Motor Vehicle Safety Standard (FMVSS), which is regulated and enforced by the National Highway Transportation Safety Administration (NHTSA). The regulation applying to seat belts is FMVSS 209, which specifies design, performance, and durability requirements. Fire apparatus are not exempt from this standard, and manufacturers are challenged with seating and space requirements. The standard also requires the seat belt fit a fifth-percentile female (108 pounds) to a 95th-percentile male (223 pounds). This applies to the occupants sitting in the seat but not including being outfitted in turnout gear.

The typical seat belt found in emergency vehicles is a three-point device consisting of a retractor, webbing, and a buckle. The retractor, which is inertia locking, is called an emergency locking retractor. The belt is a single piece of two-inch webbing that secures the occupant across the pelvic, chest, and shoulder area and has an FMVSS-rated tensile strength of 5,000 pounds. The retractor stores the webbing inside, which is attached to a spool that engages a coiled spring inside the retractor. The preset spring force allows the webbing to spool in and out of the retractor. The spring force itself keeps the belt firm against the occupant and eliminates any slack when worn. This design allows the seated occupants to move freely within the cab when belted and is activated only if an accident occurs. The typical retractor used in emergency vehicles is “dual sensitive,” wh

By Alan M. Petrillo

Aircraft rescue and firefighting (ARFF) trucks have grown in size and equipment-carrying power over the years. ARFF manufacturers have come out with new designs to meet customer demand and refined existing designs to be able to do more within the same truck footprint.

Oshkosh Airport Products

Sam Lowe, senior marketing representative for Oshkosh Airport Products, says Oshkosh unveiled a new Striker™ 8x8 ARFF vehicle this year, completely redesigned and featuring a pair of rear-mounted engines driving all eight wheels. “The change is an entirely new truck,” Lowe says. “A significant change is that the frame and cab are the same as the ones we use on our 4x4 and 6x6 Striker models, which provides a commonality for airport fire departments.”

The change to dual engines at the rear of the vehicle, Lowe says, complicates gauges in the cab, so Oshkosh installs an LCD dashboard display in the 8x8 where the left side of the display shows the driver’s side engine information, and the right the engine on the officer’s side. “All of our ARFF vehicles can now be specified with Scania’s DC16 engine in horsepower up to 770,” Lowe points out. “Scania Tier 4 Final engines deliver excellent performance without the need for particulate filters, which is especially beneficial in colder climates and situations where engine regeneration is not practical, such as airport emergency response.” Lowe adds that Oshkosh ARFF rigs also are available with Deutz engines.

1 Oshkosh Airport Products redesigned its Striker™ 8x8 ARFF truck, giving it two engines at the rear. (Photo courtesy of Oshkosh Airport Products.)

Lowe says that a compartment above the 8x8’s front axle was moved to the third axle, allowing Oshkosh engineers to push the vehicle’s water tank forward. “It helps with the weight distribution on the vehicle,” he observes, “because we have a lot of weight in the rear with two diesel engines.” Each engine is mated with its own Allison transmission along with Oshkosh’s Power Uniter, which takes power from both engines and powers all eight wheels. The operator can switch to pump and roll at any speed, Lowe notes, where one engine drives the wheels and the other the Waterous pump’s fire suppression system.

The Strikers have the option of carrying a high-reach extendable turret (HRET) Snozzle with a piercing nozzle. “We offer K-Factor, an LCD readout in the cab for aligning the 65-foot Snozzle’s piercing attachment,” Lowe says. “It can be hard to see the tip, so K-Factor scans the fuselage to be pierced, finds a perpendicular spot to pierce, displays it on the screen, and the operator moves the joystick to match the view. K-Factor is available on all our Strikers.”

Rosenbauer

Steve Reedy, vice president of Rosenbauer, says the company has redesigned its 4x4 and 6x6 Panther™ ARFF models, making major changes in the cab and windshield areas of the rigs. “We reduced the size of the main A and B pillars and increased the size of the windshield by adding more glass to the sides,” Reedy says. “We also have a combination glass and aluminum tubing door on the Panther. Once we got greater visibility by adding more glass, we felt the need to get the cab crash tested, which we did, and it meets all United States and European crash test standards.”

Reedy says the Panthers also carry a new Rosenbauer

By Alan M. Petrillo

Aircraft rescue and firefighting (ARFF) trucks have grown in size and equipment-carrying power over the years. ARFF manufacturers have come out with new designs to meet customer demand and refined existing designs to be able to do more within the same truck footprint.

Oshkosh Airport Products

Sam Lowe, senior marketing representative for Oshkosh Airport Products, says Oshkosh unveiled a new Striker™ 8x8 ARFF vehicle this year, completely redesigned and featuring a pair of rear-mounted engines driving all eight wheels. “The change is an entirely new truck,” Lowe says. “A significant change is that the frame and cab are the same as the ones we use on our 4x4 and 6x6 Striker models, which provides a commonality for airport fire departments.”

The change to dual engines at the rear of the vehicle, Lowe says, complicates gauges in the cab, so Oshkosh installs an LCD dashboard display in the 8x8 where the left side of the display shows the driver’s side engine information, and the right the engine on the officer’s side. “All of our ARFF vehicles can now be specified with Scania’s DC16 engine in horsepower up to 770,” Lowe points out. “Scania Tier 4 Final engines deliver excellent performance without the need for particulate filters, which is especially beneficial in colder climates and situations where engine regeneration is not practical, such as airport emergency response.” Lowe adds that Oshkosh ARFF rigs also are available with Deutz engines.

1 Oshkosh Airport Products redesigned its Striker™ 8x8 ARFF truck, giving it two engines at the rear. (Photo courtesy of Oshkosh Airport Products.)

Lowe says that a compartment above the 8x8’s front axle was moved to the third axle, allowing Oshkosh engineers to push the vehicle’s water tank forward. “It helps with the weight distribution on the vehicle,” he observes, “because we have a lot of weight in the rear with two diesel engines.” Each engine is mated with its own Allison transmission along with Oshkosh’s Power Uniter, which takes power from both engines and powers all eight wheels. The operator can switch to pump and roll at any speed, Lowe notes, where one engine drives the wheels and the other the Waterous pump’s fire suppression system.

The Strikers have the option of carrying a high-reach extendable turret (HRET) Snozzle with a piercing nozzle. “We offer K-Factor, an LCD readout in the cab for aligning the 65-foot Snozzle’s piercing attachment,” Lowe says. “It can be hard to see the tip, so K-Factor scans the fuselage to be pierced, finds a perpendicular spot to pierce, displays it on the screen, and the operator moves the joystick to match the view. K-Factor is available on all our Strikers.”

Rosenbauer

Steve Reedy, vice president of Rosenbauer, says the company has redesigned its 4x4 and 6x6 Panther™ ARFF models, making major changes in the cab and windshield areas of the rigs. “We reduced the size of the main A and B pillars and increased the size of the windshield by adding more glass to the sides,” Reedy says. “We also have a combination glass and aluminum tubing door on the Panther. Once we got greater visibility by adding more glass, we felt the need to get the cab crash tested, which we did, and it meets all United States and European crash test standards.”

Reedy says the Panthers also carry a new Rosenbauer