Christian P. Koop

In December 2012, I wrote an article titled “Battery Management for Emergency Vehicles” that was basically about charging systems and how important it is to keep batteries properly charged and maintained in emergency response vehicles (ERVs).

I also briefly talked about an alternative method to aid in charging a battery bank that is very efficient - solar panels. Solar panel technology has improved greatly and has become more affordable over the past few years. Its use in helping to keep battery banks fully charged is invaluable, particularly for ERVs that are relied on to start without fail for emergencies. I will delve more into solar panels in this article. But before I do, I will explain the different types of batteries available; how they differ; and, most importantly, how solar panels not only can help keep them properly charged but also can extend their lives and improve the bottom line of any organization that recognizes how important and beneficial they can be and puts them to use.

Battery Technology

Battery technology has evolved over the years. But before I mention the different automotive and heavy-duty types available today, I must give credit to the inventor of the storage battery. Allesandro Volta invented the first modern dry storage battery in 1796. The first batteries may have actually been used as far back as 250 BC. A French physicist, Gaston Plante, invented the first wet lead acid storage battery in 1860, which paved the way for the development of automotive charging systems because the dry-type storage batteries first used in the early automobiles could not be recharged. Battery technology has changed and improved significantly over the years. The lead acid storage battery has evolved into several types.

Today there are two types of lead acid (LA) batteries: starting (aka cranking) and deep cycle. Under these two LA battery types there are three subcategories: wet cell (flooded), gel cell, and absorbed glass matt (AGM). Of these three, the wet cell is available in serviceable and maintenance-free versions, or they are sealed and filled with electrolyte. Electrolyte is a mix of water and sulfuric acid that provides the path for the chemical reaction that takes place between the lead and lead dioxide plates in the battery to produce electricity.

The starting battery is the one most commonly used with ERVs and has more and thinner plates to provide high amperage very quickly for starting. The deep cycle has thicker plates to provide current over longer periods of time, although it cannot provide as much instant energy as the starting battery. Gel batteries have a nonliquid jelly type of electrolyte because silica has been added to the electrolyte. Because of this, they can be mounted in many positions. Gel batteries are designed for deep-cycle applications and typically need a reduced voltage to recharge. AGM batteries are considered dual-purpose or a cross between cranking and deep cycle. Although they have liquid electrolyte, it is suspended. Both the gel and AGM store well and do not sulfate as easily as the wet cell. Both cost much more than the wet cell and require different charge rates. Because of this, they may require specialty chargers. A cranking battery may only tolerate 10 heavy deep cycles before it kicks the bucket, while a deep cycle may be able to go 300 deep cycles.

Keeping Them Charged

In my past article, I compared batteries to a checking account. If you continuously withdraw money from your account without making timely deposits, you

By Alan M. Petrillo

When a fire department or fire district specs a new pumper or rescue-pumper, one of the main concerns often is the location of the handlines used for fire suppression.

1 Precision Fire Apparatus built this rear-mount rescue-pumper with two 1¾-inch and one 2½-inch preconnects in the hosebed. (Photos 1 and 2 courtesy of Precision Fire Apparatus.)

Front of the vehicle, both sides, rear, high, low, or a combination of those options - each department has its favorite way of sitting handlines. Those different placements might be a result of department tradition, manufacturers’ designs, or ergonomic concerns where the object is to make the rig more firefighter-friendly.

Configurations

2 The Smithville (MO) Fire Protection District had Precision Fire Apparatus build a rear-mount pumper with preconnects in an extended front bumper.

John Schultz, director of pumper and custom chassis products for Pierce Manufacturing Inc., says that while crosslays are still mainstays on pumping apparatus, the height of those crosslays has become a big concern for departments. “Products like our PUC pumper have changed the industry in bringing overall crosslay height down to a more manageable level,” Schultz says. We are seeing lower crosslay deployment heights on our standard pumpers becoming more common. Departments want to bring them down without extending the wheelbase of the vehicle.”

3 E-ONE built this top-mount pumper for the Morris (NJ) Fire Department with integral speedlays below the pump panel. (Photos 3-7 courtesy of E-ONE.)

Schultz notes that a crosslay typically is found over the top or integrated with a pump house, while a speedlay is usually added on to the front of a pump house, which adds length to the vehicle body and may increase wheelbase. “Crosslays on top of a pump house usually are open and may or may not have a removable tray,” he says. “If we’re integrating the crosslays into the pump house, it has to be more condensed to get the crosslays in there. With speedlays, you most often have trays for deployment, although some departments opt for a fixed speedlay configuration.”

4 Bumper-mounted crosslays are becoming Read more 294 0 Article rating: No rating Posted: Aug 3, 2017 Handline Options for Engine Companies By Alan M. Petrillo When a fire department or fire district specs a new pumper or rescue-pumper, one of the main concerns often is the location of the handlines used for fire suppression. 1 Precision Fire Apparatus built this rear-mount rescue-pumper with two 1¾-inch and one 2½-inch preconnects in the hosebed. (Photos 1 and 2 courtesy of Precision Fire Apparatus.) Front of the vehicle, both sides, rear, high, low, or a combination of those options - each department has its favorite way of sitting handlines. Those different placements might be a result of department tradition, manufacturers’ designs, or ergonomic concerns where the object is to make the rig more firefighter-friendly. Configurations 2 The Smithville (MO) Fire Protection District had Precision Fire Apparatus build a rear-mount pumper with preconnects in an extended front bumper. John Schultz, director of pumper and custom chassis products for Pierce Manufacturing Inc., says that while crosslays are still mainstays on pumping apparatus, the height of those crosslays has become a big concern for departments. “Products like our PUC pumper have changed the industry in bringing overall crosslay height down to a more manageable level,” Schultz says. We are seeing lower crosslay deployment heights on our standard pumpers becoming more common. Departments want to bring them down without extending the wheelbase of the vehicle.” 3 E-ONE built this top-mount pumper for the Morris (NJ) Fire Department with integral speedlays below the pump panel. (Photos 3-7 courtesy of E-ONE.) Schultz notes that a crosslay typically is found over the top or integrated with a pump house, while a speedlay is usually added on to the front of a pump house, which adds length to the vehicle body and may increase wheelbase. “Crosslays on top of a pump house usually are open and may or may not have a removable tray,” he says. “If we’re integrating the crosslays into the pump house, it has to be more condensed to get the crosslays in there. With speedlays, you most often have trays for deployment, although some departments opt for a fixed speedlay configuration.” 4 Bumper-mounted crosslays are becoming Read more 314 0 Article rating: No rating Posted: Aug 3, 2017 Handline Options for Engine Companies By Alan M. Petrillo When a fire department or fire district specs a new pumper or rescue-pumper, one of the main concerns often is the location of the handlines used for fire suppression. 1 Precision Fire Apparatus built this rear-mount rescue-pumper with two 1¾-inch and one 2½-inch preconnects in the hosebed. (Photos 1 and 2 courtesy of Precision Fire Apparatus.) Front of the vehicle, both sides, rear, high, low, or a combination of those options - each department has its favorite way of sitting handlines. Those different placements might be a result of department tradition, manufacturers’ designs, or ergonomic concerns where the object is to make the rig more firefighter-friendly. Configurations 2 The Smithville (MO) Fire Protection District had Precision Fire Apparatus build a rear-mount pumper with preconnects in an extended front bumper. John Schultz, director of pumper and custom chassis products for Pierce Manufacturing Inc., says that while crosslays are still mainstays on pumping apparatus, the height of those crosslays has become a big concern for departments. “Products like our PUC pumper have changed the industry in bringing overall crosslay height down to a more manageable level,” Schultz says. We are seeing lower crosslay deployment heights on our standard pumpers becoming more common. Departments want to bring them down without extending the wheelbase of the vehicle.” 3 E-ONE built this top-mount pumper for the Morris (NJ) Fire Department with integral speedlays below the pump panel. (Photos 3-7 courtesy of E-ONE.) Schultz notes that a crosslay typically is found over the top or integrated with a pump house, while a speedlay is usually added on to the front of a pump house, which adds length to the vehicle body and may increase wheelbase. “Crosslays on top of a pump house usually are open and may or may not have a removable tray,” he says. “If we’re integrating the crosslays into the pump house, it has to be more condensed to get the crosslays in there. With speedlays, you most often have trays for deployment, although some departments opt for a fixed speedlay configuration.” 4 Bumper-mounted crosslays are becoming Read more 213 0 Article rating: No rating Posted: Aug 3, 2017 Walk-In or Walk-Around Rescue Trucks? Editor’s Note: In recent years, heavy rescue trucks have gone from walk-through units to predominantly walk-in or walk-around rigs. There are pros and cons for both designs and largely depend on what is best for the residents a department serves and what is most efficient for personnel. This month, Editorial Advisory Board members Bill Adams (left) and Ricky Riley (right) comment on these rescue truck designs. Asking which is better is a loaded question - similar to asking whether mechanical sirens are better than electronic sirens or if single-piece engine companies are more efficient than two-piece engine companies. There is no correct answer unless the context in which the question posed is defined as well as the parameters in which the rescue is to operate. The debate should entail more than comparing physical attributes between two styles of rescues. Determining how it is going to be used, where it is going to be used, and how many people are going to use it should be the initial step in the evaluation process. Commentators, vendors, and pundits are hard pressed to recommend either until pertinent facts are known. Remember: A vendor’s job is to sell product; hence, one’s recommendation may be slightly skewed. This is not a condemnation of apparatus salespeople. Their advice, product knowledge, and expertise are invaluable and should be actively sought. Prior to seeking outside guidance, objectively answering some basic questions in-house will help in the evaluation process. It may prevent apparatus committees from having “deer in the headlights” looks when vendors ask similar questions. And, make no mistake - competent vendors will ask them. Factors affecting apparatus purchases are occasionally overlooked - sometimes to the embarrassment and humiliation of the fire department. What is the usable door width and height and length of the apparatus bays? Do apparatus bays have a maximum floor rating? What are the angles of departure and approach? Are there any bridge weight and travel height restrictions in your response district and neighboring districts? Are there any extraordinary governmental Department of Transportation or local vehicle road-use rules and regulations the apparatus must meet? Is there an established minimum wall-to-wall turning radius for your response district? Is the intent to pull a new rig out of the barn and back it in in one swing? Is there a size rig that may intimidate volunteer drivers? Important is establishing a definitive job description for the apparatus. Purposely left out of this discussion is having a rescue truck pulling double duty such as a command post, urban search and rescue support rig, mobile communications center, or rehab vehicle. Will it be the proverbial toolbox on wheels that’ll bring everything needed to the scene? If so, what equipment will be carried now and what is anticipated in the future? Does the job description entail transporting firefighters to the scene? How many? Is the priority carrying equipment or people? You might not be able have it both ways. A controversial subject is honestly determining how many firefighters the rig will carry. Career departments may have more stable estimations of crew size. Requesting seating for eight or 10 may be hard to justify to city hall for a rig consistently running with three or four firefighters - especially if staffing was agreed to contractually. What is the justification for extra seating, just in case the mayor asks in a public forum? Volunteers stating they expect to or hope to carry 10-plus firefighters on every response may be overestimating. Claiming to regularly respond with that number may be boastfulness. Reality is the actual number consistently riding on the apparatus. 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