Chris Mc Loone

Dan Peters President and CEO, E-ONE

1. Could you provide a background on the recent exclusive agreement between E-ONE and Bronto Skylift?

Bronto and E-ONE have a long history-at one point being sister companies as part of the Federal Signal Corporation. Federal Signal approached us recently and wanted to make a change to their representation in North America. The first place they came to is us because of the past relationship. As we spoke with our dealers and our customers who had experienced the product, we saw that there is a natural fit and an opportunity for us to help our dealers out from a parts-and-service standpoint and also be available for our customers who have their products.

In the years we haven't represented the product, Bronto has done a tremendous job of enhancing their product and we're excited about selling it.

A lot of people don't know that although we were not representing the product in North America on the municipal fire side of the business, we have maintained our relationship with Bronto though our exclusive distribution rights in Saudi Arabia. So, we're very familiar with the product. It's not a leap for us to get back into it. There are a lot of Bronto/E-ONEs out in the marketplace, and we're proud to have them back as a partner and excited about where we think that goes.

2. How has the redesigned Quest chassis been received?

Our expectations have been exceeded. When we went into it, we had one simple expectation: to take a product that we had introduced several years before and, quite honestly, fix it. It was a product that had some issues that customers quickly brought to the forefront when we first introduced it several years ago. So, the original expectation we had was to improve on those shortcomings. What we found, though, was that as we started to really get into the product and talk to customers about what we had done, there was a lot of excitement over it.

On the surface it looks like we've given it a really cool modern look. In the fire service that's a 50/50 coin flip. I've been at trade shows since then, and firefighters walk up and, quite honestly, say that's ugly and walk away. And, there are firefighters and fire officers who say that's really cool and want to see the rest of the product. That really isn't what we were trying to accomplish. What we were trying to accomplish is what we did inside. We tried to listen to what customers said in terms of room, space, storage, and visibility. Those are all the real features that we believe not only enhance the Quest but that we're looking to take across all of our chassis offerings.

So, we're very excited about what the product is, and the best feedback we've gotten is orders. I don't think we had any magical expectation that we'd sell lots of them, and we've sold quite a few. I would say right now that every third cab going down the cab line is probably a Quest. In a lot of cases, those are existing orders or existing customers who have come in and have seen it and upgraded their orders. In other cases, I think it's an opportunity for us to have a conversation with a non-E-ONE customer who in the past we haven't had that conversation with.

3. Is there anything you can comment on regarding any other new product developments besides the Quest?

We have invested in people, we've invested in resources, and we've invested in tools. As an example, we've added an external engineering group in Pennsylvania-a whole group of engineering talent well recognized in the industry, and we are very excited to have them on the team.

Everything we are doing is because we lis

Portable radios often serve as lifelines that link firefighters with commanders either outside of a structure or at out-of-sight distances away from their location. Manufacturers have made great strides in portable radio design for the fireground, building in features that several years ago would have only been available on a wish list.


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By Alan M. Petrillo

Improvements in speaker microphones, background noise suppression, more robust housings, wider interoperability for better compatibility among radio types, longer battery life, better ergonomic design, special color schemes, and the addition of global positioning system (GPS) functionality have made portable radios much more effective tools for firefighters, their officers, and incident commanders.

Tactilely Unique

Dhiren Chauhan, fire and EMS marketing manager for Motorola Solutions Inc., says that Motorola's APX radio is its P25 flagship line designed solely for first responders and government officials. "The portable radios are designed to be used with a gloved hand and have a tactility that is different from other radios," Chauhan says. "The design allows for a better grip on the radio, which has a larger over-mold on the top housing that provides an extra layer of protection from bumps. The portable has a T-grip to make it non slip and rubber texture in certain areas also to provide a nonslip surface."

Chauhan notes that Motorola's APX portables use Gorilla glass in the display, which is a type of glass treated to withstand scratches and other abuse. "We also designed larger knobs on the APX, including a large emergency activation button three times the size of the typical emergency button," he points out. "If the radio is carried in a firefighter's turnout gear, all he has to do is touch his index finger to the top of the antenna, which leads directly to the emergency button, so there is no fumbling around for it."

The APX also includes an accelerometer and a "firefighter-down" feature that can transmit a firefighter-down warning to a commander or fire dispatch if a firefighter remains motionless for a certain period of time. Software is used to define the time motionless, Chauhan says, as well as the firefighter's attitude-vertical motionless, horizontal motionless, or both.

"We built the loudest and clearest microphone and speaker into the APX," Chauhan notes, "with a one-watt digital speaker that's twice as loud as others. We also use noise-canceling technology and adaptive beam forming in our two microphones, front and back. The microphone closest to the mouth picks up the voice and the other one acts as a noise-canceling microphone."

Motorola also has integrated GPS into its portable APX radio as well as encryption technology. "It's important to know where firefighters are on a fireground," Chauhan says. "We transmit the GPS location through our radio network and can triangulate to locate a firefighter who might be lost, such as in a wildland fire event. Encryption is included in all our portables, and it can be turned on or off by choice of the fire department."

Motorola's APX 7000 and 7000XE portables carry all of the features noted, Chauhan points out, while the 6000 and 6000XE models have a different 500-milliamp speaker and are not dual-band radios.

Short-Range Preferences

Bob Shropshire, public safety market specialist for Icom America, says his company's top P25 model is the 9011S that covers VHF, UHF, 700-, and 800-MHz f

Robert Tutterow

This and last month's columns were prompted by several "public inputs" (formerly public proposals) to the National Fire Protection Association (NFPA) Fire Apparatus Technical Committee in September 2013. Interested parties submitted the public inputs to try to improve the cramped conditions.

Unfortunately, the committee rejected all of the public inputs. The reason for the rejections was the same for all: "It is not possible to build to those dimensions in the current configurations commonly used, especially in the officer's seating area." The use of the words "commonly used" is most interesting. The entire premise of the public inputs was to improve what is "commonly used."

During the second draft meeting (public comment) of the Technical Committee this past July, J. Gordon Routley, division chief, Montreal Fire Department, made an in-person plea to the committee to at least increase the minimum seat width from 22 to 28 inches. As a reminder, the substantiation for the public comment was based on detailed scientific evidence of the National Institute for Occupational Safety and Health (NIOSH) study titled, "Safe Seating and Seat Belts in Fire Apparatus: Anthropometric Aspect." Anthropometry deals with human body measurements. The study indicated that a minimum width of 28 inches is required to accommodate 95 percent of firefighters wearing personal protective equipment. The current 22-inch minimum accommodates just fewer than 50 percent of firefighters.

NFPA Technical Committee Decision

The committee's unanimous decision regarding increasing the width to 28 inches was to "hold for further study." What else is there to study? This is not a new issue. The committee learned of the situation more than eight years ago. And, the committee has probably never been presented with as much science-based evidence to accept a public input before. Historically, the committee has regularly used lack of scientific evidence as a reason to reject public input-and rightly so. And, it has accepted public input on anecdotal evidence-and rightly so-when it seemed entirely logical.

The committee also rejected a compromise suggestion to increase the seating width to 28 inches for just the back seats of the cab. One of the reasons was that it would eliminate 10-person cabs. How many emergency responses are made each year with 10 firefighters on board? Maybe it happens occasionally if a volunteer or combination department is having a training session at the station when it receives a call.

The discussion in the meeting room was puzzling to say the least. The truth, as stated on more than one occasion, is that there are custom apparatus on the market today that meet the proposed 28-inch minimum seat width standard. Granted, there are very few. Yet with every mention of this fact, the room collectively ignored the statement. It was like one of those political television talk shows when one side "nails the other side." The other side ignores the "nailing" and quickly diverts the discussion. More disturbing were the position and comments from the fire service representatives on the committee. Except for one comment, they were in "lock step" with the position against the proposed 28-inch minimum.

Defending Manufacturers

In defense of fire apparatus manufacturers, they are not in an easy position. Environmental Protection Agency

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By Alan M. Petrillo

Yet today, TDAs continue to be used by many departments for a variety of reasons, including maneuverability, storage capacity, ground ladder carrying ability, and faster setup time at a fire scene.

Advantages

Tim Smits, senior sales manager of fleet management for Pierce Manufacturing Inc., says a TDA is one of the most versatile pieces of aerial apparatus in a fire department's arsenal of vehicles. "A TDA has excellent maneuverability, and with an experienced crew, there's virtually no place you can't take the TDA because of its fifth wheel articulation and the ability to steer the rear of the apparatus around obstacles," he says.

Often, the area covered by a TDA's ladder is greater than a department could achieve with a straight-frame rear-mount ladder. "Brevard County (FL) has a 100-foot Pierce TDA that they took out on a training scenario at a hotel property that had an enclosed garage in front of the structure," Smits says. "There was only a two-car-width area in front where you couldn't position a rear-mount, so they maneuvered their TDA in so they could cover the whole front of the structure. They parked the TDA in the center and were able to hit every floor and balcony, and when they tried it with the rear-mount backed in as close as it could get, they only could hit one quarter of the structure."

Dave Perkins, aerial specialist for E-ONE, points out that besides maneuverability, carrying larger complements of ground ladders and having more compartmentation are big advantages of a TDA compared with a straight-frame aerial ladder. "Maneuverability seems to be the biggest benefit of a TDA over even a single-axle straight-frame ladder," Perkins says, "but another thing we're seeing propel fire departments toward TDAs is they are more concerned about carrying more ground ladders. In addition, there's more cubic feet of compartmentation, so departments are able to use the TDA as a specialized truck company and have its hazmat or water rescue components on the vehicle."

Pete Hoherchak, aerial products manager for KME, agrees with Smits's and Perkins's assessments. "With a TDA, the purpose of steering from the rear is maneuverability where the vehicle is able to get around in tight city streets," Hoherchak says. "Where the tractor goes, the tiller can follow."

Compartmentation is another critical benefit of a TDA, he adds. "A typical rear-mount ladder has a minimum allowance of 2,500 pounds of equipment," Hoherchak notes. "On a TDA, it's the same minimum requirement by the National Fire Protection Association (NFPA), but most departments are able to put between 5,000 and 8,000 pounds of equipment on the vehicle because of the space available and the fact that the TDA can handle it."

On the ground ladder issue, Hoherchak says a typical straight-frame aerial ladder will carry 115 feet of ground ladders, while a TDA will easily carry more than 200 feet of ground ladders.

Disadvantages

Chuck Glagola, aerial sales manager for Smeal Fire Apparatus, notes that TDA disadvantages includ

Christian P. Koop

They all serve the same basic purpose: to assist the foundation brakes in stopping heavy ERVs and commercial over-the-road rigs. However, there are several different makes and types on the market, and how they are mounted and operate all differ. Impact to the rest of the vehicles' systems and reliability also differs as well as how much retardation output they can produce. In this article, I will briefly cover the history behind some of the different types of retarders we have used in my department and some of my experiences dealing with repairs and maintenance.

Because retarders provide added stopping power, they will also reduce the possibility of brake fade, which I am sure all will agree is huge when it comes to safety. Reducing or eliminating brake fade is the main reason they were invented. Keep in mind that they do a lot more than this because they not only improve or reduce stopping distances but also extend brake life. Extending brake life means cost savings and less time at the shop. Fewer changeouts (crews transferring their gear from a frontline ERV to a spare) is a good thing for the overall operation, the crews, and the communities they serve. These are two extremely important subjects, particularly in today's highly litigious environment not to mention tighter budgets. To reiterate and make sure I get my point across, retarders not only improve the safe operation of any ERV equipped with these devices, they will also reduce brake maintenance and replacement costs over the life of the ERV while reducing equipment downtime simultaneously.

There are several different types and makes of retarders on the market today, and they differ in operation; efficiency; cost; installation; and, most importantly, to me as far as the fire service goes, how much they can really slow the vehicle down in brake horsepower (BHP) at low-speed operation or intercity service and how quickly they achieve maximum retardation. They run the gamut-ranging from hydraulic transmission output retarders to electromagnetic driveline retarders and engine retarders.

Electromagnetic Induction Retarder

The first type I will cover is the electromagnetic induction retarder from Telma, which is probably the oldest, having been around for almost 70 years. It was developed by an engineer in Europe who saw the need to add a means of assisting brakes to reduce total brake failure because of brake fade. Heavy trucks would lose their brakes in mountainous regions of Europe, resulting in many lost lives and destruction of equipment and goods. These retarders can be mounted in the driveline hanging from the chassis rails or in a "focal mount," which bolts directly to the differential input housing. This retarder is totally frictionless, and the energy absorbed by these retarders is released directly to the air surrounding them.

In a nutshell, there are a set of fixed nonrotating electrical coils with two metal stators on either side that rotate with the driveline. As the electrical field generated in the coils is induced into the stator, it serves as a driveline brake and will slow and eventually almost bring the vehicle to a full stop. They generally are programmed to turn off or deactivate at a predetermined speed so they do not remain on when the vehicle is stopped. The units we had in se