By Bill Adams

From a large city’s purchasing specification found online: “It is the intent of these specifications to cover the furnishing and delivery to the Purchaser of a complete new, current model year, top of the line extreme duty custom cab model, NFPA 1901 compliant walk-through Heavy Rescue fire apparatus equipped as hereinafter specified.”

The definition of and compliance to “top of the line” and “extreme duty” can be argued and debated because both terms are ambiguous and subject to individual interpretation. Likewise, requiring bidders to provide a National Fire Protection Association (NFPA)-compliant walk-through heavy rescue fire apparatus can be problematic. In this article, heavy rescue fire apparatus is synonymous with rescue truck and heavy rescue.

1 KME delivered Squad 4 to the Atlanta (GA) Fire Department. It features a two-door custom cab and traditional style hinged doors on the eight body and cab equipment compartments on this side. (Photo courtesy of KME.)

Supposedly, three bidders submitted proposals to supply the aforementioned NFPA-compliant heavy rescue - something that in writing does not exist, nor is it defined. NFPA 1901, Standard for Automotive Fire Apparatus (2016 ed.), does not recognize a heavy rescue fire apparatus. Nor does it recognize a medium- or light-duty rescue apparatus. Additionally, it doesn’t have criteria for walk-in, walk-through, or walk-around rescues. But, I’m sure all the bidders checked “yes” in the “bidder complies” column.

Yes, my observations appear hypercritical; however, the scenario shows bidders are willing to propose building a rig to nonexisting criteria and will post a financial surety to guarantee doing so. That’s their decision. What should be of concern is the dangerous precedent that is being established. Bidders are proposing what they think a customer wants regardless of what the purchaser’s written specification says. That is troubling. It could undermine the intent and purpose of competitive bidding. More later.

2 Pierce delivered this two-door custom chassis rig to the Los Angeles (CA) Fire Department, lettered as “Urban Search & Rescue 88.” It features both hinged and roll-up compartment doors. (Photos 2 and 3 courtesy of Pierce Manufacturing.)

What is a Heavy Rescue?

Many heavy rescue companies morphed from open squad cars to bread-van-type delivery vehicles to pickup-sized rigs with utility bodies (e.g., Squad 51 on the television show “Emergency!”). Increasing in size, most were mounted on medium-duty commercial cabs and chassis. Today’s heavy rescues include custom chassis with tandem axles and tractor-drawn behemoths. Even big cities started small. The Fire Department of New York’s Rescue Company No. 1 went into service on March 8, 1915, with a 1914 Cadillac touring car. Boston’s Rescue No. 1 started in 1917 with

By Roger Lackore

So many times in life we are forced to pick the “least of all evils.” So, it is nice when we at the Fire Apparatus Manufacturers’ Association (FAMA) can discuss a topic where you can choose the best from a list of “all goods.” This is the case when it comes to selecting an auxiliary braking system for your next fire apparatus.

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, requires that any apparatus with a greater than 33,000-pound gross vehicle weight rating (GVWR) must be equipped with an auxiliary braking system. This means a system that assists in stopping the apparatus above and beyond the action of the service brakes located at the wheel ends. Auxiliary braking can be accomplished through the action of the engine, the transmission, or other means acting on the apparatus drivetrain.

Overview

Modern fire apparatus, like every other heavy on-road vehicle, are equipped with a service braking system that uses friction to slow the vehicle. This friction comes from physical contact between a consumable material (brake pads or shoes) and a mechanical device (brake drums or rotors). The contact force is created by either hydraulic force (smaller vehicles) or compressed air (heavy vehicles). The air pressure in heavy vehicles is produced by a compressor driven by the engine.

The downside of friction braking systems is that they create heat that must be dissipated. The heavier the vehicle and the faster the stop, the more heat is created. In heavy braking situations, this heat can cause the brakes to fade or lose their braking power. This can occur if the brakes are used frequently or consistently down long grades. In extreme braking situations, the components can get hot enough to damage the brakes.

Auxiliary braking systems supplement the service brakes, increasing the stopping power and reducing the likelihood that the service brakes will overheat. The NFPA Apparatus Committee felt strongly that this capability was important in fire apparatus, which are more likely to brake hard and brake frequently. This is the reason it began requiring auxiliary braking systems on large fire apparatus. In addition to these safety benefits, appropriate use of an auxiliary braking system will extend the life of the service brakes, reducing cost and frequency of maintenance.

Common Systems

Commercially available auxiliary braking systems all use some method other than mechanical friction to help slow a vehicle. They also all work by creating a braking force on the vehicle driveline, which in turn transfers force to the tires and then to the road. They all generate heat, but they all control the dissipation of that heat. There are four categories of auxiliary braking systems currently available on fire apparatus:

• Electromagnetic retarders.
• Exhaust brakes.
• Engine compression brakes.
• Transmission retarders.

Electromagnetic Retarders

Electromagnetic retarders create their stopping power using the force that can be generated by a magnetic field. You can experience this force if you bring the north or south poles of two magnets together. In vehicle applications, the magnetic fields are created by electricity flowing through a set of coils. The initial electric power to generate the field comes from the vehicle batteries and i

By Roger Lackore

So many times in life we are forced to pick the “least of all evils.” So, it is nice when we at the Fire Apparatus Manufacturers’ Association (FAMA) can discuss a topic where you can choose the best from a list of “all goods.” This is the case when it comes to selecting an auxiliary braking system for your next fire apparatus.

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, requires that any apparatus with a greater than 33,000-pound gross vehicle weight rating (GVWR) must be equipped with an auxiliary braking system. This means a system that assists in stopping the apparatus above and beyond the action of the service brakes located at the wheel ends. Auxiliary braking can be accomplished through the action of the engine, the transmission, or other means acting on the apparatus drivetrain.

Overview

Modern fire apparatus, like every other heavy on-road vehicle, are equipped with a service braking system that uses friction to slow the vehicle. This friction comes from physical contact between a consumable material (brake pads or shoes) and a mechanical device (brake drums or rotors). The contact force is created by either hydraulic force (smaller vehicles) or compressed air (heavy vehicles). The air pressure in heavy vehicles is produced by a compressor driven by the engine.

The downside of friction braking systems is that they create heat that must be dissipated. The heavier the vehicle and the faster the stop, the more heat is created. In heavy braking situations, this heat can cause the brakes to fade or lose their braking power. This can occur if the brakes are used frequently or consistently down long grades. In extreme braking situations, the components can get hot enough to damage the brakes.

Auxiliary braking systems supplement the service brakes, increasing the stopping power and reducing the likelihood that the service brakes will overheat. The NFPA Apparatus Committee felt strongly that this capability was important in fire apparatus, which are more likely to brake hard and brake frequently. This is the reason it began requiring auxiliary braking systems on large fire apparatus. In addition to these safety benefits, appropriate use of an auxiliary braking system will extend the life of the service brakes, reducing cost and frequency of maintenance.

Common Systems

Commercially available auxiliary braking systems all use some method other than mechanical friction to help slow a vehicle. They also all work by creating a braking force on the vehicle driveline, which in turn transfers force to the tires and then to the road. They all generate heat, but they all control the dissipation of that heat. There are four categories of auxiliary braking systems currently available on fire apparatus:

• Electromagnetic retarders.
• Exhaust brakes.
• Engine compression brakes.
• Transmission retarders.

Electromagnetic Retarders

Electromagnetic retarders create their stopping power using the force that can be generated by a magnetic field. You can experience this force if you bring the north or south poles of two magnets together. In vehicle applications, the magnetic fields are created by electricity flowing through a set of coils. The initial electric power to generate the field comes from the vehicle batteries and i

By Roger Lackore

So many times in life we are forced to pick the “least of all evils.” So, it is nice when we at the Fire Apparatus Manufacturers’ Association (FAMA) can discuss a topic where you can choose the best from a list of “all goods.” This is the case when it comes to selecting an auxiliary braking system for your next fire apparatus.

National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus, requires that any apparatus with a greater than 33,000-pound gross vehicle weight rating (GVWR) must be equipped with an auxiliary braking system. This means a system that assists in stopping the apparatus above and beyond the action of the service brakes located at the wheel ends. Auxiliary braking can be accomplished through the action of the engine, the transmission, or other means acting on the apparatus drivetrain.

Overview

Modern fire apparatus, like every other heavy on-road vehicle, are equipped with a service braking system that uses friction to slow the vehicle. This friction comes from physical contact between a consumable material (brake pads or shoes) and a mechanical device (brake drums or rotors). The contact force is created by either hydraulic force (smaller vehicles) or compressed air (heavy vehicles). The air pressure in heavy vehicles is produced by a compressor driven by the engine.

The downside of friction braking systems is that they create heat that must be dissipated. The heavier the vehicle and the faster the stop, the more heat is created. In heavy braking situations, this heat can cause the brakes to fade or lose their braking power. This can occur if the brakes are used frequently or consistently down long grades. In extreme braking situations, the components can get hot enough to damage the brakes.

Auxiliary braking systems supplement the service brakes, increasing the stopping power and reducing the likelihood that the service brakes will overheat. The NFPA Apparatus Committee felt strongly that this capability was important in fire apparatus, which are more likely to brake hard and brake frequently. This is the reason it began requiring auxiliary braking systems on large fire apparatus. In addition to these safety benefits, appropriate use of an auxiliary braking system will extend the life of the service brakes, reducing cost and frequency of maintenance.

Common Systems

Commercially available auxiliary braking systems all use some method other than mechanical friction to help slow a vehicle. They also all work by creating a braking force on the vehicle driveline, which in turn transfers force to the tires and then to the road. They all generate heat, but they all control the dissipation of that heat. There are four categories of auxiliary braking systems currently available on fire apparatus:

• Electromagnetic retarders.
• Exhaust brakes.
• Engine compression brakes.
• Transmission retarders.

Electromagnetic Retarders

Electromagnetic retarders create their stopping power using the force that can be generated by a magnetic field. You can experience this force if you bring the north or south poles of two magnets together. In vehicle applications, the magnetic fields are created by electricity flowing through a set of coils. The initial electric power to generate the field comes from the vehicle batteries and i