By Bill Proft

Most Fire Apparatus Manufacturers' Association (FAMA) member companies will provide receivers and anchors for rope and removable winches as optional features.

Basic guidelines for these features are provided in section 15.12 of National Fire Protection Association (NFPA) 1901, Standard for Automotive Fire Apparatus. While the guidelines are quite specific, there are several additional items to consider when specifying a rope or winch receiver on your next vehicle. The intent of this article is to identify these items and help you make a more informed decision on your next purchase.

Plan Ahead

Regardless of the type of apparatus you plan to purchase, the first and most important step is to plan ahead. Consider how it will be used, the number of firefighters that will be on board, and the equipment they will be using. When it comes to the specific features of the vehicle, proper planning is also essential. Identify and specify exactly what you need first; then do your homework and consider different manufacturers and what they offer. In many cases, their standard offerings will meet your requirements without modification. This saves everyone time and expense. If you have requirements that necessitate special designs, there is nothing wrong with specifying them. However, be aware that there are usually increased costs associated with custom requests.

Portable Winch Receivers

Let's start with receivers required for installing and using portable winches. Paragraph 15.12.1 of NFPA 1901 reads, "Receivers or anchors installed at any location on the apparatus for use as removable winch anchors shall be designed and affixed to provide at least a 2 to 1 straight line pull no-yield safety factor over the load rating of the removable winch." This requires that the vehicle manufacturer test the strength of the device designed to hold the winch to twice the rating of the winch. If you plan to carry a 9,000-pound winch, the receiver needs to be able to handle a straight-line pull of at least 18,000 pounds without any permanent deformation.

In today's world, there are portable winches with 9,500-pound ratings. Therefore, the receiver needs to withstand 19,000 pounds of straight line pull. The issue is that as winches become more and more powerful, the receivers and their mounts need to be designed for correspondingly higher loads. That means more structure is required on the truck for these devices. More structure means more cost, more weight, and less storage space for other items. Therefore, carefully consider what you really need when it comes to winch ratings. If you need anything larger than a 9,000-pound rating, consider a permanently mounted electric or hydraulic winch in the front or rear of the vehicle.

Most fire apparatus manufacturers have locations predefined on their trucks where winch receivers can be mounted. These are typically at the front and rear and also in the rear wheel fender panel. Use their standards first and foremost if they can meet your needs. The apparatus manufacturer will have already done the testing to meet the standard. Going to something more unusual will mean added design, material, and testing cost that you may ultimately have to pay for.

When considering the locations to mount a portable winch, evaluate the ease of installation. A pin is required to secure the winch to the receiver tube, and the 12-volt electrical connection must be made. If either of these items is not readily accessible, the setup time will increase.

Portable winches are relatively large in size and

Chris Mc Loone

We've been having some interesting truck discussions in and around the firehouse recently. The recent Independence Day holiday brought fire company members out for extra work nights to prepare the apparatus for the four parades we were scheduled to attend.

One of these parades is a "judging" parade for us. Judges are in different locations on the parade route, and at the end of the parade route we park the apparatus so judges can scrutinize the rigs a little more closely. The work paid off as we brought home first-place trophies for our engine and rescue this year.

At one work night as the Fourth of July got closer, we were discussing our old trucks. One in particular came up because of recent pictures circulated around social media. Our 1989 Spartan/Saulsbury, which we sold in 2002, had been the subject of several Facebook conversations in recent months because photos surfaced of its "for sale" flyer. It was fun to look at the truck and reminisce. It and our current rescue, a 2002 Spartan/Saulsbury, have reflected the trends in how fire department needs have changed. The 1989 was a walk-through rescue. And, I will attest, it was a dream to drive. When I first joined the fire company, we were often special called with that truck to fires. Back then, we filled the truck and, because it was a walk-through, we poured out of the crew cab and rear from three different openings when we arrived on scene. Back then, anyone who had a scanner would be listening and filter into the firehouse because we "just knew" we'd be going, so it was easy to fill the truck. Today, dispatch procedures are more sophisticated, and we are on the initial dispatch with our rescue for fires. But, staffing levels have changed as well as the equipment we carry. So, the 2002 rescue is a walk-in.

Most recently, more photos made their way around Facebook of the 1989 rig in pieces. The truck is being stripped. It's not clear whether the company we sold it to sold it to someone to strip it or if the fire company is stripping it itself and selling the parts. Either way, it's tragic to see. That truck served us well during its time with Weldon Fire Company.

One conversation about old trucks during a different work night revolved around another local fire company discovering its 1937 Buffalo fire apparatus on eBay and the company's efforts to secure a piece of its history. As I write this, a special meeting is planned to discuss how much money the company is willing to spend to acquire the antique. I've seen the pictures, and the truck looks good. What's more, its owner states that it runs and drives.

It was an interesting juxtaposition to me. On one side is a 78-year-old apparatus that still runs and drives and is sought after. On the other side is a truck just 26 years old unfortunately being used for parts at this point. On one side is a truck destined for parades again as a slice of a fire company's history. On the other is the former pride and joy of a fire company whose parade days are over.

I look around at the fire apparatus being replaced today and wonder: Are the days of holding onto trucks as part of a fire company's history gone? It's not like today's trucks can be stored in someone's garage if there's no room at the fire company-they're pretty big. It also makes me wonder what's coming.

As we discussed the Buffalo rig, the conversation transitioned into how much electronics are on today's vehicles and how "back

By Peter Ong

The San Francisco (CA) Fire Department (SFFD) has two 2000 Ford F-150 XLT pickups for coastal rescue. Coastal Rescue One (CR1) operates from Station 34, and Coastal Rescue Two (CR2) rolls out from Station 18. Each F-150 XLT extended-cab 4x4 comes with a 5.4-liter Triton V8 IHC engine running unleaded gas and generating 350 horsepower (hp). Both pickups have modifications and equipment fittings made by SFFD shops. These pickups replaced two long-serving 1973 Ford one-ton 4x4 pickups for coastal rescue duties as of May, 2002.¹

CR1 is one of two 2000 Ford F-150 XLT pickups the SFFD uses for coastal rescue. It has modifications and equipment fittings made by SFFD shops. (Photos by author unless otherwise noted.)

In August 2002, CR1 had the name "Cliff Rescue" before being relabeled "Coastal Rescue" in gold lettering on the doors and tailgate. The name change occurred because a "cliff rescue" could easily turn into a "surf rescue" if the victim falls into the water from the numerous rocks, cliffs, and bluffs lining the San Francisco coast. Nonetheless, CR1 still carries more cliff and mountain rappelling equipment than CR2. Outwardly, both pickups appear as exact duplicates with similar functions. However, CR1 has unique differences compared to CR2 that make CR1 more suited for the cliff rescues as designated by SFFD.

2 3 In photo 2 is CR2 at Station 18. Note the different tires, side running boards, and wheel hubs compared to CR1 below. On CR1, the different tires, round wheel hub holes, and side running pipes are best suited for cliff rescue. (Photos courtesy of the SFFD.)

The tires and side running boards comprise the main difference in appearance and functionality. CR2 rolls on Goodyear™ Wrangler AT/S™ tires with conventional wheel hubs and tire stems. CR1 rolls on Mickey Thompson™ Baja Claw™ tires with custom steel hubs and tire deflation stems. CR1's wider Baja Claws™ have more aggressive tread patterns for better traction off road, on park trails, and in the sand. Ideal for operating in the sand, the Baja Claws also distribute the pickup's weight better through its aggressive tread pattern. Furthermore, CR1's wheel hubs have larger round holes in them to allow looping and tying of rescue ropes directly to the wheels to serve as side wheel anchors, a feature CR2 does not have. CR1 also has tubular side running pipes under the doors to allow for inserting and looping rescue ropes onto the side anchors. CR2 has conventional manufacturer-stock flat-panel running boards.

Engine 34 and CR1

CR1 shares a two-story, two-bay retrofitted brick firehouse with Engine 34, a Spartan Gladiator 500-gallon-tank pumper with a custom body by 3D. On coastal rescue calls, both vehicles respond with four firefighters-two in CR1 and two in Engine 34. In addition to coastal rescue calls, the four firefighters also staff Engine 34, which responds to all of Station 34's fire, emergency, and medical calls. All Station 34 firefighters are cross-trained in fire, EMS, and coastal rescue.

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