Rosenbauer FIRE TRUCKS AND VEHICLES

One if the few bonuses of the 2020 COVID-19 Lockdown in the UK was the dramatic reduction of aircraft noise around our homes. Certainly in the Southeast of England, it gave us some thought as to the number of aircraft in the sky, and what the consequences might be if something went wrong… Aviation in the UK is split between what is known as Commercial Airport Transport (CAT) and General Aviation (GA). The CAT sector operates out of 25 airports and accounts for around 900 aircraft. However, the GA sector accounts for 15,000 aircraft, flown by 32,000 pilots, operating out of 125 aerodromes licensed by the Civil Aviation Authority (CAA) and over 1,000 other flying sites (According to the General Aviation Awareness Council – our mapping data suggested 1650 sites) (1,2). Roughly 96% of the aircraft in the UK are engaged in General Aviation, engaged in business, leisure engineering and training activities, and HM Government estimate that the sector employs around 38,000 people (3). Each licensed airfield has its own firefighting response, termed airport rescue and firefighting services (RFFS) governed by the CAA guidelines and they are required to be:- .. proportionate to the aircraft operations and other activities taking place at the aerodrome; Provide for the coordination of appropriate organizations to respond to an emergency at the aerodrome or in its surroundings; Contain procedures for testing the adequacy of the plan, and for reviewing the results in order to improve its effectiveness. (CAA 2020) Ensuring Adequate firefighter training So simply put, each airfield needs to ensure it has adequate training, media, personnel in appropriate quantities to deal with any likely incident, given its size and traffic. There are around 1654 airfields in the UK, with 125 of those being licensed However, this is only limited to licensed airfields and the response is typically limited to the airfield itself, and the immediate surrounding area. Airfield vehicles are often specialist aviation firefighting vehicles – not necessarily suitable for driving potentially long distances to an incident. Even so, it is a well-established principle that RRFS would only fight the initial stages of any fire, to be relieved by, and with command passed to local authority fire services. There are around 1654 airfields in the UK, with 125 of those being licensed. In 2019-2020 (to date) there have been 62 air crashes, of which 9 involved a fatality. If we plot the locations of all airfields of any type, all the licensed airfields and the crashes, we can see the spatial relationship between them. Below, we see the two distributions – on the left, crashes versus all airfields and on the right crashes versus licensed fields. It’s clear that the crosses (crashes) and dots (fields) are not always in the same place, so clearly there is a potential problem here – namely the specialized airfield fire response is unlikely to be able to respond. Using the spatial analytical capability of QGIS, the open-source GIS software, we can then start to look at the distances from the airfields of the crashes. We can see that (based on the 2019-2020 data) that on average a crash occurs 3.22km from an airfield, but 15.78km from a licensed airfield (where the firefighting teams are). The maximum distance from a licensed airfield was 57.41km, two thirds of the crashes were more than 10km from a licensed airfield and over a third were more than 18km away. Fig 1a (left) shows crashes versus all airfields. Fig 1b (right) shows crashes versus licensed airfields only. Aircraft incidents pose complex firefighting challenges So, what does this all mean? Well the simple conclusion we can draw from this data is that there is a sizable risk of an aircrash occurring on the grounds of a non-airport fire service. In 2019-2020 there have been 62 air crashes, of which 9 involved a fatality Bearing that in mind, it’s also worth considering that aircraft incidents pose challenges to firefighters and firefighting, that need to be considered. The construction of aircraft has been evolving since the first days of flight, with materials that are strong, light and cheap to produce being adopted and in recent years created to order. This has seen a move from natural materials, such as wood and canvas towards aluminum and man-made materials, and in recent years man made mineral fibres (MMMFs) which are lighter and stronger than natural materials, and can be moulded into any shape. The problem is, MMMFs disintegrate into minuscule fibres when subject to impact or fire, which can stick like tiny needles into firefighters’ skin, leading to skin conditions, and pose a significant risk to respiratory systems if breathed in. As with all fires, there are risks associated with smoke products, with exposure to fuels and other chemicals and so there is the potential for a widespread hazmat incident, with respiratory and contamination hazards. Finally, there is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk. The problem is therefore this: There is a constant, but small, chance of an aviation incident occurring away from an airport, and requiring local authority fire services to act as the initial response agency, rather than a relieving agency. These incidents, when they do occur, are likely to be unfamiliar to responding crews, yet also present risks that need to be addressed. PLANE Thinking Despite this landscape of complex risk and inconsistent response coverage non-airfield fire services can still create an effective response structure in the event of an aviation incident away from an airfield. We have drawn up a simple, 5-step aide-memoire for structuring a response, following the acronym PLANE (Plan, Learn, Adapt, Nurture, Evolve). We are aware that all brigades will do this already to some extent (in fact they are obliged to). We are also aware that there was little point going into the technical details of firefighting itself – that is handled elsewhere and in far more detail – but instead we considered a broad, high-level system to act as a quick sanity check on the response measures already in place. There is always the risk, more so perhaps with military aircraft, of explosives or dangerous cargoes on the aircraft that put firefighters at risk In many ways this mirrors existing operational risk exercises, and begins with a planning process – considering the nature of risk in the response area, building links with other agencies and operators, and collating and analyzing intelligence. Services should expand their levels of knowledge (Learn) around the issue, and consider appointing tactical advisors for aviation incidents and using exercises and training programs to test and enhance response. Having identified the risk landscape, and invested in intelligence about it, we may then need to consider adapting our approaches to make sure we are ready to respond, and having carried out all of this activity, we need to keep the momentum going, and continue to nurture those relationships, and that expertise cross the service. Rapid technological advancement Aviation technology does not stand still. Many of us will have seen this week the testing in the lake district of the emergency response jetpack (4), and this is just one example of the pace of technological advances in the sector. Consider the huge emerging market of UAVs, commercially and recreationally and the potential for incidents related to them, as well as their potential application in responses. Finally, Services, potentially through their dedicated TacAd roles, need to keep abreast of emerging technologies, and ensure that the Planning and Learning continues to match the risk. Aviation technology does not stand still So, in conclusion, we have a (very) simple system for preparing for the potential for airline incidents off airfields. We are happy to admit that it’s not going to solve all of every brigades’ problems, and we’d like to think it simply holds a mirror to existing activities. We do hope that it does give a bit of structure to the consideration a potentially complex process, and that it is of some use, if only as a talking point. Best practices and technologies and will be among the topics discussed at the Aerial Firefighting Europe Conference, taking place in Nîmes, France on 27 – 28 April 2021. The biennial event provides a platform for over 600 international aerial firefighting professionals to discuss the ever-increasing challenges faced by the industry.   References 1. General Aviation Awareness Council. Fact Sheet 1 - What is General Aviation (GA)? 2008. 2. Anon. UK Airfields KML. google maps. 2020. 3. Davies B. General Aviation Strategic Network Recommendations. GA Champion, 2018. 4. Barbour S. Jet suit paramedic tested in the Lake District “could save lives.” BBC News. 2020. Article Written by Chris Heywood and Dr Ian Greatbatch.

For those responsible for procuring and managing fire vehicle fleets, speed, driveability and reliability are paramount concerns. As well as the ability to accelerate, slow and stop rapidly and safely in city traffic, fire engines need to be highly manoeuvrable in tight spaces or on rough terrain. They are required to access many different types of environment at high speed, and, even more than other types of heavy-duty vehicles driven at slower speeds by professional lorry drivers, they need to be easy to operate. At the same time, vehicles are needed that are large and powerful enough to carry fire crews, heavy specialist equipment and large quantities of water or foam. They must also provide a smooth ride, for when crews are wearing bulky items such as masks and oxygen tanks. And they have to be extremely reliable, as breakdowns can cause loss of life. In recent years, manufacturers have generally preferred to specify fully automatic transmissions For all these reasons, fully automatic transmissions are now specified on most European fire vehicles, particularly in Germany, France, Spain and the UK. Compared to manuals, they can offer up to 35% quicker acceleration, with more torque at launch as well as no power interruption during gear changes upwards or downwards, enabling quick deceleration of the vehicle and bringing appliance to a complete stop when combined with an Allison Transmission retarder. That all adds up to faster response times and better manoeuvrability on crowded city streets. Automatics are also far more reliable and durable than manual or automated manual gear boxes, which are prone to wear and tear, particularly on the clutch. A key benefit that most automatics offer is a torque converter, which eliminates the need for a clutch altogether. automatic transmissions Compared to manuals, they [fully automatic transmissions] can offer up to 35% quicker acceleration This was the rationale for the specification of Allison automatic transmissions on London Fire Brigade’s latest Mercedes-Benz Atego and Scania trucks. “The Allison [automatic] transmission was specified partly because of its responsiveness and controllability, and partly because it has proven itself to be such a reliable solution for LFB’s operations,” Neil Corcoran, engineering and technical manager at Babcock International Group, which manages and maintains the LFB fleet, told us." We have seen for ourselves that the Allison has minimal maintenance requirements. And, of course, the dependability of equipment is essential in emergency services.” Allison has a dominant position in the European fire sector, where it has spent decades designing and building fully automatic transmissions that perform at their best in critical situations and offer vital benefits not provided by manual or automated manual transmissions (AMTs). This is particularly true in airport fleets, where vehicle response times are dictated by legislation. London Fire Brigade has a large number of Mercedes-Benz Atego fire trucks, all equipped with Allison transmissions Cleaner fuels In recent years, manufacturers have generally preferred to specify fully automatic transmissions. This continues to be true now when, in common with other commercial vehicle markets, they are looking at alternatives to diesel fuel, such as compressed natural gas (CNG) or liquefied natural gas (LNG), to reduce emissions in the medium to long term, particularly in urban areas. Automatics are far more reliable and durable than manual or automated manual gear boxes, which are prone to wear and tear Automatics tend to be well suited to both compressed and liquefied natural gas engines because the torque interrupts that occur with manual and automated manual transmissions during gear shifts are more volatile and less predictable in the case of spark-ignited CNG and LPG engines. Automatics, by contrast, can provide a smooth transfer of power to the drive wheels and maximum efficiency between engine and transmission, resulting in better performance, manoeuvrability, safety and driver comfort, as well as a significant reduction in noise. In 2019, German fire engine manufacturer Magirus revealed the world's first compressed natural gas (CNG)-powered firefighting vehicle in series production. Part of the company’s 'Innovative Drive Line (iDL)' series, the (H) LF 10 fire engine has an Iveco Eurocargo 4x2 chassis with 420 litres of CNG and a fully automatic Allison transmission. It has a range of up to 300 km or pump operation of up to four hours. Speed and power for forest fire vehicles Automatic gears are also increasingly specified on 4x4 vehicles used to tackle forest fires as they outperform AMTs in extreme conditions. Forest firefighting vehicles need to be able to carry powerful, high-capacity pumps and canons as well as very large quantities of water or other extinguishing media. And they must be able to travel rapidly over large distances and very rough and steep terrain, in extreme heat. AMTs and manual transmissions cannot cope well with these conditions. An example of a newly launched automatic forest firefighting vehicle is the Spanish-made UROVESA K6 IS, which is equipped with the Allison 3000 Series™ transmission. It features a chassis with a maximum gross vehicle weight (GVW) of 16 metric tonnes, excellent traction and extremely robust parts. According to UROVESA's President and CEO Justo Sierra, the automatic transmission, combined with an independent suspension system, affords greater guarantees of safety and efficiency than other vehicles and is in great demand for forest firefighting applications because it can travel at twice the speed of conventional 4x4 trucks. "These transmissions facilitate driving, prevent gear shift errors, enable both hands to be on the wheel at all times and enhance driver ergonomics and safety," explained Sierra. The UROVESA K6 IS forest firefighting vehicle, made in Spain, equipped with a fully automatic transmission. It can travel at twice the speed of conventional 4x4 trucks combating vehicle rollback There are a number of ways in which automatics help reduce accidents and improve driver awareness, comfort and safety, from combating vehicle rollback – a major concern with manual transmissions – to providing superior vehicle control and manoeuvrability at low speeds. Furthermore, because the engine’s responses are so closely related to what the driver asks of it, the vehicle’s start-up progress is more predictable to cyclists and pedestrians who might otherwise misinterpret a slow start as an intention to remain stationary. Electronic features like putting the transmission into neutral when leaving the cab or safety interlocking with body equipment further reduce the risk of accidents. Built to last Fire vehicles tend to be in use for only a few hours each week, with low mileage. Consequently, they can be operational for up to 25 or 30 years. So it's even more important for fleet buyers that they get specifications right, to ensure their vehicles will pass the test of time and provide the performance they need for decades. That's one more reason why so many continue to opt for Allison planetary automatics.

Want to know an easy way to judge the quality of a fire department? Look at how much they train. Career, volunteer or combination, fire departments become successful through training. Yet all training is not equal. Focus too much on hands-on training (HOT) and you could be missing important legal and compliance updates. Lean heavily on web-based training and you may fail to identify shortcomings in skills proficiencies. Keep students confined to a classroom and you may lose their interest quickly. Not surprisingly, a balance of all three types of training is needed to produce competent, empowered firefighters. For this article, I was challenged to think about what’s missing from our current fire training programs. As I thought about the varied way we approach fire training, three issues jumped out at me. Base training on facts and statistics Take advantage of new technologies Incorporate policy into your training   Your training program should also be strong in the types of calls you respond to most Base Training On Facts And Statistics If your department has a robust training program, outlined by a calendar of various topics and employing a mix of HOT, online and classroom training, you’re ahead of the curve. But even in departments with well-developed training programs, training is often based on preference or habit, not data. Think about the topics in your training program. Do you know why they’re included? Do they match your call make-up? Are they targeting specific skill shortcomings? (And yes, we all have them!)What’s missing from many fire department training programs is a detailed needs assessment What’s missing from many fire department training programs is a detailed needs assessment that in turn establishes a factual basis for the year’s training topics. The needs assessment should include: Surveying the members to determine the types of training they want or feel they need. Measuring firefighter proficiency on basic tasks, such as NFPA 1403 drills, NFPA 1710 drills and EMS patient assessment skills audits, to assess personnel by mandate or by industry best practice. This will identify skills deficiencies to address through training. Incorporating call volume statistics and details. A significant percentage of the calls fire departments respond to are EMS and vehicle extrication But I’d venture to guess the training programs of most departments don’t match those percentages. Yes, you need to train for the high-risk, low-frequency tasks. But your training program should also be strong in the types of calls you respond to most. Incorporating these “facts and stats” into your training program will help you keep it fresh, relevant and interesting. Firefighters can use their phones and tablets to access department training information and complete training assignments Take Advantage Of New Technologies There is something to be said for back-to-the-basics, keep-it-simple firefighter training. But it’s a mistake to ignore technological advances. From teaching safe apparatus backing procedures to practicing hoseline deployment and Vent/Enter/Isolate/Search (VEIS) tactics, instructors have more options than ever before. Some instructors regard simulators as second-rate to “the real thing.” Certainly, simulation and other forms of technology-driven instruction can’t replace the value of hands-on experience. But they can augment it in important ways. Driver simulators, for example, not only save money because apparatus don’t have to be taken out of service or sustain wear and tear; they also provide an environment where firefighters can learn without risk of injury. If sitting behind a computer isn’t your kind of thing, live-burn simulators, vehicle fire simulators and hazmat simulators are available—and they all significantly boost training efficiency.Technology will never replace hands-on instruction, but it can facilitate it But you don’t need fancy simulators to incorporate technology into your fire training program. Learning management systems (LMS) are another important tool that can increase training program efficiency. Although they’ve been around for a long time, LMS continue to improve. The ability to integrate with mobile devices is huge, allowing firefighters to use their phones and tablets to access department training information and complete training assignments. Leveraging this technology can allow you to more efficiently manage information, schedule training and free up valuable time needed for other important tasks. If you’ve attended some of the larger regional or national fire conferences recently, you may have had the opportunity to see audience response technology in action. By capturing the firefighters’ responses to questions in real-time, instructors can adjust the material to reflect students’ knowledge level. Audience response is also simply a great way to keep firefighters engaged. Technology will never replace hands-on instruction, but it can facilitate it. If you’re using training methods that haven’t changed in decades, something’s missing from your training program.   Without incorporating policy into your training, you’re only giving your firefighters half the equation Incorporate Policy Into Your Training I saved the biggest and best for last. When I work with fire departments across the country, I repeatedly discover the failure to incorporate policy into training. Think about it: Training curricula are almost always designed around procedures—the how of doing something. But isn’t the why just as important? And that’s what policy is all about. Without incorporating policy into your training, you’re only giving your firefighters half the equation.Inevitably firefighters will encounter times when following the procedure isn’t possible Inevitably firefighters will encounter times when following the procedure isn’t possible. That’s when policy training kicks in—firefighters understand the fundamental objective, and they can think on their feet about how to achieve it. Training on policy also helps departments address the issues that so often get firefighters into trouble. How many of your firefighters really understand your department’s social media policy? What about the rules surrounding sick time usage? These are things that trip up firefighters time and time again. If you’re not training on policies, it’s unlikely firefighters remember them. How many of your firefighters really understand your department’s social media policy? In addition, normalization of deviance is a risk to every organization. When personnel fail to follow policies and no negative repercussions result, it can quickly establish a new normal. Policy-based training resets the “normal” and makes sure that members of the organization comply with the policy and not what they think the policy says.Most line-of-duty death reports cite failure to comply with policy or lack of adequate policy Fire instructors often avoid training on policy because they regard it as boring or unrelated to what really matters—firefighter safety and survival. Yet most line-of-duty death reports cite failure to comply with policy or lack of adequate policy as contributing factors in the incident. If you’re worried that policy will make your training program dry and uninteresting, link it to real-world events. An online search provides lots of examples of when things went wrong and how adherence to policy might have produced a different outcome. And limit policy training to small chunks. Take out a 10-page policy and go through it line by line, and your students’ eyes will glaze over in seconds. Instead, look for ways to enrich your current training by bringing relevant pieces of policy into it. Your firefighters will be learning the department’s policies without even realizing it! Focus On Continuous Improvement Fire chiefs and fire instructors have a challenging job. Budgets are tight, and training is often one of the first things to be cut. Yet we need firefighters to be proficient in all-hazards response. Every department has a long training wish list. But if we focus on continuous quality improvement, we can get a little better each year. Looking for opportunities to incorporate statistics, technology and policy into our training is a good place to start.

Everything is new with the Rosenbauer roll containers, the name, the design, the materials, the connection technology, the load capacity, the operating concept, castors and braking system and the possible variations. The containers with the designation RTE RC Profile (Rosenbauer Technical Equipment Roll Container Profile) consist of anodized extruded aluminum profiles that are positively joined and screwed together by special corner connections. This ensures exceptional stability and durability and allows the containers to be loaded with a total weight of up to 700 kg (dead weight: around 50 kg). Single-Bar control The profiles are also chamfered on the sides, making them easier to maneuver in tight spaces and reducing the risk of injury (no annoying outer edges). Even with a load of several hundred kilograms, an RTE RC Profile can be moved effortlessly and safely by one person. On the one hand, this has to do with the new, easy-to-run and particularly robust castors (diameter 200 mm, tread made of polyurethane) and, on the other hand, with the ergonomic, likewise newly developed single-bar control. The orange handle bar only needs to be pushed down slightly with minimal force and without spreading fingers to set a container in motion. If one lets go of it, it automatically folds up, disappears into the body and the RTE RC Profile comes to a standstill quickly and by itself (dead man's brake). Different body designs The new Rosenbauer roll containers can be realized in different size and weight classes and different body designs Depending on the load weight, the new Rosenbauer roll cages can be equipped with two (up to 450 kg) or four (up to 700 kg) braked castors. The braking system (cone or drum brakes) is protected and integrated into the base plate, rollers and brakes are attached so that they do not protrude beyond the base plate and interfere with maneuvering. Optionally, the front and rear rollers can be straightened using the handle bar side (straight-line positioning device). The new Rosenbauer roll containers can be realized in different size and weight classes and different body designs. Depending on the transport purpose, they are available in a plateau and frame design, with cover plate, shelves, mesh walls and numerous other accessories such as forklift runners, crane eyes or a towing eye for loading with a cable winch. Compressed air cylinders On request, they can also be equipped with LED lighting, which consists of floor washlights on the one hand and LED strips integrated into the profiles on the other. In addition to completely custom-made containers and freely selectable equipment variants for standard models, Rosenbauer also offers complete solutions for certain purposes: for example the RTE RC ‘suction point’ profile with portable pump, suction hoses and accessories, the RTE RC ‘grid box’ profile, the RTE RC ‘hose’ profile, the RTE RC profile’ breathing air cylinders’ for up to 24 compressed air cylinders or the RTE RC profile’ water damage’ with submersible pumps and associated equipment, to name just a few of the numerous variants. Reliable locking mechanism The new Rosenbauer roll containers are TÜV-tested and have a standard loading area of ​​1,200 x 800 mm (EU pallet dimensions). Special dimensions are also possible. The containers are secured in the vehicle using a rail system with a simple and reliable locking mechanism (clamping lever, suitable for airline rails), which can be installed not only in fire brigade vehicles but also in any logistics vehicle with a loading area. This means that the RTE RC profiles are also suitable for other applications and emergency organizations. Versatile, ergonomic, powerful, the new Rosenbauer roll containers combine everything that is important in use.

Brand new and trend-setting - the new logistics vehicle from Rosenbauer combines a highly flexible body concept with a new, innovative electric chassis. It is the first fire engine on a fully electrically powered series chassis, the Volvo FL Electric. The FL series came onto the market in 1985, is now being built in the third generation and in the version up to 16 t gross vehicle weight it is mainly used in local distribution traffic. The chassis has also been available with an electric drive since last year and Rosenbauer is the first fire service outfitter in the world to be able to implement an emergency vehicle on it. Compact electric motor The drive train of the new logistics vehicle consists of a compact electric motor and a 2-speed gearbox, the first gear of which allows starting with maximum torque (425 Nm) even on steep terrain. The output of the electric motor is 165 kW (continuous output) and reaches a peak of up to 200 kW. The motor also acts as a generator, converting the kinetic energy that is normally lost when braking into electrical energy and feeding it back to the traction batteries. The output of the electric motor is 165 kW (continuous output) and reaches a peak of up to 200 kW Up to six 600 V batteries (lithium-nickel-manganese-cobalt accumulators) with a capacity of 50 kWh each can be installed in the chassis and provide a range of around 300 km. They are charged either via the on-board chargers with alternating current or at external direct current charging stations. Aluminum sandwich panels The Rosenbauer logistics vehicle has four batteries on board, which provide enough energy for an average logistics operation with arrival and departure, incident lighting (flashing lights, ambient lighting, LED interior lighting) as well as the electrical supply of radios, laptops, hand lamps, chargers, etc. The vehicle has a Rosenbauer CAN bus system, the entire lighting, the reversing camera and the rear microphone can be switched via a 10” display built into the center console of the driver's cab. Sockets are installed both in the driver's cab and in several places in the body. The fire-fighting structure consists of three parts, a workshop room with a work surface, two equipment rooms and a spacious logistics or loading area. The lightweight structure is made of aluminum sandwich panels with reinforcing inserts and is 2.1 meters high (interior light) and can be walked upright over the entire length. Flexible construction concept The workshop room is accessed via a door with an extendable staircase on the right-hand side of the vehicle. The equipment compartments are closed with roller shutters, the equipment deep compartments with flaps which, when open, serve as step flaps. The complete range of the Rosenbauer COMFORT modular system with pull-outs, drawers, revolving compartments, etc. is available for safe storage and optimized removal of the equipment held in the equipment rooms. There is space for up to six roll containers in the rear cargo area of ​​the fully electrically operated vehicle Two shelves are installed in the logistics room and four standard roll containers are transported, which are secured with a lock using a special rail system. Loading and unloading take place via a tail lift with a load capacity of 1,500 kg. There is space for up to six roll containers in the rear cargo area of ​​the fully electrically operated vehicle, which due to the flexible construction concept can be manufactured not only in the present configuration but also with a different room layout and equipment. Anodized aluminum profiles Depending on the requirements of the fire brigade, a wide variety of logistics concepts can be implemented and, for example, equipment trolleys, as standardized in Germany, can be implemented. Just like the vehicle itself, the roll containers (RTE RC profiles) are a completely new development from Rosenbauer. They consist of a robust and stable frame construction made of anodized aluminum profiles connected with corner connectors and can be loaded up to a total weight of 700 kg. Depending on the transport purpose, they are available in a plateau and frame design, with cover plate and shelves, other accessories (forklift runners, crane eyes, towing eyes, straight-line stop, LED lighting) and two or four braked swivel castors. Fully assembled functional units It is operated using a single handle bar that only needs to be pushed down slightly to move the container. If one lets go of the handle again, the brakes are automatically activated and the container stops (dead man's brake). It is operated using a single handle bar that only needs to be pushed down slightly to move the container Basically, the roll cages can be loaded individually, but they are also available in fully assembled functional units: mesh box, suction point (with portable pump, suction hoses and accessories), power / light (with power generator, distributor and LED floodlights), fire fighting (for pressure hoses, jet pipes and powder extinguisher) or water damage (with submersible pumps and associated equipment), to name just a few of the numerous variants. Fire-Fighting equipment Roll containers and fire-fighting equipment are combined to form an overall system with unimagined variability, which is ideally suited to supplying logistical locations. In addition, for the first time there is a fully electric drive with sufficient power and high availability (simple motor, few moving parts, longer service intervals), which has no emissions and is almost noiseless - when idling, the FL Electric is almost 40 dB (Quieter than a Volvo FL with a diesel engine) - can be operated. With this vehicle, the environment and the health of the emergency services can be protected in equal measure. Rosenbauer is once again showing how the latest technologies can be meaningfully integrated into the everyday fire service of the future.

An essential constant in the AT success story is continuous change. The AT concept has been and will be continuously developed. Resourceful technicians, sales staff, buyers and other employees adapt the concept to market requirements and integrate technological progress in the AT. The sales figures prove this steadfast strategy of continuous change right: By 2020, almost 6,000 AT had been produced all over the world. The 3rd AT generation is currently available. The starting shot for this further development of the AT2 was given in 2007. At the Interschutz 2010, the result of the new development work was proudly presented to the public. The technological refinements and the design caused a stir again. The 3rd generation came up trumps with 90 innovations that offer customers even more security and functionality than previous generations. The increasing market acceptance of the AT made investments in molding tools profitable. Countless detailed solutions Thanks to these new possibilities, the construction concept could be improved again and the weight reduced. For the first time, it was possible to install water tanks with a volume of up to 7,500 liters. Countless detailed solutions contribute to an optimal use of space. A profile system that can be moved with millimeter precision was used to attach shelves, transverse walls and the like. All parts in the crew room and in the equipment rooms that are designed to be "touchable" are standard in orange A one-hand unlocking system was developed for the 3rd generation, which enables the equipment to be removed quickly and safely. A consistent color concept also supports the team in the intuitive operation of the vehicle. All parts in the crew room and in the equipment rooms that are designed to be "touchable" are standard in orange. The AT3 is also a great space saver. Thanks to a new docking system for the superstructure to the driver's cab, more space could be created in the crew room. better lighting conditions The integrated double cabin is also completely glare-free using indirect lighting. The seats offer lateral support and can be equipped with 2-point, 3-point or split seat belts and belt tensioners. The AT3 is optionally equipped with rollover side airbags. The glass doors of the crew cabin create better lighting conditions in the cabin and provide a view of obstacles next to the vehicle before getting out. Once at the scene, the driver only presses a button and the vehicle is secured. Depending on the programming, the emergency button automatically switches off the speed cameras and the secondary horn, the surrounding lighting, the hazard warning lights and the traffic control system. The extinguishing technology of the AT3 "thinks for you". A so-called “central water axis” takes over the logical distribution of the water to where it is needed: to the water tank, to the pump or to both at the same time. extinguishing water tank Regardless of whether dirty water is sucked out of the pond, fed from a portable pump or from a hydrant: the water supply can always be connected to the central water axis in a user-friendly manner. This convenient solution applies wherever no free tank inlet is legally required. However, it would not be AT if Rosenbauer had not also developed a unique, innovative solution for this requirement, with which the customer had the optimal solution within the framework of the legal regulations. There are differently sized displays, different keypads and a rotary knob operation The AT3 has a suitable built-in pump for every need. All pumps can be equipped with a Rosenbauer FIXMIX premixer. Also, Druckzumischsysteme such as DIGIMATIC are available for installation in the AT3 available. The central water axis, the pumps, the admixing systems and the extinguishing water tank form an integrated, coordinated system that is optimized for efficiency. The control technology did not stop at further development either. rotary knob operation The Rosenbauer LCS 2.0 (Logic Control System) is based on CAN bus technology, has a modular structure and allows even complex processes to be clearly and clearly displayed or controlled safely. There are differently sized displays, different keypads and a rotary knob operation. Another innovation that Rosenbauer first implemented in the AT3 is the traffic control device that can be integrated in the rear and that can be used to automatically set the traffic cones. The AT3 relies fully on LED technology, which is used in practically the entire vehicle. Large flat beam LEDs are used to illuminate the surroundings. Powerful LED broad spotlights serve as headlights. The equipment rooms are illuminated by means of LED strips and the crew room is illuminated by means of indirect LED lighting. The AT is designed in such a way that it can be manufactured very efficiently in large quantities using line assembly. latest industrial standards AT production in Luckenwalde has already started with the AT2 and continued with its successor In addition, this type of industrial production makes it possible to guarantee Rosenbauer quality standards. The AT3 is manufactured at two locations: both at the Rosenbauer corporate headquarters in Leonding and at the German location in Luckenwalde. AT production in Luckenwalde has already started with the AT2 and continued with its successor. In 2014, the Austrian production in Leonding moved from Plant I to the new Plant II and has since made use of the possibilities of line production according to the latest industrial standards. The AT is strongly represented in its core markets of Germany, Austria and Switzerland, but is also sold worldwide in the export markets. AT vehicles are now in use in 44 countries around the world. The AT is definitely not a discontinued model. The constant further developments will not stop in 2020 either. sensible technologies True to the motto “evolution instead of revolution”, the concept integrates proven, sensible technologies and confidently meets the current needs of the markets, the trends of society and the requirements of the legislature. The change progresses steadily and constantly.