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The product lifecycle of self-contained breathing apparatus (SCBA) is approximately ten years, during which time technology inevitably advances considerably in terms of digitization and ergonomics. Increasingly pertinent in the last decade, and especially since the Pandemic, has also been how kit can be designed for ease of cleaning to ensure firefighters are protected from harmful carcinogens as well as bacterial and viral infections. When we surveyed UK firefighters as part of our ‘Health for the Firefighter campaign’ to understand their concerns about exposure to carcinogens and COVID-19, we learned the vast majority (84%) admitted they were concerned about the risk of cancer, while more than two thirds (68%) fear the impact COVID-19 might have on their long-term health. Unequivocal statistics that warranted action in our technology design. Proven support infrastructure The SCBA product lifecycle allows time for medical and safety technology manufacturers, such as Dräger, to take advantage of technological developments, and thoroughly test and future proof them. It also enables us to utilize our direct relationships with the UK fire services, not only to accommodate day-to-day feedback, but also to learn from our support of major incidents such as Grenfell and the Salisbury poisonings. The SCBA product lifecycle allows time for medical and safety technology manufacturers Following Grenfell, for example, we saw the critical importance of reducing the weight and size of kit to allow for greater ease of movement, as well as how critical it is to have the equipment underpinned by a resilient and proven support infrastructure. AirBoss, Dräger’s latest SCBA offering represents a digital progression, where telemetry and connectivity provide the information, and enable the integration and communication required to further firefighter health and wellbeing. This decade’s launch is no longer a product, but a connected solution. Providing vital information Digitalization is critical. Dräger offers the only operationally-proven telemetry solution, providing vital information which is automatically communicated between the wearer of the BA set and the Entry Control Point – without the need for either team to stop what they are doing to send communications. These signals include manual and automatic distress signals, team withdrawal signals, cylinder pressure, time to whistle and time of whistle. This system also provides comprehensive data regarding the firefighters’ condition in relation to their SCBA, proving invaluable to those responsible for monitoring and directing BA crews. A new feature, unique to Dräger’s AirBoss, are ‘Buddylights’ fitted to the backplate, which use digital data from the set to provide immediate and highly-visible signaling to firefighters of their team’s cylinder pressures and physical condition. AirBoss, Dräger’s latest SCBA offering represents a digital progression Providing comprehensive data The optional Dräger Web client enables workshop, management and command staff to utilize the data created on scene wherever they are, and at any time. Reporting can also be customized for multiple purposes from user or device history to synchronized overviews of complete incidents. The ability to create incident reports on evidential and tactical levels provides comprehensive and valuable post-incident analysis tools for debrief and training purposes, or in case of any investigation or inquiry. For future developments, Dräger is working with partners in the UK looking at solutions for location and tracking of firefighters and providing comprehensive data regarding the firefighter’s condition at an incident. The latter includes information such as body core temperature, heart rate and other vital statistics to allow external teams to monitor the early signs of heat stress and other physiological strains. Reducing physical stress Another critical focus is ergonomics. Improved wearer comfort has been achieved through working with medical experts in this field and shifting the center of gravity relationship between the human body and the set, creating a ventilated space by the SCBA backplate. AirBoss’ new Type 4 Nano cylinder provides a continued reduction in cylinder weight AirBoss’ new Type 4 Nano cylinder provides a continued reduction in cylinder weight, which can also reduce full life costs to the service, as the Nano has an unlimited life. These improvements reduce physical stress on the firefighter which in turn reduces the risk of strain-related injuries and fatigue when wearing the set operationally as well as extending the working duration due to reduced physical exertion. With AirBoss, the weight is carried by the legs and pelvis rather than the back. Improving personal comfort This not only improves personal comfort, but also enhances mobility within confined spaces and while descending ladders and stairwells. In an industry where a split second can be the difference between life and death, these advancements are crucial. On a practical level, the Dräger AirBoss has also been designed to be ‘snag-proof’, ensuring that all attachments are neatly connected or integrated to mitigate any risk of snagging or entanglement. Alterations have been made to maximize cleaning practices, including the introduction of smoother, non-absorbent, water-repellent surfaces to make equipment easier to wipe down and decontaminate. Numerous attachment points have also been included so kit can easily be dismantled for optimum cleaning – both mechanically and by hand. To this point, some fire services are moving towards mechanical washing systems, which provide complete consistency in washing temperatures, concentration of detergent, speed and temperature of drying. Vehicle charging systems The Dräger AirBoss solution is centered around four pillars: usability; safety; serviceability and connectivity Recognizing the financial pressures which the fire services are under, the AirBoss system is designed to enable fire services to maximize the significant investment already made into their SCBA and telemetry. With a modular design, AirBoss is backward compatible with existing Dräger PSS SCBA and Telemetry, enabling elements of the existing set to be upgraded over a period of years. This reduces the requirement to purchase a full suite of new equipment including telemetry, pneumatics, electronics, integrated communications, cylinders and vehicle charging systems. Overall, the Dräger AirBoss solution is centered around four pillars: usability; safety; serviceability and connectivity. These pillars, which support utilizing digitalization, improved ergonomics and ease of cleaning, are how we intend to protect our firefighters’ health and wellbeing, both today and as our future-proofed technology advances to meet the needs of tomorrow.
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.
Completely modular! This is the quintessence of a customized firefighting vehicle. In the new MT model range unveiled by Rosenbauer International AG, they have become a reality. With its Modular Technology, Rosenbauer manufactures vehicles for municipalities, industry, and airports, precisely in line with the fire departments' tactical needs and their specific requirements. Customizable firefighting vehicles The vehicles are highly customizable. They can be mounted on 2, 3 and 4-axle serial chassis, fitted with variable water/foam tanks up to 20,000 liters and equipped with all Rosenbauer extinguishing systems, including from the compact centrifugal pump, N25 to the high-performance unit, N130, from the around-the-pump foam proportioner, FIXMIX to the industrial direct injection foam proportioning system, HYDROMATIC, from the bumper turret, RM15 to the remote-controlled roof turret, RM130 with compressed air foam system and with the STINGER boom, including piercing tool. All extinguishing technology components perfectly match one another as Rosenbauer develops them in-house All extinguishing technology components perfectly match one another, because Rosenbauer develops and produces them in-house. In addition, powder and CO2 extinguishing systems can be integrated into Rosenbauer systems. No other vehicle concept offers such high variability and flexibility as the new Modular Technology. Modular superstructure The modular superstructure is the hallmark of the MT model. A sub-frame forms the basis as a connection between the chassis and the firefighting body. A 100 mm grid ensures that the body modules can be placed flexibly on the frame. There are four modules available: A crew cab module (Rosenbauer proCAB), which can be individually configured in terms of size, number of seats, and design (LED interior and handle lighting, SCBA holder and entrances) and can be designed either as a stand-alone or docking cab. An equipment compartment module for accommodating technical equipment, which can be manufactured in lengths from 650 to 2,950 millimeter, with or without steps, full-height lockers, and hinged steps. A tank module with extinguishing agent tanks for water and foam (also combined) and volumes from 5,000 to 20,000 liters. A pump compartment module, also of variable size, which is closed by a flap or by a roller shutter and can be implemented optionally with full-height locker flaps or step-on stirrup for the removal of the equipment held in the pump compartment. Extruded aluminum body modules All body modules are made by Rosenbauer and are manufactured from extruded aluminum profiles with aluminum paneling, making the body stiffer and extremely stable. The ‘intelligent’ profiles can also be designed with LED lighting and flexible fastening channels, according to customer requirements for an absolutely individual equipment compartment design. The MT Airport BUFFALO The MT Airport BUFFALO is also mounted on the Zetros chassis from Mercedes-Benz In addition to classic road chassis, the MT Airport BUFFALO is also mounted on the Zetros chassis from Mercedes-Benz, thus creating an extremely versatile and all-terrain ARFF vehicle. It comes equipped with a 6x6 chassis, a 480 horsepower engine (350 kW) with Allison automatic transmission and has a total weight of 29 tons. The extinguishing technology consists of an N35 (up to 3,500 l/min at 10 bar) with integrated around-the-pump foam proportioner, a dry powder unit, a bumper and roof turret, both remote-controlled, as well as fast attacks for water/foam and powder. The vehicle can hold 6,100 liters of water and 750 liters of foam compound on board, offers a pump-and-roll function and is manned by a crew of four. Incidentally, Rosenbauer is the first and so far only manufacturer to have built an ARFF vehicle on the new Zetros chassis. Due to its exceptional off-road qualities, it is also ideally suited for forest fire and industrial vehicles that have to operate on rough terrain. N130 firefighting extinguishing technology Rosenbauer has expanded its pump portfolio upwards, specifically for installation in large tankers and industrial vehicles, and has developed the N130. It delivers up to 13,000 liters/min at 10 bar pressure and a suction lift of three meters and reaches a maximum delivery volume of 20,000 l/min in feed mode at an inlet pressure of 4 bar. The N130 is a single-stage normal pressure pump and is built in light alloy and gunmetal. Propulsion is provided either by a powerful vehicle power take-off or by a split-shaft transmission built into the vehicle power train, which allows the full drive power of the engine to be switched to either the pump or the traction drive. Integrated with HYDROMATIC1200 direct injection system The N130 is ideally combined with the HYDROMATIC1200 direct injection proportioning system, which mixes up to 1,200 l/min of foam compound into the firefighting water and supplies each pressure outlet individually as required. Alternatively, the FOAMATIC E premixing system and optionally, the Rosenbauer H5 high-pressure pump (up to 500 liters/min at 40 bar pressure) can be installed. With MT vehicles, multiple turrets can also be used. The highest discharge quantity can be achieved with the proven RM130. Up to 15,000 l/min of water or water/foam compound mixture can be discharged via the remote-controlled roof turret, with throwing distances of over 130 meters in water operation. The RM130 is also suitable for the use of dry powder. Equipped with a special ChemCore nozzle, this can even be introduced into the water jet. Rosenbauer RBC LCS operating system Operation of the MT is carried out via the new Rosenbauer RBC LCS operating system. This enables all extinguishing systems, electronic body components, and fire-fighting equipment, such as the generators or power generators installed in the vehicle, to be controlled and the operating states to be read out. The logical structure of the Logic Control System and the comprehensible menu navigation with color-coded functions and quick-select keys enable intuitively correct and safe operation. All relevant information is shown on clearly arranged displays, so that every operator can get to grips with it straight away. Intuitive operation and modular OS Like everything else on the MT, the operating system is modular in design and can be configured individually Like everything else on the MT, the operating system is modular in design and can be configured individually. Two different displays are available, both for pump operation at the rear and for the driver's cab for operating vehicle lighting, signaling systems and in-built generators, a large, high-resolution 10-inch display with day/night switching (automatic and manual) and a viewing angle of 85° and a 3.5" display. The control commands are entered on glove-compatible key panels or optionally also via touchscreen. Basic functions of the pump can also be controlled from the driver's cab and all functions can be activated at the push of a button by means of a scene arrival button to secure a vehicle before leaving the cab. Modern design language with striking details The new RBC LCS operating system is not just used in the MT, but in all new Rosenbauer vehicles. This supports a smooth changeover between the different types of emergency vehicles and is particularly advantageous for larger fleets of professional fire departments. The Rosenbauer vehicles now also speak a common design language. In the MT, this is reflected in a clear, function-oriented, and modern design language with striking details, such as the triangular tank bead, the angular wings, the external fuel gage, or the roof gallery with LED strips along the entire length of the vehicle (for scene lighting and optionally with integrated rotating beacon), to name but a few. Just like the body, extinguishing technology, and operation, the exterior design of the MT can also be implemented according to customer requirements. The design combines with the technology to form a modular whole for the moment when firefighting technology should offer exactly the functionalities that matter.
For the honor of wildland firefighters who risk it all to protect the forests and natural resources. KIMTEK is proud to introduce the Ford Motor Company Bronco-Filson Wild Fire Vehicle which features the KIMTEK FIRELITE® Fire Rescue skid unit that includes a Darley-Davey Pump, Hannay Reel, and Mercedes Boostlite Forestry Hose. KIMTEK is excited about this collaboration between Ford, Filson and KIMTEK and more excited to see the formation of the Bronco Wild Fund to celebrate wildland firefighters and to help raise awareness and funds to assist in preserving America's Natural Resources and National Forests. KIMTEK thanks Ford Motor Company and Filson for choosing and trusting the design quality of the FIRELITE Transport skids manufactured by KIMTEK Corporation.
The L27A-XS 3.0 is the latest product in the successful Rosenbauer XS series and, with a working height of exactly 27.6 m, rounds off the range of articulated turntable ladders from Karlsruhe. The abbreviation XS (for ‘extra small’) refers to the special construction of these turntable ladders with a tiltable cage arm and an inwardly offset swivel joint, which means that they can be used to their full extent even in very tight spaces. In addition, generation 3.0 of XS technology stands for maximum performance, security and connectivity. Restricted space conditions The large radius of action is one of the many advantages of the L27A-XS. It can be brought up to 5.90 m from an instructor object and still offers full performance with maximum payload (five people in the basket). This makes it easier to compensate for a set-up error in the case of a low rescue height or in a horizontal escape and the smaller distance can also be used tactically to ensure the success of the mission under restricted space conditions. Like all Rosenbauer turntable ladders in the XS series, the new L27A-XS is also equipped with a 3.0 generation control In addition, the L27A-XS covers wide building fronts with its projection. This makes it easier to set up and position, because it does not have to be relocated or repositioned if several deployment sites are to be approached at different heights. Like all Rosenbauer turntable ladders in the XS series, the new L27A-XS is also equipped with a 3.0 generation control. Additional assistance systems This provides around ten times more computing power than its predecessor and meets both the safety integrity level "SIL 2, Category 3, Performance Level D" according to IEC 61508 (functional safety of programmable, electronic systems) and the machine directive EN 13849. In addition, the new control system with up to five can buses offers sufficient connectivity to equip XS ladders with the latest headlight and camera systems, additional assistance systems and extensive automatic functions. The L27A-XS is built on a 2-axle chassis from Mercedes Benz (Atego 1527 F) with a gross vehicle weight of 15 t. The ladder set consists of a five-part main arm with a tiltable cage arm (4.35 m), a horizontal-vertical support with a width of up to 4.80 m ensures a solid stand. Basket water duct The first vehicle goes to the La Rochelle fire brigade in France and has a compact bogie With a permanently mounted aluminum tube in the upper ladder, a water duct integrated into the basket structure, man protection nozzles in the basket floor and two turrets, which are held in the equipment rooms and, if necessary, attached to the basket water duct, it has basic fire-fighting equipment. The first vehicle goes to the La Rochelle fire brigade in France and has a compact bogie. Even with a 360 ° rotation, this does not protrude beyond the vehicle contour, which means that the turntable ladder can be positioned very close to a building or other obstacle. The L27A-XS 3.0 thus combines a multitude of functionalities and tactical advantages in one device. Together with the L27A-XS, Rosenbauer presents a new system for fall protection and height rescue. Personal fall arrest device All components come from a single source and are optimally matched to one another. It consists of up to 18 attachment points in accordance with EN 795, which are attached to the cage, to its underside, to the top of the ladder, to the articulation of the ladder set and to the bogie. The eyelets on the ladder set and on the bogie can also be retrofitted in older vehicles. It also includes a personal fall arrest device, in which the seat belt retractor is on the man and not, as usual, on the anchor point. This has the advantage that the safety belt is not pulled over edges, but only lies over it when it is moved, because it is unwound directly on the person. Complete modular package The rope system (main rope and backup with rope brake) can of course also be used for height safety In addition, there is a complete modular package available for rescue operations at heights, the individual components of which can be combined as required. This includes, among other things, a manual cable winch (module winch) and a pulley block (module pulley) for support when rappelling up and down, a backup module for backing up the pulley system, the bridle module, consisting of a rescue triangle and lanyards to support a basket stretcher or to additionally secure a person inside, as well as the Static Line module (two bundled steel ropes with fixed lengths and carabiners) if the person is not to be rescued by abseiling but by moving the ladder set or the telescopic arm. The rope system (main rope and backup with rope brake) can of course also be used for height safety, for example, when emergency services on a roof have to move further than two meters from the rescue cage. In addition, the system is designed in such a way that it can be used and applied correctly immediately and intuitively by any fire brigade who has been trained in ‘Simple rescue from heights and depths’.
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