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EMERGENCY STOPS

30th June 2005, Page 62
30th June 2005
Page 62
Page 63
Page 62, 30th June 2005 — EMERGENCY STOPS
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Ambulance specification is voluntarily governed by the mouthful known as BS EN 1789:2000— Medical Vehicles rnd their Equipment — Road Ambulances. or 2EN.The areas defined by this monster locument include: 'Vehicle weights and dimensions II Minimum performance and braking requirements II Dimensions of seating and emergency exits I Electrical equipment • Content and fixation of medical equipment • Window specifications • Interior light and noise levels European ambulances are broadly divided into three classes,A,B and C. Class A is for basic casualty transfer and is rarely seen in the UK. Class B has to be capable of basic emergency treatment,while Class C is for more advanced intensive care.As well as the medical requirements, there are differences in dimensions and the like. Ambulances are either panel van conversions such as the German WAS model we drove, or coachbuilt on chassis-cabs. These are either rectangular-shaped boxes or have more aerodynamic "Luton" type fairings.The van type, usually equipped at Class 13, are considerably cheaper to buy initially, but the coachbuilt bodies can be transferred to new chassis as the old ones wear out.

The world of ambulance procurement is still very localised.Although CEN is an attempt to co-ordinate specs, and the NHS is trying to institute a national procurement policy, buying decisions are up to individual fleet managers. There is a slowly growing tendency for a number of neighbouring authorities to pool ideas and purchasing power, but even then there can be significant differences in spec.

Iveco's Daily ambulance range currently comprises a van and a box from WAS, and boxes from Vv'ilker in Ireland, Profile in Finland and UVModular in the UK. Box bodies now tend to be made from aluminium, which is more recyclable than fibreglass. However, as weight is a major issue with ambulances, carbon-fibre is now being evaluated by Midlands manufacturer McNeillie.At the strength required for an ambulance body there is now little extra cost involved.

Powerful enough

The CM Daily 40C15 WAS van had a 4,200kg GVW and 2.8-litre 146hp engine.This has now been uprated to 170hp with the arrival of the Daily 3.0-litre.Ambulances aren't exactly light and the 146hp engine provides adequate, if not exciting,performance.

Fortunately, the blue lights are worth another 100hp in heavy traffic. Even driven normally there's a noticeable degree of courtesy afforded an ambulance that no other white van can hope for.The ride in the driving seat is quite firm, but we didn't actively sample the comfort from the customer's viewpoint. Air suspension at the rear should soften the experience, though.

A review of the accommodation is a tale of Iwo halves, the crew quarters and the business end. Current policy is for crews to be outstationed at strategic roadside locations rather than waiting in an ambulance station.With a single passenger seat, the air-conditioned cab is a comfortably spacious place for the crew to spent their time waiting for the action. Much of the cab is standard Daily fare, although there are fewer blank switch positions than usual. Both occupants have an airbag.

What looks rather like an up-ended Woolworths bathroom cabinet between the seats is actually a storage unit for documents and essential resuscitation kit.A small row of switches controls the emergency lighting, including twin roof light bars and grillemounted strobes.

Two white lights on each side of the upper body illuminate accident scenes, while the ends of the front light bar house alley lights.There's a warning light for the automatically deployed step under the side access door and there are torch chargers for going out and about. Behind the seats are the control boxes for the long inventory of electrical equipment.

All the medical kit and communication and warning systems need a fair bit of electrical power: a 120A alternator is standard, with a 150A option.There's a 140Ah primary battery with a 110Ah high-capacity, slow discharge battery for the medical equipment, both fed by a splitcharge system.A quick-start button on the dash diverts power from the secondary battery in the event the chassis battery gets too low to start the vehicle. 111•1•1■•••

Interior design

The solid bulkhead has a sliding window with a roller blind on the saloon side. Behind it, the saloon is finished in clinical white with restful pale green trirn.There are two attendant seats, one rear-facing at the patient's head and a swivelling rear-facing one halfway along the saloon, both with integral seat belts And there's enough clever fold-out stuff to impress the most dedicated member of the Caravan Club.

The roof has masses of lighting and hooks for suspending fluid containers.A centralised oxygen supply system has three quick-release outlets strategically located around the stretcher area. Access with the sophisticated Fernox stretcher is easy thanks to a very light, but strong fold-out ramp, some three metres long. An excellent idea as long as there's no one parked behind.

Part of the specification is an easy-to-clean interior, ensuring that no deposits of nastiness can hide in a corner. Radiused moulded edges are the order of the day. •

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