August 2007

Apparatus Ideas

by Bob Barraclough

Tradition Has Not Impeded Progress

I have been watching the evolution of fire apparatus since the late 1940s. Some of the old styles have changed. Some of the hardware has been upgraded. The pumps have moved around.

And, thank goodness, we progressed from wood to metal aerial ladders, which are much stronger than the original designs.

Riding positions have really changed. My first ride on a real fire truck was on a 1925 American LaFrance chain drive, triple combination, 750 gpm pumper, complete with right hand steering.

This unit remained in service until 1956. It had seating for two and enough space on the running boards and rear step for an additional dozen firefighters, an event that occurred with alarming frequency. Seat belts, seats and safety be damned.

Since we are talking about seating, we all know the earlier motorized apparatus were all open cabs. As departments recognized the safety and comfort factors, the open cabs decreased in popularity although we still had some departments specifying open cabs until the 1980s. Can you imagine taking a perfectly good steel cab and cutting the roof off?

Enclosed cabs were not required in NFPA 1901 until 1991, but more progressive departments had them back in the ‘30s. Today, seating and seat belts for up to 10 occupants are available and back step riding has been banned. Score one for safety.

One thing we had in the era up until the 1980s was cabs that were distinctive. You knew who the truck manufacturer was when a Mack, Seagrave or American LaFrance went flying by with its Mars or Federal “17” warning light. Today, one has to look carefully for a logo or at a windshield design to maybe, just maybe, be identifying the builder.

Six Booster Reels

Attack hose size and storage has been upgraded from three-quarter inch booster line, delivering maybe 20 gpm, on two or more reels, to 1.75-inch hose, delivering 125 to 200 gpm, that is conveniently stored in bins or beds around the rig. I know of one department that had six booster reels, enough, perhaps for every member of the department.

Supply hose has moved from the national standard cotton-jacketed 2.5-inch hose with brass couplings to 4- or 5-inch polyester supply line with lightweight Storz couplings. Today, it’s not unusual to find pumpers with a big manifold clamped to the rear and other large diameter distribution devices mounted at the ready. We’re making progress.

At one time, hose bed walkways were very common for access to enclosed seating areas and to simplify hose reloading and retrieval of equipment stored above the pump area. These all but disappeared until recently when some departments realized the increased safety in having a center walkway to stand in while reloading hose. It’s a lot better than trying to balance on a shifting load of polyester hose.

Motor fire apparatus pumps started out with steam-powered piston pumps, progressed to rotary-gear types and are now 100 percent centrifugal. But oh how the locations have changed. After the steam era, pumps were mounted midships either in front or behind the drivers seat. Then some were moved to the front ahead of the engine. Today, they are mounted and controlled just about anywhere on the truck.

Whatever Color You Want

Color of the rigs has been a subject that causes many heated discussions in the firehouses and on the spec committees. My feeling is that fire trucks are supposed to be red – or red and white – but there are many folks out there with different opinions and that is okay, just as long as the minimum National Fire Protection Association striping and warning light standards are followed.

Then, go ahead and paint them whatever color your heart desires. By the way, NFPA 1901 does not specify a color for apparatus.

Snorkel-style units have been with us since 1958 when Commissioner Robert J. Quinn from Chicago helped design and eventually bought the first one in this country, a move that earned him the nickname Snorkel Bob.

The articulating boom had its “heyday” in the ‘70s but due to the overall length of the two booms (and the truck), three- and four-section extendable booms like the Baker (now Seagrave) Aerialscope and the Sutphen Towers gradually took over this market. Also, steel and aluminum aerial ladders were strengthened and stabilized for increased safety and also to permit greater loading and lower level operations.

Rescue trucks have seen an interesting transition. What started out as a small unit to carry resuscitation devices and additional small tools that would not fit on a pumper, grew into a recycled bread truck. After that, builders such as Brumbaugh (Bruco) and Gerstenslager took Mack and other chassis and customized the body into the cab to provide a much bigger, more streamlined rig. Today, the rescue truck has grown into many functions and much larger sizes sometimes equaling even the largest of over-the-road tractor trailer units.

Years ago, the front bumpers used to be just that…a bumper. The East Coast folks figured out that it could be a thing of beauty if it was chrome or stainless steel and proceeded along those lines. Then, the busier departments, with a preponderance of “touch and go” accidents involving their bumpers, realized that the repair or replacement of a stainless or chrome bumper was expensive and time consuming.

A ‘Eureka’ Moment

Then came a “Eureka” moment. Why not use stronger, steel bumpers that could be repaired in a local shop and repainted with a spray can? Makes sense.

Along the way, someone figured out equipment stored at the front of a rig would be more accessible as you pulled into a fire or accident. As a result, it is common to see preconnects, hydraulic rescue tool (HRT) reels, and even winches, tucked into a front bumper extension that didn’t exist 20 to 30 years ago.

Scene lighting has also come of age. A large, single, 6-volt light mounted on the front cowl was the standard, and only, scene light on the earlier rigs. Along the way, someone realized this was not enough light at accident scenes or fire incidents once the blaze had been extinguished.

Light Towers

Saulsbury and SuperVac began to mount white scene lights on the body of rescue trucks and the practice caught on, especially for the popular rescue pumpers. Light towers soon followed, and it is now quite common for these towers to be mounted on all units in the fleet.

Reflective striping came on the scene in the 1970s, thanks to the folks in the D.C. area. It was supposed to offer some protection just in case the public didn’t see the apparatus warning light, as NFPA only required one light at the time. Reflective material was mandated by NFPA in the 1991 standards.

Since then, we have seen some improvements to the basic requirements and the proposed 2008 standard calls for “Chevron” stripes on 50 percent of the rear vertical surfaces. Many departments have used reflective striping and designs to greatly enhance the visibility of the apparatus, especially when working at motor vehicle accidents.

One of the more important changes has been the upgrades in tankers. And, yes, I know the Left Coast folks call them tenders. It used to be tankers were surplus military chassis fitted with a tank and portable pump – read overloaded and tired – or retired fuel delivery trucks that were also overloaded because they were designed to carry a much lighter material (fuel oil or gasoline versus water).

Problems With Tankers

We still have problems with tankers as their accident rate is much higher than any other type of unit in the fleet. The specification of a new tanker takes a lot of study by the committee and good design techniques by the builder.

Warning light colors are just like apparatus colors – they evoke a lot of controversy among the troops. Since NFPA upgraded its warning light requirements in 1991 and 1996, even a warning light system that meets the basic requirements has plenty of light to go around. Some departments have exceeded the minimum standard, and that is okay, just as long as the electrical system can handle the extra load.

So, as you can see, there’s been a lot of progress in the past 60 plus years, and most of it has been for the good. It’s likely there will be a lot more changes in the next 60 years too.

Editor’s Note: Bob Barraclough is editorial director of Fire Apparatus & Emergency Equipment and has been involved with the fire service for more than 40 years as a firefighter and industry consultant. He is a member of the National Fire Protection Association (NFPA) 1901 Fire Apparatus Standards Committee, an organizer of the annual Apparatus Specification Symposium of the Fire Department Safety Officers Association and a long-time member of the Fire Apparatus Manufacturers’ Association.

A California department built its own relay supply manifold long before the relay supply line became commonplace. It was ahead of its time!

Color strikes at the heart of every young firefighter, and even some older ones. Boonsboro’s midship Mack aerial has an attractive gold/black/white color combination that is used in the Maryland/D.C. area.   (Joel Woods Photo)

Front bumpers have become another working area. It makes sense as the equipment for a fire or MVA is right there where you need it when pulling into an incident.   (Fire Apparatus Photo By Bob Barraclough)