|
||
 |
||
Westmoreland Dispatch (NEW!!)
|
During the 1880's, development of cotton-jacketed hose that was capable of being packed flat instead of rubber hose on a reel allowed for a new design in hose tenders, the hose wagon. Prior to this, hose was carried on large reels mounted on two-wheel or four-wheel chassis. These new wagons were also equipped with deck pipes, carried other equipment and supplies, and provided better riding positions than the older hose reels. Most engine companies of this period responded with two pieces of apparatus -- a steamer and a hose wagon. The size and weight of horse-drawn apparatus had grown to the point where most horses running at top speed would begin to slow down after about a half-mile. Studies indicated that a motorized fire company could be operated at about one-third the cost of a similar horse-drawn unit. Like the introduction of steam pumpers, motorized fire apparatus was seen as a threat. Looked at as unreliable, subject to mechanical breakdown and unable to replace the beloved horses, it took several decades for the changeover to take place nationwide. The year 1906 is generally accepted as the beginning of the motorized age in the American fire service. During that year, a pumper built by Waterous entered service with the Radnor Fire Company in Wayne, PA. This vehicle was equipped with two gasoline motors, one for propelling the vehicle and the other to power the pump. Also during this year, the Combination Ladder Company built a squad body on a Knox chassis and delivered it to Springfield, MA. The introduction of motorized vehicles revolutionized the fire service. Although there was some experimentation with both electric and steam propelled vehicles, gasoline propelled vehicles would replace the horses. Another off-shoot of motorization was the development of a single piece of apparatus, the triple-combination pumper, that would eventually become the standard apparatus for most engine companies throughout the country. Until that time, most engine companies operated with two distinct apparatus, a steamer and either a hose wagon or combination hose wagon equipped with chemical extinguishment equipment. The triple-combination pumper incorporated all of these functions onto one motorized vehicle. The first such vehicle was constructed by Tea Tray Company, a small New Jersey builder in 1909, on an American Motors chassis and delivered to Middletown, NY. During the same year, International Motor Company, the forerunner of Mack Trucks, sold a motorized tractor to Allentown, PA. It was used to motorize a former horse-drawn ladder truck, believed to be the first motorized ladder truck in the United States. Ahrens-Fox introduced an unconventional pumper in 1911. Instead of the conventional design of the time with the engine forward and the pump located under or to the rear of the driver's seat, Ahrens-Fox located its piston pump, characterized by a large chrome ball atop the pump, at the very front of the vehicle, ahead of the motor. These vehicles became known as reliable work horses that served for years. While newly built motorized apparatus were delivered, during the early years of motorization a large amount of horse-drawn apparatus was motorized by the addition of two-, three- and four-wheel tractors, making for some unusual appearing vehicles. Probably the most popular of these were Christie two-wheel tractors, introduced in 1912. Almost 600 of these units were produced. This practice, which lasted about 10 years, was a much cheaper alternative for departments wanting to rapidly motorize their fleets without the expense of purchasing all new apparatus. In 1913, Ahrens-Fox introduced a booster car, a small apparatus equipped with a light-duty pump, water tank and hose. This type of apparatus replaced the individual chemical units, but had a relatively short life. This booster equipment was eventually incorporated as standard equipment on newly constructed triple combination pumpers, eliminating the need for separate booster rigs. Up to this time, the only audible warning device on apparatus was the bell. In 1913, a hand-cranked siren was introduced which was used in conjunction with the bell. The nation's first unit organized and equipped specifically to handle unusual rescue situations was established in New York City in 1915. Rescue Company 1 carried "oxygen helmets," life lines, pulmotors, line-shooting guns, hand tools, cutting torches and related equipment. Their purpose was to operate at extremely smoky fires such as in subways, cellars, and sub-cellars, perform difficult ventilation, stop ammonia leaks, and rescue collapse victims and trapped firefighters. This unit was the forerunner of the heavy rescue and urban search and rescue units in service throughout the U.S. today. Although some of the earliest motorized fire apparatus were constructed on commercially available chassis, the vast majority were built by fire apparatus manufacturers on their own custom-built chassis. A trend began to appear in the early 1920's when many commercial vehicle manufacturers started to make their chassis available to fire apparatus manufacturers to mount their body work on. This permitted smaller apparatus manufacturers to specialize in compartmentation body work design and firefighting capabilities while utilizing available vehicle chassis. The changeover from chain-driven fire apparatus to power trains that were shaft-driven gained momentum during the mid-1920's. By the end of the 1920's, shaft-driven power trains had become standard. Another milestone in fire apparatus development occurred during 1928, when Pirsch delivered what was probably the first American fire apparatus with an enclosed, custom-built cab. The majority of fire apparatus up to this time were constructed with open cabs, primarily for visibility and size-up when approaching the fire scene and to assist in positioning the apparatus. These cabs were also doorless, to allow firefighters in the cab to spring into action as soon as they arrived. While over 30 years would pass before the enclosed cab became standard, this unit was a first big step. The first 100-foot aerial ladder was produced by Pirsch in 1935. It was a three-section ladder constructed of metal with handrails on all three sections. Although it would take almost 20 years, metal would replace wood in aerial ladder construction. The introduction of the metal aerial ladder was the death knell of the water towers. The strength of the metal aerial allowed for the placement of ladder pipes at its tip, negating the need for special units to provide this function. The heavy rescue trucks began to come of age in the late 1930's. Up to this time, rescue trucks were basically customized hose wagons, usually equipped with two rows of bench seating in the rear body. Specialized equipment was carried inside compartments. The most common design was a walk-through model. The next revolution in fire apparatus design was the introduction of the cab-forward chassis by American LaFrance in 1939. These vehicles had their cab positioned ahead of the engine instead of behind it as in the conventional design. Cab-forward chassis would eventually be used for the majority of custom-built apparatus by almost all manufacturers. This design provided much better visibility for the driver while also having a better turning radius. Another innovation introduced to the fire service in 1939 was the diesel engine. The first diesel powered pumper was built by the New Stutz Fire Engine Company, utilizing a Cummins diesel engine. Eventually, every piece of fire apparatus constructed in the United States would utilize diesel power, but widespread use of the diesel would not take place until the 1960's. Some major developments came out of World War II. Probably most notable among these were purpose-built airport crash apparatus. These resulted primarily from the development of larger military aircraft, and they were produced in large numbers. After the war, many were put to use at newly developing civilian airfields. Advances in two-way radio technology also resulted from the war, and it wasn't long before fire departments realized the great advantages that two-way radio communications afforded. The late 1950's also saw the introduction of the air horn on fire apparatus. This was a natural extension of the pneumatic brake systems that were becoming popular. The air horn added to the audible warning capability of apparatus, and many feel, ultimately led to the elimination of the bell. Electronic sirens began to appear on fire apparatus during the early 1960's. At first, they were installed in addition to the older, louder mechanical sirens. In some cases they replaced the mechanical sirens. Today, the old-style mechanical siren is making a comeback, to supplement the quieter electronic models. Over the years, improvements in automobile soundproofing, coupled with auto entertainment systems, have severely limited the effectiveness of electronic sirens. In the early 1970's, Ward LaFrance created what was probably the most controversial issue ever to hit the apparatus field. By aggressively marketing a new color for fire apparatus, lime green, as being more visible and therefore safer, a wedge was driven into the fire service. Traditionalists stood behind the old standard red, while "progressive" fire service personnel preached the advantages of the new color. At one point, there were actually more apparatus being delivered in the new color than the traditional red. Many fire departments, both large and small, switched to the new color. But after about a decade, departments began to switch back to red. Many apparatus were repainted. Virtually every large department that had gone to the new color returned to red. Currently, few new apparatus are being delivered that are painted lime green. Revised National Fire Protection Association (NFPA) standards in 1991 had a huge impact on fire apparatus design. All firefighters were required to ride in enclosed, seated positions, that were equipped with seat belts. While the fire service had been moving towards fully enclosed crew cab apparatus for some time, these standards solidified this movement. Several federal laws and mandates also had an impact on fire apparatus design. Engine size, vehicle emissions, axle loading, anti-lock brake systems and other standards have all added to the cost of fire apparatus production, helping to triple the cost of custom-built vehicles over the last two decades, and leading to greater use of commercially available chassis. |
