FERRARA: 2008 is a great time to ask this question. We are ready to go with the 2009 edition of the National Fire Protection Association (NFPA) 1901 standard, having already built vehicles to comply with the new requirements. As you know, a vehicle data recorder, or VDR, will be required with all new apparatus ordered after Jan. 1. The Federal Motor Carrier Safety Administration (FMCSA) has been the driving force in getting large commercial vehicles equipped with these devices and now the fire service is also on board. It will be interesting to see how various departments make use of the information captured by the VDR units and, as a result, how they will change policies and procedures.
Interestingly on the new technology aspect, we are seeing a trend away from multiplex electrical systems toward traditional point-to-point wiring. Regardless of the system, customers are finding the derived benefits of multiplexing are outweighed by the added repair and troubleshooting often required.
Our aerial ladders already use cutting-edge technology with cab and body collision avoidance systems, positional waterways with an interlocked electric actuator instead of a manual pin and a ladder retraction safety system. Any time technology can be used to improve firefighter safety and reduce the possibility of damage to a piece of equipment, we believe fire departments will be interested.
BOER: We will be showing a new electrical control system, a new monitor with positioning feedback, a new electronic pressure governor and some new LED lighting.
MOORE: New technologies are showing up in several areas. First and foremost, at Pierce we are always on the watch for new technology that will enhance the safety of firefighters. Pierce will continue to lead the investment in vehicle safety systems such as airbags for frontal crash that were made available this past year. We expect other OEMs to follow in the coming years as was done with side-roll protection systems. Additional technology showing up in apparatus will include the NFPA-mandated vehicle data recorder that records such items as speed, acceleration, deceleration, seatbelt status and time. This is data that can be used as training/learning aids for driver/operators.
The new NFPA 1901 standard has also broadened the allowable parameters in which manufacturers can control aerial device operations. These systems will allow for aerial extensions on the short jacking side by limiting the operating envelope in which the device can operate. In other words, if you plan on working off the short jack side, plan on getting less than full extension as the new systems will limit the device to within the safe operating zones. These new standards will require fire departments to be more educated on what they are buying, provide more focus on training, and be more attentive during set-up so as not to be shorted during fire operations.
Diesel engine emissions control systems for 2010 will incorporate technology new to the North America, but not new to Europe as they have been in place for three to four years.
Beyond water and foam, development improvements and enhancements in alternative truck-mounted fire suppression systems is ongoing. While many of these systems are targeted toward niche markets, some may have mainstream applications.
Pierce will continue to focus technology towards simplifying operations, service and maintenance, making apparatus safer, equipment more accessible and trucks more maneuverable. We have incorporated technology that reduced the steps to place a pump into gear, that monitors pump operations and let you know when service is due, increased storage space while reducing wheelbase and vehicle size. This relevant technology shows up as genuine benefits to fire departments across North America. The resultant benefits of these types of technological applications can be seen in recent new product introductions of the past few years.
FORNELL: Right now, we are engineering the changes that will be mandated by the 2009 revision of NFPA 1901, which will include a "black box" recording device, seatbelt indicator system, rear chevron striping and master pump gauges. When we introduced the HME Ahrens-Fox product line over eight years ago, we took advantage of using computerized laser cutting equipment and forming machinery to increase the accuracy of fit and reduce the hours needed to construct a high-end apparatus, so we incorporated new fabrication technologies right from the start. The next large use of new technologies by fire apparatus manufacturers will be in the adoption of Environmental Protection Agency (EPA)-mandated reduced engine emissions starting in 2010. While we have been briefed by our engine suppliers, we cannot begin testing until we get their hardware in our hands, which will be early next year.
SAULSBURY: Composite bodies for all types of fire apparatus bodies and cabs (including aircraft rescue and firefighting, or ARFF) will evolve in 2009. Similar bodies are found on fire apparatus on a worldwide scope. Easy to repair, non-conductive, 100% corrosion free, lightest weight and integral water/foam tanks are benefits of such construction.
WITMIER: There are, of course, many new technologies being introduced to the fire industry in 2009 with the revision to the NFPA code, including items like vehicle data recorders, tire pressure monitoring systems, seatbelt sensors and roll stability control systems. Beyond those changes, the emphasis continues to focus on safety as well as simplifying the operation. KME will continue to explore technologies to not only reduce the impact on the passengers in a collision, but to help avoid the collision in the first place. This type of technology includes brakes, suspensions and steering systems to help the driver keep control of the apparatus, as well as warning systems and control devices to bring a vehicle under control before the point of no return is reached. New technology will help simplify pump operations while protecting the apparatus so it cannot be forced into dangerous pumping situations. Many of these new technologies come with a cost, but provide increased safety, which you cannot put a price on when it comes to protecting the nation's firefighters.
BENJAMIN: Most of the technology will be driven by NFPA 1901 2009 edition in the form of seatbelt technology. This will have the greatest impact on commercial chassis. It will add significant cost to these chassis making them less attractive when compared to custom chassis.
Q: As costs continue to rise, are more fire departments ordering basic rigs or are significant numbers of orders still being customized?
FORNELL: We see more and more departments looking at not only more basic rigs, but also rigs that are physically smaller than the average pumper or aerial produced today. We also see a trend toward more tailoring of the apparatus to the mission; for example, a smaller pumper that is designed primarily for delivery of EMS services and rescue operations. Our Silverfox pre-engineered pumper line has done extremely well and we have found that many departments are opting for a lower-cost, but complete unit, and using the funds saved elsewhere in their budgets.
MOORE: There is no doubt the current U.S. economy is having an impact on apparatus purchases. Uncertainties in the economy, more so than rising material costs and changing regulations, are forcing greater scrutiny within municipal budgets, causing some fire departments to cancel or defer apparatus purchases until a later date. However, customization is still a significant and important part of Pierce's business and will continue to be that way into the foreseeable future. We see little indication of this changing as each fire department seems to have its own unique operating environment characterized by location, operating procedures and public expectations. Rural fire departments in Montana certainly have different requirements than one operating along the Beltway near D.C. The varieties of these parameters seen across North America drive a significant amount of this customization.
SAULSBURY: The trend to more basic apparatus will continue, along with smaller and lightweight pumpers and aerials. The cost of fuel and "taxpayer impacts" will result in fewer or delayed apparatus purchases. We will have to learn that "blank checks" are gone.
WITMIER: Despite the growing cost of apparatus, we have not seen a significant change in the design; in fact, they continue to get more complex. Where the change seems to be occurring is in the number of services each apparatus is to perform, which has increased the cost and complexity of the apparatus, but reduced the number purchased. So instead of a company buying a stock pumper with fewer options and then next year buying a simple tender to haul water, they specify a very customized pumper-tender that can serve both purposes. While the individual cost of this apparatus may be high, it's still much lower than the cost of purchasing two new apparatus.
Where this has had a large effect recently is in the engine-rescue products. KME introduced the new Challenger line in 2007 and we've seen the line rapidly grow beyond expectations in the engine-rescue field due to the increased storage space. Customers are looking to keep all the functionality of a front-line pumper, with the storage space for a full rescue cache, including hydraulic tools, cribbing, airbags, etc.
Another product line that continues to expand and grow in complexity is quints. Many quints now carry a full cache of rescue equipment along with pumper appliances, while still maintaining the status of an aerial device. As costs continue to rise, we feel the trend will continue to move to combination apparatus like these.
BENJAMIN: The majority of our business is still custom.
BOER: We are not seeing much of a shift in the type of apparatus, but we do see some purchases being delayed due to insufficient funding.
FERRARA: We definitely see the trend continuing toward custom fire apparatus. A lot of that is due to our willingness to customize our truck to the department's needs, but even more important as costs rise, is the value realized for the department's budget dollar. Fire departments increasingly want the most value out of their apparatus purchase to ensure it will be an effective tool for them for as long as possible. More and more, departments are looking forward rather than being satisfied with solving today's immediate need. They want to build their new vehicle with the anticipation of handling more equipment and being prepared for more diversified operations. We see departments willing to invest more in a piece of equipment that has the potential to serve their community for a much longer period of time.
Q: How will upcoming changes in federal emissions rules affect end users?
WITMIER: The 2010 emissions changes will have a significant impact on both the end user as well as the manufacturer. The first impact will be felt through another price increase on the apparatus due to the increased cost of the engines and associated equipment.
Another major impact on the customer will be the absence of two top level manufacturers as both Detroit Diesel and Caterpillar have announced that they will no longer supply engines to the fire industry after 2009. This will especially impact large municipal customers who have standardized their entire fleet on these brand engines to simplify service and maintenance.
The final impact will be the maintenance and operation of the units, most engine manufacturers will employ "SCR" technology to meet the new standard, which means they will basically be injecting urea into the exhaust system. This will require a urea tank on the apparatus, which will need all the plumbing, wiring and alarms that a fuel tank requires. The complete exhaust system can now be up to eight feet long, which will affect apparatus wheelbase, compartmentation and pump compartments. It will also be another item for the department to have to maintain and fill for operations. KME has already begun developing new chassis, pump, and body designs to accommodate these upcoming engine changes.
SAULSBURY: The effect on the end user will be in the area of "vehicle cost." This will result in more commercial chassis and apparatus of lower cost.
FERRARA: From the firefighters' point of view, probably not much. They will still respond to emergencies, treat injured patients and extinguish fires. However, drivers will have to pay close attention to the DPF regen (diesel particulate filter regeneration) indicator systems provided in the cab. Service techs who work on the trucks will be more impacted by the change. They will likely have an additional filter to change or service and another step or two to perform at each scheduled PM (preventive maintenance).
Ferrara's chassis engineers have readied our chassis to accommodate the new 2010 engines. Beyond the new emissions technology, and more important to the customer, will be choices of engine manufacturers. Two of the country's largest engine builders will not be offering engines to fire apparatus builders. One has removed itself from the over-the-road market and the other will sell only to sister companies within its own organization. Departments who have standardized on one of those two product lines will most likely be using a new engine manufacturer when they make their next purchase. Anytime competition is reduced in the market, one has obvious concerns. Those concerns aside, we will have an outstanding chassis offering some impressive horsepower ratings to go along with that.
MOORE: The next round of government emissions regulations, which mandate a further reduction of NOx (nitrogen oxide) in diesel engines, take effect Jan. 1, 2010. The prevailing technology that most engine manufactures will use to reduce NOx is selective catalytic reduction (SCR). SCR is a technology that injects a urea agent (also known as AdBlue or Diesel Exhaust Fuel, or DEF) into the exhaust stream by way of a catalyst positioned downstream of the diesel particulate filter (DPF). The urea initiates a chemical reaction that converts the harmful NOx into harmless nitrogen and water which is then expelled through the tailpipe.
Optimizing engine performance favors the production of higher levels of NOx, leading most engine manufacturers to choose SCR because it reduces NOx after it exits the engine which in turns allows the engine to run better, stay cooler and last longer. Manufacturers using SCR claim to be able to optimize engine performance, which is reflected in higher horsepower ratings and 3%-5% better fuel economy.
SCR will require a tank to hold the urea agent, a small pump and a catalytic device downstream of the diesel particulate filter. The tank will be sized based on usage requirements and fuel tank size, generally allowing two to three fuel fill-ups between urea tank fills. Since these components will require space, some impact to vehicle configurations is inevitable. However, development by Pierce engineers is underway to provide SCR packing solutions that are compatible with custom fire apparatus and that will minimize the overall impact to our products.
Ample distribution of the urea agent in North America will be a certainty since many truck stops are already well along in their preparations to supply the urea solution through either pump stations or containers.
And finally, everyone should be aware SCR is not new technology as it is in widespread use in Europe. Over 500,000 heavy trucks are in service with SCR systems.
BOER: Our chassis suppliers are indicating cost increases of up to $10,000, depending on the engine. Also there is increased heat from the new exhaust systems that could affect some apparatus components and may require some items to be located outside of the pump compartment. We also hear rumors of a secondary tank for urea necessary to meet the new emissions, which may reduce compartment space depending on the size and mounting location.
BENJAMIN: The primary effect to the end user will be a reduction of body compartment space due to the urea tank system. I cannot comment on engine performance.
FORNELL: Right now, we are looking at two different methods of reducing emissions. One system called EGR uses tweaks in engine construction and fuel delivery, coupled with cooled exhaust gas recirculation to reduce emissions.
Another system called Selected Catalytic Reduction, or SCR, adds a muffler-looking catalyst container in the exhaust system and also uses urea solution that is injected into the exhaust stream to reduce emissions. The system used in fire apparatus will depend on which engine manufacturer is selected to power a particular apparatus. It may be that the days of multiple engine manufacturer selection could be coming to an end as the cost of certifying each engine model increases.
Of course, the new technology will cause the base price of apparatus to rise, although it is too early to accurately estimate the costs. If the engine selected uses a urea dosing system, then the department will need to check and fill the reservoir as part of the daily apparatus inspection.
