More Changes in Store for 2010

For those of you who are considering an apparatus purchase, 2009 is the year to order. Remember the EPA requirements set forth in 2007? Well, they’re about to get more stringent—and more confusing. Not only will the new requirements add to the cost of your apparatus, but the way it looks now, there may be only one diesel engine design available for your apparatus.

In 2008 it was originally announced that the Detroit Series 60 Diesel Engine (www.detroitdiesel.com)—one of the most popular on the market—would only be available with Daimler trucks (www.daimler.com). However, a new announcement on Jan. 12, 2009 stated that Daimler trucks will supply engines to Oshkosh and Pierce and will provide the 2010 EPA compliant Detroit DD13 Diesel Engine. Caterpillar (www.cat.com) also announced that it will not have a heavy-duty diesel engine for the U.S. market in 2010; it’s partnering with Navistar (www.navistar.com) to develop engines from its heavy-duty truck segment.

The only manufacturer that has signed supply agreements with all the truck manufacturers is Cummins (www.cummins.com). I’m sure all the manufacturers will purchase and stockpile engines in 2009, so customers will have a choice for a few months into 2010, like they did in 2007. But in the long run, it may be wiser to order now.

So what’s all the hubbub about? The new EPA mandate states that the amount of nitrogen oxide (NOx) allowed will reduce diesel emissions by 90 percent from the limits set 10 years ago. The goal is to have the diesel engine manufacturers to meet near-zero emissions with less fuel consumption. While admirable, it will certainly cause some added cost and design changes.

Most engine original equipment manufacturers (OEM) will use a selective catalytic reduction (SCR) system, a proven technology that has been used in the European market for the past 3 years. I don’t expect you to be an automotive engineer, but here’s the scoop on how it works: SCR systems require a catalytic converter injected with diesel exhaust fluid (DEF). SCR treats the exhaust with DEF that breaks down into nitrogen and water in a chamber. Urea will be injected into the exhaust system and will require a tank on the apparatus, as well as all of the plumbing and related features that go with it. It will make the apparatus wheelbase longer, and could affect compartments and pump areas in some cases. Mechanics will need to take a greater role in maintenance. All but one of the manufacturers have decided to go with this technology, but it’s still a year away and testing continues on all the engines.

We’ll have to wait and see if there are any additional choices for the fire apparatus industry. In any case, keep reading the fire service publications and keep an eye on the Web for future developments. One way you can learn more about the new technology as it unfolds is to search the Web sites of the various engine OEMs as well as the big truck manufacturers. Also, there are numerous commercial truck publications that offer a great deal of information.

The more informed you are, the better able you’ll be to make an educated decision for your apparatus choice.

Bob Vaccaro has more than 30 years of fire-service experience. He is a former chief of the Deer Park (N.Y.) Fire Department. Vaccaro has also worked for the Insurance Services Office, The New York Fire Patrol and several major commercial insurance companies as a senior loss-control consultant. He is a life member of the International Association of Fire Chiefs.