likelihood of formations of sulfuric acid. Additionally, as new
 U.S. Standards require the reduction in sulfur content, U.S. engine
 systems must accommodate that reduction. By 1994 all U.S.
 produced diesel engines will contain an after treatment device or
 form of catalytic converter making their usage in Mexico unlikely
 given no improvement in the sulfur content of Mexican diesel.
 (Giermanski, et al., p. 39)

Even for Mexican carriers, fuel quality is a problem. Some report purchasing fuel in bulk and

filtering it prior to usage. Others plan trips to facilitate refueling at stations they believe to have

good quality fuel.

 If and when an appreciable volume of U.S. tractors begin operating in Mexico, it seems

likely that suitable quality fuel will become available within a reasonable period. If the Mexican

government permits competition with PEMEX in the retailing of gasoline and diesel, this process

could be quite rapid.


Repair Services, Lodging, and Food

 In most areas, repair services are readily available. However, their quality may be

variable. Moreover, acquiring spare parts may be a problem for some U.S. equipment,

particularly for transmissions and other non-engine mechanisms. The magnitude of problems

related to repair services is suggested by the fact that some carriers interviewed indicated when

a rig has a serious breakdown, they will tow it back to their own repair facilities from anywhere

in the country. As with fuel, it would be anticipated that as U.S. equipment comes into more

common usage in Mexico, services will rapidly become available. Nevertheless, repair service

availability will be a problem for those entering the Mexican market early and for those serving

remote locations.