API's Kelly offers that centrally-fueled fleets with tanks of 550 gallons of diesel share many of the same requirements as retail stations and are subject to EPA warnings and fines, which currently are $32,500 maximum per day, per occurrence.
"The biggest issue is to manage the integrity of the product during transition and make sure the proper signage is displayed throughout," says TA's Komos.
According to NSTA's Pudlewski, perhaps the single most important change will be the vehicles that require active regeneration of exhaust particulate matter in the vehicle's DPF. "If this event is not managed by the driver or mechanic," he explains, "the vehicle's electronic management system will adjust the operating parameters of the engine and cause the operator of the fleet to be out of compliance with Federal EPA requirements."
EPA says annual emission reductions will be equivalent to removing the pollution from more than 90 percent of today's trucks and buses when the current heavy-duty vehicle fleet has been completely replaced in 2030.
"Cleaner exhaust emissions are always a good thing," says Kelly. "The bigger positive is that ULSD improves public perception of diesel to think that this is not a dirty fuel. Auto manufacturers would like to offer more diesel-fueled vehicles because of diesel's fuel economy."
"I think we're a year away from serious conversation about failures related to Y2007 emission engines," says Stuart. "The level of repairs and failures will dictate changes in manufacturing, but I don't anticipate much."
He adds, "We get hung up on what's to come instead of what's under our nose. With the ULSD transition, the fears have not been realized. Early concerns generate a preparedness and we were prepared for the changeover."