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While every effort has been made to assure that the information provided in the FAQs is complete and accurate, it is not intended as legal advice, a substitute for the regulations, or an interpretation of the U.S., Canadian, or Mexican regulations.
The HOS regulations in all three countries include additional requirements, exceptions, and exemptions that apply in specific circumstances that are not addressed in these FAQs. Therefore, FMCSA recommends drivers and motor carriers read the applicable HOS regulations for each country in which they are operating.
Q1: Are Canada/Mexico domiciled CMV drivers required to have record of duty status (RODS) for the current 24-hour period and the previous 7 consecutive days when crossing into the United States?
A2: No. FMCSA exemptions (e.g., agriculture, et al.) apply strictly for CMV operations conducted within the United States. Motor carriers and drivers engaged in cross-border transportation and operating under an FMCSA exemption in the United States must be knowledgeable of and comply with the hours-of-service (HOS) regulations in Canada and Mexico when entering Canada or Mexico.
Q12: What are the differences in the requirements for drivers to have in their possession in the CMV copies of their records of duty status when driving in Canada or the United States?
A17: The Canadian HOS regulations allow a driver, who is not splitting their off-duty time in the sleeper berth, to defer having to take up to 2 hours of their daily off-duty time from one day to the following day if:
A1: No. A Mexican commercial driver must comply with the U.S. HOS regulations (49 CFR part 395) when operating in the United States. Drivers must also ensure that they comply with the HOS rules in Mexico when they return to Mexico.
A2: No. A U.S. commercial driver must comply with the HOS regulations in Mexico when operating in Mexico. Drivers must also ensure that they comply with the U.S. HOS rules (49 CFR part 395) when they return to the U.S.
"This is a fight for our existence," he says, a little after 9 p.m., his yellow reflective vest catching the glare from headlights of trucks at the front of the line, waiting for his approval to cross.
For two months, Polish truckers have been blocking traffic at the Ukraine-Poland border, holding up thousands of trucks waiting to cross. They are outraged over the European Union's decision to remove limits on how many Ukrainian drivers and businesses can enter Poland and the EU.
Leszek Stasiak runs a small trucking business in Poland. He is part of the truck blockade at the Poland-Ukraine border because he feels their livelihoods are under threat with the current rules with Ukrainian truckers. Claire Harbage/NPR hide caption
On this day, Stasiak and his fellow protesters are letting just five trucks cross per hour; on other days, it slows to just a trickle of two or three. In November, the first month of the blockade, Ukraine experienced a $160 million loss in exports and imports were down by $700 million compared with the previous month.
Before the full-scale Russian invasion of Ukraine, the EU used a permit system to keep the number of Polish and Ukrainian drivers crossing their common border about equal. The European Union has suspended the permit system, as a way to support the Ukrainian economy and help the country during wartime.
The changes in the market have Stasiak considering shifting his business away from moving goods across the continent, to driving music equipment for touring bands. He's recently had a contract for the Irish dance show dance show Rhythm of the Dance.
He and a group of about a dozen men are gathered on the side of the road, chatting and having a smoke. His truck, which is carrying propane headed to the Ukrainian capital of Kyiv, sits a short distance away. The drivers have about 50 minutes before they'll need to move their trucks forward, as five more vehicles are allowed to advance to the crossing.
Truck driver Oleksandr Nekrasov, who is originally from Lutsk in western Ukraine, waits near his truck at the Dorohusk border in Poland. He has been stuck at the border for nearly two weeks. Claire Harbage/NPR hide caption
Another Ukrainian driver, Serhii Strelok, who has been waiting for 14 days, opens up his cab, to show us his living quarters behind his seat. There's a small gas stove, a mini-fridge, and a bed with blankets.
Serhii's son, Yevgeny, who drives for the same Ukrainian transport company, is driving the truck directly in front of his. It was not planned, they say, but being together in line has made a bad situation just a little bit better.
Poland's new prime minister, Donald Tusk, has said any resolution of the border blockade must come from the European Union, which lifted the permit system. He is planning a trip to Kyiv and said the blockade would be on the agenda.
In recent weeks, the protesters have also been meeting with the Ministry of Infrastructure, the part of the Polish government that deals with transport, to try to resolve their complaints, though nothing has been settled.
The Ukrainian drivers have been following the attacks closely on their phones, through social media and texts with friends and family. Stanislau Kolisnyk, who is driving a truck full of metal plates for protective vests, pulls up a video of the aftermath of one of those attacks in the city of Dnipro.
The Polish protesters have a permit for the blockade, which is monitored by local police, but Kolisnyk is still incensed that the right to protest can interfere so plainly with international borders and trade.
Another Ukrainian driver, Oleksandr Khalamendyk, has similar sentiments. "Go block the government in Warsaw," he says, "Leave us at the border out of it." Some Polish drivers did try that back in the spring, but it didn't get nearly as much attention.
At a border crossing further south, Polish farmers have staged another on-again, off-again protest. Their demands are slightly different from the truckers and transport business owners: Among other demands, they want the Polish government to offer subsidies for corn because prices are low, in part because of increased Ukrainian imports.
Khalamendyk, who is carrying factory parts, is just a few trucks from the front of the line. He picked up his load in Germany and then spent 13 days waiting in line here at Dorohusk. He's frustrated, he's only a few hours from his destination, but he cannot cross. Maybe he'll make it by tomorrow, he says, optimistically.
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Background: Cross-border movements between districts bordering Uganda and the Democratic Republic of Congo (DRC) are common due to the interdependence between populations on either side, though this increases the risk of the international spread of infectious diseases. Due to the nature of their work, boda boda drivers (motorcycle taxis), taxis and truck drivers continue to cross the border during epidemics. However, perceived risk of contracting and spreading communicable diseases may be influenced by several factors such as the level of education, packaging and perception of health care messages, limited interaction with local socio-cultural dynamics or personal experiences. This study aims to explore differences in movement patterns and risk perceptions as factors for transmission among transport drivers in Ugandan border districts during the 2018-2020 Ebola Virus Disease (EVD) epidemic and the current COVID-19 pandemic.
Methods: Between May and June 2021, in-depth interviews and focus group discussions were conducted with transport drivers in three Ugandan districts bordering DRC (Kasese, Kisoro and Hoima). Participants were asked about their knowledge and beliefs about EVD and COVID-19, perceived risk during epidemics, reasons for, and travel patterns during the EVD epidemic and COVID- 19 pandemic. A thematic content analysis was applied.
Results: Participants' awareness of EVD was higher than that of COVID-19 however, the risk of transmission of Ebola virus was perceived as a remote threat. Measures restricting mobility during the COVID-19 pandemic had a greater impact on transport drivers compared to those implemented during the EVD epidemic, and were perceived as prohibitive rather than protective, largely due to fear of reprisals by security officers. Despite this, drivers were unlikely to be able to comply with the restrictions as they relied on their work as a source of income.
Conclusion: The vulnerabilities of transport drivers should be considered in the context of epidemics such EVD and COVID-19 in Uganda. Policy makers should address these particularities and assess the impact of public health measures on transport drivers' mobility and involve them in designing of mobility-relatedpolicies.
Canada Border Services Agency is warning about a fake text message that appears to be coming from the Government of Canada and demanding the self-quarantine measures. It also tells recipients to contact public health officials if they experience Covid-19 symptoms, the Canadian Trucking Alliance (CTA) adds.
Reported scams have included fraudsters who pose as the Centers for Disease Control and Prevention or the World Health Association, government departments, Red Cross and other known charities, and more.
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It will be hard to recruit future drivers and if so the companies will have to be aware of all of the risks that are present and offer good back up to their cross border drivers.
It should be that all regulations from each states would have to be enumerate and eventually a danger pay should accompany this cross border work.
Am planing some return to the field but i am worry on how to cope with wearing that mask and many other things that have changed.Trucking is a good job or use to be a good job, we will find out sooner or later.