49 CFR 365, Subpart E, Special Rules for Certain Mexico-domiciled Carriers

Subpart E—Special Rules for Certain Mexico-domiciled Carriers
§365.501 Scope of rules.
(a) The rules in this subpart govern the application by a Mexico-domiciled motor carrier to provide
transportation of property or passengers in interstate commerce between Mexico and points in the United
States beyond the municipalities and commercial zones along the United States-Mexico international
border.
(b) A Mexico-domiciled carrier may not provide point-to-point transportation services, including
express delivery services, within the United States for goods other than international cargo.

§365.503 Application.
(a) Each applicant applying under this subpart must submit an application that consists of:
(1) Form OP-1 (MX)—Application to Register Mexican Carriers for Motor Carrier Authority To
Operate Beyond U.S. Municipalities and Commercial Zones on the U.S.-Mexico Border;
(2) Form MCS-150—Motor Carrier Identification Report; and
(3) A notification of the means used to designate process agents, either by submission in the
application package of Form BOC-3—Designation of Agents-Motor Carriers, Brokers and Freight
Forwarders or a letter stating that the applicant will use a process agent service that will submit the Form
BOC-3 electronically.
(b) The Federal Motor Carrier Safety Administration (FMCSA) will only process your application if it
meets the following conditions:
(1) The application must be completed in English;
(2) The information supplied must be accurate, complete, and include all required supporting
documents and applicable certifications in accordance with the instructions to Form OP-1 (MX), Form
MCS-150, and Form BOC-3;
(3) The application must include the filing fee payable to the FMCSA in the amount set forth at 49
CFR 360.3(f)(1); and
(4) The application must be signed by the applicant.
(c) You must submit the application to the address provided in Form OP-1(MX).
(d) You may obtain the application forms from any FMCSA Division Office or download it from the
FMCSA website at: http://www.fmcsa.dot.gov/factsfigs/formspubs.htm.
§365.505 Re-registration and fee waiver for certain applicants.

(a) If you filed an application using Form OP-1(MX) before May 3, 2002, you are required to file a
new Form OP-1(MX). You do not need to submit a new fee when you file a new application under this
subpart.
(b) If you hold a Certificate of Registration issued before April 18, 2002, authorizing operations
beyond the municipalities along the United States-Mexico border and beyond the commercial zones of
such municipalities, you are required to file an OP-1(MX) if you want to continue those operations. You do
not need to submit a fee when you file an application under this subpart.
(1) You must file the application by November 4, 2003.
(2) The FMCSA may suspend or revoke the Certificate of Registration of any applicable holder that
fails to comply with the procedures set forth in this section.
(3) Certificates of Registration issued before April 18, 2002, will remain valid until the FMCSA acts
on the OP-1(MX) application.
[67 FR 12714, Mar. 19, 2002, as amended at 68 FR 56198, Sept. 30, 2003]

§365.507 FMCSA action on the application.
(a) The FMCSA will review and act on each application submitted under this subpart in accordance
with the procedures set out in this part.
(b) The FMCSA will validate the accuracy of information and certifications provided in the application
by checking data maintained in databases of the governments of Mexico and the United States.
(c) Pre-authorization safety audit. Every Mexico-domiciled carrier that applies under this part must
satisfactorily complete an FMCSA-administered safety audit before FMCSA will grant provisional
operating authority to operate in the United States. The safety audit is a review by the FMCSA of the
carrier's written procedures and records to validate the accuracy of information and certifications provided
in the application and determine whether the carrier has established or exercises the basic safety
management controls necessary to ensure safe operations. The FMCSA will evaluate the results of the
safety audit using the criteria in Appendix A to this subpart.
(d) If a carrier successfully completes the pre-authorization safety audit and the FMCSA approves
its application submitted under this subpart, FMCSA will publish a summary of the application as a
preliminary grant of authority in the FMCSA Register to give notice to the public in case anyone wishes to
oppose the application, as required in §365.109(b) of this part.
(e) If the FMCSA grants provisional operating authority to the applicant, it will assign a distinctive
USDOT Number that identifies the motor carrier as authorized to operate beyond the municipalities in the
United States on the U.S.-Mexico international border and beyond the commercial zones of such
municipalities. In order to operate in the United States, a Mexico-domiciled motor carrier with provisional
operating authority must:
(1) Have its surety or insurance provider file proof of financial responsibility in the form of certificates
of insurance, surety bonds, and endorsements, as required by §387.301 of this subchapter;

(2) File a hard copy of, or have its process agent(s) electronically submit, Form BOC-3—
Designation of Agents-Motor Carriers, Brokers and Freight Forwarders, as required by part 366 of this
subchapter; and
(3) Comply with all provisions of the safety monitoring system in subpart B of part 385 of this
subchapter, including successfully passing CVSA Level I inspections at least every 90 days and having
decals affixed to each commercial motor vehicle operated in the United States as required by §385.103(c)
of this subchapter.
(f) The FMCSA may grant permanent operating authority to a Mexico-domiciled carrier no earlier
than 18 months after the date that provisional operating authority is granted and only after successful
completion to the satisfaction of the FMCSA of the safety monitoring system for Mexico-domiciled carriers
set out in subpart B of part 385 of this subchapter. Successful completion includes obtaining a
satisfactory safety rating as the result of a compliance review.
§365.509 Requirement to notify FMCSA of change in applicant information.
(a) A motor carrier subject to this subpart must notify the FMCSA of any changes or corrections to
the information in parts I, IA or II submitted on the Form OP-1(MX) or the Form BOC-3—Designation of
Agents—Motor Carriers, Brokers and Freight Forwarders during the application process or after having
been granted provisional operating authority. The carrier must notify the FMCSA in writing within 45 days
of the change or correction.
(b) If a carrier fails to comply with paragraph (a) of this section, the FMCSA may suspend or revoke
its operating authority until it meets those requirements.

§365.511 Requirement for CVSA inspection of vehicles during first three consecutive years of
permanent operating authority.
A Mexico-domiciled motor carrier granted permanent operating authority must have its vehicles
inspected by Commercial Vehicle Safety Alliance (CVSA)-certified inspectors every three months and
display a current inspection decal attesting to the successful completion of such an inspection for at least
three consecutive years after receiving permanent operating authority from the FMCSA.

Appendix A to Subpart E of Part 365—Explanation of Pre-Authorization Safety Audit Evaluation
Criteria for Mexico-Domiciled Motor Carriers
I. GENERAL
(a) Section 350 of the Fiscal Year 2002 DOT Appropriations Act (Pub. L. 107-87) directed the
FMCSA to perform a safety audit of each Mexico-domiciled motor carrier before the FMCSA grants the
carrier provisional operating authority to operate beyond United States municipalities and commercial
zones on the United States-Mexico international border.
(b) The FMCSA will decide whether it will conduct the safety audit at the Mexico-domiciled motor
carrier's principal place of business in Mexico or at a location specified by the FMCSA in the United
States, in accordance with the statutory requirements that 50 percent of all safety audits must be
conducted onsite and on-site inspections cover at least 50 percent of estimated truck traffic in any year.
All records and documents must be made available for examination within 48 hours after a request is

made. Saturdays, Sundays, and Federal holidays are excluded from the computation of the 48-hour
period.
(c) The safety audit will include:
(1) Verification of available performance data and safety management programs;
(2) Verification of a controlled substances and alcohol testing program consistent with part 40 of this
title;
(3) Verification of the carrier's system of compliance with hours-of-service rules in part 395 of this
subchapter, including recordkeeping and retention;
(4) Verification of proof of financial responsibility;
(5) Review of available data concerning the carrier's safety history, and other information necessary
to determine the carrier's preparedness to comply with the Federal Motor Carrier Safety Regulations,
parts 382 through 399 of this subchapter, and the Federal Hazardous Material Regulations, parts 171
through 180 of this title;
(6) Inspection of available commercial motor vehicles to be used under provisional operating
authority, if any of these vehicles have not received a decal required by §385.103(c) of this subchapter;
(7) Evaluation of the carrier's safety inspection, maintenance, and repair facilities or management
systems, including verification of records of periodic vehicle inspections;
(8) Verification of drivers' qualifications, including confirmation of the validity of the Licencia de
Federal de Conductor of each driver the carrier intends to assign to operate under its provisional
operating authority; and
(9) An interview of carrier officials to review safety management controls and evaluate any written
safety oversight policies and practices.
(d) To successfully complete the safety audit, a Mexico-domiciled motor carrier must demonstrate to
the FMCSA that it has the required elements in paragraphs (c)(2), (3), (4), (7), and (8) above and other
basic safety management controls in place which function adequately to ensure minimum acceptable
compliance with the applicable safety requirements. The FMCSA developed a “safety audit evaluation
criteria,” which uses data from the safety audit and roadside inspections to determine that each applicant
for provisional operating authority has basic safety management controls in place.
(e) The safety audit evaluation process developed by the FMCSA is used to:
(1) Evaluate basic safety management controls and determine if each Mexico-domiciled carrier and
each driver is able to operate safely in the United States beyond municipalities and commercial zones on
the United States-Mexico international border; and
(2) Identify motor carriers and drivers who are having safety problems and need improvement in
their compliance with the FMCSRs and the HMRs, before FMCSA grants the carriers provisional
operating authority to operate beyond United States municipalities and commercial zones on the United
States-Mexico international border.
II. SOURCE OF THE DATA FOR THE SAFETY AUDIT EVALUATION CRITERIA

(a) The FMCSA's evaluation criteria are built upon the operational tool known as the safety audit.
The FMCSA developed this tool to assist auditors and investigators in assessing the adequacy of a
Mexico-domiciled carrier's basic safety management controls.
(b) The safety audit is a review of a Mexico-domiciled motor carrier's operation and is used to:
(1) Determine if a carrier has the basic safety management controls required by 49 U.S.C. 31144;
(2) Meet the requirements of section 350 of the DOT Appropriations Act; and
(3) In the event that a carrier is found not to be in compliance with applicable FMCSRs and HMRs,
the safety audit can be used to educate the carrier on how to comply with U.S. safety rules.
(c) Documents such as those contained in driver qualification files, records of duty status, vehicle
maintenance records, and other records are reviewed for compliance with the FMCSRs and HMRs.
Violations are cited on the safety audit. Performance-based information, when available, is utilized to
evaluate the carrier's compliance with the vehicle regulations. Recordable accident information is also
collected.
III. OVERALL DETERMINATION OF THE CARRIER'S BASIC SAFETY MANAGEMENT CONTROLS
(a) The carrier will not be granted provisional operating authority if the FMCSA fails to:
(1) Verify a controlled substances and alcohol testing program consistent with part 40 of this title;
(2) Verify a system of compliance with hours-of-service rules of this subchapter, including
recordkeeping and retention;
(3) Verify proof of financial responsibility;
(4) Verify records of periodic vehicle inspections; and
(5) Verify drivers' qualifications of each driver the carrier intends to assign to operate under such
authority, as required by parts 383 and 391 of this subchapter, including confirming the validity of each
driver's Licencia de Federal de Conductor.
(b) If the FMCSA confirms each item under III (a)(1) through (5) above, the carrier will be granted
provisional operating authority, except if FMCSA finds the carrier has inadequate basic safety
management controls in at least three separate factors described in part IV below. If FMCSA makes such
a determination, the carrier's application for provisional operating authority will be denied.
IV. EVALUATION OF REGULATORY COMPLIANCE
(a) During the safety audit, the FMCSA gathers information by reviewing a motor carrier's
compliance with “acute” and “critical” regulations of the FMCSRs and HMRs.
(b) Acute regulations are those where noncompliance is so severe as to require immediate
corrective actions by a motor carrier regardless of the overall basic safety management controls of the
motor carrier.
(c) Critical regulations are those where noncompliance relates to management and/or operational
controls. These are indicative of breakdowns in a carrier's management controls.

(d) The list of the acute and critical regulations, which are used in determining if a carrier has basic
safety management controls in place, is included in Appendix B, VII. List of Acute and Critical Regulations
to part 385 of this subchapter.
(e) Noncompliance with acute and critical regulations are indicators of inadequate safety
management controls and usually higher than average accident rates.
(f) Parts of the FMCSRs and the HMRs having similar characteristics are combined together into six
regulatory areas called “factors.” The regulatory factors, evaluated on the adequacy of the carrier's safety
management controls, are:
(1) Factor 1—General: Parts 387 and 390;
(2) Factor 2—Driver: Parts 382, 383 and 391;
(3) Factor 3—Operational: Parts 392 and 395;
(4) Factor 4—Vehicle: Part 393, 396 and inspection data for the last 12 months;
(5) Factor 5—Hazardous Materials: Parts 171, 177, 180 and 397; and
(6) Factor 6—Accident: Recordable Accident Rate per Million Miles.
(g) For each instance of noncompliance with an acute regulation, 1.5 points will be assessed.
(h) For each instance of noncompliance with a critical regulation, 1 point will be assessed.
(i) Vehicle Factor. (1) When at least three vehicle inspections are recorded in the Motor Carrier
Management Information System (MCMIS) during the twelve months before the safety audit or performed
at the time of the review, the Vehicle Factor (part 396) will be evaluated on the basis of the Out-of-Service
(OOS) rates and noncompliance with acute and critical regulations. The results of the review of the OOS
rate will affect the Vehicle Factor as follows:
(i) If the motor carrier has had at least three roadside inspections in the twelve months before the
safety audit, and the vehicle OOS rate is 34 percent or higher, one point will be assessed against the
carrier. That point will be added to any other points assessed for discovered noncompliance with acute
and critical regulations of part 396 to determine the carrier's level of safety management control for that
factor.
(ii) If the motor carrier's vehicle OOS rate is less than 34 percent, or if there are less than three
inspections, the determination of the carrier's level of safety management controls will only be based on
discovered noncompliance with the acute and critical regulations of part 396.
(2) Over two million inspections occur on the roadside each year in the United States. This vehicle
inspection information is retained in the MCMIS and is integral to evaluating motor carriers' ability to
successfully maintain their vehicles, thus preventing them from being placed OOS during roadside
inspections. Each safety audit will continue to have the requirements of part 396, Inspection, Repair, and
Maintenance, reviewed as indicated by the above explanation.
(j) Accident Factor. (1) In addition to the five regulatory factors, a sixth factor is included in the
process to address the accident history of the motor carrier. This factor is the recordable accident rate,
which the carrier has experienced during the past 12 months. Recordable accident, as defined in 49 CFR
390.5, means an accident involving a commercial motor vehicle operating on a public road in interstate or

intrastate commerce which results in a fatality; a bodily injury to a person who, as a result of the injury,
immediately receives medical treatment away from the scene of the accident; or one or more motor
vehicles incurring disabling damage as a result of the accident requiring the motor vehicle to be
transported away from the scene by a tow truck or other motor vehicle.
(2) Experience has shown that urban carriers, those motor carriers operating entirely within a radius
of less than 100 air miles (normally urban areas), have a higher exposure to accident situations because
of their environment and normally have higher accident rates.
(3) The recordable accident rate will be used in determining the carrier's basic safety management
controls in Factor 6, Accident. It will be used only when a carrier incurs two or more recordable accidents
within the 12 months before the safety audit. An urban carrier (a carrier operating entirely within a radius
of 100 air miles) with a recordable rate per million miles greater than 1.7 will be deemed to have
inadequate basic safety management controls for the accident factor. All other carriers with a recordable
accident rate per million miles greater than 1.5 will be deemed to have inadequate basic safety
management controls for the accident factor. The rates are the result of roughly doubling the United
States national average accident rate in Fiscal Years 1994, 1995, and 1996.
(4) The FMCSA will continue to consider preventability when a new entrant contests the evaluation
of the accident factor by presenting compelling evidence that the recordable rate is not a fair means of
evaluating its accident factor. Preventability will be determined according to the following standard: “If a
driver, who exercises normal judgment and foresight, could have foreseen the possibility of the accident
that in fact occurred, and avoided it by taking steps within his/her control which would not have risked
causing another kind of mishap, the accident was preventable.”
(k) Factor Ratings. (1) The following table shows the five regulatory factors, parts of the FMCSRs
and HMRs associated with each factor, and the accident factor. Each carrier's level of basic safety
management controls with each factor is determined as follows:
(i) Factor 1—General: Parts 390 and 387;
(ii) Factor 2—Driver: Parts 382, 383, and 391;
(iii) Factor 3—Operational: Parts 392 and 395;
(iv) Factor 4—Vehicle: Parts 393, 396 and the Out of Service Rate;
(v) Factor 5—Hazardous Materials: Part 171, 177, 180 and 397; and
(vi) Factor 6—Accident: Recordable Accident Rate per Million Miles;
(2) For paragraphs IV (k)(1)(i) through (v) (Factors 1 through 5), if the combined violations of acute
and or critical regulations for each factor is equal to three or more points, the carrier is determined not to
have basic safety management controls for that individual factor.
(3) For paragraphs IV (k)(1)(vi), if the recordable accident rate is greater than 1.7 recordable
accidents per million miles for an urban carrier (1.5 for all other carriers), the carrier is determined to have
inadequate basic safety management controls.
(l) Notwithstanding FMCSA verification of the items listed in part III (a)(1) through (5) above, if the
safety audit determines the carrier has inadequate basic safety management controls in at least three
separate factors described in part IV, the carrier's application for provisional operating authority will be
denied. For example, FMCSA evaluates a carrier finding:

(1) One instance of noncompliance with a critical regulation in part 387 scoring one point for Factor
1;
(2) Two instances of noncompliance with acute regulations in part 382 scoring three points for
Factor 2;
(3) Three instances of noncompliance with critical regulations in part 396 scoring three points for
Factor 4; and
(4) Three instances of noncompliance with acute regulations in parts 171 and 397 scoring four and
one-half (4.5) points for Factor 5.
Under this example, the carrier will not receive provisional operating authority because it scored
three or more points for Factors 2, 4, and 5 and FMCSA determined the carrier had inadequate basic
safety management controls in at least three separate factors.