Issue #62: Clearing the Air on B1 Drivers, Worker Visas, and Cabotage
B1 drivers are not the enemy — they are a core part of North American supply chain!
Quick Note: Wow! Two newsletters in one week after getting called out by a reader for not writing as consistently… let’s dive into the X post of the week:
When Secretary Marco Rubio announced that the U.S. was pausing the issuance of worker visas for commercial truck drivers, it set off a firestorm online.
His post suggested that foreign drivers were operating tractor-trailers across U.S. highways, endangering lives, and undercutting American truckers.
I jumped in with a quick clarification on X (formerly Twitter): this doesn’t apply to B1 drivers from Mexico or Canadian drivers hauling cross-border freight. That post got traction — and the replies started pouring in.
What began as a short tweet turned into a long discussion with drivers, carriers, and industry insiders. Some agreed, some disagreed, and some flat-out accused B1 drivers of stealing freight. It was heated, but it was also productive.
So I decided to put it all down here, in one place.
What a B1 Driver Actually Is
Let’s start with the basics.
A B1 visa is not a “worker visa.” It’s a business visitor visa that allows foreign nationals to conduct certain types of business in the United States. For trucking, it permits drivers from Mexico to enter the U.S. for one purpose: to haul freight that crosses an international border.
That means:
A B1 driver can take a load from Monterrey to Chicago.
That same driver can then pick up freight in Chicago and haul it to Laredo if that freight is destined for Mexico (i.e., an export).
That same driver cannot legally pick up a load in Chicago and deliver it to San Antonio. That’s domestic freight, and it’s cabotage.
It’s really that simple: B1 drivers are only allowed to move international shipments.
Why You See Mexican Plates in Chicago
One of the loudest pushbacks I heard online was: “I see Mexican trucks in Chicago all the time. That has to be cabotage.”
Not necessarily.
Chicago is one of the largest freight hubs in North America. It’s where massive amounts of cross-border freight flows before being distributed across the country. Auto parts, steel, plastics, electronics — Mexico exports all of it, and a lot of it lands in Chicago.
So yes, you’ll see Mexican-plated trucks in Chicago. But in nearly all cases, they’re there legally, because they’re delivering international freight from Mexico.
The Nature of Cross-Border Freight
It’s also worth remembering that most freight coming from Mexico is production-oriented freight.
Think auto parts headed to assembly plants, electronics bound for final assembly, or components feeding U.S. manufacturing facilities. Other loads go into U.S. distribution centers, where they enter regional networks and ultimately become domestic freight that American drivers haul to final destinations.
In other words:
B1 drivers move the international leg — getting freight into the U.S.
American drivers pick it up from there — moving it through the domestic network.
This isn’t freight being “taken away” from U.S. drivers. It’s freight that creates more domestic freight downstream, because the goods from Mexico are feeding U.S. plants, DCs, and ultimately U.S. consumers.
The Deadhead Debate
Another common argument was: “There’s no way those trucks deadhead back to Mexico. They must be picking up U.S. loads.”
Here’s the truth:
After delivering a northbound load in Chicago, B1 drivers need to get back to Mexico.
They can legally pick up another load in the U.S., but only if that freight is destined for Mexico (or Canada).
If they can’t find one, yes, they may deadhead hundreds of miles south to position for their next international move.
That means a driver could legally deadhead 500 miles to pick up a load in San Antonio, as long as that freight is crossing back into Mexico.
What they cannot do — and what I do not support — is taking a Chicago → San Antonio load where the freight stays in San Antonio. That’s cabotage. That’s illegal. That’s not what B1 drivers are supposed to do.
My Stance on Cabotage
Let me be crystal clear:
👉 I don’t support cabotage.
Cabotage cheats the system, undermines American drivers, and puts law-abiding carriers at a disadvantage.
If a carrier is running B1 drivers on domestic freight, they should lose their CTPAT certification. If a driver is caught doing it, they should lose their visa. Period.
But it’s important to separate the few who cheat from the overwhelming majority who don’t. Most B1 drivers are not risking their livelihood by running illegal domestic freight. Their entire ability to work in cross-border trucking depends on following the rules.
Why Southbound Freight Looks Different
Here’s another wrinkle:
Northbound freight (Mexico → U.S.) pays very well. That’s where cross-border carriers make their money.
Southbound freight (U.S. → Mexico) doesn’t pay nearly as well. It’s often just about repositioning equipment. Rates are lower, and drivers sometimes run loads at thin margins just to get back into Mexico and ready for their next northbound trip.
So when people see “cheap freight” moving toward Laredo, they sometimes assume it’s illegal cabotage. In reality, it’s usually freight destined for Mexico — and moving freight to the border for export is not cabotage.
Canadian Drivers
Canadian drivers are in a different category altogether. They operate under long-standing reciprocal agreements with the U.S. They don’t use B1 visas. They’re legally allowed to cross the border, deliver freight, and return with exports.
Just like with Mexican drivers, if a Canadian driver is caught running domestic-only U.S. freight, that’s cabotage — and it’s illegal.
Why This Matters
Without B1 drivers and Canadian drivers, U.S. supply chains would collapse under the weight of border inefficiencies.
If every load had to be transloaded at the border:
Consumers would pay more for everything from cars to groceries.
Supply chains would slow down.
Damage claims would rise as freight was handled multiple times.
The USMCA framework was designed to prevent this. Door-to-door cross-border moves are what keep goods flowing, prices lower, and U.S. manufacturers competitive.
The Real Target
So where should frustration be directed?
Not at the law-abiding B1 drivers moving international freight. Not at Canadian drivers crossing legally under reciprocal agreements.
The real problem is:
Carriers who knowingly commit cabotage.
Drivers who operate outside the law and risk everyone’s credibility.
Shady operators using loopholes and undercutting the market.
Those are the ones regulators need to crack down on.
Final Thought
This all started as a tweet, became a LinkedIn post, and then spiraled into a heated but meaningful discussion with truck drivers across the internet.
I’m glad it did, because this industry needs clarity.
B1 drivers are not the drivers Secretary Rubio is talking about. They’re not on worker visas. They’re not the ones taking domestic freight out of American drivers’ hands when they follow the rules.
They’re part of the system that makes USMCA work. They keep cross-border freight moving. They support American consumers, manufacturers, and supply chains every single day.
We should go after the rule-breakers. But we shouldn’t vilify the neighbors, partners, and drivers who are doing it right.