4. The quality and quantity of support services; such as towing, repair, fuel, food
 and lodging; are well below U.S. standards. This imposes costs on carriers. For
 example, it is not uncommon for a carrier to use a power unit to tow a disabled
 power unit hundreds of miles back to its shop for repairs.

 5. Government support programs, such as controlled fuel prices and low cost loans,
 are in decline.

 6. Overloading and heavier equipment increase fuel usage.


 From the shipper's standpoint, the higher-than-U.S. freight rates are partially or entirely

offset by the higher load weights. However, this advantage may soon be removed by revised

vehicle weight restrictions and increased enforcement.


PROSPECTS FOR CARRIERS USING NAFTA TO OPERATE INTERNATIONALLY

 At the current time, Mexican carriers are limited to a narrow commercial zone along the

U.S.-Mexican borders and U.S. and Canadian carriers are essentially precluded from crossing

the border. As a result, near the border cargos are transferred to or from Mexican equipment

or, at least, the trailer is switched to or from a Mexican power unit.

 In December, 1995, carriers in from the U.S. and Canada will be able to operate in

Mexico's border states and, likewise, Mexican carriers will be able to operate in U.S. border

states. In addition, U.S. and Canadian firms will be able to acquire increasing shares of

Mexican trucking firms which handle international cargos.16 Three years later, all carriers may

operate throughout all three nations. In this subsection, some of the impediments for

U.S./Canadian and Mexican carriers to take advantage of these provisions are discussed.