At least two or three times a month, I’ll get a call or email that starts off like this:
“Hi, Aaron. I need to serve two defendants in Mexico– an entity and an individual. Can you help us out?”
First question out of my mouth (after saying “you betcha”): Is it a trucking case?
“Yeah. How’d you know?”
Simply put, it’s a textbook situation– truly the example I use when I explain to colleagues what my practice entails. Since the advent of NAFTA in the 1990s (and its successor, USMCA* a few years ago), you’re just as likely to see trucks in south Texas from Chihuahua or Tamaulipas as you are from Maine or Oregon. Given the sheer number of hours they spend on the highway (all hours, all day, every day), it’s only natural that big rigs are statistically more likely to be involved in collisions than the SUV sitting in my driveway. It only stands to reason, then, that collisions involving Mexican trucks would prompt litigation involving Mexican carriers and their drivers. So what is a plaintiff’s lawyer to do? From a service perspective, it’s no different than any other personal injury suit— this just happens to be the specific type of case we see more than any other, especially with Canadian trucks. The defendants are always the same: trucking company, individual driver, and sometimes their insurance carrier.
Fortunately, Canada offers options in how U.S. process can be served. Mexico does not. In both cases, the Hague Service Convention governs, but the Convention operates differently up north than it does south of the border. The only way to go is a Request pursuant to Article 5 of the Hague Service Convention, sent to Mexico’s Hague Central Authority. Whether you have us handle the whole thing, you use the Hague Envoy platform, or you do it all yourself. There’s no other way to go about it because Mexico objects to Article 10 of the Convention.
That’s it. Fairly straightforward stuff– it just needs to be done the right way.
* For crying out loud, why didn’t they just call it NAFTA 2.0 ?









