Mexico has the opportunity to end the decade as one of the world’s most important logistics platforms , but to achieve this it must solve structural problems that currently hinder its competitiveness: insufficient infrastructure, highway insecurity, port saturation and slow customs processes.
That was one of the main conclusions of the panel ” Plan 2030: A turning point for logistics in Mexico?” , within the framework of the XVI Logistics and Transport Seminar of Leschaco Mexicana .
During the conversation, the panelists agreed that the so-called “Mexico Plan” sets ambitious goals for 2030, such as positioning the country among the most important economies in the world, increasing strategic manufacturing and strengthening national content; however, they warned that growth cannot be sustained without a comprehensive logistics vision.
Shantal Torres, procurement director of Leschaco Mexicana, explained that the goal of the plan is not only to attract companies, but to develop the ecosystem that allows them to operate efficiently: ports, highways, railways, energy, water and regulatory processes.
“Mexico cannot compete solely on proximity to the United States; it needs to become a strong production and logistics platform,” he said.
One of the projects that exemplifies this commitment is the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) , which seeks to connect the Pacific and the Gulf of Mexico through railway infrastructure, ports and industrial development hubs.
Alejandra García, director of Trade Development at CIIT, highlighted that the corridor represents “the best opportunity” to position Mexico as an international logistics alternative within global supply chains.
He explained that the project is not new, but that it recently received significant investments in infrastructure and regulatory adjustments to facilitate interoceanic operations . Currently, the corridor is already handling automotive cargo crossings from Asia to the U.S. East Coast.
The official noted that the project offers advantages in terms of time and cost for companies in the south-southeast of the country that currently depend on more congested ports like Manzanillo or Veracruz. She even asserted that some routes could reduce maritime transit time by up to 20 days.
He also indicated that the corridor is focusing on three markets : domestic cargo, interoceanic crossings, and the future industrial movement derived from development hubs.
But while the country builds new projects, existing ports face increasing operational pressures.
José Antonio Contreras, CEO of Contecon Manzanillo , explained that the terminal has made significant investments to increase capacity and efficiency; however, the main bottleneck is no longer within the terminals, but in the access points and customs operations.
“The problem in Manzanillo is not the terminals, it’s the access points and the customs,” he stated.
The executive pointed out that the terminals operate 24/7, while customs maintains limited hours , causing delays in the release of goods and congestion at the country’s most important port.
He also warned about other critical challenges towards 2030, such as the lack of sufficient energy to support the electrification and modernization of port operations.
“We are being asked to move towards more sustainable operations, but we don’t have enough electricity supply,” he commented.
Contreras acknowledged that there are expansion and infrastructure projects relevant to the future of Manzanillo, but insisted that Mexico must first solve its current connectivity and cargo evacuation problems if it wants to remain competitive.
The executive emphasized that Contecon has strengthened its infrastructure in recent years and that the terminal currently has the conditions to continue growing in cargo volume. He even pointed out that the company handles large vessels thanks to the characteristics of its docks and the development of new expansion phases.
In this regard, he highlighted that Contecon Manzanillo has consolidated itself as the most important terminal in the country in terms of cargo movement, noting that this terminal alone moved more imports than the entire port of Lázaro Cárdenas.
“The Contecon terminal alone moved more imports than the entire city of Lázaro Cárdenas,” he stated.
From the perspective of the trucking industry, Noé Paredes, representative of the National Chamber of Freight Transportation (Canacar) , warned that the country faces a historical deficit of road infrastructure and a security crisis that directly impacts logistics costs.
He noted that 80% of trade between Mexico and the United States moves by road and that trucking moves around 60% of the national cargo.
However, he asserted that the infrastructure is insufficient and costly. While in the United States tolls represent between 1% and 2% of a carrier’s costs, in Mexico they can reach between 10% and 15%.
Added to this is the issue of insecurity. Paredes revealed that in the first quarter of 2026 there were already nearly 1,400 cargo truck robberies , so this could become the worst year for the sector since 2019.
“The infrastructure we have cannot even be used efficiently because of the insecurity,” he said.
The executive added that Mexico also faces a shortage of operators , an aging vehicle fleet, and a lack of adequate infrastructure for drivers.
Cinthia Moreno, a transport operator, also participated on this last point , sharing the vision of those who live on Mexican highways every day.
The operator acknowledged progress in female inclusion within the sector, but asserted that basic conditions for female transport workers are still lacking, such as adequate restrooms and spaces in many facilities.
Furthermore, he agreed that safety remains the main concern for those who work on the road.
“You don’t know if you’re going to make it back home when you go out,” he said.
At the close of the panel, the specialists agreed that the real challenge will be to coordinate infrastructure, regulation, security and logistics operations under a comprehensive vision that allows these advantages to be transformed into real competitiveness.
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