China continues to redefine global trade flows, while Latin America faces greater challenges to preserve its manufacturing capacity and compete in an increasingly complex environment.

During her participation in the Alacero Summit 2026, Adriana Carvalho, Associate Director, Metals Pricing at S&P Global, mentioned that Chinese production shows signs of moderation due to the crisis in the real estate sector, but the country maintains a dominant position both in steel manufacturing and in the export of goods manufactured with this input.

He estimated that steel production in China could fall from around one billion tons to 932 million tons by 2028, a reduction of about 7 percent.

However, he explained that the market continues to see strong pressure from Chinese exports , driven by sectors such as the automotive industry, machinery, household appliances, and industrial equipment.

He said the decline in residential construction is one of the main factors behind lower domestic demand. Housing starts in China are falling by nearly 25% annually and are significantly below the levels reached during the country’s real estate boom. At the same time, manufacturing sectors such as automotive continue to expand and are changing the type of steel demanded by the Chinese economy.

Meanwhile, other producers are gaining ground, such as India , which maintains growth of around 6% annually and is consolidating its position as one of the main drivers of global steelmaking capacity expansion. Vietnam also stands out with growth rates of around 29%, reflecting a gradual redistribution of global production.

Meanwhile, in Latin America, more and more Chinese steel is arriving incorporated into manufactured products, from vehicles to machinery, intensifying the pressure on regional industrial chains.

In this context, the region faces a scenario of trade fragmentation, increased protectionist measures in various markets, and still high logistics costs, in addition to climatic factors such as the possible influence of the El Niño phenomenon on mining operations, electrical systems, and supply chains.

Despite these challenges, he indicated that there are opportunities linked to the energy transition , the expansion of electricity networks, data centers, electromobility and infrastructure projects, sectors that will demand significant volumes of steel in the coming years.

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El cargo Latin America seeks to resist Chinese advance in the steel industry apareció primero en T21.

Cross-border logistics between Mexico and the United States faces pressures that extend beyond infrastructure and border crossings. The availability of carriers, regulatory changes, rising costs, and a lack of integration among supply chain participants are forcing automotive companies and their logistics providers to rethink their strategies.

During the panel “Cross-border logistics under pressure: Keeping the flow of goods in North America”, held within the framework of Automotive Logistics & Supply Chain , one of the central points of the conversation was the need to anticipate disruptions , where uncertainty ceased to be an extraordinary scenario and became a permanent condition of operations, so companies need to develop alternative plans and the capacity to respond to changes that may occur with little room for reaction.

Raúl Gamboa, head of Logistics, Production Control, and Production Systems at the BMW Group plant in San Luis Potosí, explained that in automotive manufacturing, each day presents diverse conditions, making it difficult to maintain logistical planning using traditional methods. Therefore, BMW has been working on digital tools that allow them to identify potential disruptions, evaluate alternative routes, and simulate the effects of modifying a transportation strategy.

The executive emphasized that changing a route or mode of transport doesn’t necessarily represent an improvement. In an automotive operation, where components must arrive in specific sequences and timeframes, a decision can impact various stages of production. Therefore, before modifying a flow, it’s essential to evaluate its consequences all the way to the finished product.

At this point, collaboration with suppliers and logistics partners is essential. Gamboa emphasized that visibility allows for linking the movement of materials with production needs and anticipating whether a component will be available when required, with the goal of preventing a transportation disruption from halting a manufacturing line.

Documentation, an obstacle before reaching the border

Victor Salazar, Director of International Operations for Trayecto , indicated that one of the main problems lies in the coordination of the processes prior to crossing, since sometimes carriers spend more time waiting for the necessary documentation than actually crossing the border.

The executive put the scale of the operation into perspective, noting that there are approximately 49,000 crossings between Mexico and the United States daily, of which about 20,000 are at Laredo, Texas. At that volume, an interruption of just a few hours can take several days to restore the planned operations, particularly in high-demand corridors. Therefore, he deemed it necessary to relocate the control points to earlier stages of the process, so that inconsistencies can be detected before the merchandise leaves the plant or reaches the border.

Adding to this situation are the restrictions placed on operators making international crossings. Gamboa identified visa and regulatory requirements in the United States, as well as the availability of operators, as factors that have reduced effective transport capacity, in a context where companies are also facing higher costs. According to the International Road Transport Union (IRU) , Mexico is short approximately 99,000 trucking operators.

In this regard, the response has been to strengthen coordination among the areas involved in exporting, from the availability of units and materials to the documentation processes. The intention is that restrictions can be identified before the shipment arrives at the plant and becomes an operational problem, the BMW representative indicated.

Salazar, for his part, commented that Trayecto has been working on preparing its drivers to meet the English communication requirements and applicable regulations for operating in the United States. He mentioned that the company has approximately 250 drivers involved in its operations between Colombia and Laredo, and that some authorization renewal processes can involve several months of waiting.

It is worth remembering that since 2025, the United States Immigration and Customs Enforcement (ICE) has begun withdrawing visas from motor carrier operators designated as B1 , meaning they can provide service between cities in Mexico and the United States, but not between two points within the United States.

The above, which is called cabotage , is one of the main excuses, along with the poor command of the English language, for withdrawing B1 visas from operators .

Between April 2025 and April 2026, U.S. authorities revoked the visas of 20,000 Mexican truck drivers for failing to demonstrate proficiency in English, a requirement for operating on U.S. highways, according to data from the National Chamber of Freight Transportation (Canacar) .

Another point raised by the panel was how to better utilize available capacity through cargo consolidation schemes. Danny Gordon, Director of Cross-Border Strategy at CH Robinson , outlined the main challenges facing the movement of goods in the region, which continues to grow.

In June 2026 alone, merchandise trade between Mexico and the United States reached $89.2 billion , an increase of 22.2% compared to the same month in 2025, with road transport as the main means of moving goods, reported the Bureau of Transportation Statistics (BTS) .

The agency detailed that during the period, $68.5 billion worth of goods were moved between the two countries via  trucks , while $8.5 billion was transported by rail at an annual rate.

Gordon explained that given this scenario, it is necessary to find opportunities to reorganize shipments from strategic points in Mexico, without necessarily concentrating all operations at traditional border crossings.

The executive pointed out that these results require joint planning, sufficient information, and coordination among the participants in the supply chain. Consolidation, in that sense, represents an alternative for improving resource utilization and reducing non-value-adding movements.

Technology also emerged as a tool for anticipating risks. Salazar explained that Trayecto works with information from the units, trailers, and external factors, such as weather conditions and interventions by authorities, to identify potential disruptions during the journey.

The panelists agreed that the continuity of the flow of goods in North America will depend on greater integration between manufacturers, carriers, and service providers.

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El cargo Automotive industry faces border logistical pressure; collaboration and technology are key to reducing delays apareció primero en T21.

The speed of the supply chain’s response will be one of the main factors for the Volkswagen Golf’s return to the Puebla plant . The German automaker is working on a logistical reconfiguration that will allow it to handle the complexity of producing a model destined for various international markets and, in particular, supplying Europe from Mexico.

At the conference “Moving forward at the pace of Mexico: Volkswagen’s rapid response to a constantly transforming automotive landscape”, at Automotive Logistics & Supply Chain , Peter Koltai, senior director of Production Control and Logistics at Volkswagen de México, explained that one of the main challenges was reducing the usual period for transferring a production program of this magnitude from four to two years .

The operation represents an additional challenge because the Golf will have a global reach, unlike previous generations that were manufactured in Puebla and were primarily intended for North America.

The model includes 10 variants, different engine configurations, and technical requirements for nearly 50 markets.

“This car is very complex. And it also means we have to handle an incredible number of parts for the factory. Just for the Golf, we have 150% more part numbers in the factory than we have for three different vehicles,” Koltai explained.

This will be complemented by a parallel production phase of approximately 40 weeks between Germany and Mexico, during which both plants will have to coordinate their operations, inventories and supply, as well as maintain communication with suppliers who will also have to serve both locations.

“Many of our suppliers will face the same challenge. They will have to produce for these 40 weeks in two different locations, one in Europe and one in Mexico. And this also applies to our sales and marketing departments, and to our customers,” he emphasized.

One of the most significant impacts will be on the movement of materials. Koltai noted that the project will involve receiving six times more components from European suppliers and a 320% increase in the number of weekly containers arriving in Mexico.

The challenge will not only be receiving that material, but also having spaces to store it and transport it in a timely manner to the Puebla plant, without affecting the production rate.

Multimodal logistics and port capacity

To meet these requirements, Volkswagen developed a scheme that combines port infrastructure, rail transport, and external storage.

In this regard, Koltai highlighted the importance of the relationship that the automaker maintains with its logistics partners in Mexico, particularly in the port of Veracruz, where it has a long-term collaboration for the handling of materials from Europe and South America.

The company plans to maintain an inventory equivalent to two days’ stock within the plant and supplement its needs through an external warehouse. This approach will allow it to manage larger volumes of components without overloading the factory’s infrastructure .

Regarding rail transport, the executive mentioned the work with Ferromex , with whom Volkswagen has maintained an agreement since 2023 to move vehicles and materials. The use of dedicated trains allows for the establishment of departure and arrival schedules, which facilitates the planning of logistics flows and the predictability of supplies.

The strategy also considers using the ports of Veracruz and Tuxpan to distribute export volumes and avoid capacity restrictions.

According to Koltai, 86% of the Golfs produced in Puebla will be destined for Europe , so it will be necessary to guarantee the transport capacity from Mexico to that market.

Mexico’s speed as a competitive advantage

According to the executive, the country’s responsiveness was key to advancing the project in a shorter period than usual.

In that sense, he identified four elements that helped accelerate the process: the commitment of the workers, the flexibility to adapt to new requirements, the creativity to develop logistical solutions, and the coordination with supply chain partners.

“Without this group, we would not have been able to create a concept where we can make this transformation in two years and with economic figures that are acceptable,” he explained.

The return of the Golf represents a test for the Mexican automotive industry’s ability to integrate into global programs , in which coordination between manufacturers, suppliers, ports, and transport operators will be fundamental.

Volkswagen de México announced that the model will begin production again in Puebla in 2027, marking the return of this vehicle to the plant and expanding the company’s manufacturing portfolio in the country.

Comment and follow us on LinkedIn:  @Humberto Cruz Moya  / @GrupoT21

El cargo Volkswagen accelerates its logistics in Puebla for the return of the Golf apareció primero en T21.

China’s growing influence in global manufacturing and the accelerated deindustrialization facing Latin American economies are forcing the region to design an industrial policy that strengthens competitiveness and preserves strategic productive capacities, specialists agreed during the panel “The New Global Economic Scenario: Challenges and Opportunities for Latin America,” within the framework of the Alacero Summit 2026.

Luis Foncerrada, Chief Economist of AMCHAM Mexico , said that “if things continue as they are, China will be producing 45% of the world’s manufactured goods, it will not stop and that implies very serious risks.”

“(What is needed) is a comprehensive industrial policy that, in the case of steel, includes products, users and products, any other related manufacturing, and this cannot happen without the participation of the government and governments, who can agree on a strategy, not a wish list, but a clear strategy with actions and a long-term program,” he argued.

Meanwhile, Marcos Troyjo, former president of the New Development Bank (NDB), recalled that in the last 10 years, the country has been responsible for a 33% increase in global GDP , and has entered a new economic stage in which it seeks to reduce external dependencies while increasing the dependence of other countries on its market and production chains.

According to the former Brazilian official, this transformation forces Latin American countries to rethink their industrial and commercial strategies.

Troyjo agreed that trade protection alone will not solve the problem. He compared industrial strategy to a football team that cannot simply focus on defense and stressed the need to promote investment, technological innovation, and new financing mechanisms.

Both specialists identified Mexico, Brazil, Argentina, Colombia, Chile, and Peru as economies poised to lead a potential regional reindustrialization agenda. However, they cautioned that success will depend on the ability of governments and the business sector to coordinate their positions and develop joint projects.

“It’s a great opportunity and there’s no time to waste. We have a diagnosis, we know what to do: protection, subsidies, financing, etc. It requires someone to take on the task of making it happen, and with these countries, we have the strength to achieve it,” explained Luis Foncerrada.

He stated that given the possibility that China will carry out 45% of global manufacturing in the next three years, “we are facing a monster of technology, innovation and production, reasons why industrial policy is required. 

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El cargo Regional industrial policy is urgently needed in the face of China’s growth apareció primero en T21.

The growth recorded in the production and export of heavy vehicles during October 2026 could be temporary, because part of the rebound is due to advance purchases in the United States in anticipation of new emissions standards, warned the National Association of Bus, Truck and Tractor Producers (ANPACT) .

During the presentation of the October results, Rogelio Arzate, executive president of ANPACT, explained that the US market is bringing forward acquisitions of heavy vehicles in anticipation of the transition from EPA 2024 standards to EPA 2027, a situation that has favored the demand for units manufactured in Mexico.

This behavior contributed to national production reaching 16,375 units during October, an increase of 129.6% year-on-year, while exports totaled 13,518 vehicles, with a growth of 158.9% compared to the same month in 2025.

However, the association warned that these results do not guarantee a sustained recovery for the industry, particularly given the uncertainty surrounding the trading conditions that will prevail in North America.

“It’s a temporary issue. We shouldn’t declare victory over this,” Arzate said during the conference.

Trade conditions, key for 2027

Continued growth will also depend on the tariff conditions faced by Mexican heavy vehicles in the United States.

Currently, according to ANPACT, heavy vehicles are subject to a 25% tariff on their non-U.S. content, under Section 232, so the association is seeking preferential treatment for Mexico within the framework of the North American trade relationship.

In this regard, Arzate reported that they are maintaining contact with the Ministry of Economy to promote a reduction in tariffs, considering that Mexico should have more favorable conditions compared to countries that are not part of the United States-Mexico-Canada Agreement (USMCA).

The CEO of ANPACT insisted that the positive performance of production and exports should be analyzed with caution, since its continuity will depend both on the evolution of US demand and on the trade policies that are defined for the region.

The association noted that these factors will be crucial for the end of 2026 and the industry’s performance during the coming year.

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El cargo ANPACT warns that the increase in heavy vehicles could be temporary apareció primero en T21.

Latin America’s steel industry warned that it is facing one of the most complex periods in recent years due to the growth of steel imports from China, a phenomenon that has increased competition in regional markets and put pressure on the profitability of local producers.

“The latest report published by Alacero through Margaret Myers indicates that 5% of China’s GDP is allocated to industrial subsidies. That’s more than $900 billion per year, which, to put it in perspective, is roughly equivalent to 50% of Mexico’s Gross Domestic Product,” said Ezequiel Tarvernelli, director of the Latin American Steel Association (Alacero).

In a meeting with the media on the first day of the Alacero Summit 2026 , he mentioned that currently four out of every 10 tons of steel consumed in the region come from imports, mainly from China or re-exported through third countries.

This situation, he said, creates market distortions that affect investment, employment, and the development of high value-added industrial chains.

He mentioned that Latin America has relevant competitive advantages, including availability of raw materials, access to energy, installed technological capacity and specialized personnel; however, he considered it essential that governments promote policies that guarantee equitable competitive conditions against economies that maintain large-scale industrial support programs.

He explained that steel is a strategic input for activities such as construction, vehicle manufacturing, energy infrastructure and industrial projects, so preserving a solid productive base is key to the region’s economic growth.

He simply mentioned that in recent years the Latin American steel industry has maintained important investment programs to modernize plants, increase operational efficiency and advance in decarbonization processes.

Given this scenario, Ezequiel Tarvernelli said that among the measures proposed by the sector are trade defense mechanisms , greater monitoring of imports, as well as industrial policies aimed at strengthening regional supply chains.

They also called for deeper productive integration with North America, given the opportunities arising from nearshoring and the growing demand for manufactured goods in the United States.

Similarly, he pointed out that the challenge is not limited to steel, but involves the competitiveness of sectors ranging from auto parts and machinery to construction and infrastructure.

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El cargo Chinese steel puts pressure on Latin American steelmaking; subsidies are equivalent to half of Mexico’s GDP apareció primero en T21.

The expansion of Mexican companies into the United States is not only modifying their business operations, but is also generating new financial and asset management needs for their owners, who must consider aspects such as investments, liquidity and obligations in both countries.

During the webinar Wealth Mobility: Mexico and the United States in a new economic and regulatory environment , Juan Carlos Eguiarte, Country Manager Mexico of BAI Capital , explained that the internationalization of businesses also influences the personal and family decisions of entrepreneurs.

This phenomenon, called by the firm as near living , arises as a consequence of nearshoring , when the presence of a company in different markets begins to influence where the members of the business families live, invest or study.

As part of this trend, Eguiarte highlighted that, between April 2025 and March 2026, Mexican buyers purchased approximately 9,400 homes in the United States, for an estimated value of five billion dollars , according to figures from the National Association of Realtors (NAR) cited during his presentation. These transactions represented 14% of purchases made by foreigners, placing Mexico as the second-largest source of buyers, second only to Canada.

The specialist pointed out that a company can maintain its production in Mexico and develop commercial operations in the United States, which implies frequent travel, new financial management needs, and greater exposure to different currencies.

Given this scenario, he highlighted the importance of separating the finances of companies from the equity needs of their owners , considering payment obligations, the availability of resources, and the risks associated with operating in both countries.

Finally, he explained that asset mobility requires a strategy that considers both business continuity and decisions regarding investment, housing, education, and family succession, particularly among entrepreneurs with cross-border operations.

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El cargo Business expansion into the US drives new wealth management strategies: Bai Capital apareció primero en T21.

More than a year after the section 232 tariffs imposed by the United States government were put in place, the Mexican steel industry continues to face a significant reduction in its exports to that market, although it is seeing signs of recovery driven by support measures for the sector in Mexico.

Sergio de la Maza, president of the National Chamber of the Iron and Steel Industry (Canacero), said that the tariffs have caused a drop of nearly 50% in Mexican steel shipments to that country compared to pre-tax levels.

Although he specified that while exports have begun to recover, the progress has been moderate, with an estimated rebound of between 4 and 6% in volume.

“Our imports fell dramatically, dropping below 50% of what we were sending. And currently they have recovered 4% or 5%, the steel mills in the United States are already at full capacity and we are sending what the American market cannot supply,” he explained.

During a meeting with the media at the Alacero Summit 2026 , he mentioned that the installed capacity of US steel mills is at maximum utilization, so the market continues to require imports to meet its demand.

However, Asian countries, particularly Vietnam, have taken advantage of the situation to increase their share of this market and occupy spaces that were previously supplied by Mexico.

Despite this scenario, the industry remains hopeful that negotiations between the Mexican and U.S. governments will lead to a possible review of the tariffs. While their complete elimination is not necessarily expected, they are confident that tariffs can be reduced to restore conditions for greater access to the U.S. market.

At the same time, industry representatives acknowledged that the actions implemented by the Mexican government have helped stimulate domestic demand for steel, such as the agreement signed in April with the federal government to promote the national market in infrastructure projects, as well as the measures promoted by the Ministry of Economy to strengthen import control mechanisms.

He considered that these actions, added to the projects contemplated within the Mexico Plan, have favored greater domestic demand and a partial recovery of the sector’s activity.

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El cargo Section 232 tariffs continue to hinder Mexican steel exports: Canacero apareció primero en T21.

The production and export of heavy vehicles in Mexico registered triple-digit increases during October 2026, with advances of 129.6% and 158.9%, respectively, compared to the same month of the previous year, according to figures presented by the National Association of Producers of Buses, Trucks and Tractor-Trailers (ANPACT) .

During the tenth month of the year, 16,375 units were produced, compared to the 7,131 registered in October 2025. Of that total, 16,107 corresponded to cargo vehicles, a segment that grew 135.1%, while the manufacture of passenger units decreased 3.9%, going from 279 to 268 vehicles.

From January to October , the industry produced 133,496 heavy vehicles, representing a 17.8% increase compared to the 113,299 units manufactured in the same period of 2015. Of this volume, 130,550 units corresponded to the cargo segment and 2,946 to the passenger segment, with increases of 18.2% and 4.6%, respectively.

Production growth was also accompanied by a recovery in exports , which reached 13,518 heavy vehicles in October, compared to 5,221 shipped abroad in the same month last year. Tractor-trailer trucks stood out with 8,630 units exported, representing a 207.9% increase, while other cargo vehicles totaled 4,887 units, a 102.1% rise.

In the first 10 months of 2016 , exports totaled 111,912 units, a 20.3% year-over-year increase. The United States remained the top destination, receiving 104,064 vehicles, equivalent to approximately 93% of total exports. Canada followed with 4,493 units, and Colombia with 2,138, markets that registered cumulative growth of 41.7% and 116%, respectively.

During the presentation of results, Rogelio Arzate, CEO of ANPACT, highlighted the performance of shipments to the United States, which increased by 173.5% in October, reaching 13,097 units. He also noted the opportunities that Canada represents for manufacturers, despite the fact that shipments to that market decreased by 96.9% during the month.

Importing used cars continues to be a challenge

Furthermore, the importation of used heavy vehicles continues to be a focus of industry attention. Between January and September 2026 , 13,023 used units entered the country, a decrease of 31.3% compared to the 18,949 registered during the same period in 2025.

However, ANPACT warned that the proportion remains high, since for every 100 new heavy vehicles sold in Mexico, 51.4 used ones were imported from the United States.

During the conference, Arzate pointed out that, despite the reduction in imports, this relationship remains unfavorable for the sector, so the association will continue working to decrease the entry of these units, given their possible effects on the economy, small businesses, safety and the environment.

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El cargo Production and export of heavy vehicles accelerate in October; imports of used vehicles maintain pressure apareció primero en T21.

GEJOSA Logistics began the renewal of its fleet with the incorporation of four Foton Aumark S3 trucks , delivered by Camiones del Valle , as part of a commercial operation that includes a total of 10 cargo units.

The delivery was made at the facilities of the authorized Foton distributor in Tlalnepantla, State of Mexico, while the remaining six vehicles are scheduled to be incorporated in mid-December 2026.

This acquisition is part of GEJOSA Green Logistics ‘ strategy , through which the carrier seeks to modernize its operations with units equipped with Euro VI technology, aimed at reducing polluting emissions and improving transport efficiency.

The Aumark S3 trucks are designed for urban distribution and long-distance routes. They feature a Cummins F2.5EVIE150 engine, 148 horsepower (hp), and a gross vehicle weight of 3.6 tons.

Key technical features include a five-speed ZF transmission, hydraulic steering, and a pneumatic braking system with ABS, EBD, ASR, and HSA technologies. Furthermore, it allows for various body configurations to suit different operational needs.

The addition of these units coincides with the ninth anniversary of GEJOSA Logistics , a company founded on November 8, 2017, and specializing in dedicated and regular transport services in different regions of the country.

For its part, Camiones del Valle will continue the commercial relationship through after-sales services, which include maintenance, supply of spare parts and specialized attention.

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El cargo Camiones del Valle delivers Foton units to GEJOSA Logistics apareció primero en T21.