The Mexican Association of Shipping Agents (Amanac) began a new stage with the swearing-in of Roberto Meillón Covarrubias as president of its Board of Directors for the period 2026-2028, in a context where the maritime sector faces increasing pressures to modernize its processes, strengthen the country’s logistical competitiveness and consolidate a stronger dialogue with the authorities and the industry.

During his first address as head of the association, Meillón outlined an agenda based on six strategic pillars aimed at making Amanac more institutional, technological, and inclusive. “Our mission is clear: to strengthen the unity of the industry, promote reorganization, and ensure that the voice of shipping agents is heard loud and clear and respected in all areas,” he stated before representatives of the maritime, logistics, and industrial sectors.

The new president of Amanac stated that one of the main challenges will be strengthening internal governance through statutory reforms, working committees, and more robust financial mechanisms. In this regard, he announced plans to extend the presidential term from two to three years to ensure the continuity of strategic projects and accelerate institutional processes that, he acknowledged, require further development to become fully established.

Among the highlights was the launch of the Amanac Institute , an initiative spearheaded by the outgoing administration and which, according to Meillón, will be a cornerstone of his administration. “Our task will be to transform it from a project into a living reality, with academic programs, specialized instructors, and students who represent the future of the profession,” he stated.

Professionalization of the sector emerged as one of the central themes of the event. Following this line of thought, Meillón also announced the start of the ISO 9001:2015 certification process for the association, as well as a technological modernization strategy focused on digitizing processes and improving responsiveness to shipping members. “Digitalization is not a luxury; it is a necessity to respond quickly and effectively to an increasingly interconnected world,” he stated.

Another key focus of his administration will be promoting gender equality and female leadership within the maritime sector. The new president of Amanac announced mentorship and training programs to increase women’s participation in decision-making positions within the industry.

The economic agenda also featured prominently. Meillón noted that one of the main projects will be the standardization of electronic rehabilitation fees for general cargo, a measure aimed at generating direct economic benefits for members, as well as strengthening training programs and agreements that reduce operating costs. “We want every member to feel that belonging to Amanac means obtaining concrete, measurable, and valuable advantages,” he stated.

Fernando Con y Ledesma, outgoing president of Amanac, also participated in the event, emphasizing the need to maintain institutional continuity in the face of an increasingly complex maritime and port environment. “Strong institutions are those that evolve, renew themselves, and understand that each administration contributes an important part to the long-term collective effort,” he stated.

The ceremony also revealed the support of other business and transportation organizations. Francisco Fabila, president of the Mexican Association of Railroads (AMF) and representative of the Confederation of Industrial Chambers (Concamin) , stated that shipping agents have become a strategic component for national competitiveness , particularly given the reconfiguration of global supply chains and Mexico’s repositioning within international trade.

“Shipping agents are a fundamental part of Mexico’s productive structure. Without their work, goods don’t arrive, exports don’t leave, and value chains don’t function ,” stated Fabila, who also offered Concamin’s support for the agenda promoted by Amanac’s new leadership on issues such as port modernization, legal certainty, digitalization, and the training of specialized human capital.

The association comprises approximately 70 shipping agencies that account for 95% of vessel calls, facilitating the movement of roughly 95% of cargo in Mexican ports. In the tourism sector, it collaborates closely with major cruise lines.

The renewal of Amanac comes at a time when the Mexican maritime-port system faces simultaneous pressures: increased demand for logistical efficiency, more complex regulatory requirements, and the need to accelerate technological adoption to remain competitive with other international hubs. Under these circumstances, the new administration will seek to position shipping agents not only as operators of maritime trade, but also as strategic players in the country’s logistical transformation.

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El cargo Roberto Meillón charts a new course at Amanac apareció primero en T21.

Railcar manufacturers agreed that innovation and the use of new technologies applied to railcars allow for better cargo handling, providing greater certainty to rail users compared to road transport.

Luis Pardo, executive vice president at Trinity Industries , said that through innovation it is possible to increase payload , reduce energy consumption and the life cycle cost of cars.

“In the United States, it is estimated that 70% of railcars are underutilized, or are not on time, ready, or in service, so physical improvements can increase payload, as well as energy or life cycle, but they do not contribute to the efficient use of railcars as visibility, data analysis, and technology do,” he explained during the webinar “ Innovations in Railcar Design for Operational Efficiency ,” organized by the Mexican Association of Railroads (AMF) .

Therefore, the company has made structural improvements to the units, such as reduced weight, smaller size, stronger structures, new materials—such as resins—and components.

“In the dry cargo van, thanks to the engineers’ analysis and listening to the customers, we were able to improve the design and reduce the weight by five thousand pounds, which is 2.3 tons that translates into increased payload. This also helped make loading and unloading more efficient. In the manufacturing process, we found efficiencies by having a structure with a more plant-friendly manufacturing process,” Pardo emphasized.

He also mentioned that in the case of the hopper, they made structural changes to allow for heavier loads, while for car carriers, there is more space for maneuvering. As for the tank cars, they use resin for better sealing and to prevent corrosion.

“These are improvements made to the design of the cars in conjunction with the talent of our people and the needs of the client. Improvements that help us reduce weight and fuel consumption are one thing, but where real efficiency in railway operations can be achieved is in the implementation of systems that allow us to read data, make decisions, and correct them, especially now with artificial intelligence (AI),” he stated.

He said that the industry installs sensors to obtain certain data, such as location, conditions and health of the car, which helps them to know if the handbrake is on, among other factors.

Meanwhile, Juan Carlos Hernández, Manufacturing and Industrial Engineering Manager at The Greenbrier Companies , explained that the actions they are taking are focused on the safety and resistance of critical loads.

“We have a super high-strength gondola, made of grade 100 steel, an innovation in the rail industry that increases load capacity to 15,000 pounds. It is important to give capacity to the vehicles and railcars, while also reducing space and increasing their useful life and fatigue life,” he commented.

Among other tests, he said that the train cars undergo compression testing to ensure there is no deformation and to extend their lifespan.

The specialist predicted that in the coming years new steels will be used that allow for greater rigidity , load capacity and safety in movement, among other things.

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El cargo Innovation in railroad cars improves cargo handling apareció primero en T21.

Benjamín Alemán Castilla, founding partner of ALTTRAC and former head of the Railway Transport Regulatory Agency (ARTF) , commented that passenger trains will be built in the main rail freight corridors, such as in Veracruz, Puebla, Mexico City, Celaya, Guadalajara, Monterrey and Nuevo Laredo , so the confinement works must “be very relevant.”

In this regard, he explained that promoting mixed-use corridors provides an opportunity to correct fiscal and regulatory asymmetries between the two modes , develop a one-stop shop for multimodal planning, increase safety and punctuality in traffic mixes, and implement programs to reduce accidents, among other actions.

“There are several elements that place a heavier regulatory burden on one mode of transport than another, and this makes one service comparatively more expensive than another, which impacts the different modes of transport in the country,” he said during an event held by the Mexican Railway Association (AMF) .

Juan Carlos Miranda Hernández, coordinator of the Railway Subcommittee of the College of Civil Engineers of Mexico (CICM) , highlighted the differences in the operation of passenger and freight trains, including speed, capacity, compensation, infrastructure, schedule restrictions, and industrial development , to name a few.

Meanwhile, passenger services using concessioned right-of-way, the modality under which the projects proposed by the current federal administration will be developed, face limitations in terms of growth, as do connectivity for industries and others.

However, he asserted that ” it was a wise decision not to allow passenger services to operate on freight lines and to build new infrastructure and operate with different specifications, techniques, and operating regimes.”

“It must be taken into consideration that these are freight-operated tracks; the construction itself could create unsafe conditions for freight trains, or the trains could create unsafe conditions for workers and the construction site,” he explained.

For his part, Óscar Hernández Oviedo, head of the Maya Train Infrastructure Management Unit , noted that a mixed operation allows for maximizing the use of railway infrastructure, serving mobility and logistics markets.

“The challenge is clear: without regulations or technology, differences in speed and weight can reduce the network’s effective capacity. The Maya Train, from its design, contemplates the coexistence of passenger and freight trains under interoperability,” he stated.

Therefore, he indicated that passenger trains currently operate at a speed of 160 kilometers per hour (km/h) and freight trains will travel at 100 km/h. “This will limit effective capacity if schedules are not properly managed, and we must consolidate them efficiently. Tools must be developed for fixed schedules, scheduled crossings, double-track sections, and in high-demand areas, with laredos with a minimum length of 1.5 km. We must also monitor trains per hour, punctuality, track occupancy, and other factors to fine-tune operations.”

He asserted that the joint venture in the country represents a strategic opportunity to consolidate an efficient, resilient, and high-impact railway model .

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El cargo Safety and regulations among the challenges in mixed train operations apareció primero en T21.

Although intermodal transport is growing, various infrastructure and process actions are needed to increase cargo movement, for example, from 25% to 80% in the ports of Manzanillo and Lázaro Cárdenas alone .

Víctor Monroy Vollmer, general manager for Mexico and Central America at Mediterranean Shipping Company (MSC) , stated that the country has the potential to be a regional intermodal hub or node , but “it remains untapped, far from what it could be. It’s important to have a strategy for the proper development of the rail network.”

At the 22nd edition of ExpoRail, organized by the Mexican Association of Railways (AMF) , he considered that the routes should be expanded to other areas and not just to the center of the country or to Guadalajara or Monterrey, “we need them to be towards the northwest and south.”

However, the executive indicated that there are three challenges for intermodal: the structural imbalance in import and export corridors , “this often prevents us from designing better service structures. We have important industrial hubs that bring in a lot of imports, but most of the exports go to the United States.”

Another challenge identified was the limited port infrastructure, automation, and customs , security, import, and export processes, which are inefficient, necessitating modernization, technological advancement, and digitization.

He also mentioned that the lack of operators in the trucking industry should be a factor in shifting more freight to rail, “however, we have a shortage of transportation, operators, and an industry deeply rooted in road transport.”

He indicated that Mexico is an important hub for the shipping company, as it connects cargo from the Atlantic and Pacific oceans, which are loaded onto north-south routes or to South America.

“ For us, intermodal makes a lot of sense , not only for operational efficiency but also for environmental efficiency. We are also promoters of decarbonization in partnership with railway companies in Europe, North America, Asia, and Mexico. We are strongly pushing the intermodal connection of our freight network. Mexico is an important center for freight acquisition and a logistics hub for our container distribution, so the intermodal option for moving full containers is important, but for moving empty containers, it is even more so,” he explained.

For his part, Rodrigo Estrada, CEO of Canadian National (CN) , reiterated that the challenges are infrastructure, but also political will and industrial concentration , and from this perspective, the company sees great potential for intermodal growth in the Bajío region, where 90% of companies from Quebec are concentrated.

“Indeed, intermodal terminals in the region have been growing, and I believe they are capable and, in some ways, well-suited for growth. But we do see some challenges. We need to review and probably adapt to current legislation and regulations. Today, laws do not favor intermodal transport over road transport. This causes customers to feel a certain degree of uncertainty, and the other is a cultural change, such as making the customer feel confident in approving a service. I can add a third factor: coordination between the different logistics operators, customers, and authorities. There’s a significant challenge there,” he said.

John Sánchez, commercial director of APM Terminals Lázaro Cárdenas , said that intermodal is a fundamental part, a strategic link in logistics for all of its clients , and even more so because of the railway infrastructure to which they have access, but he assured that it is essential that the actors in the chain share a vision of efficiency and competitiveness.

“Infrastructure, technology, since a well-structured process is an incredible foundation for automation, and digitalization is the easiest way to achieve intermodal, this is where the challenge lies,” he explained during his participation in the panel Freight Railways, Modal Shift, Challenges and Opportunities for Converting Freight to Intermodal .

He stated that this mode of transport has the potential to grow at the percentages mentioned in the ports of Manzanillo or Lázaro Cárdenas. At the start of operations in the latter, through the container terminal, it was estimated that it would be 80% intermodal versus 20% road, but currently the opposite is true, with an opportunity for growth for intermodal through nearshoring (relocation of production lines), industrial corridors, and companies’ sustainability agendas.

Diego Anchustegui, president of the Mexican Intermodal Transport Association (AMTI) , noted that the benefits of this service include price, transit time, sustainability, safety, and capacity. Meanwhile, on the maritime side, at the aforementioned ports, it is more competitive compared to road service.

“Intermodal has grown at an astonishing rate. We’ve seen double-digit cross-border growth this year. The macroeconomic situation is complicated, but intra-Mexico has increased in recent years. Maritime traffic has grown, and services have improved significantly, but we also have much to do,” he emphasized.

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El cargo What does intermodal transportation need to be an option for freight transportation? apareció primero en T21.

The expansion of the Suburban Train to Felipe Ángeles International Airport (AIFA) could experience another delay in its inauguration, as it will require a month to complete operational tests.

Maximiliano Zurita, general manager of CAF Mexico , the company involved in the construction of this project, stated that the work is expected to be completed and operational testing to begin next December .

“Normally, testing takes more than a month, but we’re looking at ways to cut down as much time as possible, obviously taking into account safety aspects. The start of operations will depend on the Rail Transport Regulatory Agency (ARTF) ,” he explained.

The executive explained that the delays in the project are also due to the social problems they have faced, causing construction to be halted for several kilometers. However, the relevant authority reached an agreement with the plaintiffs.

It is worth remembering that, according to the federal government, this project would begin operations at the end of 2023 .

In an interview with the media, within the framework of the  XXII ExpoRail , organized by the  Mexican Association of Railways (AMF) , Zurita pointed out that the company is carrying out the construction of certain works of this project, because the Ministry of National Defense (Defense) subcontracted the firm to do it.

Earlier this year, it was reported that the ministry would assume control of this project, as the Mexican government modified the concession title of Ferrocarriles Suburbanos after the company voluntarily relinquished operation of the Lechería-AIFA route, which it had held since 2021.

“We would have liked to operate on him, but given a decision that wasn’t ours to make, we simply accepted, and the federal government will decide who will operate on him. It hasn’t been formally defined,” he emphasized.

Maximiliano Zurita assured that they will continue participating in the tenders launched by the federal administration regarding the railway industry, such as the recent one for the construction of 15 passenger trains for the AIFA–Pachuca route , where the winner was the consortium headed by the Chinese  C RRC Zhuzhou Locomotive .

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El cargo The start of train operations to AIFA will be delayed again. apareció primero en T21.

Canadian Pacific Kansas City (CPKC) of Mexico announced that refrigerated service will reach its terminal in Toluca by 2026, once the necessary facilities are in place.

“The idea is to expand to Toluca, which will be next year. We’ve partnered with Americold , we’ve already inaugurated the plant in Kansas City, and we’ve laid the cornerstone at the Port of Saint John. The third will be in Mexico, in the southern part of the country,” explained Oscar Del Cueto, president of CPKC Mexico.

He mentioned that the service currently only reaches Monterrey and San Luis Potosí , and will arrive at its facilities in the State of Mexico in the middle of next year.

He also announced that they hope to add new products to this service, such as avocados , which they have already tested, as well as potatoes produced in the country and exported to a U.S. company.

In an interview with the media, within the framework of the XXII ExpoRail , organized by the Mexican Association of Railways (AMF) , he recalled that they have already transported lettuce, berries, potatoes, animal protein and cookies.

Regarding the year-end, Del Cueto explained that positive numbers were recorded during the first half of the year , while declines were recorded in the third quarter in sectors such as steel and aluminum. However, he forecast a positive close to 2025, due to growth in grains, plastics, and white goods .

Meanwhile, as part of the 2025 investment plan, which totaled 2.738 billion pesos (mdp), various projects have been completed, such as the Celaya bypass, the third operational highway in San Luis Potosí, while the Salinas Victoria yard was completed, among others.

Del Cueto confirmed that, as representatives of the Confederation of Industrial Chambers (Concamin) and the Business Coordinating Council (CCE), they will participate in the review of the Treaty between Mexico, the United States, and Canada (T-MEC) , as well as promote more expeditious trade, border crossings through CTPAT certifications, the Authorized Economic Operator, among others.

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El cargo CPKC de México estimates that its refrigerated service will reach Toluca by 2026. apareció primero en T21.

RIVIERA MAYA, Q. ROO. – In Mexico, moving goods isn’t just a matter of kilometers; it’s increasingly a matter of timing, planning, and adaptation. But this logistical choreography, which should be executed with Swiss precision, still faces obstacles that hinder its efficiency, according to specialists.

During the panel Multimodal Logistics in Mexico: Connecting the Country to the World , held within the framework of the 25th National Forum on Freight Transport , organized by the National Association of Private Transport (ANTP) , where representatives of ports, shipping companies and railways presented both advances and limitations of the system.

Mauricio Soto , Commercial Manager of SSA Marine Mexico , made it clear that the effects of the strike last May by customs workers at the port of Manzanillo are still being felt.

“There’s still a lot of work to be done. We’ve dropped as much as 45% in daily appointment capacity. Today, we’re almost back to normal levels, but we’re still reeling from the snowball,” Soto said. Despite the port community’s daily work, he acknowledged that the recovery hasn’t been immediate.

Deeper, the root of the problem is structural. Jesús Abraham Jiménez of Hutchison Ports México explained that many terminals still face basic coordination challenges.

“When it’s not decided in advance whether a container will be shipped by train or truck, it creates a mess that forces loads to be relocated, wasting time and efficiency,” Jiménez said.

He also mentioned that, following the rail blockades in Lázaro Cárdenas, Michoacán, three years ago, customers lost confidence in trains and migrated to road transport. This forced the redesign of entire operations: from 80% planned for rail, they switched to 80% road operations.

From the railway sector, Vianey De la Mora , general director of the Mexican Association of Railways (AMF) , recognized both the progress and the limits in the railway sector.

In this regard, he celebrated the integration with the United States and Canada and emphasized that “today we can see a Canadian train in Ferrovalle ,” but he also admitted that the intermodal cargo volume is still low: 913,000 containers moved in 2024, far below the potential. “The train goes as far as there is a track,” he said, emphasizing that its use is only viable for certain logistics profiles.

In contrast, smaller shipping lines have opted to create shorter, safer, and more efficient routes. Daniel Blazer , co-founder of World Direct Shipping , explained that his short-haul shipping model between Mexico and Florida is driven by two reasons: time efficiency and safety.

“Insecurity was one of the reasons for starting the maritime service. With shorter routes, we avoid risk zones,” he stated. He also warned of new regulatory threats, such as the carbon tax proposed by the International Maritime Organization ( IMO), which still lacks clarity on how to store or process these captured emissions. “It could lead to a dangerous modal shift,” he maintained.

Although everyone agreed on the need for more integrated logistics , the contrasts were evident. On the one hand, terminals with automated yards operating with millimeter precision. On the other, logistics flows continue to depend on improvised decisions or vulnerable infrastructure. This isn’t a lack of technology; rather, a lack of real coordination between modes.

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El cargo Multimodal, logistics that is assembled in real time apareció primero en T21.

NUEVO VALLARTA, NAY.- The intermodal transportation industry in Mexico has made progress in gender equality , although just over a decade ago the majority of jobs were held by men, as was or still is the case in other sectors.

Hoshi Jurado , AVP Intermodal at Grupo México Transportes (GMXT) , acknowledged that when he joined the intermodal transportation industry 13 years ago, he thought: “Wow, this is like a mechanic’s shop . ”

Jurado has been a clear example of the integration and advancement of women in intermodal transportation , but she has also become a conduit for more of her peers to occupy positions in this sector.

During her participation in the panel Women in the Intermodal Industry , held at the XXVI Intermodal Congress 2025, organized by the Mexican Association of Intermodal Transport (AMTI) , she proudly emphasized that most of the team she currently leads has a balance tilted towards women .

“Not just for quotas. We don’t have to be a number; women have to be taken into account for their knowledge and abilities (…) the intermodal industry is driven by women,” she stated.

Linda Hernández has been working in the railroad industry for 17 years , although it wasn’t her first career choice when she was younger. Now, as Intermodal Sales Director at Canadian Pacific Kansas City (CPKC) in Mexico , she acknowledged that the sector has provided her with stability and renewal.

But these characteristics have not come by themselves; his time in the steel industry has provided him with mentors who “have been spectacular,” he stated during his participation in the panel. However, he also indicated that he has had to make sacrifices in his growth , although the key here is to maintain constant communication with companies to find areas of flexibility and support.

Linda is clear about her goal of supporting women in the railway sector, which is why, since February 2022, she has been the representative in Mexico of the League of Railway Women (LRW) , which promotes the careers of its members (around three thousand professionals) with scholarships or mentoring programs.

“If a woman grows, educates herself, and develops, she will surely have an impact on the companies where she works,” she said.

In the case of Vianey de la Mora , current general director of the Mexican Association of Railways (AMF) , her passion was not trains but the arts, although her career led her towards the railway sector in the construction and engineering projects area, but as she herself said, “everything happens for a reason.”

The industry leader asserted that companies have become more flexible to accommodate more women, although they have faced various obstacles that have made them “tougher-skinned . “

“It would be ideal to overcome the barrier of equity by that of capabilities,” he shared with attendees at the 26th Intermodal Congress 2025.

For her part, Paloma Burnell , Senior Vice President of Sales Operations at STG Logistics , recalled that a few years ago at the same company where she works, in a meeting with 22 executives only two participants were women , a reality that has been changing over time.

“We must be aware of the development of women’s leadership. The most important thing is to have a growth mindset, be curious, and keep exploring,” she said.

The panelists asserted that there will be more women in the intermodal transportation industry in the future, a step that can only be achieved with the empathy of all participants, in a world that still prioritizes the allocation of positions among men, a trend that must be eradicated .

El cargo Intermodal transport, an industry driven by women apareció primero en T21.

After almost six months without publishing operational and safety figures, the Railway Transport Regulatory Agency (ARTF) reported that during 2024, freight movement by rail grew slightly by 0.92% compared to 2023 .

During the mentioned period, the Mexican Railway System (SFM) transported 132.69 million tons, compared to 131.48 million tons in 2023 .

International traffic transported 96.03 million tons , corresponding to a growth of 2.17%, while imports increased 3.62% and reached 73.65 million tons.

However, exports decreased 2.31% to 22.38 million tons. Domestic traffic fell 2.22% to 36.66 million tons.

In December 2024, 10.53 million tons were transported, representing a 0.01% variation compared to the same month in 2023.

The ARTF stated that of the 132.69 million tons, Ferromex and Canadian Pacific Kansas City (CPKC) of Mexico together moved 86% of the country’s cargo.

He specified that the Grupo México Transportes (GMXT) subsidiary went from 61.66 million tons in 2023 to 62.45 million tons in 2024, which meant a growth of 1.28%, while Ferrosur fell 7.38%, since it transported 14.57 million tons last year compared to 15.73 million tons in 2023.

In the period January-December 2024, a total of 132.69 million tons were transported, of which 63.74 million tons (48.04%) were industrial products , 38.08 million tons (28.70%) agricultural products, 17.14 million tons (12.92%) petroleum products and their derivatives, mineral products with 7.10 million tons (5.35%) and the remainder corresponded to forestry, inorganic and animal derivatives products, which together transported 6.63 million tons (4.99%).

Compared to 2023, those that showed the greatest increase were animal derivatives (13.68%) , agricultural derivatives (8.34%) and petroleum and its derivatives (6.96%), while mineral and inorganic derivatives fell 22.21% and 12.37%, respectively.

Regarding the movement of basic basket products, the ARTF detailed that it went from 24.64 million tons in 2023 to 26.98 million tons in 2024, which meant a growth of 9.4% year-on-year .

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The movement of rail freight between Mexico and the United States has not been impacted by the tariff policy promoted by the president of our northern neighbor, Donald Trump , even certain segments such as cross-border and intermodal have grown.

“We have good import prospects, including in the agro-industrial sector, from North America, and we are working with authorities to facilitate smoother customs clearance and continue trade between the countries,” said Francisco Fabila, president of the Mexican Railway Association (AMF) .

In an interview, he added that they have worked with the customs authority on the Mexican Digital Window for Foreign Trade (Vucem) to achieve faster crossings and continue trade between the two countries.

Without giving further details, he mentioned that there is a major player in both cross-border and intermodal transportation: auto parts and household appliances . “This entire sector, which is located in the Bajío region, comes in, is loaded, and is sent for export. It’s a dynamic movement, and we’re also seeing an upturn in cross-border cargo leaving from Pantaco.”

In this regard, he explained that they see a dynamism and operational condition that “we don’t see beginning to diminish.”

Fabila noted that intermodal has grown by double digits in all segments in recent years . Furthermore, the peak season is beginning, which, although it sees double-digit growth throughout the year, is the peak season in the second half of the year.

“The railroad industry and the various intermodal terminals have done their job in recent years, and today they are working more efficiently, increasing their capacity. Today, they operate trains with 120 pits and 240 containers, and they handle them in less than 24 hours. The value chain is extremely fluid. You see a lot of containerized movement at the border, both in Laredo, operated by CPKC , and Piedras Negras, operated by Ferromex . In the last year, efficiency has increased considerably, and the railroads in particular have paid close attention to the intermodal sector,” he stated.

It is worth mentioning that the  Association of American Railroads (AAR) reported that the accumulated volume in the first 19 weeks of the year, ending on May 10, registered 454,800 wagons, containers and intermodal trailers, 7.9% less than in the same cycle last year .

Although for the week ending May 10, 15,479 loaded rail cars were moved, representing a 24.6% increase compared to the same week in 2024, and 10,074 intermodal units, with zero growth.

While the latest growth figure was during the first five weeks of 2025 , where the accumulated volume was 123,091 wagons and intermodal containers and trailers, 16% more than at the same point last year.

“We are reviewing the AAR’s movement performance. We saw that, given the tariff climate, there was a possibility that it could come into effect. There was clearly an upswing in anticipation of the import and export of strategic goods. We’ll see how it performs in the coming months,” Fabila said.

To date, the Rail Transport Regulatory Agency (ARTF) has yet to publish figures for the end of 2024 and for the movement so far in 2025. Operational data is up to October, and safety data is up to September, both from the previous period .

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El cargo Rail freight between Mexico and the US, unaffected by tariffs apareció primero en T21.