Faced with the closure of highways in at least 14 states of the country, resulting from the national strike called by the National Association of Transporters (ANTAC)  and the  National Front for the Rescue of the Mexican Countryside (FNRCM) , the National Chamber of the Transformation Industry (Canacintra) warned about millions of dollars in losses that these measures generate in industry and commerce .

The organization stated in a press release that road closures and blockades in strategic logistics corridors are having a severe impact on the national economy.

In that regard, he indicated that more than 56% of cargo in Mexico is transported by land, so he estimated that road blockades could cause losses exceeding 750 million pesos (mdp) daily .

“In prolonged or simultaneous scenarios, losses can escalate between three and six billion pesos in a week, affecting companies, workers and consumers,” he stressed.

The agency reiterated that each stopped transport unit can represent losses of up to 180,000 pesos per day, in addition to generating disruptions in inventories, contractual breaches and delays in deliveries , with chain effects that impact exports, logistics costs and supply of essential inputs.

He stressed that the impact not only falls on the industry, but also on millions of families who depend on the continuous flow of goods and services throughout the country.

Canacintra acknowledged the legitimate right to protest, but cautioned that dialogue must be the primary means of reaching agreements and sustainable solutions. Therefore, it called on the federal government to keep institutional channels open, prioritize dialogue, and avoid measures that could harm the national economy . It also reiterated its willingness to collaborate as a partner in promoting solutions.

So far, truckers and farmers have carried out blockades, partial closures and takeovers of toll booths in at least 14 states of the country.

Some of the routes affected with total closures are:  Baja California in San Luis Río Colorado-Mexicali kilometer (km) 3+200;  Guanajuato on the La Piedad–Pénjamo highway km 075+000, and in Hidalgo , where protesters are on the Álamo-Tamazunchale highway km 020+300.

Partial road closures are occurring in  Chihuahua and Tamaulipas ; in addition, there are protesters at some toll plazas in the State of Mexico, Michoacán and Sinaloa .

The indefinite strike called by ANTAC and FNRCM responds to problems that have persisted in the sector: insecurity on highways ,  high operating costs and lack of progress on previously established agreements with federal authorities, according to these organizations themselves.

Main image taken from the X account of the National Guard Highways .

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El cargo How much impact do road blockades have? Canacintra quantifies them apareció primero en T21.

Upon assuming the presidency of the National Chamber of the Textile Industry (Canaintex) , Rafael Torre Lamuño set a clear path for the sector: legality and the recovery of competitiveness will be the priorities, always under the “Made in Mexico” seal .

During the IX National Meeting of the fiber-textile-clothing-footwear chain, Torre Lamuño made it clear that his administration will not be one of continuity, but of transformation.

“We are not here to manage inertia, we are here to recover competitiveness, to demand a level playing field and to place the national textile industry back in the strategic place it deserves within the Mexican economy,” emphasized the director of the Providencia Textile Group.

In his speech, he indicated that the goal is not protectionism, but rather a market where the rule of law is respected so that businesses can generate more employment.

Ahead of the review of the United States-Mexico-Canada Agreement (USMCA) , scheduled for July 1, he stressed that this process should be an opportunity to curb unfair practices from other regions , especially Asia, and consolidate Mexico as the most reliable supplier in North America.

Torre Lamuño’s work plan is structured around four pillars: combating smuggling and illegal trade practices, reactivating the domestic market through the  Mexico Plan , strengthening regional integration – by assisting in the review of the USMCA – and promoting innovation, sustainability and formal employment.

For his part, Alejandro Malagón, president of the Confederation of Industrial Chambers (Concamin) , stressed the importance of the textile industry in job creation and the country’s economic growth.

“Few industries are as closely linked to employment as the textile industry; its value chain is a sector that strongly impacts the regional economy and national content . Its work generates opportunities for progress because it means income for thousands of families and provides them with stability and, above all, prosperity. Therefore, the challenges of the sector are the challenges of the industry, its priorities are our priorities,” he emphasized.

Amendment to Annex 29, a respite for the sector

During his speech, Rafael Marín Mollinedo, head of the National Customs Agency of Mexico (ANAM) , announced that authorities will meet to discuss the modification of Annex 29 of the General Rules of Foreign Trade , so that the handling of textiles and footwear is not allowed in the Strategic Fiscal Premises (RFE).

According to the textile and footwear industry, under this regime textile imports are made, but they are not exported again, so they remain in the country without paying taxes. It’s worth noting that the federal government issued a decree in December 2024 to curb temporary imports of textiles, clothing, and footwear.

In an interview with T21, Torre Lamuño explained that, after the decree, the entry of illegal merchandise into the country skyrocketed “ more than 850% from 2024 to 2025” .

“ When the decree was issued, which ended temporary imports of finished products, we were very happy and a large part of the imports migrated to Strategic Fiscalized Areas or through these areas ,” he said.

He also indicated that smuggling and the entry of illegal products have put pressure on the market , placing merchandise below a fair price and limiting the ability of domestic producers to compete.

Torre Lamuño called for unity within the production chain and for the support of the authorities to restore the sector’s importance in the Mexican economy.

“We are here to restore the competitiveness of the industry and take it to its rightful place with Mexican hands, a Mexican heart and ‘Made in Mexico’,” he concluded.

According to Canaintex, from January to September 2025, total exports amounted to five billion 561 million dollars; 92% of textile and garment products were destined for the United States, reflecting the importance of this sector for foreign trade.

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El cargo Canaintex “weaves” the future of the Mexican textile sector; Rafael Torre Lamuño assumes presidency apareció primero en T21.

In a context of uncertainty marked by the review of the United States-Mexico-Canada Agreement (USMCA) , scheduled for July of this year, variable tariffs, and possible internal reforms in the country—such as electoral reform—the manufacturing industry in Tijuana is showing resilience, with water infrastructure and border logistics projects , along with binational initiatives to strengthen the Cali-Baja region, which seek to attract and retain investment, especially for advanced manufacturing

For the industrial sector of the border city, the United States and Mexico share a region, such as Cali-Baja, which has its own commercial dynamics and particular activity, so it is necessary to take care of it and continue to make it grow.

“It is a region that cannot be understood in any other way than through a joint dynamic. It is two countries in a single region,” highlighted Alonso Ibarra Arellano, president of the National Chamber of the Transformation Industry (Canacintra) Tijuana , in an interview with T21.

Ibarra, who assumed the presidency of the organization on February 5, has proposed the creation of a Binational Industrial Council as part of the restructuring of Canacintra Tijuana, which brings together 400 members, with the purpose of providing greater certainty to investors , while seeking a common agenda with US counterparts in the Cali-Baja area.

Among the council’s tasks is identifying shared interests, from products manufactured in Tijuana that are exported to the United States, to attracting foreign capital through the relocation of companies, that is, nearshoring .

“We have to understand that we are in this together, that if something happens on the United States side, it affects us in the manufacturing industry, and vice versa, what happens in Tijuana and Baja California affects them, so the best thing is to come together, sit down and defend it,” Ibarra Arellano said.

The Cali-Baja region, made up of the counties of San Diego and Imperial in the United States, and Baja California in Mexico, has consolidated itself as one of the most important areas for the process of reconfiguration of supply chains in North America .

In 2024, San Diego and Imperial counties exported $34.5 billion , 97% of which went to the Mexican market. These exports supported approximately 95,000 jobs in critical industries such as aerospace, medical devices, and semiconductors, according to the 2025 Binational Trade & Competitiveness Report , prepared by the World Trade Center San Diego .

Meanwhile, the same study noted, Baja California exported $55 billion worth of goods during the same year, with 98% being manufactured goods and 95% destined for the United States.

Factors such as specialized manufacturing in Mexico and research activities, as well as high-tech development and services in San Diego, have triggered a highly integrated binational ecosystem.

One of the projects being prepared in Baja California for a new growth cycle with investments in critical infrastructure is the Rosarito desalination plant project , announced by the state government, which will help solve part of the water deficit that affects both the population and the manufacturing industry.

“Right now we are analyzing the financing that will be used, the debt that the state government will incur for this project. It is a project that managed to obtain federal resources for its implementation,” Ibarra Arellano recalled.

The plant will have a capacity of 2,200 liters per second and will increase the water supply for Tijuana, Playas de Rosarito and Ensenada by up to 45%, and will have an estimated investment of four billion pesos (mdp) from the state government and 10 billion pesos from the Federation.

Ibarra also spoke about the progress of the additional Otay Mesa II border crossing, which is progressing well on the Mexican side, while on the United States “we are in negotiations with the United States authorities to see when it will be completed on the other side of the border, because it is something that will help us with customs logistics .”

According to studies by the San Diego Association of Governments (SANDAG) , the new border crossing is projected to reduce wait times by up to 50% on average, which could generate a significant increase in the value of regional bilateral trade .

USMCA with caution

Facing the USMCA review, Ibarra maintains an optimistic outlook for Tijuana’s industry, but also expresses caution

“Ideally, we would like to reach an agreement that provides certainty for another 16 years, but we are confident that even if we do not reach one by July, we will still have a USMCA, since the agreement does not disappear, but rather undergoes annual reviews.”

With a long-term water project, optimized logistics, and a shared binational vision, Tijuana is positioning itself as a preferred destination for nearshoring and strengthening trade between Mexico and the United States. According to the U.S. Census Bureau , in December 2025, Mexico consolidated its position as the main trading partner of its northern neighbor, registering an  exchange of goods worth $70.521 billion .

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El cargo Cali-Baja, a binational industrial vision in the face of economic uncertainty apareció primero en T21.

The Mexican automotive industry is going through a decisive moment. In the discussion “Accelerating the Automotive Industry: Challenges and Opportunities ,” organized by Mundi , industry leaders analyzed the effects of the current situation, the revision of the United States-Mexico-Canada Agreement (USMCA) , and the challenges that the transition to electromobility will bring.

Gabriel Padilla Maya, general director of the National Auto Parts Industry (INA) , emphasized that Mexico remains the world’s fourth-largest producer of auto parts , behind only China, the United States, and Japan.

Since the USMCA came into force in 2020, he said the country has consolidated a model of advanced manufacturing and regional integration that now supplies 43% of the parts and components the United States requires to manufacture vehicles.

However, he acknowledged that the industry is facing a “setback,” reflected in the 7% to 8% drop in performance in the first half of 2024 compared to 2023.

The expectation, he added, “is to resume growth after the treaty review in 2026, with an expansion horizon starting in 2027, provided Mexico manages to strengthen its supply chain and integrate more small and medium-sized enterprises (SMEs) as Tier 1, 2, and 3 suppliers.”

From the National Chamber of the Transformation Industry (Canacintra) in Querétaro, Daniel Romero agreed that electromobility is one of the biggest challenges.

He noted that, in addition to charging infrastructure, the country must develop its supply chain for batteries and critical materials such as lithium, cobalt, and nickel. He warned that the USMCA will impose pressures to increase competitiveness compared to Asia and Europe, and emphasized that logistics and security costs remain a challenge for attracting new investment.

For her part, Elisa Crespo, executive president of the Metropolitan Automotive Cluster (CLAUT) , highlighted the sector’s resilience during the COVID-19 pandemic and in the face of recent disruptions.

He mentioned that more than 50% of companies implemented technical shutdowns in 2024, in coordination with unions, which helped preserve jobs. He also emphasized “the need to strengthen training and continuing education as key instruments to attract investment and maintain competitiveness.”

The analysis also included the views of Guillermo Bernal, a representative of the American Chamber of Commerce (AmCham) , who stated that the USMCA “is more alive than ever” and that the current review should be viewed as an opportunity to modernize the treaty.

He emphasized that the private sector must speak with one voice, strengthen regional integration , and ensure that competitiveness vis-à-vis Asia is maintained through clear rules of origin and greater use of the North American market.

Participants agreed that the negotiation of tariffs with the United States and the definition of rules of origin will be crucial for the immediate future.

At the same time, they emphasized that the Mexican industry must invest in technological innovation , digitalization, and the development of specialized talent to consolidate its position as the region’s automotive hub .

The discussion made it clear that uncertainty will continue to plague the industry, but also that Mexico has a solid foundation to turn challenges into a platform for opportunities.

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El cargo Mexico faces the USMCA review: challenges and opportunities for the automotive industry apareció primero en T21.

En las vialidades de México, muchas veces ocurren accidentes que no son fortuitos, son el resultado de decisiones postergadas, políticas incompletas y una cultura de movilidad que aún no pone a la vida como prioridad.

Este 10 de junio, en el marco del Día Mundial de la Seguridad Vial, voces del sector transporte expresaron preocupación por la falta de resultados.

“Estoy decepcionado”, con esta frase inició Salvador Saavedra, presidente del Sector de la Industria Automotriz de la Cámara Nacional de la Industria de Transformación (Canacintra), para explicar, en entrevista con T21, el panorama de México en torno a los avances en seguridad vial.

Saavedra se refirió al compromiso que México firmó en 2020 como parte del Acuerdo de Estocolmo, donde se estableció la meta de reducir en 50% las muertes y lesiones graves por siniestros viales rumbo a 2030.

Pero ese compromiso apenas se menciona de forma superficial en el Plan Nacional de Desarrollo, y comentó que las cifras lejos de bajar, han subido.

“En los primeros tres años, en lugar de que vaya hacia abajo, las fatalidades han ido hacia arriba”, advirtió Saavedra.

Explicó que tan solo entre 2021 y 2023 murieron cinco mil 189 personas más de las proyectadas bajo la pendiente de reducción comprometida.

Empresas que sí, gobiernos que no

Desde la trinchera privada hay avances. “Las grandes empresas de transporte están metidas en mejorar su seguridad vial”, reconoció el especialista, al hablar de compañías que trasladan su propia mercancía.

Sobre la infraestructura, reconoció que no ha sido suficiente: “El país no ha sido capaz de generar una infraestructura de movilidad suficiente para lo que tenemos”, subrayó.

Para Saavedra, la Secretaría de Infraestructura, Comunicaciones y Transportes (SICT) debería adoptar un modelo colaborativo de control, donde se aproveche la telemetría y se distribuya el costo de cumplimiento.

“Poner un montón de patrullas va a requerir una inversión enorme que no va a haber”, destacó.

Desde otro frente, Miguel Guzmán Negrete, director general de PISVI Mobility, explicó que el factor humano sigue siendo responsable de entre el 75% y el 80% de los siniestros viales, aunque no debe entenderse como culpa individual.

“Hay que trabajar con el conductor en la parte de la adaptabilidad para controlar ese factor”, apuntó.

Detalló que existen tres elementos clave que suelen combinarse en los accidentes: el exceso de velocidad, las distracciones por celular, presentes entre el 50% y 60% de los casos, y la fatiga, que puede estar involucrada hasta en un 50% de los siniestros. “El celular se ha convertido en un distractor, puede estar en un 50%, 60% de los accidentes”, señaló Guzmán.

También cuestionó que muchas empresas no respeten los tiempos de descanso establecidos por regulaciones vigentes. “Muchas veces las empresas lo ven como una traba, no como una guía para proteger vidas”, explicó.

Cuando llega la temporada de lluvias, el panorama se agrava. “Se incrementa alrededor de un 20% la cantidad de siniestros viales, y muchas veces es por llantas o frenos en mal estado”, advirtió.

Guzmán alertó sobre los incentivos perversos que siguen vigentes en muchas empresas: esquemas de pago que premian la entrega rápida sin importar los riesgos. “Si entrega más, le va mejor. Ese tipo de cosas, de incentivos, se vuelven no adecuados”, explicó.

Motocicletas: el nuevo rostro de la tragedia vial

Tanto Saavedra como Guzmán coinciden en que las motocicletas son hoy uno de los mayores retos. Saavedra lo resume así: “En ciudades, el gran incremento han sido los accidentes de motocicleta”, en parte porque las calles no están diseñadas para su convivencia segura.

Guzmán enfatizó que la motocicleta se convirtió en un modo de vida y de sustento, “pero el riesgo está”.

La venta masiva tras la pandemia de COVID-19 disparó también los fallecimientos, y México no ha terminado de adaptar su regulación. Hoy se ven motocicletas con tres, cuatro o incluso cinco personas a bordo, con niños incluidos.

“Menores de cinco años no pueden ir en una motocicleta por la composición de su cuerpo. Todos los demás tienen que ir con casco y máximo dos personas”, subrayó Guzmán.

¿Y ahora qué?

De acuerdo con el Instituto Nacional de Estadística y Geografía (Inegi), en 2024 los accidentes fueron la quinta causa de muerte en México, y la principal entre jóvenes de 15 a 34 años.

Además, de acuerdo con el último Anuario Estadístico publicado en 2023 por el Inegi, el autotransporte de carga estuvo involucrado en 10 mil 272 accidentes en carreteras federales durante ese año.

De ellos, más de dos mil 300 siniestros incluyeron tractocamiones, lo que evidencia su alta exposición al riesgo en vías de largo recorrido.

Aunque estos vehículos representan una fracción del parque vehicular total, según indica el análisis.

A eso se suma que solo tres de cada 10 vehículos cuentan con seguro, según MAPFRE. Es decir: los mexicanos viajan expuestos en todos los frentes.

Lo que sí se puede hacer

Más allá del diagnóstico, los especialistas consultados por T21 coincidieron en propuestas concretas que podrían marcar la diferencia. Algunas dependen de la voluntad política; otras, del compromiso del sector privado.

• Aprovechar la tecnología para fiscalizar: en lugar de multiplicar patrullas, implementar esquemas de control con telemetría que verifiquen pesos, velocidades y cumplimiento normativo.
• Impulsar un modelo de cumplimiento colaborativo entre autoridad y empresas, donde se distribuyan responsabilidades y costos.
• Colocar al operador al centro de la política de prevención, no como culpable, sino como actor estratégico.
• Revisar los incentivos perversos que premian la entrega rápida a costa del descanso y la seguridad.
• Respetar los tiempos de conducción y descanso, siguiendo la regulación vigente y dejando de verlas como trabas.
• Fortalecer la regulación de motocicletas, incluyendo el uso obligatorio de casco y límites de edad.

¿No hay soluciones? Sí las hay. Algunas ya están sobre la mesa, otras llevan años esperando. Pero no bastan los acuerdos ni las efemérides si no hay voluntad para ejecutarlas, tal como reflexionaron los especialistas.

Mientras las carreteras sigan siendo campos minados por la omisión, la seguridad vial no será política pública: será una deuda arrastrada, con nombre y apellido, en cada cruz blanca del camino.

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El cargo Adrift! What Mexico isn’t doing for road safety apareció primero en T21.

Whether through transport companies or through the support of business organizations , they are preparing to train operators so they can comply with the new guidelines of the administration of United States President Donald Trump, which requires trucking operators to demonstrate proficiency in English to drive on the country’s roads.

Among the considerations in Donald Trump’s executive order are those requiring drivers to understand traffic signs and road markings, communicate with officers, complete required reports and documents, and follow safety-related instructions.

Faced with this situation, several companies operating under the B1 operator scheme are calling on them to perfect their English language skills and comply with U.S. Department of Transportation (DOT) regulations. These calls have been identified both on the carriers’ social media channels and through direct channels such as WhatsApp.

B1 operators are those who are foreign nationals (not US nationals) and have a visa. Those operating in Mexico must begin their journey in Mexico and end it anywhere in the United States, or they must also travel in the opposite direction.

In addition to companies, some organizations, such as the National Chamber of the Transportation Industry (Canacintra) in Ciudad Juárez, Chihuahua, in conjunction with the Chihuahua State Institute for Job Training (ICATECH) , announced the provision of specialized English courses for freight trucking operators.

According to the president of Canacintra in Ciudad Juárez, the courses are intended to ensure that operators comply with the regulations specified in the United States, “since (revisions) are being reinforced in some states, such as California, where access has been restricted for those who cannot communicate in English ,” shared Isela Molina, president of Canacintra, according to reports from various local media.

In recent days, the Commercial Vehicle Safety Administration (CSVA)announced that the concept “English Proficiency (US Only)” will be added starting June 25 , which will consider the “Part I – Driver” section of the North American Standard Out-of-Service Criteria with the following language: The driver is unable to read and speak English sufficiently to communicate with the safety officer to respond to official inquiries and instructions in accordance with the FMCSA compliance guide. (391.11(b)(2)) Declare the driver out of service.

Criterion CFR391.11(b)(2), “General Qualifications of Drivers,” states that a driver must be able to read and speak the English language sufficiently to converse with the general public, to understand highway traffic signs and signals in the English language, to respond to official inquiries, and to make entries on reports and records.

With these considerations in mind, a commercial motor vehicle inspector may remove a driver from service if they cannot demonstrate proficiency in reading and speaking English. According to the Department of Transportation, the Federal Motor Carrier Safety Administration (FMCSA) will issue guidance for commercial motor vehicle inspectors to ensure consistent enforcement of the English language proficiency standard.

These criteria from both the CVSA and the FMCSA are part of the 60-day period established by the Trump administration to follow up on the measure implemented in the executive order.

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El cargo Operators are trained in English to comply with Donald Trump’s executive order. apareció primero en T21.

Every time an accident occurs involving motor transport vehicles , especially double-articulated vehicles (fulles) , proposals are made to modify the regulations or impose new restrictions on the sector . However, the industry insists that the underlying problem requires long-term measures , beyond reactive adjustments.

The most recent accident on the Mexico-Puebla highway , where a tractor-trailer carrying gas was involved in a multiple collision, leaving six dead and five injured , once again brings to the table the debate on road safety on federal highways and the regulation of freight transport.

One of the structural problems facing road safety is the lack of effective supervision. The President of Mexico, Claudia  Sheinbaum, acknowledged during the “morning press conference” this Monday (February 17), that the disappearance of the Federal Police affected road regulation, leaving a void in the application of sanctions.

“We have not wanted to involve the National Guard in the matter of fines, but we are reviewing schemes such as photo-fines or photo-civics near toll booths to control speeds.”

Based on the monthly statistics of the Secretariat of Infrastructure, Communications and Transportation (SICT), in 2024 the agency carried out 222,443 verification activities on motor transport, while it carried out 4,776 inspections, in both cases the volume is a contraction compared to what was achieved in 2023, falling 11.8% and 9.0%, compared to the previous year.

In addition to the inspection mentioned by the national leader, reference was also made to the overweight of cargo vehicles , which is a risk factor that must be addressed: “We are reviewing with the Secretariat of Infrastructure, Communications and Transport the recovery of scales and other schemes because many times these vehicles are overweight.”

Another of the preventive measures mentioned by the President of Mexico was the one referring to the marking of federal transportation units  published in the  Official Gazette of the Federation (DOF) .

From the private sector, the trucking industry reiterated the importance of not basing regulation on immediate responses to accidents , but on long-term strategies that improve road safety without affecting the operation of the sector.

Leonardo Gómez, Executive President of the National Association of Private Transport (ANTP) , highlighted the need to work on prevention and detailed analysis of each accident :

“We regret the accidents and even more so when there are loss of life. Every day we must work on accident prevention and monitoring compliance with regulations, so in each accident we must know and have the facts and data to find out what the problem was and take it into account to reinforce prevention and, if necessary, point out who is responsible,” explained Gómez.

He also highlighted the role of self-regulation within the industry as a way to improve safety without relying solely on regulatory changes.

“ANTP member companies adopt practices to contribute to safer and more sustainable road transport. We must continue working with the authorities to reduce accidents and ensure safety for all of us who travel on the roads,” said Gómez.

The solution should not focus solely on operators , but on a comprehensive approach to road safety management , including infrastructure, regulations and technology , according to Salvador Saavedra, president of the automotive industry at the National Chamber of the Transformation Industry (Canacintra) .

“If we are going to blame the operator, this will never be solved,” he said.

He explained that a key factor in road safety is the dividing barriers , referring to the accident on the Mexico-Puebla highway. He said that in many cases they do not meet the standards necessary to contain the impact of cargo vehicles .

“The first thing I would say is that the highway barriers should be updated to withstand impacts from vehicles with the weights authorized in Mexico,” said Saavedra.

He also mentioned that there are technologies in other countries that could be implemented in Mexico to monitor the status of cargo vehicles in real time and reduce the risk of accidents.

“In some places around the world, telemetry is used to monitor traffic conditions. When a vehicle exceeds the permitted conditions, both the carrier and the police receive an alert,” said Saavedra.

He pointed out that the implementation of control systems such as “photo fines”, proposed by President Sheinbaum,  does not always guarantee a real solution to the problem of road safety, since drivers can identify unmonitored areas and continue to engage in bad practices on other sections of the road.

For his part, Marco Fernández, an insurance agent (specializing in fleets and heavy equipment), commented that the main challenge in auto transport safety is not only in regulation, but in awareness and prevention.

“Normally, when an accident happens, it is very common to ask who is responsible and point the finger directly at the operator. But the reality is that in many cases, there were warnings prior to the accident that were not heeded, or areas such as monitoring, traffic and human resources could have done something to avoid it,” Fernández emphasized.

He said companies need to stop viewing insurance as just a reactive tool and start using it as part of a comprehensive security strategy.

He suggested that companies in the sector implement road safety committees that allow for an in-depth analysis of each accident, similar to the process carried out in the aeronautical industry with black boxes :

“In transport, a root cause analysis is also necessary. Collecting all the information about the accident and making decisions based on data. This way we avoid a repeat accident and we can take effective preventive measures,” explained Fernández.

Despite efforts to improve road safety , truck accidents continue to cause deaths and economic damage. While the Government reviews new measures and the transport sector strengthens its self-regulation strategies, the debate remains open.

For specialists, the challenge is to implement effective actions that guarantee road safety without slowing down mobility and the development of motor transport in Mexico.

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El cargo Regulation vs. prevention: The dilemma behind freight transport accidents apareció primero en T21.

At the end of last year the number of people killed due to road accidents amounted to 16,853 , according to figures from the National Institute of Statistics and Geography (Inegi) , which averages out to 13.1 deaths per one hundred thousand inhabitants.

These figures place Mexico in a complex situation, since the data from a previous year averaged 12.8 deaths, if it is taken into account that the average of the member countries of the Organization for Economic Cooperation and Development (OECD) was 5.3. for every 100 thousand inhabitants and the leading countries in road safety had an average of two deaths per 100 thousand inhabitants, in Mexico 6 times more people die from this cause than in the most advanced countries .

It should be noted that of the total deaths, it is estimated that a total of 338 were in a heavy vehicle, which means that 2.0% of the deaths were in this configuration of units.

Based on these data, Salvador Saavedra, president of the Automotive Industry Sector of the National Chamber of the Processing Industry (Canacintra) and founding partner of Entorno Industrial, explained that “there is a lot to do in this area . ”

Based on a statistic carried out by Entorno Industrial made with data from the Mexican Transport Institute (IMT) and Inegi, Saavedra detailed that from 2021 to 2023, 5,189 people have died above the target trend of reducing deaths due to road accidents. raised in the Decade for Road Safety 2021-2030 .

“With a cost for the country of four thousand 220 million dollars, this figure is notable because the General Law of Mobility and Road Safety (LGMSV) details that no money is allocated in the budget for issues of this Law, from my point of view. “From this point of view, resources should be allocated in such a way that we do not have these increasing numbers.”

The figures highlight the importance of taking fundamental actions, implementing what is established in the National Strategy for Mobility and Road Safety (Enamov) to achieve the goal of the Decade of Road Safety 2021-2023.

According to joint data from Inegi and the IMT, by 2023 there will be 400 thousand road accidents per year, on the other hand, just over 700 thousand vehicles were involved, of which just under five thousand were cargo vehicles (single trucks, articulated and double articulated) both on roads and in the city. It is important to note that the statistics that were published in the IMT Statistical Yearbook stopped reporting what was happening with the full configuration .

“In 2021 was the last time this data was reported, starting in 2022, unitary, articulated and double articulated trucks were unified in the cargo category,” Saavedra explained, while noting that it is important to recover the figures by type. of configuration, which will help to observe the areas of opportunity and the actions that are taken to have more security in each of the different configurations.

Given this reality, Saavedra explained that it is necessary to have a safe transit system, which addresses the incorporation of multimodal transportation and better use of land, as well as safer transit and mobility routes, coupled with safer vehicles with users are increasingly aware of safety, and in the event that these four factors fail, it is important to have an effective response to accidents.

On the other hand, the president of the Automotive Industry Sector of Canacintra, proposed that to contribute to reducing the risk of collisions on roads it is necessary to make the country’s road infrastructure more efficient and take examples from more advanced countries , so that they are transferred practical solutions to the country.

For example, 2+1 roads that have three lanes, one for each direction of traffic, and another central one, intended for overtaking, which alternates between one direction of traffic and the other and both directions are separated by a physical barrier. . Or highways could also be equipped with a “virtual” third lane for passing, even in a non-permitted area.

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