The history of PACCAR and Kenworth Mexicana has been captured in various books, and their pages mark the journey of what is now the consolidation of these companies and of the trucking industry itself.

But recognition was missing for a key piece to understand the trucking industry and, of course, Kenworth Mexicana, now a division of PACCAR Inc.

This recognition reached the pages with the work: “From the field to the road, the legacy of Gustavo Vildósola Castro” , which translates into a journey of all his contributions not only to the motor transport industry, but to society and education, described Gustavo García González, author of this book that is published by CETYS University .

Reading this work will allow one to understand Kenworth’s presence in Mexico and the consolidation of the dealer network, but also the various carriers that grew and consolidated thanks to the vision of Don Gustavo Vildósola, the author acknowledged.

Born in California, United States, in 1929, at the age of 18 he renounced his nationality and assumed Mexican nationality, and according to Gustavo García, who knew him and worked with him for more than two decades, that was a source of pride.

“Don Gustavo was persevering, disciplined, and demanding when it came to quality, products, and processes. His brain worked at high speeds, with a long-term vision,” the author stated.

The business advancement of Don Gustavo, of Talleres El Águila, which would later become Kenworth Mexicana, must be understood in the same context as the growth of the country, and that in the 1950s and 1960s, with the presidents Adolfo Ruiz Cortines and Adolfo López Mateos, Mexico experienced the period known as “Stabilizing Development” .

“Those were times of economic growth averaging 6.2% annually, with an average annual inflation rate of 2.5% and a per capita GDP increase of 3.4%; in this context, import substitution occurred, and that is where Don Gustavo took advantage, first in the manufacture of agricultural implements, then trailers, and later arriving at Kenworth tractor-trailers,” said Gustavo García.

The book is a journey through his business work, but it also recognizes his vision in the motor transport sector, being the architect of the creation of the National Association of Producers of Buses, Trucks and Tractor Trucks (ANPACT) , to stop being represented in the Mexican Association of the Automotive Industry (AMIA) .

He also recalled the deregulation process of the trucking industry that took place in 1989 and that, with the formation of the National Chamber of Freight Transportation (Canacar) , support for the sector was required, and Don Gustavo Vildósola, together with his son Gustavo Vildósola Ramos, already the general director of Kenworth Mexicana, designed the “Kenworth Canacar” program to provide five thousand tractor-trailer trucks between 1990 and 1992, to support the Mexican carrier.

The book “From the Field to the Road, the Legacy of Gustavo Vildósola Castro” was presented last Monday, September 21st at CETYS University, which is not only the publishing house, but it was precisely Don Gustavo who promoted its creation and today Gustavo Vildósola Ramos is president of the Council of the Northwest Educational Institute AC (IENAC), a society that founded and sponsors CETYS University since 1961.

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With the 2026 FIFA World Cup kicking off tomorrow, all eyes are on the stadiums, the national teams, and the fans. However, behind this sporting event, one of the most important on the planet, lies a logistical operation that began years before the opening whistle and will test Mexico’s capacity to simultaneously move people, goods, and services .

For Bertha Martínez, coordinator of the Bachelor’s Degree in International Logistics at  CETYS University Campus Mexicali , the World Cup does not begin on the day of the inauguration (June 11) but from the moment the host countries and cities undertake investments in infrastructure, modernization of stadiums, airports, roads, tourist services and urban mobility systems .

The logistics associated with this sporting event involve multiple supply chains operating in parallel. These include not only the transport of national and international fans, but also official merchandise, food, beverages, sports equipment, medical services, security, and waste management.

One of the biggest challenges will be the movement of people. The expert noted that Mexico City International Airport (AICM) is one of the main entry points for foreign visitors who will later travel to Guadalajara and Monterrey, which are also World Cup venues.

In an interview with T21, Martínez indicated that the operational capacity of airports and the coordination between authorities, airlines and transport services will be key to avoiding bottlenecks .

In that regard, he considered that the concern lies not only in the physical infrastructure, but also in the operational capacity of those who will manage large volumes of passengers in very short periods, given that the World Cup will last just over a month. Security, immigration, ground transportation, and visitor services will be under increased pressure.

With 13 matches scheduled in Mexico City, Guadalajara and Monterrey, the country is expected to receive approximately 5.5 million visitors during the sporting event, according to estimates from the Ministry of Tourism (Sectur) .

In terms of cargo, the World Cup also presents a significant challenge. “Balls, uniforms, souvenirs, promotional products, and official merchandise began being distributed months ago through international logistics networks . Most of these products are manufactured outside of Mexico and require efficient import, storage, and distribution processes to reach points of sale,” explained the logistics specialist.

Another key component is consumer logistics. Restaurants, bars, entertainment venues, and retail stores increased their inventories of beverages, snacks, and high-demand products to meet the expected surge during the games.

“These are supply chains that began preparing from the end of 2025 to respond to the peak demand expected for June and July,” he explained.

Martínez Cisneros pointed out that health logistics are also part of the World Cup ecosystem. Hospitals, emergency services, and health authorities must be prepared to respond to any eventuality arising from the massive concentration of national and international visitors in the host cities.

Global cross-border

In the Cali-Baja region, the tournament takes on a particular dimension due to the economic and logistical integration between Baja California, Mexico, and California, United States.

“The proximity to cities like San Diego and Los Angeles opens up opportunities for the cross-border movement of tourists and consumers who will attend games held on U.S. soil,” he emphasized.

In this context, Tijuana could become a strategic hub for thousands of visitors seeking lodging and connectivity options. Border infrastructure , international crossings, and land routes will play a key role in capitalizing on the influx generated by the scheduled sporting events on the U.S. West Coast.

From the perspective of cross-border supply chains, the World Cup will also boost the movement of mass consumer goods.

“Food, beverage, and promotional item companies have been increasing production and strengthening inventories in both Mexico and the United States for months to meet the demand associated with the tournament,” explained Bertha Martínez.

According to estimates from the Monex Financial Group , based on information from the World Trade Organization (WTO) , the World Cup will have a significant economic impact in North America of approximately 23.25 billion dollars (USD), of which 4.05 billion USD will remain in Mexico with the hosting of 13 matches.

Beyond the sporting result, the main challenge for the country will be to demonstrate that it has the necessary logistical capacity to organize large-scale global events .

If the logistics chains respond efficiently, the biggest triumph could be recorded off the field: consolidating Mexico as a logistics platform capable of successfully operating one of the most complex events in the world.

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The growing geopolitical tension in the Middle East, which has forced the blockade of the Strait of Hormuz, opens a window of opportunity for nearshoring in the Cali-Baja region , which, being close to the United States, the world’s largest consumer market, can be an option for various industries that still have part of their production in Asia.

“This could be an opportunity to position Cali-Baja and Mexico as relocation centers, since our geography continues to help us a lot to bring all the supply chain closer to the production points and finally to the consumption points,” said Bertha Martínez, coordinator of the Bachelor’s Degree in International Logistics at CETYS University Campus Mexicali .

In an interview with T21, the specialist explained that the crisis in Hormuz is accelerating the need to regionalize supply chains , to make them more centralized and less fragmented, given the uncertainty that prevails in world trade.

“Supply chains are no longer focused so much on costs; they must focus on resilience, on the ability to resolve unforeseen events in times of uncertainty , when they become fragile and inflection points begin. Perhaps what makes us most vulnerable right now is what can ultimately make us stronger,” Martínez explained.

In this context, the Cali-Baja region becomes an attractive point for companies that are looking to diversify their supply and logistics routes to reduce their dependence on critical or strategic blocks.

Cali-Baja, which encompasses San Diego and Imperial counties in the United States and Baja California in Mexico, is one of the most important areas for the process of reconfiguring supply chains in North America.

According to the  Binational Trade & Competitiveness Report 2025 , prepared by the  World Trade Center San Diego , 30% of the foreign value added present in U.S. exports comes from Mexico and Canada , reflecting the integration of the three countries in North American supply chains.

One of the trends that companies are implementing to anticipate disruptions is inventory planning , as they seek to strengthen their stock , but not at the point of sale, as traditionally happens.

“We are now seeing inventories as fragmented around the world; they are being established as safety stockpiles in different locations so that when there are routes that cannot be accessed or points that cannot be considered for operation at that moment, they can be moved to other places,” he pointed out.

Martínez considered that Cali-Baja could have an advantage in that situation, since its geographical location makes it a strategic area.

“It could be a kind of hub where companies could locate their inventories in case of any disruption or crisis at a global level, so that companies have these safety stocks,” he noted, emphasizing that this could accelerate the arrival of investments to Baja California.

In 2025 alone, Baja California attracted 1.892 billion dollars, placing it in fourth position nationally, according to data from the Ministry of Economy (SE) .

Crisis in Hormuz triggers logistical costs

The crisis in the Strait of Hormuz has caused an increase in the price of gasoline and diesel in the United States, fuels essential for the cross-border transport of goods.

“They’ve already seen price increases; for example, the price of gasoline in the Los Angeles, California area has risen by almost 70 cents per gallon, which is quite significant. The same has happened with diesel. The price is between five dollars and 5.30 dollars per gallon in Southern California,” Martínez explained.

Data from the American Automobile Association (AAA) indicates that diesel has increased by 34% compared to the price recorded before the conflict between the United States and Israel against Iran, representing the largest increase in more than three years.

The increase in fuel prices in the United States is impacting logistics costs, because they directly affect inputs in this sector, which has also led to an increase in freight prices , due to the integration of supply chains between Mexico and the United States.

The logistics specialist commented that in California, these supplies are more expensive than in other states in the neighboring country to the north. “The cost structure in the logistics sector, due to fuel and diesel prices, is already being affected. Carriers are beginning to see these changes and are starting to be more strategic in their supply chains.”

According to the United Nations Conference on Trade and Development (UNCTAD) , the transit of ships through the Strait of Hormuz, through which approximately a quarter (25%) of the world’s maritime oil trade passes, has registered a drastic drop of 97% in daily transits.

Despite this, global supply chains are shifting from cost efficiency to risk management. In this context, Cali-Baja emerges as one of the best-positioned regions to capitalize on a current situation affecting various economic blocs worldwide .

The second edition of ETYL Cali-Baja (Transport and Logistics Meeting) will take place on May 14th.  This forum, organized by Grupo T21 , will bring together industry leaders and nearly 200 attendees at the Real Inn Hotel in Tijuana. Through four panels, specialists will analyze the  challenges and opportunities in the binational logistics context and its impact on supply chains .

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Recent events in Venezuela, marked by political turmoil with the United States, have raised concerns in international energy markets, whose tension over oil could be reflected in a surge in fuel prices. However, in Mexico, the impact would be, for now, “moderate ,” since the country has a greater relationship in this area with its northern neighbor than with the South American nation, so the inflationary risk for Mexican households remains contained in the short term .

“For Mexican consumers, the impact could be even more indirect. Mexico imports a significant portion of the gasoline it consumes, primarily from the United States—between 49% and 72% of its total imports, according to recent reports from the Ministry of Energy (Sener) and Petróleos Mexicanos (Pemex) . Therefore, the final price depends more on the U.S. energy market, the exchange rate, and domestic fiscal policy than on the situation in Venezuela,” explained Said Romero López, coordinator of the Bachelor’s Degree in Logistics and International Trade at CETYS University ,  Tijuana Campus.

According to official statistics, Mexico imports approximately 400,000 to 600,000 barrels of refined products (gasoline) daily to meet its domestic demand.

Meanwhile, according to Pemex, crude oil production reached over 1.641 million barrels per day in November 2025 alone. In the same month last year, the Mexican state-owned company produced over 412,000 barrels per day of gasoline, 45,000 barrels per day of jet fuel (used in aircraft), and over 280,000 barrels per day of diesel.

In an interview with T21, Said Romero stated that as long as there is no significant disruption in the global oil supply, no immediate pressure on gasoline prices at Mexican service stations is anticipated . He added that, in terms of consumption, this means that households and businesses in Mexico would not face, in the short term, increases directly resulting from the events in Venezuela .

“Any deeper economic impact would only occur if the crisis produced structural changes in the global energy market, a scenario that, according to specialists, is more in the medium term and depends on broader geopolitical decisions,” he reiterated.

Oil and refined product production in the United States, as well as binational infrastructure and Mexico’s diversified suppliers, reduce exposure to isolated external shocks, so the inflationary risks associated with the current Venezuelan situation are contained and do not directly translate into higher prices for consumers .

Despite this, Said Romero indicated that the geopolitical environment must be kept under surveillance for the medium term , “if it is combined with other elements related to changes in energy policies or greater volatility in global markets.”

He emphasized that no immediate inflationary pressures are anticipated due to the situation in Venezuela , although if the situation escalates it could cause a rise in international oil prices, with gradual “second round” effects, with higher transportation costs that would be reflected in the final prices of goods and services .

Although the South American country holds the largest crude oil reserves, its limited production capacity reduces its real influence on global supply and international prices.

Venezuela has the world’s largest proven crude oil reserves, with more than 303 billion barrels , surpassing even Saudi Arabia, according to the Organization of the Petroleum Exporting Countries (OPEC) .

What about logistics and supply chains?

In the logistics and freight transport sector, the situation is being viewed with caution . Venezuela is not a key fuel supplier for Mexico, which decouples national supply chains from the fluctuations in the South American country. However, this industry is highly sensitive to energy price volatility .

According to Said Romero, the current relationship between the United States and Venezuela functions more as a factor of “geopolitical noise” than as an immediate trigger of economic disruptions related to the logistical environment in the United States and Mexico.

“For our country, whose logistical and energy integration with the United States is of great importance, transportation costs, fuel supplies, and the stability of supply chains depend much more on the performance of the U.S. market than on events in Venezuela,” he pointed out.

He noted that a prolonged period of uncertainty could drive up operating costs, specifically for freight transport and export-oriented manufacturing . “If these increases persist, the pass-through to final prices could gradually erode purchasing power.”

The real challenge for Mexico is not the physical supply of energy, but preserving macroeconomic stability and strengthening logistical integration with the United States, Romero López concluded.

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El cargo Could Mexico experience fuel inflation due to tensions in Venezuela? apareció primero en T21.

The increase in the minimum wage that came into effect on January 1, 2026, represents progress for the purchasing power of workers; however, its impact must be analyzed with a regional perspective, particularly in the Northern Border Free Zone, where economic conditions differ from the rest of the country, warned Alfredo Valadez García, a researcher at the School of Administration and Business of CETYS University , Tijuana Campus.

Nationally, the minimum wage increased from 278.80 to 315.04 pesos per day, while in the border region it rose from 419.88 to 440.87 pesos per day, equivalent to just over 13,000 pesos per month. Although the adjustment in the border region was smaller in percentage terms, the expert pointed out that it should be interpreted in light of the socioeconomic context of states like Baja California, where extreme poverty levels are below the national average.

“The public debate often focuses on whether raising the minimum wage generates inflation, but recent evidence shows that the effects on prices have been marginal. The real challenge now is the sustainability of this policy in regions with high international integration, such as the northern border,” explained Valadez García.

The academic noted that, since 2018, the minimum wage in Mexico has registered real growth exceeding 100% without triggering an inflationary spiral , and has also contributed to poverty reduction, particularly in the period following the COVID-19 pandemic. However, he stressed that the analysis should be broadened to include a comparative international context.

Despite recent increases, Mexico continues to rank in the lower-middle range globally in terms of labor compensation. According to comparisons by organizations such as the Organisation for Economic Co-operation and Development (OECD) , the country maintains average wages below most of its members and lags behind Latin American economies like Chile and Colombia when considering variables such as hourly wage and purchasing power. This gap, he stated, reflects that the wage challenge in Mexico is structural and cannot be resolved solely through increases in the minimum wage.

In this context, Valadez García warned that, although wage policy has shown positive effects, significant challenges remain . Among these, he cited the wide wage gap with the United States and Canada, the risk that rapid increases without parallel improvements in productivity could incentivize informality and negatively impact micro and small businesses, and the need to consider the political and trade environment, especially given the upcoming review of the United States-Mexico-Canada Agreement (USMCA) .

For Baja California, the specialist noted that the sustained reduction of extreme poverty in recent years suggests that the minimum wage has been an effective tool, although insufficient on its own.

“The challenge for the border region is not only to increase income, but to make it compatible with productivity, formality, and international competitiveness,” he pointed out.

He also argued that the increase in the minimum wage should be understood as part of a comprehensive economic strategy that takes into account regional particularities and prioritizes the balance between social welfare and long-term economic viability, especially in areas closely linked to international trade, such as the northern border.

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Since semiconductors are a matter of national security and are at the center of geopolitical tensions, Mexico could have a historic opportunity to become a key player in the supply chain in this area , according to José Luis Jáuregui, professor at the Center for Technical and Higher Education (CETYS University) .

During the webinar Chips at stake: How geopolitics is rewriting the global supply chain , the specialist emphasized that semiconductors are the “soul of any electronic equipment” and have become a matter of national security, so countries are seeking sovereignty in their supply to avoid dependence .

“The importance for any country of having a reliable source of semiconductor supplies is already a truly significant issue, as it is part of the Gross Domestic Product (GDP) of any country, and undoubtedly, countries or companies are increasingly seeking to protect themselves from any shortages,” he stated.

As an example, he explained the restrictions imposed by countries like China, through companies like Nexperia , which have wreaked havoc on the global semiconductor supply chain, affecting major automotive companies like Volkswagen , BMW , Audi , and Ford .

The Mexican challenge: ecosystem and talent

Mexico could be a viable alternative for semiconductor manufacturing, Jáuregui emphasized; however, the country is “not on the map” globally, despite being the United States’ number one trading partner. The professor pointed out that Mexico faces two major challenges: developing a robust ecosystem and training specialized talent .

“Mexico does not yet have an ecosystem, and for me, one of the priorities that the government should have before venturing to manufacture or build a semiconductor factory is to generate an ecosystem, that is, to generate those companies that contribute commodities or products so that the semiconductor industry in the United States can be strengthened,” he said.

Jáuregui indicated that while there are success stories like that of T-note in Querétaro, Mexico faces challenges such as the lack of natural resources needed for semiconductor manufacturing, such as rare earth elements and water , which only Hermosillo, Sonora and Mexicali, Baja California, have available, but the location of the plants must consider this critical resource.

Furthermore, he warned of the lack of specialized labor in the field, since the United States alone faces a shortage of 27,000 semiconductor engineers for the next four years, which represents a great challenge for the region , but also an opportunity for Mexico, which must expand its educational offerings in this field; however, although institutions such as the Autonomous University of Baja California (UABC) and the Technological University of Tijuana (UTT) already offer programs in semiconductor engineering, the number of graduates remains insufficient.

Electricity generation, the challenge

José Luis Jáuregui emphasized that the demand for semiconductors will skyrocket, driven by Artificial Intelligence (AI), and that sales are expected to reach a record high of one trillion dollars next year .

However, the immediate challenge will be generating electricity. The data centers that power AI demand gigawatts of electrical capacity, a limited resource in the United States. It is estimated that building 30 such complexes would require at least one gigawatt each, a figure that exceeds the current infrastructure .

The expert pointed out the risk of a bubble due to insufficient energy. However, manufacturers like Nvidia are sticking to their strategy, convinced that AI will become increasingly essential. Chip production will not stop, even with the energy constraints .

Jauregui concluded that Mexico is at a privileged historical moment and must take advantage of geopolitical tensions, and to achieve this it is essential that the government, academia and industry agree to facilitate investments , develop talent and establish that ecosystem that allows Mexico to put itself on the semiconductor map

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In the run-up to the revision of the United States-Mexico-Canada Agreement (USMCA) , scheduled for July 2026 and whose consultations are expected to begin in September 2025, the automotive sector will be one of the industries at the center of trilateral negotiations, with rules of origin that could redefine supply chains in North America.

In the webinar T-MEC: Review in progress – challenges and perspectives for automotive rules of origin , Bertha Martínez, coordinator of the Bachelor’s Degree in International Logistics at CETYS University , indicated that among the current requirements of the T-MEC for vehicles manufactured in Mexico to enter the US market is the regional content value .

“This means that parts of the car must have been manufactured in Mexico, the United States, or Canada, and in this case, the USMCA requires 75% regional content ,” he stressed, adding that this means that of the total value of the car, 75% “must come from or have been made up of parts that were produced in Mexico, the United States, and Canada.”

Under the North American Free Trade Agreement (NAFTA) , the predecessor to the USMCA, the regional value content was 82.5 percent.

Another requirement is the steel and aluminum content of the vehicles, 70% of which must come from North America, “Mexico, the United States, and Canada, and this gives us the possibility of not only being the condition, but also rolling, sheet metal, ironing, and profiling,” with even stricter rules for these metals, Martínez specified.

Salary is another factor taken into account. Under the USMCA, this requirement establishes a minimum wage of $16 per hour in Mexico, yet the country’s industry “falls far short” of this figure .

Another requirement is auto parts, which the trade agreement establishes as 75% regional content for essential components (engine or transmission) , 70% for primary components, and 65% for complementary components. “So, basically, we’re talking about three-quarters of an engine or transmission being produced in Mexico, the United States, and Canada, and we know we have a very strong supply of these types of components from Asia,” said the specialist, who added that this represents a challenge for the country’s automakers.

Another requirement is that companies must work with a certificate of origin , which was already required under NAFTA. “All free trade agreements have their certificates of origin, but currently, nine mandatory minimum pieces of information are being required from all members of the automotive supply chain,” explained Bertha Martínez.

For his part, Ismael Plascencia López, professor and researcher at the School of Business Administration at CETYS University, said that the complexity of the value chains in the automotive industry must be understood .

“It’s very difficult when it comes to complying with requirements and crossing customs, because we’re talking about a vehicle that can be assembled in Canada, for example, the modules cross several times from the United States to Canada, from Canada to the United States, and back again. So, thinking about the issue of how tariffs are applied will be very cumbersome administratively speaking, and that’s the great challenge we face from the perspective of regional content, both labor and what the auto parts represent,” he explained.

The most-favored-nation option

Given the complexity and costs associated with complying with the USMCA’s rules of origin, some automotive companies are opting for the most-favored-nation (MFN) approach , a principle established by the World Trade Organization (WTO) that treats all trading partners equally and is essential for promoting the stability of global trade.

Bertha Martínez pointed out that in 2019, 96% of automotive exports qualified for 0% tariffs under the USMCA, but by 2023, that proportion had dropped to 84%, while 16% opted to pay the 2.5% MFN tariff currently imposed by the United States on vehicle imports.

“We’re seeing an increasing number of countries opting to pay this most-favored-nation tariff, leaving the USMCA issue behind, because compliance is cost-effective for companies because it obviously involves documentation, auditing, and restructuring the supply chain,” he emphasized.

In his presentation, Alfredo Valadez, professor and researcher at the School of Business Administration at CETYS University, noted that the United States has had a trade deficit for just over 30 years, a situation underlying President Donald Trump’s decision to impose tariffs. The specialist also noted that Mexico’s trade dependence on its northern neighbor exists.

“The economic threads of Mexico’s foreign trade depend on a single destination, unfortunately,” he stressed.

The USMCA review represents an opportunity for Mexico to negotiate strategically , not only defending the automotive sector but also promoting electromobility and building more resilient supply chains. However, the review’s success will depend on negotiators’ ability to address the complexities, challenges, and alternatives with the goal of creating a scenario that benefits all three countries.

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Sometimes big changes don’t happen at negotiating tables or in government offices, but in maneuvering yards. On April 11, 2024, Bali Express Services unveiled its first electric truck at its facilities in San Diego, California, and that same day made the first commercial crossing between Mexico and the United States with a 100% electric truck . The event marked a turning point.

Among the attendees was engineer Miguel Acevedo, a pioneer in the development of electric motors in Mexico. He was joined by professors from CETYS University , staff from the Federal Electricity Commission (CFE) , transporters, and specialists from entities such as the State of Mexico and Mexico City who found common ground: the urgent need to formalize a collective effort for electromobility.

This is how the idea was born and, later in May 2025, the Baja California Electromobility Council , an organization that was established before a notary to become the bridge between private initiative and public institutions, shared Juan Báez López , director of Bali Express and vice president of this council, to T21 .

“We didn’t want this to be a good intention, but rather a serious project, with structure and support,” Báez said.

Unlike other closed models, this council is presented as an open platform : companies, professionals, and even citizens can join, contribute ideas, technical knowledge, or direct investment.

“We are completely open to cooperation, because we know this transition cannot be done alone,” Báez explained.

The first major tangible step is already in operation: a zero-emissions green corridor connecting the Port of Long Beach with Tijuana. Through this route, Bali Express collects ocean containers with raw materials from Asia, crosses them to Mexico, supplies Tijuana’s maquiladoras, and returns finished products to the United States.

This achievement not only transformed cross-border logistics operations: it became the first success story for the Baja California Electromobility Council , as Juan Báez himself acknowledged. “With this, we demonstrate to the community that the council is serious,” he stated.

From that experience, the need arose to formalize the movement. “We need both the private and public sectors to see us as a valid institution. And the only way to achieve this is with concrete results,” he noted.

In terms of environmental impact , Bali Express reported an emissions reduction equivalent to planting 2.6 million trees in 2024. This year, the goal is to nearly triple that result: demonstrating an environmental impact similar to planting eight million trees.

This goal is not symbolic; it has technical weight behind it. According to the official document  Current status and needs for electromobility of freight transport in Baja California , prepared in July 2024, by the Secretariat of Economy and Innovation of Baja California in collaboration with the National Chamber of Freight Transport (Canacar) , a diesel cargo truck in Mexico emits on average 0.909 kilograms of carbon dioxide (CO₂ ) per kilometer (km) traveled , while a class 8 electric truck, consuming about 1.1 kilowatt-hours (kWh) per km , emits only 0.478 kg of CO₂ , considering the emission factor of the National Electric System (SEN).

The difference is almost 50% , and when multiplied by the daily journeys across the border, the environmental impact is considerable.

The official announcement of the Baja California Electromobility Council  will be made in the coming weeks with an event at the Bali Express facilities in Tijuana. Local authorities from both sides of the border, trade partners, and key players in the logistics and energy ecosystem are expected to participate. The launch will also include the unveiling of its website and a campaign to expand its membership base.

“The Baja California Electromobility Council is much more than an environmental project. It’s an example of how logistics can be a driver of transformation, binational cooperation, and sustainable development,” said Juan Báez.

Main image source: Bali Express Services.

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As we enter 2025, Mexico faces a panorama marked by adjustments in economic policy, new security strategies, and the redefinition of its relationship with the United States and the rest of the world.

In the webinar Mexico 2025: Economic decisions in a changing context , organized by CETYS University , specialists analyzed the country’s economic outlook after the end of Andrés Manuel López Obrador ‘s six-year term and the beginning of a new political and commercial cycle.

Alfredo Valadez, research professor at CETYS University, highlighted that Mexico’s economic growth in the last six years was the lowest of recent administrations , with an average of 0.8% per year.

“With such low GDP growth, we cannot hope for much,” he said.

While the pandemic had a global impact on the economy, Valadez stressed that the country was already showing signs of stagnation before the health crisis.

In this context, Ignacio Casas, also a researcher at CETYS, emphasized that the global slowdown , particularly that of China, has influenced Mexico’s growth.

“The International Monetary Fund has forecast 1.5% growth for the country in 2024, well below the global 3.3%,” he said.

Another of the central themes of the webinar was inflation , which, although it has decreased, remains above the Bank of Mexico’s target.

Valadez addressed the country’s monetary policy , noting that the reference interest rate remains at 10 percent.

“It is a considerably higher rate than a few years ago, which makes credit more expensive and affects consumption,” he said.

Economic dependence on the United States

Foreign trade and relations with the United States were other key points in the discussion, so Casas warned that the country is highly vulnerable to the decisions of the US government , especially with the return of Donald Trump to the presidency.

“Trump will use Mexico’s commercial dependence as a tool of pressure on immigration and security issues,” he warned.

Mexico has reached record export figures, exceeding 600 billion dollars, but 80% of them depend on the US market.

“If we are talking about a trade war, there are no positive signs in the short term,” Casas added.

For his part, Flavio Olivieri, director of the Center of Excellence in Competitiveness and Entrepreneurship at CETYS, noted that, although there has been much talk about nearshoring , foreign direct investment (FDI) in Mexico is still mostly reinvestment by already established companies.

Regarding the future of nearshoring , Olivieri indicated that Mexico has opportunities in strategic sectors such as semiconductors, electromobility and artificial intelligence.

However, he stressed the need to strengthen infrastructure and ensure legal certainty to attract new investments.

The specialists agreed that Mexico faces a 2025 with great challenges , but also with opportunities.

The consolidation of nearshoring , improved energy infrastructure and integration with the North American economy could be key factors in driving growth, Olivieri said.

However, political uncertainty in the United States and the lack of structural reforms in Mexico remain significant obstacles.

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El cargo Mexico, at the political and commercial crossroads; challenges and opportunities for 2025 apareció primero en T21.

Mexico requires highly trained professionals who can respond to the dynamic nature of the transportation and logistics industry. Today, new generations of logisticians are being trained to face the challenges of a world that demands shorter response times with a high degree of difficulty every day .

Road congestion, port saturation, potential growth of the railroad as a means of freight transport in Mexico and the United States, collapsed airports and, of course, climate change, which increasingly impacts supply chains, are just some of the problems that new logistics specialists will face in order to deliver goods and merchandise to their destination in the shortest possible time with an increasingly demanding quality of service.

In this sense, it is necessary to provide them with knowledge for the use of technological tools and artificial intelligence , components that are already inseparable from logistics. The new generations will have to learn to work with new technologies that allow real-time information through cameras and geolocators that allow knowing where the loads are and what is happening on the journey.

“The new logisticians will make decisions in different ways because the information is available immediately, they will even have access to advance information about what could happen with the loads and this is something revolutionary,” explained Bertha Martínez Cisneros, coordinator of the degree in International Logistics at CETYS University , in an interview for T21 .

Although technology and the speed of decision-making have transformed the task of logistics, for the professor, commitment to customer service, as well as ensuring that products arrive on time and at a competitive price, continue to be the objectives of logistics.

“ We must support the new generations of logisticians to develop their talents and use technological tools for the benefit of all. Without a doubt, artificial intelligence will help us a lot in logistics in a positive way, to take care not only of the supply chain but also of the environment and minimize risks. If we use technology in our favor, it will allow us to reduce risks and at the same time optimize resources,” Cisneros explained.

As an international logistics specialist, Bertha Martínez Cisneros leads one of the most promising careers in the country. Her expertise covers the maquila industry in logistics, supply chain and foreign trade. To date, the Bachelor’s degree in International Logistics from CETYS University has graduated two generations in Baja California.

“It is important that we professionalize logistics. This does not mean that we were not professionals before, but those of us who dedicate ourselves to this come from many areas of specialization. That is why it is crucial that we already have this degree in several universities in the country and that every day it calls more young people to join it,” said the coordinator of the degree in International Logistics at CETYS University.

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El cargo New generations of logistics professionals mark a new era in the supply chain apareció primero en T21.