The mandatory Electronic Declaration of Value (MVE) will be postponed once again. The Tax Administration Service (SAT) and the National Customs Agency of Mexico (ANAM) announced a further extension to the deadline for importers to comply with the mandatory electronic submission of this document. This decision represents the third extension granted by the authorities to one of the most important digitalization projects in foreign trade.

In a joint statement, both agencies announced that the requirement for the Electronic Mailing (MVE) will be extended until July 31, 2026 , to ensure that foreign trade users have the necessary tools to comply with this provision in a timely manner. This measure was established through the First Advance Version of the Second Resolution of Amendments to the General Rules of Foreign Trade for 2026, published on June 2nd on the SAT website.

The decision comes within the context of the digitalization strategy being promoted by the tax authority in coordination with ANAM, which seeks to migrate various foreign trade procedures to electronic platforms to strengthen information traceability, simplify processes, and improve customs control mechanisms. In the case of the MVE (Single Window for Foreign Trade), the scheme stipulates that information related to the customs value of goods be transmitted electronically through the “new” Single Window for Foreign Trade Procedures (VUTCE) before the goods are cleared.

According to the SAT (Mexican Tax Administration Service) and ANAM (National Association of Customs Agents), one of the main benefits of this mechanism is the mitigation of risks associated with errors in determining foreign trade duties. By submitting the information in advance and electronically, companies can reduce inconsistencies that could eventually lead to fines or penalties during customs audits.

In addition, the verifications carried out by the authorities are more efficient. The information submitted in advance allows for targeted inspections, reducing inspection times and, consequently, the time goods spend in customs. This is especially relevant for logistics operators and importing companies seeking to minimize costs associated with cargo release delays.

The economic component is also part of the arguments presented by the authorities. According to the statement, digitizing this process will reduce operating costs for both users and the agencies responsible for supervising and validating information related to import operations.

The Electronic Filing Mechanism (MVE) has been available for electronic submission since August 1, 2025; however, its mandatory implementation has faced several adjustments to the implementation schedule. With this new decision, the Tax Administration Service (SAT) and the National Association of Mexican Businesses (ANAM) are maintaining a gradual strategy for adopting the system, while continuing to support the business sector and implement technological adaptations to ensure compliance with the obligation.

With the announced expansion, the authorities reiterated their intention to facilitate compliance with foreign trade obligations through more agile, clear and accessible processes, while seeking to consolidate the digital transformation of customs procedures in Mexico.

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El cargo Importers receive new relief in the Electronic Declaration of Value apareció primero en T21.

In light of the review of the United States-Mexico-Canada Agreement (USMCA) , the federal government assured that it is working on various actions to expedite foreign trade.

Estefanía Capdeville, Director General of Customs Services and International Affairs at Mexico’s National Customs Agency (ANAM) , said that improving operations through digitalization not only facilitates trade but also increases revenue collection. For this reason, they invested in technology such as arches, intelligence centers, and specialized personnel .

“All this investment, it’s true, has a revenue-raising component, but also an investment in the country. The USMCA is giving us the opportunity; all the geopolitical and foreign trade changes we are experiencing are giving us the opportunity for our customs to become an international benchmark. If we manage to make our customs an example of digitalization and efficiency, and with Mexico’s geographic location and the new investment opportunities we will have, we can change this moment and become a leader in facilitating foreign trade,” he asserted.

During his participation in the panel “Facilitation of Mexican Foreign Trade”, at the 8th Amacarga Congress , he assured that if greater efficiency is achieved in various customs processes, foreign trade volumes will increase , “which brings benefits to all of us, including tax collection.”

“In order to receive all the information, we need the necessary infrastructure to store and analyze it. In the first six months of this year, priority customs offices must be fully equipped with the necessary infrastructure. Currently, only 7% of our vehicles are automated; we need to invest heavily in infrastructure to streamline everything,” he noted.

He noted that the Mexican Single Window for Foreign Trade (VUCEM) is in place, procedures have been simplified in various agencies, and work is underway to digitize them.

Claudia Franco Arias, director of International Transport Affairs at the Ministry of Infrastructure, Communications and Transport (SICT) , agreed that facilitating and digitizing customs processes increases revenue in a sustainable way .

“Freight forwarders are important players; we will no longer see them as mere logistics facilitators. Now we will see them as more focused and specialized because they consider different elements such as security, economics, and adequate logistical traceability to streamline and manage the costs we are experiencing with tariffs,” he stated.

For his part, José Ignacio Aguado, Director General of Innovation, Services and Domestic Trade at the Ministry of Economy (SE) , indicated that the focus should be on trade facilitation, for which there are the Mexico Plan, development hubs, the relaunch of the “Made in Mexico” brand, among others.

“With the review of the USMCA, we want to accelerate nearshoring , and this is through facilitation, not only with the integration of Mexican government actors such as the SICT, the Treasury, ANAM, and the single window, but also with foreign trade actors such as freight forwarders. Integration is a great step because it gives certainty to the outside world,” he emphasized.

He argued that to make the country more competitive, the public sector needs to be more efficient through technology and innovation.

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El cargo Mexico seeks to streamline foreign trade through digitization and facilitation apareció primero en T21.

Mexico has the opportunity to end the decade as one of the world’s most important logistics platforms , but to achieve this it must solve structural problems that currently hinder its competitiveness: insufficient infrastructure, highway insecurity, port saturation and slow customs processes.

That was one of the main conclusions of the panel ” Plan 2030: A turning point for logistics in Mexico?” , within the framework of the XVI Logistics and Transport Seminar of Leschaco Mexicana .

During the conversation, the panelists agreed that the so-called “Mexico Plan” sets ambitious goals for 2030, such as positioning the country among the most important economies in the world, increasing strategic manufacturing and strengthening national content; however, they warned that growth cannot be sustained without a comprehensive logistics vision.

Shantal Torres, procurement director of Leschaco Mexicana, explained that the goal of the plan is not only to attract companies, but to develop the ecosystem that allows them to operate efficiently: ports, highways, railways, energy, water and regulatory processes.

“Mexico cannot compete solely on proximity to the United States; it needs to become a strong production and logistics platform,” he said.

One of the projects that exemplifies this commitment is the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) , which seeks to connect the Pacific and the Gulf of Mexico through railway infrastructure, ports and industrial development hubs.

Alejandra García, director of Trade Development at CIIT, highlighted that the corridor represents “the best opportunity” to position Mexico as an international logistics alternative within global supply chains.

He explained that the project is not new, but that it recently received significant investments in infrastructure and regulatory adjustments to facilitate interoceanic operations . Currently, the corridor is already handling automotive cargo crossings from Asia to the U.S. East Coast.

The official noted that the project offers advantages in terms of time and cost for companies in the south-southeast of the country that currently depend on more congested ports like Manzanillo or Veracruz. She even asserted that some routes could reduce maritime transit time by up to 20 days.

He also indicated that the corridor is focusing on three markets : domestic cargo, interoceanic crossings, and the future industrial movement derived from development hubs.

But while the country builds new projects, existing ports face increasing operational pressures.

José Antonio Contreras, CEO of Contecon Manzanillo , explained that the terminal has made significant investments to increase capacity and efficiency; however, the main bottleneck is no longer within the terminals, but in the access points and customs operations.

“The problem in Manzanillo is not the terminals, it’s the access points and the customs,” he stated.

The executive pointed out that the terminals operate 24/7, while customs maintains limited hours , causing delays in the release of goods and congestion at the country’s most important port.

He also warned about other critical challenges towards 2030, such as the lack of sufficient energy to support the electrification and modernization of port operations.

“We are being asked to move towards more sustainable operations, but we don’t have enough electricity supply,” he commented.

Contreras acknowledged that there are expansion and infrastructure projects relevant to the future of Manzanillo, but insisted that Mexico must first solve its current connectivity and cargo evacuation problems if it wants to remain competitive.

The executive emphasized that Contecon has strengthened its infrastructure in recent years and that the terminal currently has the conditions to continue growing in cargo volume. He even pointed out that the company handles large vessels thanks to the characteristics of its docks and the development of new expansion phases.

In this regard, he highlighted that Contecon Manzanillo has consolidated itself as the most important terminal in the country in terms of cargo movement, noting that this terminal alone moved more imports than the entire port of Lázaro Cárdenas.

“The Contecon terminal alone moved more imports than the entire city of Lázaro Cárdenas,” he stated.

From the perspective of the trucking industry, Noé Paredes, representative of the National Chamber of Freight Transportation (Canacar) , warned that the country faces a historical deficit of road infrastructure and a security crisis that directly impacts logistics costs.

He noted that 80% of trade between Mexico and the United States moves by road and that trucking moves around 60% of the national cargo.

However, he asserted that the infrastructure is insufficient and costly. While in the United States tolls represent between 1% and 2% of a carrier’s costs, in Mexico they can reach between 10% and 15%.

Added to this is the issue of insecurity. Paredes revealed that in the first quarter of 2026 there were already nearly 1,400 cargo truck robberies , so this could become the worst year for the sector since 2019.

“The infrastructure we have cannot even be used efficiently because of the insecurity,” he said.

The executive added that Mexico also faces a shortage of operators , an aging vehicle fleet, and a lack of adequate infrastructure for drivers.

Cinthia Moreno, a transport operator, also participated on this last point , sharing the vision of those who live on Mexican highways every day.

The operator acknowledged progress in female inclusion within the sector, but asserted that basic conditions for female transport workers are still lacking, such as adequate restrooms and spaces in many facilities.

Furthermore, he agreed that safety remains the main concern for those who work on the road.

“You don’t know if you’re going to make it back home when you go out,” he said.

At the close of the panel, the specialists agreed that the real challenge will be to coordinate infrastructure, regulation, security and logistics operations under a comprehensive vision that allows these advantages to be transformed into real competitiveness.

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El cargo Plan 2030, the challenge of turning Mexico into a logistics powerhouse apareció primero en T21.

Five months after the reform to the Customs Law came into effect , foreign trade in Mexico is undergoing a profound adjustment process. The operation has become slower, more expensive, and above all, stricter, but also more precise, experts agree.

For Magaly Cavazos, customs agent and vice president of the Association of Metropolitan Customs Agents (AAADAM) , the change has been structural: “you can no longer operate as in 2025; it is a new way of understanding customs . ”

Beyond operational adjustments, the reform implies a fundamental change in the foreign trade model. According to what was stated at a conference of the Mexican Institute of Foreign Trade Executives (IMECE) , the new regulatory framework has shifted a significant burden onto the customs broker , who, without being an authority or owner of the merchandise, has become the central figure in verifying compliance.

This shift has been supported by industry stakeholders. Felipe Miguel González Jaimes, former president of the Latin American Confederation of Customs Agents (CLAA) , noted that the role of the customs agent has expanded beyond simply clearing goods to encompass a comprehensive audit of the taxpayer . “Today it’s: customs agent, know your importer,” he summarized.

THE TRUE IMPACT

One of the main effects has been the tightening of processes. The elimination of room for interpretation and the expansion of responsibilities have forced the entire chain to raise its standards.

Today, no transaction can proceed without a complete file. “It’s become a very clear line: there’s no green light if the entire file isn’t ready,” Cavazos explains. This includes everything from technical documentation to physical evidence of the transactions , which has required conducting client visits and strengthening compliance areas.

In this respect, the General Rules for Foreign Trade have formalized this requirement by mandating the validation of everything from the client’s operational capacity to their tax status. In practice, risk assessment has shifted to the beginning of the supply chain.

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El cargo Foreign trade under scrutiny: the real impact of customs reform apareció primero en T21.

The reform to the Customs Law published last December not only modified articles and operational rules; it introduced a silent redesign of the institutional balance in Mexican foreign trade. Under the guise of strengthening control, traceability, and combating practices such as smuggling and tax evasion, the new regulatory framework has shifted a significant burden onto the customs broker , a figure who, without being an authority or owner of the merchandise, is now at the center of compliance verification.

In a virtual conference organized by the Mexican Institute of Executives in Foreign Trade (IMECE) , Nashielly Escobedo, director of the Latin American Confederation of Customs Agents (CLAA) , and Felipe Miguel González Jaimes, customs agent and former president of the CLAA, broke down the scope of this reform, particularly regarding the new role of the customs agent in relation to the authorities involved in foreign trade activities.

The starting point is clear: the reform seeks to strengthen the oversight and control of foreign trade operations. However, the chosen instrument —the expansion of customs broker responsibilities— is generating side effects that are beginning to strain operations.

In practice, the change is structural. “The role I play as a patent holder has indeed changed completely,” González Jaimes noted, describing an environment where the customs broker is no longer limited to customs clearance—in terms of Article 35 of the Customs Law—but now assumes functions that border on the comprehensive verification of the taxpayer (importer or exporter).

The crux of this transformation lies in Article 162, particularly in section VI, which establishes the obligation to “verify” the importer’s or exporter’s compliance with various conditions. This single word redefines the scope of the service. “It involves a vast gulf of responsibility,” warned the customs broker, referring to a concept that doesn’t precisely define the extent of this verification.

In parallel, the General Rules for Foreign Trade (RGCE), specifically rule 1.4.14, detail a file integration scheme that requires customs brokers to validate, from the outset of the business relationship, elements such as the client’s operational capacity, infrastructure, facility location, tax compliance, and the consistency of their operations. In effect, this model reverses the traditional approach. “Today it’s: customs broker, know your importer,” according to Felipe González.

This change has immediate implications. The verification of tax compliance—which includes reviewing the positive opinion of compliance issued by the Tax Administration Service (SAT) —has led to the suspension of operations due to non-compliance, which in many cases is of an administrative nature. “ We have stopped operations from January onward , where unfortunately, for whatever reason, the taxpayer is not up to date with their tax obligations and their opinion is negative,” explained González Jaimes.

The problem is not minor. A negative opinion can stem from omissions as simple as the failure to submit a DIOT (Informative Declaration of Operations with Third Parties), but its impact is immediate: inability to validate customs declarations , logistical delays, increased storage costs, port delays, and disruption in the supply chain.

Moreover, this new filter has begun to be reflected in macroeconomic indicators. “It has even impacted tax revenue ,” stated the customs agent, noting that the inability to operate with non-compliant taxpayers has temporarily reduced the collection of foreign trade taxes.

The data confirms it. Customs revenue in Mexico declined for two consecutive months, totaling 101,568.38 million pesos (mdp) in February 2026 , a real contraction of 16.8% compared to the same month in 2025, according to statistics from the National Customs Agency of Mexico (ANAM) .

In the accumulated period of January-February of this year, the country’s customs offices collected 207,591.29 million pesos , reflecting a drop of 13% compared to the same period last year.

Ultimately, what emerges is an imbalance in the allocation of responsibilities. Escobedo raised a key question: if the goal is to guarantee compliance from the outset, why aren’t these filters strengthened during the registration process for the importers’ registry administered by the SAT (Mexican Tax Administration Service)?

The response from the operation is emphatic: “The entire burden of proof then falls on us ,” acknowledged González Jaimes, explaining that, once the registry is granted, the continuous monitoring of compliance is transferred to the customs agent, who also lacks direct access to the SAT’s tax databases.

This point is critical because it introduces an asymmetry: the customs agent is required to verify information to which he does not have full access, which forces him to depend on external tools – such as pre-validators or private compliance systems – that increase the cost of the operation and do not guarantee absolute certainty.

The complexity is amplified by the incorporation of concepts such as traceability and materiality. Although these terms have been central to tax audits, their incorporation into the customs arena redefines the scope of the agent’s responsibility. “They leave us exposed in terms of our responsibility ,” González Jaimes pointed out, noting that there are no real mechanisms in place to track merchandise once clearance is complete.

In complex operations—such as temporary imports under the IMMEX (Maquiladora and Export Manufacturing Industry) program—traceability involves tracking inputs through multiple production processes, transfers between companies, and final destinations. In practice, this level of control falls to companies’ internal systems and the auditing powers of the authorities, particularly the General Administration of Foreign Trade Audits (AGACE)—part of the SAT (Tax Administration Service)—not to the customs broker.

Adding to this situation is the elimination of the liability exemption for goods that are difficult to identify, contained in Article 54 of the Customs Law. This change, which responds in part to improper practices detected in sectors such as hydrocarbons —like the so-called “huachicol” ( fuel theft)—increases the risk for customs brokers in industries where tariff classification requires specialized technical analysis.

The problem is structural: customs brokers lack certified laboratories and the authority to scientifically validate the nature of certain products. Nevertheless, the responsibility falls on them. The result is already visible: rejected transactions, increased costs , and greater risk aversion in sectors such as chemicals, pharmaceuticals, and energy.

In parallel, the implementation of the new electronic transmission scheme for the declaration of value (MVE) – provided for in article 81 of the Customs Law Regulations and aligned with the use of the Electronic Value Certificate (COVE) – introduces another front of pressure.

Although the declaration of value is not a new concept, its digitization and mandatory nature are transforming operational dynamics. The diagnosis is worrying: “We are not reaching 30% or 40% of companies that submit their declaration of value ,” warned González Jaimes, just days before it was due to come into effect (the authority postponed it until June 1st of this year).

The challenge isn’t just one of adoption, but of fundamental principles . Determining customs value depends on commercial elements—contracts, payment terms, Incoterms, logistics costs, insurance—that are defined between buyer and supplier. The customs broker doesn’t participate in that negotiation. “We actually receive information… we’ll never be able to determine the intentions that one company might have had with another,” he explained.

However, the responsibility for the correct determination of contributions remains. This creates a gap between the information available and the responsibility assumed , especially when errors in the declaration can lead to tax omissions and penalties.

In this new context, formalizing contractual relationships between customs brokers and importers is no longer merely a recommended practice but an operational necessity. Clearly defining obligations, scope, and responsibilities is now critical for mitigating risks.

The emerging scenario is one of a more demanding system, but also one that is more fragile in its daily operations. Administrative overload, a lack of clarity regarding the limits of responsibility, and misalignment among stakeholders are beginning to impact trade facilitation, one of the principles that Mexico has sought to strengthen within the framework of international agreements such as the United States-Mexico-Canada Agreement (USMCA) .

The risk is clear. In an environment where the country seeks to consolidate its position as a strategic platform for nearshoring (relocation of production lines), legal certainty and operational efficiency are key variables. The current equation—more control, but with higher costs and risks—could erode that advantage.

As González Jaimes warned, investors first evaluate conditions such as legal certainty, the functioning of the customs system , and the level of regulation before making decisions. Under this new framework, these variables are beginning to come under pressure.

The reform, in its attempt to close control gaps, thus opens a deeper debate: whether the strengthening of the customs system can be sustained by transferring responsibilities to actors who do not have the tools or powers to fully assume them, or whether it will be necessary to rethink the balance between authority, intermediaries and taxpayers to prevent control from ultimately compromising operations.

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El cargo Customs Law, the burden of a reform that falls on the customs agent apareció primero en T21.

Copa Airlines considered that the Cancun International Airport, belonging to the Southeast Airport Group (Asur), could be a “good transit point” for the movement of cargo to Europe; however, the customs system delays the handling of merchandise.

Jaime Álvarez, Senior Cargo Director of the airline, commented that as a result of this situation they have stopped using this Mexican airport, diverting this operation through the Dominican Republic, where they handle up to 40 tons per week.

“The location is cheaper than Mexico, and the biggest problem is time. They want to hold the cargo and inspect it, doing things that have no value, and that’s why it takes longer, and that doesn’t help us. Air cargo should move quickly and without additional costs; paying more doesn’t make sense,” he stated.

In an interview following his participation in Cargo Facts Latam, he reiterated that the key factor in air cargo is speed and competitiveness; otherwise, there is maritime transport.

He explained that Cancun has a high volume of passenger flights, so there is a large availability for cargo transport through its cargo holds, but the customs system is not an option.

In this regard, he commented that they have met with Mexican authorities on several occasions, however, there has been no progress on the issue.

“Cancun is a place where Mexico has a lot of opportunity and they haven’t solved it,” he said.

Copa Airlines currently operates two cargo flights to Felipe Ángeles International Airport (AIFA) , in addition to passenger flights to Cancún, Guadalajara, Los Cabos, Monterrey and Mexico City International Airport (AICM)

Regarding their operations at AIFA, he noted that “there are no opportunities, since it is the only airport that allows us to operate cargo flights; it is a good airport and we are functioning well. There are always possibilities (to increase operations), but we just implemented an increase, and after it is consolidated, we will see if there is a need for more.”

Luis Alejandro Ortiz, Cargo Manager, commented that cargo operations at Felipe Ángeles Airport are not saturated and allow the use of slots (takeoff and landing times), however, they want to improve customs, staff rotation, among other things.

However, he noted that Copa Airlines handles more cargo through Mexico City International Airport (AICM) due to the large number of passenger flights it operates to that airport. It runs six daily flights, although the cargo is different.

On another topic, Jaime Álvarez mentioned that the airline is making investments in the Panama International Airport for cargo handling, including increasing the cargo reception and dispatch areas, given the increase in merchandise handling they have registered.

“Panama has the advantage of having space; it’s not compromised. It continues to grow very rapidly and will continue to do so; the cargo sector is also experiencing very healthy growth. The country is an ideal location for cargo; it’s in the heart of the Americas,” he explained.

He ruled out adding more cargo planes to the company this year; they currently operate two, although they have 130 passenger aircraft that can carry up to three tons.

Álvarez explained that the airline avoided the impact of US tariffs because its operations are primarily in Latin America and the Caribbean.

“There’s a tendency to avoid the United States when cargo comes from Asia or Europe, and we handle a lot of merchandise from these countries. We operate a large volume in the Caribbean, where we get cheaper space, more frequent service, good product and service, and we make this a good transit point for Europe,” he said.

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El cargo Cancun is not an option for Copa Airlines in cargo. apareció primero en T21.

Amid changes in foreign trade, Mexico’s National Customs Agency (ANAM) reported that customs revenue suffered a real drop of 2.5% in November 2025 compared to the same month in 2024, totaling 115,621.05 million pesos (mdp)  in cash flow .

According to data from the  Customs Revenue and Operation Dashboard , in the eleventh month of 2025, the Value Added Tax (VAT) also showed a contraction of 12.9% compared to November 2024, with 75,363.1 million pesos; although the Special Tax on Production and Services (IEPS) showed a growth of 62.3%, totaling 22,985 million pesos.

In the reference cycle, operations  totaled 1,664,979 , a decrease of 7.6% over the same month of 2024; while customs declarations contracted by 10.6% , with 841,171 procedures.

Customs revenues by type also showed losses compared to the penultimate month of 2024. Northern border customs offices experienced a real decline of 8.8%, registering 34,308.43 million pesos; while inland customs offices saw a 1.5% decrease in revenue by cash flow, with 21,117.24 million pesos. Only maritime customs offices  showed a slight increase of 1.4%, with 60,003.99 million pesos.

The three most important customs offices in the country showed declines in revenue collection.  Manzanillo totaled 13,440.01 million pesos, representing a real decrease of 27.1%; Veracruz  registered 9,742.08 million pesos, a drop of 24.4%; and Nuevo Laredo  obtained 16,525.30 million pesos, a real decrease of 12.8%.

Accumulated, with a good pace

Despite the negative figures obtained in the penultimate month of 2025, ANAM reported that collection in the January-November period registered an increase, with a real increase of 14.3% compared to the same cycle of 2024, adding up to a cash flow of one trillion 320 billion 462.14 million pesos.

During the period, VAT increased by 7.8%, reaching 904,133.1 million pesos; while IEPS grew by 49.9%, totaling 223,403.7 million pesos.

However, both transactions and customs declarations showed declines. Transactions fell 2.7%, to 19,743,677; while customs declarations totaled 9,918,321, representing a 4.4% decrease.

Although November 2025 showed a drop in customs revenue, the accumulated balance reflects a positive performance, driven mainly by the gradual recovery of VAT and IEPS, ANAM highlighted in its report.

According to projections from the Ministry of Finance and Public Credit (SHCP) , the entry into force of the collection of tariffs on Asian goods by Mexico on January 1st could alter the pace of imports and generate an increase in revenue of up to 62 percent.

The decree, published on December 29, 2025 in the Official Gazette of the Federation (DOF) , establishes modifications to various tariff classifications of the General Import and Export Tax Law , and are aimed at various products in the footwear, automotive, textile and toy sectors, among other industries, in order to safeguard 350,000 jobs in the country.

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El cargo Customs revenue in Mexico “stumbles” during November; accumulated total advances apareció primero en T21.

The constant blockades by farmers at border points and highways in Ciudad Juárez, Chihuahua, which have occurred in the last two weeks due to the lack of agreements with the federal government on the Water Law , generated major economic and logistical problems.

In an interview with T21, Manuel Sotelo , vice president of the northern region of the National Chamber of Freight Transportation (Canacar) , warned that the blockades paralyzed goods with an estimated value exceeding two billion dollars (mdd) , affecting the maquiladora industry that operates mainly through this border crossing.

Sotelo noted that, according to U.S. Customs data, each shipment has an average value of $65,000, and at least 7,000 shipments cross the border daily, including both exports and imports. Last week alone, with four days of closures, the value of the goods that failed to cross on time reached $1.3 billion . This week, with three days of closures, approximately 17,500 shipments were held up, representing $1.137 billion.

Sotelo recalled that the previous week the city faced four days of total isolation. Protesters blocked key border crossings such as Guadalupe-Tornillo, Zaragoza-Ysleta, Córdoba de las Américas, and Jerónimo-Santa Teresa , as well as highway access to the north and south, leading to shortages of gasoline and basic goods.

In contrast, this week the blockades were concentrated solely at border crossings, leaving the routes south open, which served as alternatives for diverting goods to Nogales or Laredo. However, costs and transit times skyrocketed: a crossing that normally takes two hours and costs $150 to $200 became a journey of up to two days and more than 100,000 pesos per unit .

Regarding customs, Sotelo explained that there is a delay of between seven and ten days for the flow of goods to return to normal. However, it was agreed that customs will extend its operating hours, which will expedite the flow and reduce accumulated delays.

The vice president of Canacar lamented that a region strategic for binational trade is being hit by the lack of agreements and pointed out that the protesters chose Chihuahua because “Ciudad Juárez is the number one manufacturing exporter in the country.”

“We are pleased that the federal government is doing its part. It is not fair that a region should be so negatively affected because they cannot reach an agreement with one economic sector of the country,” he emphasized.

On Friday morning, farmers withdrew from the Zaragoza–Ysleta, Guadalupe–Tornillo and Jerónimo–Santa Teresa border crossings, which had been blocked since December 2.

According to data from the United States Bureau of Transportation Statistics (BTS) , in the period January-August 2025, trade was recorded for 581,306 million dollars, of which 72,975 million dollars were through the Juárez-Ysleta International Bridge , consolidating it as the second most dynamic crossing, after Nuevo Laredo-Laredo, with 229,738 million dollars in the cycle.

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El cargo Blockades over the Water Law are affecting trade with the US for the maquiladora industry in Ciudad Juárez apareció primero en T21.

Mexico’s National Customs Agency (ANAM) announced that it collected 131,065.64 million pesos (mdp) in cash flow in October 2025 , representing a real increase of 6.6% compared to the same month last year, according to data from the Customs Operation Dashboard

According to the report, the Special Tax on Production and Services (IEPS) showed a 68.1% increase during the tenth month of the year compared to October 2024, totaling 25,446.4 million pesos. In contrast, the Value Added Tax (VAT) contracted by 3.6% , reaching 85,820 million dollars.

Transactions in October 2025 totaled 1,943,797 , an increase of 2% over the same month last year; customs declarations grew 1.7% , with 989,046.

In terms of revenue by customs type, those located on the northern border showed declines in the reference cycle, with a real decrease of 0.6%, registering 39,617.70 million pesos.

Inland customs offices performed positively in October of this year, with a real increase of 10.9% and a cash flow collection of 23,781.68 million pesos; while maritime customs offices grew 10%, with 67,457.75 million pesos.

During the period, Manzanillo collected 16,091.73 million pesos, a real decrease of 20.6%; Veracruz registered 12,407.77 million pesos, representing an increase of 7.6%. Meanwhile, Nuevo Laredo obtained 18,681.11 million pesos, a real decrease of 5.3%.

Cumulative total, with positive figures

During the period January-October 2025, ANAM reported an accumulated cash flow of one trillion 204 billion 841.10 million pesos, a real increase of 16.2% compared to the same period in 2024.

Compared to the same period last year, VAT registered an increase of 10.2%, with 828,769.9 million pesos; while the IEPS showed a growth of 48.6%, totaling 200,418.7 million pesos.

The total number of transactions was 18 million 078 thousand 698, a decrease of 2.3%; and the number of customs declarations totaled nine million 077 thousand 150, a drop of 3.8 percent.

October’s revenue collection showed positive results, even amidst the process of approval and publication of the new Customs Law, which will come into effect on January 1, 2026.

Among the main changes in the new regulations are strengthening oversight and combating tax evasion, which would translate into increased federal revenue . It also seeks to implement new obligations for importers and customs brokers, including the digitization of documents and the electronic transmission of information.

El cargo Customs revenue in Mexico shows positive figures during October apareció primero en T21.

For the fourth consecutive day, truckers and farmers continue to block various highways in Mexico, disrupting the flow of goods in at least 12 states, with incalculable costs for the logistics sector.

According to reports circulating among business organizations, there are disruptions in Tlaxcala , on the Arco Norte highway: San Martín Texmelucan-Ocotoxco at kilometer markers 28+800 and 195+750 in both directions. In the same state, the Casta Calpulalpan highway towards Mexico City is blocked, as is the Los Reyes-Zacatepec highway near kilometer marker 60+100.

In Michoacán, damage is reported in at least seven locations: Panindícuaro, Western Highway km 307; Zinapécuaro toll booth on the 15D toll highway, Atlacomulco-Zapotlanejo; Federal Highway 15, Villamar-Jiquilpan; Venustiano Carranza, Federal Highway 110 Sahuayo/La Barca.

Also, on the Sahuayo-La Barca federal highway, at the La Palma intersection and the four corners intersection; the Zamora-Morelia and Zamora-Guadalajara Western Highway; and on the Villamar-Jiquilpan highway.

Blockades are also reported in Chihuahua , in the southern corridor: from Meoqui – Delicias – Saucillo – Camargo – Zavalza and Jiménez, and in the northwest area: Ascensión-Janos.

In addition, there are impacts in Jalisco on the Guadalajara-Atlacomulco highway, in Ocotlán, km 400; as well as on the La Barca–Atotonilco highway, km 1+800, in La Barca; on the Mexico-Guadalajara highway, km 426, at the Ocotlán toll booth.

Also, on the Irapuato–Guadalajara highway, km 159+500, in Atotonilco; the Atotonilco-Ayotlán highway, where there is intermittent blocking in both directions; on Adolfo Ruiz Cortines and the Guadalajara-Morelia highway, San Antonio neighborhood in La Barca; on the Guadalajara-Morelia highway, in both directions; on the Jamay-La Barca highway; and on the Guadalajara-Colima highway, km 87 to Ciudad Guzmán.

Other states with road blockades are: Baja California , on the San Luis Río Colorado-Mexicali highway km 2+000; Sonora , at the Fortín toll booth; Sinaloa , at the Costa Rica, Pisal and Cuatro Caminos toll booths in Guasave; San Luis Potosí , in Matehuala and Rioverde and at km 87 of highway 57D.

The protests are also taking place in Guanajuato , on the Abasolo-La Piedad highway and Federal Highway 90 Pénjamo-Santa Ana Pacueco; as well as in Tamaulipas , on the Matamoros-Reynosa highway near Nuevo Progreso de Río Bravo. In Hidalgo , the blockades are on the Texmelucan-Atlacomulco highway, with no access to Texmelucan, only as far as Calpulalpan, and in Veracruz , on the Gulf Coast Highway, Acayucan-Soteapan section.

Customs disruptions

The blockades also affect the customs offices at the Zaragoza International Bridge, the Tornillo-Guadalupe International Bridge, the San Jerónimo International Bridge, the Córdova de las Américas International Bridge, and the Palomas de Villa Port of Entry in Chihuahua .

In Sonora , the customs offices with blockades are: Garita Mariposa, in Nogales.

It is worth remembering that the blockades by transporters and agricultural producers began on November 24 and have extended until this Thursday, November 27, as the organizations leading the demonstrations, such as the National Association of Transporters (ANTAC), claim that their demands have not been met by the federal authorities , after meetings with the Ministry of the Interior (Segob) .

Among the demands are greater security on roads and highways, as they have indicated that they are constant victims of extortion and robberies ; payment of debts to corn, wheat and soy producers; review of reforms such as the National Water Law, about which the farmers expressed their concern about possible impacts, as well as direct dialogue and immediate solutions, since, they indicate, previous agreements have not been fulfilled.

The protesters have warned that if an agreement is not reached – they are holding another dialogue session this Thursday at the Ministry of the Interior – the road closures will continue throughout the weekend.

Main image taken from @SICT_Michoacan .

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El cargo Road blockades continue for the fourth consecutive day apareció primero en T21.