Fuel consumption represents one of the main costs in the operation of motor transport fleets , so improving the performance of the units remains among the points of focus for carriers and manufacturers.

Under this scenario, MAN Truck & Bus has focused part of its strategy in Mexico on powertrain integration and the use of tools that allow managing vehicle performance according to route conditions.

In an interview with T21, Roberto Rodríguez, head of key accounts for MAN Truck & Bus in Mexico, explained that the cost of diesel has a significant impact on operations , and therefore, fuel efficiency is one of the brand’s main focuses.

“The focus on the issue of diesel, undoubtedly, understanding that it is the biggest cost in any of our fleets, is very relevant,” Rodríguez noted.

One of the tools the company is incorporating is EfficientCruise , which uses a topographic map of Mexico to anticipate road characteristics and manage unit performance.

According to Rodríguez, Mexico is the first country outside of Europe to join this platform , whose operation allows the use of torque when road conditions require it and taking advantage of inertia when possible.

The strategy also includes the integration of powertrain components. The executive explained that MAN uses a 12.4-liter D26 engine , an automated transmission whose programming was jointly developed by ZF and MAN, and axles manufactured in-house.

According to Rodríguez, this integration contributes to the company’s focus on fuel economy, in addition to safety-related aspects.

Regarding its commercial performance, MAN registered 23 cargo units sold at retail during July 2026, with a 0.9% share of a market that reached 2,532 units, according to figures from the Administrative Registry of the Automotive Industry of Heavy Vehicles (RAIAVP) disseminated by the National Association of Producers of Buses, Trucks and Tractor-Trailers (ANPACT) .

Adoption also presents challenges

Beyond technology, the executive acknowledged that gaining ground in the Mexican market also presents a challenge, due to the historical presence of conventionally configured vehicles.

“It has undoubtedly been complex. The domestic market is very traditional and obviously uses American-type vehicles, which we call conventional here,” he commented.

Rodríguez explained that one of the ways to advance in this process has been to incorporate units into different fleets so that carriers and operators can test them directly in their operation .

“We’ve managed to get into some fleets to test our truck. There are more and more cab-over trucks on the road, so there’s greater openness,” he said.

He added that, once the units were incorporated, aspects related to safety, comfort, and ergonomics became part of the operators’ experience. This is further enhanced by closer collaboration with key clients to understand fleet needs and make adjustments.

“That interaction has allowed us to improve or refine some points that we have loose ends and give these clients more confidence,” he said.

In this way, MAN’s strategy in Mexico combines the use of tools aimed at improving fuel efficiency with an approach to fleets , in a market where operational performance and diesel-related costs continue to be relevant factors for road transport.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo MAN aims for efficiency to reduce diesel consumption apareció primero en T21.

The proposed regulations for self-service fueling facilities will mark a significant change for trucking and logistics companies in Mexico. What for years has been an operational practice for supplying company fleets will now become a regulated activity, with new administrative, technical, and compliance obligations that could modify how various companies manage their fuel supply.

In an interview with T21, Alberto Valdivieso, general director of F. RUIZ e Hijos , a company specializing in the marketing and distribution of fuel nationwide, explained that the regulation stems from the modifications to the Hydrocarbons Law of March 2025 and the corresponding regulations, published on October 3 of that year in the Official Gazette of the Federation (DOF) , which establishes a specific definition for the dispatch of self-consumption and sets new obligations for those who store and supply fuels intended exclusively for their own vehicles .

The executive explained that the regulation defines self-consumption as the activity of receiving, storing, and supplying petroleum products solely for vehicles owned or possessed by the permit holder and related to their economic activity, without the possibility of selling the fuel to third parties . He also indicated that these operations must be carried out in facilities that comply with the technical and regulatory requirements established by the authority.

“The Hydrocarbons Sector Law clearly defines the activities of self-consumption dispatch, storage and transportation for own use and end users, so it will be from these definitions that the authority must develop and complete the regulatory framework for petroleum products,” he explained, while detailing that, according to various sources consulted, it is estimated that in Mexico there are just over 20,000 self-consumptions .

Since August 2014, the Hydrocarbons Law has defined the storage and sale of fuels, Valdivieso indicated, although it was not fully defined as an independent activity. With the new regulations, logistics and trucking companies will no longer consider internal supply solely as an administrative operation, but will instead adopt a broader regulatory compliance framework.

“It will go from being an operational activity to a regulated activity,” the executive summarized, adding that the authority is still working on a supplementary agreement to clarify the scope of some provisions and reduce the uncertainty that currently exists among users of the self-consumption scheme.

New obligations

From a business perspective, the main challenge will not only be complying with the new administrative requirements, but also assessing their impact on each company’s operational strategy . Valdivieso emphasized that organizations will need to analyze whether maintaining self-consumption facilities remains advantageous in light of the new regulatory obligations.

Among these obligations, he mentioned compliance with volumetric controls, industrial safety measures, environmental protection, and mechanisms to verify the legal origin of the fuel . The regulation also aims to close loopholes for fuel theft, both physical and fiscal, so oversight will extend to the end user.

According to the Citizen Energy Observatory , fuel theft—the smuggling of fuel through irregularities in import and invoicing—reached 123.5 billion pesos (mdp) in the country during 2025, making it necessary to have control measures in this sector.

Valdivieso believes that companies already operating under high standards of engineering, safety, and compliance will face a smoother transition. In contrast, facilities that do not meet technical or environmental requirements will have greater difficulty adapting to the new regulatory environment.

For fuel distributors, regulation plays a different role. Having experience in regulatory matters since the opening of the energy market, they must now become a support system so that newly regulated companies understand the obligations arising from the regulations and can comply with them without affecting their operations.

“(We) already know a large part of the regulatory framework and I believe that we must provide the best possible guidance and information to these newly regulated self-consumption and own-use entities, but also being aware that not all companies will be ready to assume the sector’s recent regulatory burden,” Valdivieso emphasized.

The executive pointed out that it will be essential for organizations such as the National Energy Commission (CNE) and the Tax Administration Service (SAT) to clearly disseminate the content of the regulation, so that carriers and logistics companies know their responsibilities and the costs associated with compliance.

One of the most pressing concerns for the sector is the mandatory registration that will be required once the authorities publish the final regulations. Valdivieso recommended that companies register promptly, as those that remain outside the registry could face restrictions on purchasing fuel from authorized distributors , directly impacting the continuity of their operations.

“If they are not on the authority’s lists, distributors may not be able to sell to them,” he warned, noting that the intention of the measure is to size the self-consumption market and strengthen supervision of the sector.

Regarding alternatives for trucking, the executive anticipates a market reconfiguration. Some companies will continue operating under the self-consumption model, while others will opt to increase supply through service stations, depending on their economic and regulatory assessments. However, he ruled out a decrease in demand for transportation fuels.

A company with almost a century of history

Founded in 1935, in an unconventional way, F. RUIZ e Hijos started in the business of selling sugar blocks, which required to be heated with fuel, “I imagine petroleum or some heavy derivative at that time,” Valdivieso emphasized.

“As a result of consumption, they bought more and then acquired a small tanker truck. When they had surplus product, they sold it to other sectors that needed it for their own consumption, and then they saw that this also generated business, and from there, they kept buying product and growing, and that’s how the company was born,” he recalled.

F. RUIZ e Hijos has gone through virtually all the regulatory stages of the Mexican energy sector: from the close relationship with Petróleos Mexicanos (Pemex) as the sole supplier, through the opening of the energy reform of 2013-2014, to the current process of centralization of Pemex.

With 90 years of history, which it celebrated in December 2025, the company has focused part of its strategy on technological solutions for supply control, tank monitoring and regulatory advice .

It is currently preparing a storage project in Mexico City to strengthen its infrastructure and support its clients during the implementation of the new framework to regulate the sector, with the purpose of avoiding operational interruptions and maintaining the competitiveness of trucking and logistics companies.

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

El cargo Regulations on self-consumption of fuels redefine supply strategy for road transport apareció primero en T21.

The proposal to eliminate tax incentives for the Special Tax on Production and Services (IEPS) applicable to gasoline and diesel starting in 2027 could become “a self-inflicted wound” for the Mexican economy if implemented immediately, warned Marcial Díaz Ibarra, managing partner of Qua Energy Consulting .

The specialist considered that, although the measure would allow the Mexican government to increase its revenue, the fuel market does not yet meet the conditions to withdraw this support mechanism without generating inflationary pressures.

“They will collect more, but the issue of inflation is going to skyrocket and the entire consumption chain will be exposed because they will pass the price on to the consumer,” he stated.

Unlike other voices in the sector that have warned about possible effects on transport companies , Díaz argued that the greatest impact would fall on the entire economy, since the increase in the cost of fuel would end up being passed on to the goods and services consumed by the population.

Therefore, he considered that if the government’s objective is to withdraw the stimulus, the measure should be implemented gradually.

“If you were to schedule a reduction of the IEPS (Special Tax on Production and Services) month by month for the next fiscal year, it sounds much more sensible than doing it all at once because the impact will go directly to inflation,” he explained.

He pointed out that fuel cannot be compared to other products taxed with IEPS, because practically all economic activities depend on it.

“You’re not talking about the IEPS tax on cigarettes or alcohol. We all use fuel. It doesn’t matter your sex, age, or socioeconomic status; we all use fuel,” he emphasized.

In that regard, he warned that eliminating fiscal support would have effects on the entire supply chain .

“It will affect all sectors and prices will skyrocket,” he said.

Díaz acknowledged that companies do face increasing pressure from tax and labor burdens , which has reduced their profit margins.

Finally, he urged people not to take for granted that the elimination of the IEPS incentive will be finalized in 2027, as the proposal still needs to be discussed during the approval process of the Federal Expenditure Budget.

“I don’t know if it will be real or just a media ploy. We’ll see when they schedule the Federal Expenditure Budget in the next legislative session,” he concluded.

It is worth remembering that in the Revenue Waivers 2026 document , the Ministry of Finance and Public Credit (SHCP) proposed ceasing to apply this fiscal mechanism from 2027 onwards under the assumption that international fuel prices will maintain a stable behavior, which would allow for increased tax collection.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo Eliminating IEPS incentives is “a self-inflicted wound” for the economy: Qua Energy Consulting apareció primero en T21.

QUERÉTARO, QRO.- Diesel represents one of the main costs for trucking companies. Based on this premise, Michelin conducted “Challenge on the Road,” a test designed to measure, under controlled conditions, the impact that tire rolling resistance can have on a tractor-trailer’s fuel consumption .

The exercise brought together customers from the freight segment and consisted of comparing two new tractor-trailer trucks with the same mechanical specifications, the same load, the same mileage, and the same operating conditions. The only variable between the two units was the tires .

To ensure the objectivity of the exercise, the methodology was developed by the independent firm Innotran and validated by a notary public, while the fuel consumed was determined by weighing portable tanks before and after each trip.

Based on the measurements obtained during the test, the Michelin tires recorded an average fuel consumption of 11.7 kilograms, compared to 12.5 kilograms for the reference tire, a difference equivalent to a savings of approximately 7% in fuel consumption.

It should be noted that consumption was expressed in kilograms (during the test) because the fuel was measured by weighing portable tanks on a scale , before and after each trip, in order to obtain a more accurate measurement.

During the presentation of results, the organizers pointed out that these types of differences can translate into a reduction in fleet operating costs , although they specified that performance depends on variables such as operation, routes and the condition of each vehicle.

“The biggest expense for a fleet is fuel. We’re talking about millions of pesos in diesel. Having products that help improve fuel efficiency can represent a greater benefit than choosing a tire that initially seems cheaper,” said Juan Pablo Ríos y Valles Boysselle, Vice President of Communication, Sustainability and Public Affairs for Michelin.

The executive explained that lower rolling resistance allows the tractor-trailer to move with less effort, reducing energy demand and, consequently, fuel consumption. He added that this technology aims to improve efficiency without compromising aspects such as braking , safety, or tire durability.

According to Michelin, rolling resistance can also contribute to reducing CO₂ emissions, since most of these emissions during vehicle operation come from fuel consumption. Based on this logic, improving the energy efficiency of tires represents an alternative for advancing productivity and fleet decarbonization goals without modifying the vehicles’ engines.

As part of the demonstration, Michelin explained that the X Line Energy tire family was developed for long-haul freight transport. On the steer axle, the Michelin X Line Energy Z offers, according to the company, 13% more mileage over its original lifespan and lower rolling resistance compared to other options on the market. For the drive axle, the Michelin X Line Energy D boasts up to 35% less rolling resistance and 13% more mileage, features designed to improve the energy efficiency of the vehicles.

The company stated that these features are based on technologies such as the Dual Energy Tread Compound, Matrix sipes, and elastic belt—developments focused on reducing energy loss during travel without compromising grip, traction, or tire durability. It added that rolling resistance is evaluated according to the international standard ISO 28580 , and the acceptance of these solutions was also analyzed in a study conducted by Kantar among 420 fleets in the Americas.

Among the attendees were representatives from transportation companies and fleet users, who agreed that the total cost of ownership has become one of the main criteria for decision-making . René Lecea, Supply Chain Manager at FEMSA , highlighted that, given the economic challenges facing the sector, companies are seeking alternatives that strengthen the safety of their drivers and generate benefits in the total cost of ownership.

Similarly, executives from Autolíneas Regiomontanas and HERTRUCKS , among others, pointed out that reducing fuel consumption and optimizing cost per kilometer are increasingly relevant factors in managing their fleets.

During the day, attendees followed the development of the tests and the results obtained on the track in real time, an exercise with which Michelin sought to promote purchasing decisions based on measurable information and not only on the purchase price of the tire.

Comment and follow us on LinkedIn:  @Karina Quintero  / Correspondent /  @GrupoT21

El cargo How much does a tire affect diesel consumption? Michelin puts it to the test on the track. apareció primero en T21.

El cargo Solution or problem? Withdrawal of IEPS incentives puts the trucking industry on alert apareció primero en T21.

Regarding the behavior of the permits, it was noted that during the first six months of 2026, 23 authorizations for dispatch for self-consumption were granted, all with a validity of 10 years, although the regulation establishes a maximum term of 15 years.

Furthermore, the analysis of 17 permits authorized between October 2025 and June 2026 shows investments ranging from 450,000 pesos to 30.58 million pesos and storage capacities between 25,000 and 150,000 liters. Most of the facilities evaluated occupy areas of less than 2,500 square meters and have only one dispensing module.

It was also identified that the main causes of rejection of applications have been related to documentary inconsistencies , particularly the lack of accreditation of possession or authorization of the property where the infrastructure will be installed.

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Another topic discussed was the progress of a regularization program promoted by the CNE, which includes conducting a census of dispatch facilities for self-consumption, preparing a diagnosis of the sector and initiating regularization processes for this type of operation.

Montufar Helu indicated that companies should not assume that using fuel for their own operations automatically exempts them from permits. The classification will depend on the installed infrastructure, the fuel’s destination, and how the operation is carried out.

In that regard, it recommended a detailed review of the processes for receiving, storing, and supplying fuels, as well as documenting the characteristics of each facility and requesting a specific analysis when there are doubts about the applicable regulatory framework, while the authority completes the development of the pending provisions.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo Regulation of self-consumption of fuels raises doubts for companies apareció primero en T21.

Highway insecurity has once again become the central issue. Not just as a topic of discussion, but as an operational reality. Blockades on various stretches of road across the country, exposed drivers, and stranded goods have demonstrated that the problem is not merely a matter of perception. It is structural. And in this context, the president of the National Chamber of Freight Transportation (Canacar) , Augusto Ramos, outlined a position that attempts to navigate between two lines: acknowledging the official figures while simultaneously admitting that the reality on the roads does not yet align with them.

During the presentation of the results of his first month in office, Ramos outlined the progress made in dialogue sessions, institutional coordination, and actions to address the main challenges of the sector, in an environment marked by road insecurity.

Official data points to a decrease in cargo theft of around 21% by 2025. However, the violence with which these crimes are committed and the vulnerability of drivers continue to put pressure on the sector. “The theft is very aggressive,” Ramos warned, and insisted that the challenge is not only to reduce the number of crimes, but also to better understand what is really happening on the road.

That’s where the contrast emerges. While official figures show a downward trend, reports of extortion, kidnappings, and assaults persist in daily operations . Far from dismissing either perspective, Canacar chose to develop its own.

Since March, the Chamber has begun collecting direct information from companies, operators, insurers and tracking systems, with the intention of cross-referencing it with the authority and, if necessary, confronting it.

The next step will be to institutionalize this process. In its first 100 days in office, the Chamber plans to establish a system for reporting cases of extortion and corruption. The stakes are high: if the reports consistently point to irregularities, they could even lead to the dismissal of public officials .

Meanwhile, the operation continues to set the pace. In March alone, four armed attacks against operators were recorded, one of them fatal. And while direct crime is the focus, road blockades amplify the problem: they stop goods, raise costs, and increase the risk of theft in a country where more than 80% of cargo is moved by road.

This interpretation is complemented by another perspective within the sector. Some companies have reported a decrease in thefts , but this is not necessarily attributable to improved public safety; rather, it stems from increased investment in technology, monitoring, and prevention. This opens a second line of analysis: if the reduction is due more to private strategies than to structural conditions, the underlying problem may persist.

Diesel and structure: the pressure that doesn’t let up

Adding to this pressure is diesel , the other major challenge for the trucking industry . Fuel represents about 30% of operating costs, and any price fluctuation immediately impacts rates. Ramos explained the equation: “For every peso the price of diesel increases, freight costs can rise by around four percent.”

The problem, however, is not within the sector’s control. Ramos acknowledged that fuel prices are driven by global factors , so companies have had to rely on both government incentives and their own operational efficiencies. Even so, the margin is getting narrower.

In this context, the sector’s very structure explains some of its limitations. He stated that more than 215,000 companies hold concessions, according to data from the Ministry of Infrastructure, Communications and Transportation (SICT) , but only about 15,000 are formally registered with the Mexican Social Security Institute (IMSS) . Furthermore, 97% are micro and small businesses, and more than 80% operate with fewer than five vehicles, Ramos explained.

With that profile, the room for maneuver is limited. Therefore, according to Ramos, Canacar has begun to strengthen its internal operations with 25 committees and 23 commissions, in addition to permanent working groups that seek to address issues such as safety, training, and operational efficiency simultaneously.

At the same time, the Chamber has chosen to strengthen its ties with the industry. Through alliances with manufacturers and suppliers such as Daimler , International , and Cummins , it seeks to provide carriers with training programs, financing, and preferential terms that facilitate fleet renewal, especially in the segment that accounts for more than half of the country’s trucks.

Meanwhile, the sector is also observing the first steps in the fleet renewal program promoted by the federal government. Canacar indicated that it already has the guidelines that will define access to these incentives, focused primarily on micro and small carriers, although it acknowledged that this is only a first step in addressing the structural shortcomings facing the fleet.

Operators: the challenge that keeps growing

But even with these efforts, the sector faces a challenge that cannot be solved solely through financing or regulation: a shortage of drivers . Currently, the deficit exceeds 90,000 drivers, a trend that is not unique to Mexico.

Added to this is the generational shift that is beginning to put pressure on the sector, with almost 15,000 operators retiring , widening the gap between supply and demand. Faced with this scenario, Canacar proposes improving training, increasing the number of new operators trained—currently around 4,000 per year—and incorporating new sources of talent, including migrants.

Faced with this situation, the Chamber’s strategy has focused on three key areas: building its own data, maintaining ongoing dialogue with the authorities, and exerting institutional pressure based on evidence. The intention is clear: to move beyond reaction and toward prevention.

The challenge, however, remains balancing two realities. On the one hand, figures that point to improvements. On the other, an operation that is still perceived as vulnerable. Amid this tension, the trucking industry continues to keep the country moving, while attempting to bring order to a sector facing pressure from all sides.

Comment and follow us on LinkedIn:  @Karina Quintero  /  @GrupoT21

El cargo Insecurity, diesel, and data under pressure: Canacar seeks to regulate the sector apareció primero en T21.

Scania Mexico remains steadfast with a long-term vision: consolidating its customer service network, strengthening after-sales service , and paving the way for new technologies , amid an industry facing rising costs and a volatile economy, explained Jorge Navarro, Director of Truck and Bus Solutions at Scania.

Volume became one of Scania ‘s key challenges . Amid the uncertainty and adjustments that have shaped the market, the company successfully rethought scenarios without slowing its service expansion, Navarro explained.

 “We’ve had to readjust. What we haven’t stopped doing is growing, solidifying our customer service network, our after-sales network, and continuing to develop our human capital,” he emphasized to T21.

The company’s after-sales service continues to advance. The key, according to Navarro, is to closely support the customer: a vehicle with cutting-edge technology isn’t enough without ensuring operator training, maintenance compliance, and technical support, he commented.

The energy transition in Mexico faces limitations that extend beyond businesses. Fewer than 200 electric trucks circulate in the country today, there are no incentives to replace diesel units, and infrastructure is progressing slowly, he noted.

“In Mexico, unfortunately, we’re not Europe in these matters. We have no incentive for businesses to buy and replace a diesel car with an electric one. None,” Navarro said.

Given this scenario, reducing emissions depends on leveraging available energy sources to achieve a neutral footprint faster than electricity itself in Mexico. Meanwhile, diesel will continue to have a cultural and operational impact for several years.

Beyond the product, Scania’s vision also touches on social issues, such as the Scania Drivers program , which has enabled 80% of its graduates to operate tractor-trailers on real routes, Navarro emphasized.

With new projects on the agenda, Scania strengthens its presence in Mexico through a strategy that combines technology, sustainability, and social responsibility.

Comment and follow us on X:  @karinaquintero  /  @GrupoT21

El cargo Scania focuses on growth and new technologies in a challenging market. apareció primero en T21.

Mexico’s National Customs Agency (ANAM) has seized more than 50 million liters of diesel that have been smuggled into the country via trains, ships, or tankers over the past five months, Rafael Marín Mollinedo, head of the agency, reported Thursday.

The customs official indicated that this illegal practice has been detected at customs offices in Tampico, Laredo, Ciudad Juárez, Matamoros, and other locations.

After participating in the 85th National Congress of Customs Agents , organized by the Confederation of Associations of Customs Agents of the Mexican Republic (CAAAREM) , he commented that they are monitoring the different customs declarations that have been entering different parts of the country and have detected various modifications.

“First, they started changing the tariff items; instead of saying diesel, they said fuel oil additives. We flagged all those items under Chapter 27, but then they started changing them to other products; now it’s a chemical product,” he explained.

It’s worth remembering that on July 7, a joint operation involving various authorities seized 129 tanker trucks and 15 million 480 thousand liters of fuel in Coahuila, considered the largest seizure so far during the six-year term of Claudia Sheinbaum, President of Mexico.

The first action took place in the municipality of Ramos Arizpe, where state police informed security agents about several tanker trucks that were apparently abandoned near a train station; at the site, they located 33 tanker trucks containing 3.96 million liters of hydrocarbons .

In another incident, near a station in Saltillo, 96 tank trucks were found stranded on the railroad tracks, containing 11 million 520 thousand liters of hydrocarbons.

In this regard, Marín Mollinedo explained that they were able to detect what was passing through the railroads through the Electronic Customs Data Processing Center, which provides information from the 14,000 cameras located at all customs offices.

“We checked what was coming on those trains, and there we found the last seizure we made. 129 trains, tank trucks, passed on one train. They had only declared 10% of the fuel, meaning they were carrying 120,000 liters, and they had only declared 10,000 liters on the customs declaration,” he explained.

Regarding the results of the National Customs, Logistics, and Foreign Trade Survey presented at the congress, which highlighted the limited infrastructure at maritime customs offices and the state of the facilities, among other topics, he indicated that they are working to remedy this situation.

“We’ve replaced many customs directors, and we’re reviewing their operations and performance. Wherever we see a lack of progress, we make the change. We’re there, monitoring all the requests from ANAM and the central offices, ensuring that people pay what they owe,” he explained.

Comment and follow us on X:  @evandeltoro  /  @GrupoT21

El cargo ANAM seizes more than 50 million liters of diesel apareció primero en T21.

Baja California Railroad (BJRR) , the operator of the short-haul railroad in northwestern Mexico, has set itself the “new destination” for diesel imports from Texas, United States, to Tijuana, Baja California , a project whose investment has been 80 million pesos, earmarked for infrastructure such as a transfer terminal. Roberto Romandía, the company’s general director, asserts that this would lower transportation costs for the molecule and fuel.

“We’re pursuing a very important project to begin importing diesel in significant quantities, which would represent an increase of approximately 154% in our current imports. We’re going to expand into gasoline and diesel,” he said in an interview with T21.

Remember that the main commodity (raw material) they have handled for 12 years is LP gas, specializing in the transportation of this hydrocarbon. However, handling the new product has been extended due to the procedures and permits required to begin transporting it via rail . Operations are planned to begin between July and August of this year, and the estimated transportation of 3,780 tanker trucks per year.

“We’ve been delayed due to the permitting issue. It’s not a simple matter, especially given the events that have been unfolding in Mexico. We want to do things very well, with great transparency regarding all the permits and authorizations necessary to carry out this type of operation, which is why it’s taken us so long to be ready. We’re 95% complete in terms of permits, authorizations, and the infrastructure needed to begin our transfers,” he says.

He explains that part of the investment is being allocated to the infrastructure of the “García Station ,” which includes a yard for transfers, hydraulic pumps, contingency plans, permits, a water storage tank, and other equipment. To begin operations, the company is only awaiting the environmental impact statement from the state government.

Comment and follow us on X:  @evandeltoro  /  @GrupoT21

El cargo A rolling bet on hydrocarbons apareció primero en T21.