The implementation of volumetric control and fuel traceability has become one of the biggest challenges for land transport, where technology, operational coordination and tax compliance are now inseparable pieces, according to specialists.

Luis Eduardo Chavarría Meza , CEO of Kepler Oil & Gas , warned that technology should be an ally and not an obstacle.

“Technology has already caught up with us: today volumetric control depends not only on software , but also on electronic components and the reconciliation between operations and accounting,” he stated during the  Midstream Forum Mexico 2025 , organized by Grupo T21 ( Energy21  and  T21 ).

Chavarría stressed that the lack of communication between the operational and accounting areas has resulted in financial penalties.

“I can bet that more than 20% of companies have already received some sanction from the Tax Administration Service (SAT) , not for bad practices, but for inconsistencies between accounting and operational records,” he said.

For his part, Andrés Bayona Insignares, founding partner of Promotora Energética E3 , explained that the case of vehicular and compressed natural gas demonstrates how traceability also applies to road transport, in a context where Mexico imports more than 70% of its gas from the United States.

“The control is very well defined from the beginning; the risk is not in the operation, but in administrative errors or poorly documented reports to the authority,” he pointed out.

The specialist added that, given the lack of pipeline infrastructure, “truck transport” continues to be the most used means, which implies higher costs and vulnerability in tracking volumes.

Meanwhile, Pablo César Gualdi , president and CEO of ATIO Group , warned that quantitative traceability is essential to maintain the integrity of the logistics chain.

“Quantitative traceability is fundamental to preventing illegally sourced fuel from entering the system; without full implementation of volumetric controls, the system remains vulnerable,” he stressed.

According to industry experts, compliance with traceability and measurement standards directly impacts hydrocarbon transportation, which must adapt to new technological requirements, verification processes, and real-time electronic records.

At the event, the panelists agreed that traceability is not only an administrative requirement, but also a tool for competitiveness and transparency that will determine the future of logistics in the Mexican energy sector.

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El cargo Volumetric control: the new challenge for fuel transport apareció primero en T21.

Construction of bridges for the movement of land cargo through Puerto Verde will begin in mid-2026 , with an investment of 240 million dollars .

Arturo García Luna, executive vice president of Grupo Puerto Verde, said the goal is for trucks to begin operating on this new infrastructure between June and August 2028 .

“It’s a bridge that will have capacity based on demand. We can start with 4,000 boxes a day or go up to 15,000 or 18,000 boxes a day. Our size doesn’t depend on the bridge itself, but on the inspection areas we have at customs, which have capacity based on demand. We don’t want a parking lot above the river, but rather an inspection area that is agile, adequate, and that offers the benefit of being able to move quickly,” he commented in an interview.

Puerto Verde will be a corridor between the cities of Eagle Pass, Texas, and Piedras Negras, Coahuila. It will feature a bridge and trade corridor, improving the speed and ease of processing rail and freight traffic.

He explained that this project includes a vehicular bridge for motor transport and, in the future, a rail connection , both of which already have presidential approval. This would replicate what is being done in bilateral trade between Nuevo Laredo and Laredo.

García Luna explained that an investment will also be made in real estate development on both sides of the border . He assured that the proposed infrastructure will allow for the expedited movement of merchandise between Mexico and the United States and vice versa, as well as joint inspection.

“We’re going to seek to integrate what exists today with the existing rail infrastructure, which currently handles between 15 and 18 trains per day through Piedras Negras. This could increase to 30 or 35 trains if this new bridge were used, which would expand operating capacity. It has more rail and truck crossings because they’re dedicated to trade, as there are no combined crossings, and that helps streamline freight,” he stated.

He indicated that 18,000 trucks cross the Nuevo Laredo III Bridge alone per day , while the flow in Colombia is smaller. “What we’re looking for is a dedicated bridge; our niche market is commerce.”

“The saturation of the dedicated bridges, of which there are only two, made it possible to implement a strategy to create a resilience line like the one we are proposing. The increase in freight flows across Highway 57, in Piedras Negras, the second safest city in Mexico, has increased infrastructure, allowing new companies to invest in the region, creating jobs, construction, and many other things that add value to the project,” he stated.

According to the latest report from the Bureau of Transportation Statistics (BTS) , cargo between the United States and Mexico reached $74.4 billion last July, 5.2% more than the same month in 2024.

Of that figure, trucks moved $87.3 billion of cargo , a 0.6% increase over the same period. Meanwhile, railroads moved $14.4 billion of cargo, a 10.1% year-over-year decrease.

Laredo, El Paso, and Otay Mesa are the main truck ports with Mexico; while Laredo, Eagle Pass, and El Paso are for rail connections.

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El cargo Puerto Verde Project: Construction of bridges for motor transport will begin in 2026. apareció primero en T21.

The sales behavior of heavy vehicles in 2025 reveals a pattern of prolonged contraction . In the case of tractor-trailers , the market began the year with 1,668 wholesale units , but volumes decreased month by month until closing September with 854 units , that is, almost half of what was recorded at the beginning of 2025.

In Class 8 , the trend was similar. Sales fell from 525 units in January to 402 in September , confirming the loss of momentum in the most important segments of the trucking industry.

The trend was similar in the retail sector. Tractor truck sales increased from 1,966 units in January to 1,309 in September , while Class 8 sales decreased from 1,011 to 586 .

The deterioration began to become visible in April and, despite slight intermediate increases, the market has not been able to recover its previous pace , according to historical statistical reports from the National Association of Bus, Truck and Tractor Producers (ANPACT) .

Sustained decline in the heaviest segments

In September 2025, wholesale sales totaled 2,481 units , representing a 53.8% decrease compared to the same month last year. Retail sales decreased by 32.4% , with 3,323 units sold .

The Class 8 and fifth-wheel tractor segments concentrated the impact with drops of 70.5% and 65.6% , respectively.

From January to September, wholesale sales (cargo and passenger) totaled 21,132 units , a 52.3% decrease compared to 2024; retail sales reached 30,008 units, a 27.6% decrease .

The share of tractor-trailers in total freight fell from 73.9% in January to 43.4% in September , while Class 8 fell from 23.8% to 20.4% , confirming the loss of strength of these segments that historically drive fleet renewal.

ANPACT figures show more than just a temporary decline: the pace of trucking has slowed and has yet to recover. Each month without a rebound lengthens a lull that is already shaping the course of the heavy vehicle sector in Mexico.

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El cargo Heavy vehicle market fails to break negative trend apareció primero en T21.

During September 2025, two thousand 481 cargo and passenger units were sold wholesale , which represents a decrease of 53.8% compared to the same month last year, when five thousand 369 vehicles were sold, according to the statistical report of the National Association of Bus, Truck and Tractor Truck Producers (ANPACT).

The negative performance was concentrated in the cargo segments , particularly in Class 8 , with a 70.5% drop , and in fifth-wheel tractors , where sales fell 65.6% . Overall, cargo units totaled 1,969 vehicles , representing a 55.9% drop compared to September 2024.

In the January-September period , wholesale sales registered 21,132 units , 52.3% lower than the 44,318 in 2024. In this period, total cargo sales totaled 17,802 units , a decrease of 52.8% , and passengers reached 3,330 units , 49.8% less than the previous year.

Retail also reflects slowdown

In the retail sector, the figures followed the same trend. During September, 3,323 vehicles were sold , a 32.4% decrease compared to the 4,914 sold in the same month last year.

In the case of passenger buses , the decline was 25.3% , with 644 units sold. Classes 5 and 6 grew slightly, 239.1% , but this result did not offset the declines in Class 8 (–61.4%) or intercity buses, which fell by 19.5%.

In the January-September cumulative period , retail sales totaled 30,008 units , 27.6% less than in 2024. By type, cargo sales totaled 24,932 units , a reduction of 28.2% , and passenger sales reached 5,076 units , a decrease of 24.4 percent .

The September figures confirm the negative trend observed in previous months, with widespread declines in the most important market segments.

In both wholesale and retail, the Class 8 and tractor-trailer segments , which account for the bulk of production and sales, remain in negative territory, reflecting a sustained market slowdown and slower fleet renewal in the Mexican trucking industry.

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El cargo Heavy vehicle sales continue to decline: ANPACT apareció primero en T21.

The Mexican trucking industry maintains a duality that has become structural: a highly fragmented business base , but with the vehicle fleet concentrated among a few players .

Based on records from the Federal Directorate of Motor Transport (DGAF) , the sector maintains a virtually unchanged structural composition. Of the companies comprising the country’s freight transport sector, 80% are micro , with fleets of one to five units , while large companies, with more than 100 vehicles, represent only 0.68% of the total .

However, fleet size continues to make a difference. Large companies account for 31% of the national vehicle fleet , small companies (six to 30 units) account for 29%, medium-sized companies (31 to 100) contribute 17%, and micro-enterprises, despite their numerical importance, only account for 22%.

A review of the DGAF figures shows that this structure remained virtually unchanged between January 2024 and July 2025. The total number of units increased from 1.33 million to 1.48 million , but the distribution by company size barely changed by a few tenths of a percentage point.

The figures also reveal that fleet renewal is concentrated in larger fleets , while the sector’s core—made up of thousands of micro and small businesses—operates with older vehicles and limited operating margins.

The average age of the fleet remains at 18.9 years (at the end of July 2025) , with slight monthly variations, confirming a slow pace of modernization .

Overall, the DGAF data show that the Mexican trucking sector remains a sector with many companies, but few with investment capacity .

Fleet size makes the difference between those who can renew, grow, and remain competitive in an increasingly demanding market.

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El cargo Challenges in the transportation industry: This is how eight out of ten companies operate in Mexico. apareció primero en T21.

According to data from the Federal Directorate of Motor Transport (DGAF) , the freight vehicle fleet registered its first decline of the year in July 2025 , reflecting the impact of lower sales of new units.

The total number of registered units reached 744,719 , just 91 more than in June , which meant a stagnation in the growth of the fleet .

By configuration, the results were: three-axle tractor-trailers are the only ones with progress, adding 525 units , while two-axle trucks (-109) , three-axle trucks (-328) and two-axle tractor-trailers (+4) registered negative or marginal variations.

The other vehicles segment also showed a reduction of one unit .

The share by configuration type remained virtually unchanged: tractor-trailers accounted for 66.45% of the total , two-axle trucks 18.83%, and three-axle trucks 14.47% .

These proportions reflect stability in the operational composition of freight transport, although with a slower rate of renewal.

The average age of the vehicle fleet was 18.94 years at the end of July , with a monthly variation of +0.12 years .

By vehicle type, cargo vehicles had an average age of 19.7 years , while passenger vehicles reached 15.7 years , figures that reflect an aging vehicle fleet that limits operational efficiency, raises maintenance costs and worsens the environmental lag of the sector .

The stability of these indicators does not represent an improvement, but rather a sign of stagnation in the renewal process , where a lack of incentives and financing prevents the replacement of obsolete units with safer and less polluting models, according to specialists consulted by T21 on previous occasions.

According to the National Association of Bus, Truck and Tractor Truck Producers (ANPACT) , in its August 2025 report, cumulative wholesale sales of heavy vehicles fell 51.3% compared to the same period in 2024, while retail sales fell 26.5 percent .

This collapse in the market for new vehicles reinforces the trend of aging vehicle fleets: fewer sales mean fewer replacements of older vehicles and an increasingly expensive fleet to maintain and operate.

Statistics from the DGAF confirm that the slowdown in the placement of new units is beginning to be reflected in the composition of the vehicle fleet , which could predict a year-end decline in vehicle incorporation.

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El cargo The freight transport fleet shows its first decline in July. apareció primero en T21.

The proposal, included in the 2026 Economic Package and announced by Marcelo Ebrard, head of the Ministry of Economy (SE) , comes at a time when companies are facing rising costs, competitive challenges, and pressure to renew their fleets.

The initiative proposes reforming various tariff sections of the Tariff Schedule of the General Import Tax Law , the purpose of which is to increase the most-favored-nation tariffs applicable to the import of various goods, including auto parts and vehicles, explained Luis Miguel Jiménez, partner in the International Trade practice at the law firm Von Wobeser y Sierra .

For auto parts, tariffs are expected to range from 10% to 50% of the customs value, while for vehicles the tariff would be 50%.

“Only those products whose tariff fraction is listed in the proposed modification would be affected,” he told T21.

The list includes three sensitive items: auto parts, finished vehicles, and raw materials. Within this framework, utility vehicles and heavy trucks will not be taxed in this first package , which represents a respite for the auto transport industry, commented Alberto Bustamante, general director of the National Agency of Suppliers of the Automotive Sector (ANAPSA) .

Impacts to come

The consequences would be far-reaching. Vehicles and auto parts from countries without a trade agreement with Mexico would become more expensive, as the tariff increase would be passed directly on to consumers, explained Luis Miguel Jiménez.

The scenario could be even more drastic for Asian-origin units , which would lose competitiveness or even exit the market, reducing the diversity of available options and affecting the quality-price ratio. In this context, used cars would gain ground, also pushing up their values, he emphasized.

Furthermore, in the aftermarket, 85% of the auto parts consumed in Mexico come from China , which is necessary to keep a fleet of 85 million vehicles on the road , according to Alberto Bustamante. Since there is insufficient local production capacity, imposing a tariff on these parts without industry consensus would directly affect the availability of spare parts in the country , he noted.

Fractions included in the proposal

The measure’s purpose goes beyond revenue collection. According to the Ministry of Finance and Public Credit (SHCP) , the implementation of the new tariffs would generate 255 billion pesos in 2026 , which would represent 97 billion pesos more than expected this year in import revenue.

The goal, explained Marcelo Ebrard, is to curb the entry of products below reference prices and protect approximately 320,000 jobs linked to the automotive industry .

The debate is taking place in an international environment marked by trade tensions. The World Trade Organization (WTO) requires the same rate to be applied to all countries without a free trade agreement, while in the United States, President Donald Trump has insisted that his partners in the United States-Mexico-Canada Agreement (USMCA) raise barriers against Asian products.

With Morena’s legislative majority, approval in the Union Congress seems assured, and if approved, the new tariffs would take effect 30 days after their publication in the Official Gazette of the Federation.

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El cargo What’s next for trucking with the tariffs proposed in the 2026 Economic Package? apareció primero en T21.

Having emerged as a thriving industrial zone, Chihuahua remains resilient in the face of an economic environment shaped by the United States’ protectionist policies. This state is therefore banking on its strategic position to attract investment, build industrial warehouses, and optimize logistics flows , even though tariffs have left some negative consequences.

Manuel Carrasco , director of the Foreign Trade Committee of Index Chihuahua , commented that tariffs have impacted some areas of the region, however, the movement of merchandise, both imports and exports through the state’s border crossings, continues to flow, even at higher percentages than the previous year, particularly in industries such as manufacturing.

“In terms of logistics, from the state capital to distribution centers in El Paso, Texas, a typical 53-foot box load takes between seven and eight hours, including transit on the Chihuahua-Ciudad Juárez highway, considered an essential ‘trade route,’ making these optimal times to meet on-time delivery requirements,” he emphasized.

Carrasco explained that the flow of goods has not stopped, as companies in the region continue to produce. However, there is a significant challenge at the Zaragoza Bridge due to congestion during peak hours, as it remains the main freight crossing in the region.

Faced with this saturation, we have worked with companies to encourage them to use alternative bridges, such as the Guadalupe-Tornillo bridge , which has been heavily promoted to prevent exports from the southern region of the state and other entities from entering Ciudad Juárez, where around 3,500 crossings are currently made daily.

Despite these challenges, the flow of freight trucking remains efficient, which benefits this industrial and export-oriented entity in the northwest region of Mexico.

According to the National Institute of Statistics and Geography (INEGI) , in the first quarter of 2025, Chihuahua exported the equivalent of 21,320.7 million dollars (mdd) , a growth of 27.5% compared to the same cycle in 2024, which placed the state in first position nationwide in that period.

New projects in the entity

The state remains a key attraction for foreign investment, especially in Ciudad Juárez and Chihuahua, which are the most important centers of attraction. There have also been cases of reinvestment, meaning companies already established in the area are deciding to attract new projects and expand their operations.

According to the Ministry of Economy , Chihuahua captured $440.5 million in Foreign Direct Investment (FDI) in the first quarter of 2025 , mainly in sectors such as automotive, aerospace, and medical.

The Intermex Operations Manager also indicated that there is interest from investors, particularly North American and Asian investors.

“Currently, negotiations are underway for investments and reinvestments in the state in the metalworking, automotive, aerospace, communications, medical, plastics, and electronics sectors,” he explained, although he did not name the companies involved.

In this regard, he explained that North American companies are exploring investment in the state due to its proximity to the United States and the partial tariff exemptions granted by the United States-Mexico-Canada Agreement (USMCA) , as well as the region’s experience in high-tech manufacturing processes.

Manufacturing clusters in Ciudad Juárez facilitate agile cross-border logistics and just-in-time operations , especially for companies in the electronics and automotive industries.

On the other hand, the industrial park sector has grown steadily, with sufficient supply of warehouses and land to meet the demand for new projects.

“The issue of industrial parks and attracting companies is undoubtedly something that has been done correctly in the city for many years, so we have enough space and industrial parks, specifically 10 in Ciudad Juárez, to ensure investors have a smooth landing,” the executive emphasized.

A path with cautious optimism

The key to Chihuahua’s success lies in its synergy. Collaboration between the private sector, the three levels of government, and educational institutions has created an environment of investor confidence. This work, along with a skilled workforce and solid working conditions , has allowed the state not only to withstand the onslaught of foreign policy but also to continue attracting new investment.

Although the future is uncertain, Manuel Carrasco is confident that as long as the USMCA remains in place, Mexico will continue to be an attractive and strategic market for investment, including in the logistics and trucking industries.

The state will expand its manufacturing and logistics capacity with the San Jerónimo Economic Development and Well-being Hub , which will cover 60.3 hectares. According to Carrasco, this hub will be able to develop industries such as automotive, aerospace, medical, and electronics.

“These are the sectors we’ve seen as the most vibrant, with the most reinvestment, the most announcements of new projects, constant research, and a constant search for industrial parks and new buildings, both for merchandise storage and for investment in new machinery,” he emphasized.

Looking ahead, Chihuahua, like other Mexican states, is experiencing periods of tariff, trade, political, and governmental uncertainty, but with a significant network of industrial parks, a robust manufacturing industry, and trucking , the state is emerging as a resilient logistics hub .

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El cargo Chihuahua, a resilient logistics and manufacturing hub in northwestern Mexico apareció primero en T21.

The economic slowdown in Mexico has placed the trucking industry at a complex crossroads : less cargo to move, a rising cost chain that threatens profitability and operational continuity, and market pressures to adjust rates. 

Added to this equation are external factors such as tariffs, poor infrastructure, and insecurity, which increasingly narrow the scope for maneuver for companies. 

The result is a scenario in which competing solely on price is unsustainable , and where “invisible” challenges for the customer become the real battlefield, according to industry experts consulted by T21. 

“It’s challenging because loads are going down and costs are going up,” describes Alan León Wong, general manager of 501 RT , who has seen how pressures are forcing them to differentiate themselves and stop being a simple “commodity.” 

Safety has also become a priority expense , due to training for operators and monitoring personnel, incorporation of telemetry and cameras, and protocols to mitigate risks on the road, according to Ricardo Torres, general director of THR .  

“We are the most vulnerable link in the entire supply chain,” Torres says. Behind every tariff is a cost structure that includes security, maintenance, certifications, and social security for operators, he explains.

In this sense, the outlook is “strange and critical ,” says Julio Mora, general manager of Movac Express . Although the exchange rate favors the national currency, the cost of vehicles, tires, and spare parts has skyrocketed, testing companies’ investment capacity, he emphasizes. 

Added to this is a change in customer payment behavior, which now takes longer to settle bills, impacting cash flow. 

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El cargo Beyond Price! Invisible Challenges in Trucking apareció primero en T21.

PLAYA DEL CARMEN, Q. ROO.- The trucking industry is one of the sectors experiencing the greatest surge in technological innovation. The promise of autonomous vehicles goes beyond modernizing fleets; they also aim to transform road safety, reduce emissions, and open up new forms of logistics operations.

During his participation in Top Flotillas  and  LOGEX  2025, Andrés Omaña, Director of Operations and Sustainable Mobility at ECOBICI , emphasized that driving automation can reduce accidents by up to 90% , an argument that directly affects the freight transport industry.

“It’s much safer to drive a self-driving car than one driven by a person,” he noted.

The interest is no small matter; the specialist noted that companies in the sector in other countries are working on tractor-trailers that use sensors to map obstacles and react up to nine seconds in advance, even in adverse conditions, such as sandstorms or nighttime routes.

Pony AI , from China, is already developing fully autonomous tractor-trailers, while Gatik has made more than two million deliveries for Walmart in the United States and Canada, specializing in middle-mile journeys.

The rationale behind these tests is that if 40% of fatal road accidents occur at night, and a large proportion involve trucks, the mitigation potential with autonomous units is enormous.

Furthermore, the operating model is attractive to supply chains: vehicles capable of operating almost 24 hours a day, with minimal breaks for charging or maintenance, maximizing utilization and reducing costs per kilometer traveled.

Although regulations in Mexico only allow Level 2 technologies (advanced assistance functions in brands like Mercedes-Benz , Audi , or Tesla ), the international benchmark provides a glimpse into the direction the market is headed. In the United States, Waymo has already accumulated more than 10 million trips and plans to grow to 7,000 vehicles by 2026, with a proven decrease of up to 88% in serious incidents involving human drivers.

Micromobility is also gaining ground: electric bicycles, scooters and public rental systems that, according to the consulting firm McKinsey , will generate investments of 360 billion dollars (mdd) in 2030. In this area, Omaña recalled the example of Mexico City, which already operates the largest public bicycle system in Latin America and where vehicle restrictions force a rethinking of the last mile.

The point of convergence is culture. For Generation Z , owning a car is no longer a priority; they prefer to get around by scooter, electric bike, or even a robotaxi. This shift in mentality, coupled with the pressure for safety and sustainability , will set the pace for the adoption of autonomous vehicles in transportation and beyond.

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El cargo Autonomous vehicles, a safer route to the mobility of the future apareció primero en T21.