Insecurity, informal employment,  wage inequality, and a drop in Foreign Direct Investment (FDI) are the main factors limiting regional development in Mexico , according to the 2026 Regional Competitiveness Index (ICR) , prepared by the Mexican Institute for Competitiveness (IMCO) .

The study, which measures the capacity of regions to attract and retain investment and talent , pointed out that competitiveness should be understood as a regional phenomenon, in which the advances or setbacks of one state directly impact its neighbors, which it called the “neighborhood effect”.

The 2026 Regional Competitiveness Index (ICR) divided the country into six regions and includes data up to the end of 2024. The Northeast —Coahuila, Nuevo León, San Luis Potosí, and Tamaulipas—  consolidated its position as the leader in attracting businesses and skilled labor . Furthermore, it registered one of the highest rates of perceived safety, with 32% of the population over 18 years of age reporting feeling safe.

This region, along with the Northwest—Baja California, Baja California Sur, Chihuahua, Durango, Sinaloa, Sonora, and Zacatecas— allocated the largest share of business spending on security . However, the Northwest faces the highest homicide rate in the country, with 33.74 per 100,000 inhabitants.

The Bajío region —Colima, Guanajuato, Jalisco, Michoacán, Nayarit, Querétaro, and Aguascalientes—stood out for innovation and patents, but showed low levels of skilled labor, with only 22.22% of the population over 15 years of age. The central region —Mexico City, Tlaxcala, State of Mexico, Hidalgo, Puebla, and Morelos— presented high school enrollment and a skilled workforce , at 98.42% and 30.68%, respectively, although it struggled to retain talent. Furthermore, high housing prices prevented it from absorbing new residents.

The Maya (Campeche, Chiapas, Quintana Roo, Tabasco and Yucatán) and Isthmus (Guerrero, Oaxaca and Veracruz) regions showed shortcomings in logistics and energy infrastructure , in addition to low foreign investment and high levels of informality.

In the Isthmus, informality reached 73.08%, while FDI remained at 7.87%. In the Maya region, the figure for Foreign Direct Investment was only 10.32%, while informality was 63.81%, reflecting a gap in the capacity to attract foreign capital.

The IMCO suggested several proposals to advance a regional cooperation strategy . In the case of businesses, it indicated that talent retention should be strengthened by creating training hubs that allow for cost sharing and standardization of job profiles.

For the states, the organization proposed aligning agendas to compete as a region and not in isolation ; in addition to consolidating common priorities such as reducing informality and improving access to services.

For the federal government, he suggested directing nearshoring (relocation of production lines) and logistics  support to projects that connect leading regions with lagging entities , conditioning the incentives on the generation of formal employment.

Comment and follow us on X:  @GrupoT21

El cargo Northeast, Northwest and Bajío regions of Mexico stand out in regional competitiveness: IMCO apareció primero en T21.

Mexico has established itself as a major producer and supplier to the automotive industry, which is currently experiencing uncertainty surrounding the revision of the United States-Mexico-Canada Agreement (USMCA) . Manuel Montoya, director of the Nuevo León Automotive Cluster (CLAUT) , stressed that northeastern Mexico is emerging as a key region for strengthening the automotive supply chain.

In this regard, he highlighted that this area concentrates the majority of the country’s Tier 2 supply.

“The northeast region is primarily home to Mexican-owned companies that work for major automakers and top-tier suppliers. It’s a landscape that needs to be strengthened because it’s at the heart of national integration,” he stated.

Although production remains stable, new investments are on hold while the future of the negotiations is defined , warned Manuel Montoya, as they are waiting to see what happens with the rules of origin in this treaty.

“The sector continues to produce and export; we’re even at the same pace as last year and could close with four million vehicles manufactured in Mexico. However, new projects and models are on hold, awaiting clarity on the rules,” Montoya explained.

The demand to integrate more regional content has put pressure on international automakers, which in turn opens up opportunities for local suppliers.

Previously, some automakers preferred to pay a tariff for failing to comply with the rules of origin; today, with the threat of tariffs of up to 27.5% , that strategy is no longer viable.

“It’s no longer viable to rely on components from Japan or Germany. Corporations are pushing their plants in Mexico to find suppliers, and we see frequent requests in our region for processes such as plastic injection molding and machining. This represents a great opportunity for companies in the northeast and Mexico,” he explained.

Montoya also warned about other factors that directly impact the sector, such as the exchange rate, which affects the competitiveness of exporters, and electromobility, which requires investment in infrastructure and battery production in North America to reduce dependence on China.

Review of the USMCA: tensions and pending definitions

In this regard, Montoya anticipated that the treaty revision will bring pressure on two fronts: relaxing rules of origin , as some U.S. automakers are seeking; and tightening requirements , a position of regional governments seeking to maintain jobs and local content.

Added to this is the uncertainty surrounding China’s role in the North American market .

“Chinese companies have held back on their decision to set up plants in Mexico because it’s unclear whether they will be able to export their vehicles to the United States. This will be a key aspect of the negotiations,” he warned.

Regarding the Mexican government’s recent move to impose tariffs on Chinese vehicles, Montoya considered it a necessary action to level the competitive playing field.

“It’s logical that we ask for the rules to be changed, because these vehicles arrive with subsidies and under dumping conditions. We can’t give away our industry. Chinese cars have good technology and prices, but they must compete on a level playing field, also generating jobs and investment in Mexico,” he said.

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

El cargo Northeast Mexico, automotive supplier facing USMCA review apareció primero en T21.

With a weight that represents almost half of the national exports , the northeast of Mexico, which includes the states of Tamaulipas, Coahuila, Nuevo León, Durango and Chihuahua, has become a key driver of shipments abroad, however, the challenges of infrastructure, security and regulation limit its potential, warned Luis Javier Cendejas Meneses , president of the Mexican Council of Foreign Trade of the Northeast (Comce Noreste) .

“Today, the region is strategic because it accounts for 45% of the country’s exports, but we continue to face bottlenecks that don’t match the level of competitiveness demanded by the markets,” he said in an interview with T21.

For the business leader, the international situation is marked by a climate of uncertainty . The upcoming revision of the United States-Mexico-Canada Agreement (USMCA) aims to become a renegotiation , in a global environment where tariffs and geopolitical tensions, led by the United States, are resurfacing.

“Thirty-nine million jobs directly depend on this agreement. Mexico needs technical negotiators with proven experience, because we can’t leave room for whims,” ​​he stressed.

The president of Comce Noreste was emphatic in stating that “ Mexico doesn’t need more factories, it needs world-class logistics ,” as well as modernizing customs.

“In Singapore, a container crosses in 15 minutes; in Mexico, at ports like Manzanillo, it can take up to 15 days,” he explained.

Although Texas has invested billions of dollars in infrastructure on the border with Nuevo Laredo , expanding its roads, the Mexican side has maintained unexpanded infrastructure for three decades.

“The asymmetry is evident. Without efficient logistics, export potential is slowed,” he warned.

In addition to logistical challenges, road safety and the vulnerability of supply chains to suppliers linked to illicit activities represent a growing risk.

“It’s a very fine line: if a company buys from a supplier linked to organized crime, the entire chain can be compromised. We need clear rules, traceability, and anticipation, not improvisation,” he emphasized.

In this regard, Cendejas outlined three priorities for foreign trade , the pillars that will guide his administration at the Northeast Council.

The first of these is representation and lobbying to voice the needs of exporters before agencies and authorities.

On the other hand, training to prepare companies on critical topics such as certificates of origin, value-added rules, and regulatory compliance.

And finally, quality networking to boost business collaboration based on statistics, hard data, and best practices.

Javier Cendejas also called for a shift from reaction to prevention , with advance plans for tariffs, disruptions, and operational risks.

“We can’t rely on improvisation. Companies are already showing how to plan for scenarios A, B, and C. Mexico needs that long-term vision,” he noted.

Mexico’s northeastern region is moving toward a strategic modernization of its logistics infrastructure . Cendejas highlighted that in Nuevo León, Colombia’s customs office has received significant investment, while the 41-kilometer highway connecting the border, considered a “rough diamond,” is being polished to ensure a more efficient flow of goods.

He also stated that multimodal service is becoming established as an option to complement road transport.

“The use of trains and the construction of new bridges seek to alleviate pressure on current land transportation capacity, optimizing time and costs for exporters and importers,” said Cendejas.

A key element in these expectations is the development of inland customs , especially that of Monterrey, located at the Interport.

This bonded facility will allow the dispatch of strategic cargo from ports through controlled customs regimes, a recent system that, according to Cendejas, is still underutilized due to the authorities’ caution and bureaucracy.

“The correct implementation of this regime could maximize the efficiency of the regional logistics chain,” he said.

On the other hand, air and land connectivity has recently been strengthened with events such as the Jalisco-Nuevo León axis meeting, which promoted technological and industrial exchange between the two states.

The investment generated by these initiatives, along with the promotion of major projects linked to global events such as the 2026 World Cup, promises to directly benefit foreign trade, streamlining export and import processes without affecting competitiveness and security.

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

El cargo The Northeast, an exporting powerhouse with logistical challenges apareció primero en T21.

Given the current commercial and industrial challenges in North America, with the threat of tariffs on various Mexican products by the United States, the relocation of production lines in Mexico ( nearshoring ) continues to be a beacon for the arrival of foreign investment that is betting on that area, although specialists have identified challenges and opportunities to meet the demand derived from this phenomenon.

In the northeast region, in states such as Nuevo León, Coahuila and Tamaulipas, the automotive industry is one of the economic pillars that foreign firms seek to develop.

In the presentation of the forum Nearshoring in the global economy: Perspectives and challenges 2025 , Paul Maya , general director of Atos for Mexico and Central America, and vice president of the Franco-Mexican Chamber of Commerce and Industry (CCI France Mexico) Northeast Chapter , highlighted that the manufacturing and automotive sectors have a significant presence in that area of ​​the country.

According to CBRE , a real estate firm, demand for real estate in Mexico due to nearshoring will exceed two million square meters (m2) by 2024, with the automotive industry accounting for 39% of that figure, followed by household appliances and electronic devices.

Maya pointed out that companies in sectors such as retail , automotive, and aerospace manufacturing are also investing in that region. Regarding the source of the funds, she specified that companies from France, Korea, China, Germany, Spain, Japan, and Brazil are among the main investors.

Regarding the tariffs that Donald Trump , President of the United States, wants to impose, he said that if they materialize, it would not be beneficial for any country.

“It wouldn’t be beneficial for either party. There’s a chance there will be some specific issues in some areas, but so far we’ve seen that automotive issues are being postponed as long as possible, and there’s a chance they won’t eventually happen,” he explained.

Along these lines, he considered that the automotive industry should continue with its plans, that is, continue investing in the sector to take advantage of Mexico’s geographic proximity to the world’s largest consumer market.

At a conference to announce the program for the forum to be held on March 13 in Monterrey, Nuevo León, organized by the Northeast Chapter of the Franco-Mexican Chamber of Commerce and Industry, Paul Maya identified that one of the main challenges to achieving nearshoring relates to the infrastructure , with the supply of electricity, water, and roads, as well as labor.

In light of current issues, the specialist indicated that Mexico should strengthen its relationship with the European Union and that investments from countries such as France and Germany should continue.

According to the Ministry of Economy (SE) , in 2024 Mexico received  36.872 billion dollars (mdd) of Foreign Direct Investment (FDI) , which represented an increase of  2.3%  compared to 2023, when it was  36.058 billion dollars , reaching a  new historical maximum .

According to the federal agency,  the United States remained Mexico’s main investment partner,  accounting for  45%  of total flows (  US$16.513 billion) . Japan followed   with  12% ,  Germany  with  10%, Canada with  9%  , and  the Netherlands  with  5%.

These investments could be affected by the protectionist policy that Donald Trump seeks to impose with the application of 25% tariffs on various Mexican products, and a similar rate on the import of steel and aluminum from Mexico and Canada, as well as other countries, in addition to impacting the commercial integration of North America and the next revision of the Treaty between Mexico, the United States and Canada (T-MEC) , scheduled for 2026.

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

El cargo Trump’s tariffs impact automotive nearshoring in northeastern Mexico apareció primero en T21.