This is a best prospect industry sector for this country. Includes a market overview and trade data.
The wide-ranging category of equipment and services for transportation infrastructure is a best prospect industry sector for Mexico. This section includes an overview of several key dimensions of this sector, together with selected trade data.
Mexico’s USD 1.3 trillion economy makes it the second largest economy in Latin America and the 15th-largest economy in the world—and making its infrastructure plans an important consideration for any U.S. engineering or construction supply firm.
The following table provides the most recent statistics for transportation infrastructure equipment and services in Mexico as we calculated in our 2019 Country Commercial Guide. The Government of Mexico has changed certain data sources, preventing updated 2019 full-year numbers and a 2020 market estimate. We will review our market size methodology for this cluster of sectors in coming months. In the meantime, here are the prior figures:
Mexico Transportation Ingfrastructure and Services Market Overview (Figures in USD Billions)
*Total market size = (total local production + imports) - exports
Note: Data includes trucks for semi-trailers.
Source: National Bank for International Trade (Bancomext) & Secretariat of Economy
Mexico experienced flat growth in 2019, and economic forecasts for 2020 anticipate recession of up to 12 percent, due to the current COVID-19 crisis. The recession will impact public sector revenues, and uncertainty about a variety of government economic policies and related spending has slowed both public and private sector investment. These trends plus drops in international oil prices have driven down the value of the peso to less than 23 pesos to the dollar in June 2020 (from a prior year average of 19 to the dollar).
Still, the Mexican transportation sector continues to offer significant opportunities for U.S. exporters due to the sizeable growth in Mexican foreign trade and travel over the past 20 years and continued anticipated growth in the transportation of merchandise arriving at Mexican ports for domestic consumption and for export to the United States, Canada, and other final destinations. Despite uncertainties over the Mexican economy and public sector budgets, we see continued government and private sector demand for transportation sector improvements in efficiency, cost savings, capacity, and cargo security. President López Obrador specifically directed key infrastructure projects and cargo transportation services to continue during the national COVID shutdown.
The National Development Plan for 2019–2024 (Plan Nacional de Desarrollo, or PND) was announced by President López Obrador on May 1, 2019. Based on this plan, the administration intends to continue focusing on transportation infrastructure development, though with a major emphasis on the states of southern Mexico, particularly Tabasco (the president’s home state), Chiapas, and the Yucatán Peninsula states of Campeche, Quintana Roo, and Yucatán. The president announced 25 priority national development initiatives, of which roughly half involve transportation infrastructure development or other types of physical infrastructure construction. These include a re-envisioned airport system for the greater Mexico City metropolitan area and surrounding states, development of a multi-modal cargo corridor across the Isthmus of Tehuantepec, and a passenger and cargo “Maya Train” on the Yucatan Peninsula. There is also a program for rural roads, and developments in various sectors including oil and gas production, refinery development, agricultural production, and mines.
With an initial planed investment of USD 586 billion in infrastructure, many of these projects will require major investment or financing from the private sector in order to be accomplished. The PND includes a heavy focus on the construction and modernization of roads, airports, maritime ports and railways.
In November 2019, President López Obrador along with private sector representatives announced the first package of an ambitious “Private-Sector-Led” USD 424 billion infrastructure plan, much of which would indeed be spearheaded by the private sector. The first package identifies 147 projects, out of an estimated 1,600, totaling USD 43 billion. Of the 147 projects, 72 will begin in 2020. The overall plan covers transportation, telecommunications, water and sanitation, energy, tourism and social welfare.
For more details on these projects, please also see our sections on construction, energy, oil & gas, and environmental technologies.
A further consideration is the July 1, 2020, entry into force of the new United States–Mexico‑Canada Agreement (USMCA). Among many advances, the agreement establishes greater certainty and fairness in government procurement, and it refines North America rules of origin that could expand U.S.-Mexico cargo volumes in the medium- and long-term. For more information on the USMCA, visit the Office of United States Trade Representative website at www.ustr.gov.
We break down our overview of leading transportation infrastructure sub-sectors into airports, ports, rail, and roads.
As highlighted in the Aerospace portion of the Leading Prospects section, there are several airport expansion projects originally initiated by the Peña Nieto Administration and private concessionaire airport groups.
Mexico City Airports
Mexico City does not have enough runways and terminal capacity to support aviation demand for this metropolitan region of more than 23 million residents. Most analysts agree that, with 61 landings and takeoffs per hour, the current Benito Juarez Mexico City International Airport (known as AICM for its acronym in Spanish) has reached maximum capacity and is unable to handle more planes and more passengers, despite demand for both. Mexico City airport projects are run by the Mexico City Airport Group (Grupo Aeroportuario de la Ciudad de Mexico or GACM), which operates as a concession with government participation.
In 2019, AICM served 50.3 million passengers, with an increase of 5.4 percent versus 2018. The airport managed 458,703 commercial and general aviation flights in 2018 and 224,967 operations in the first five months of 2019 (which would be more than 500,000 if annualized). AICM reached a record number of operations per day on December 14, 2018, with a total of 1,279 flight operations.
President López Obrador cancelled construction of a New International Airport for Mexico City (NAIM) in the enormous, undeveloped Texcoco basin just east of the current airport. He then instructed his team to pursue a three-fold strategy to develop an “Airport System for the Valley of Mexico” based on a paper produced by an engineer named José María Riobóo Martín. This paper was the basis for a new airport plan called the Metropolitan Airport System (SAM by its acronym in Spanish) that the Mexican government announced in November 2019.
- Felipe Angeles International Airport. The first element of the plan is for the Mexican Secretariat of Defense (Secretaría de Defensa Nacional or SEDENA) to build two commercial runways and a commercial passenger terminal at the Santa Lucia military airport located in the municipality of Zumpango, State of Mexico. The Santa Lucia airport is located around 45 kilometers north of AICM. Brigadier General Ricardo Vallejo Suárez, Director of SEDENA’ Engineering Military School, explained their plans for the Santa Lucia Base to reach 190,000 takeoff and landing operations per year in conjunction with the other two airports. SEDENA will design and build the new commercial section of the airport using pre-fabricated and modular construction materials, with a budget of USD 3.8 billion. The airport will have PBN navigation systems and a total of three runways (original plus two) with an initial capacity of 20 million passengers, and potential to expand to 80 million passengers. SEDENA is planning an intermodal transportation passenger station, which will include light rail, bus lines, and an underground metro station. They envision a dedicated 46-kilometer ground interconnection to AICM that would require 35 minutes transit time to make flight connections. No work has been announced on this system. The airport will have one fuel terminal, 30 gates (with expansion potential to 60 gates), a control tower, and a parking structure for 4,000 vehicles. Key technical agencies are SCT, traffic control (SENEAM), the Mexican equivalent to the FAA called AFAC (formerly DGAC), Airports and Auxiliary Services (ASA), the Federal Treasury (SHCP), environment and natural resources (SEMARNAT), and territorial status and urban development (SEDATU). As of mid-2020, President López Obrador asserts the airport will be operational in mid-2021, though this timeline would not account for all of the work to ramp up required services, equipment, training, and international aviation certifications. Other government statements anticipate a 2022 opening.
- AICM Terminal 3 and Other Improvements. GACM was directed to construct a third Terminal Building (T3) at AICM using the current land used for the presidential hangar. The project would not expand runway capacity for departures and arrivals. This project was suspended due to the COVID-19 drop in demand for flights, but if it moves forward it would expand the number of gates at AICM. As shown in preliminary plans, T3 would be connected to the current Terminal 2 (T2). Meanwhile, we expect GACM will renovate AICM facilities to the extent possible and will repair the current runways. Among the AICM renovations are improved runway drainage systems and electricity network, rehabilitation of runway B, remodeled sewage services, upgraded takeoff and landing navigation systems, and engineering improvements to address subsidence under the T2 building.
- Toluca International Airport. The Toluca International Airport will expand its services, though how this develops remains somewhat unclear. The International Air Transport Association, IATA, is on record opposing expansion of Toluca service due to the economics of serving this smaller, high altitude airport. Contact CS Mexico for a copy of our webinar presentation by Toluca airport director-general.
The French firm Navblue and Mexican air traffic agency SENEAM have prepared an interconnection study for proposing shared service for the three airports, seeking to warrant the best airspace usage. Aéroports de Paris (ADP) prepared a preliminary Master Plan for the three-airport concept. Neither study was fully in agreement with the capacity improvements advertised by the López Obrador Administration in promoting the concept.
Due to the extremely fluid nature of these projects, potential U.S. suppliers are strongly urged to contact the U.S. Commercial Service in Mexico City for updated information and assistance on bidding.
The entire Mexican airport network transported 104.7 million passengers in 2019, up from 97.4 million passengers in 2018. From 2013–2018, the number of passengers transported grew by 58.2 percent overall, an annual average of 9.6 percent. The most recent five years represented the highest growth rates over the past 25 years. This growth reflects both passenger demand and the growth in carriers serving Mexico. However, the COVID-19 emergency and the deep drop in air transport for Mexico and worldwide is significantly impacting growth in the near term.
Mexico’s airports are managed by four regional airport groups, plus a fifth group running small federal airports. In addition to GACM, they are Grupo Aeroportuario del Cento Norte (OMA), Grupo Aeroportuario del Pacífico (GAP), Grupo Aeroportuarios del Sureste (ASUR), and Aeropuertos y Servicios Auxiliares (ASA). These airport groups are further described in our Aerospace section. Each has a series of projects. Contact CS Mexico for more information.
Mexico’s port system has 24 Integrated Port Authorities, known as APIs (Administración Portuario Integral), covering more than 40 cargo and passenger ports on the country’s Pacific, Atlantic, and Gulf Coasts. Of these, there are 16 international commercial cargo and passenger ports in the federal system. On the Gulf Coast, these ports are Altamira, Tampico, Tuxpan, Veracruz, Coatzacoalcos, Dos Bocas, and Progreso. On the Pacific Coast, they are Ensenada, Guaymas, Topolobampo, Mazatlan, Puerto Vallarta, Manzanillo, Lazaro Cardenas, Salina Cruz, and Puerto Madero. The Mexican port system has been continuing with a number of projects initiated under a USD 4 billion plan begun under the Peña Nieto Administration. The already announced PND did not go into detail on port projects or budgets, but contact CS Mexico for details on the National Port Development Plan. In July 2020, President López Obrador announced that the Mexican Navy (Secretaría de la Marina or SEMAR) would take over management of customs facilities at Mexican federal ports, in addition to its existing role as Port Captain at each port.
Mexico’s ports are already riding a wave of growth from the prior administration of Enrique Peña Nieto. In 2012, port cargo volumes were 260 million tons and by 2017 SCT’s Ports and Merchant Marine Administration reported 470 million tons moved through the country’s ports. Based on continuing work and announcements related to the PND, we summarize some of the key port projects below.
SIPCOs. The Mexican Federal Port Coordination Administration has announced creation of five Intermodal Port Coastal Systems, or SIPCOs, to promote regional economic development and mitigate migration pressures by establishing special economic development zones into the port areas managed by the APIs. The SIPCOs will promote investment in industrial parks, logistic platforms, energy plants, and inland ports. They will be granted the necessary land, resources, and authority to coordinate with municipal, state, and federal governments. The five regions will be: North (Ensenada, Guaymas, Topolobampo, Mazatlan and Puerto Vallarta); North East (Altamira and Tampico); Central (Manzanillo, Lazaro Cardenas, Tuxpan and Veracruz); South East (Coatzacoalcos, Dos Bocas, Salina Cruz and Puerto Madero); and Peninsular (Progreso).
Shipyards. In June 2019, the Federal Ports Coordinator announced a plan to redevelop 17 Mexican shipyards to improve the country’s ship construction and maintenance capacity. The project, estimated at USD 5 billion, would make improvements at 12 private shipyards, 4 Navy shipyards, and one shipyard operated by the state-owned oil company PEMEX.
Ports of Coatzacoalcos and Salina Cruz. These ports are destined for significant improvements as part of the Isthmus of Tehuantepec Interoceanic Multimodal Corridor. See below our section on this multi-model project.
Port of Veracruz. We expect the port to finalize work on a USD 1.6 billion project to construct five new terminals and a new cargo processing and logistics zone. The port is also working on a USD 5 billion project through 2030 that will quadruple its installed capacity to reach more than 90 million tons in its last stage by 2030.
Port of Tuxpan. The Port of Tuxpan is increasing its installed capacity from 13 million tons to more than 24 million, with facilities to manage more than 700,000 TEUs, 100 thousand vehicles per year, and a new natural gas pipeline.
Port of Manzanillo. The Port of Manzanillo is the second-largest port in Mexico, with projects underway to achieve the goal of more than 44 million tons of installed capacity by the end of the expansion. Served by 23 steamship lines, Manzanillo can handle ships to New Panamax size, or 12,500 TEUs. The port has been developing a new industrial zone with additional rail capacity and an entirely new port area in a natural lagoon to quadruple the developed port zone.
Port of Lázaro Cárdenas. Lázaro Cárdenas has a newly-built container and multi-use terminal and completed two projects to increase the installed capacity from 27 million tons to 47 million.
Port of Progreso. In Puerto Progreso, more than USD 51.6 million is being invested to complete 12 projects for port infrastructure and roadway improvements. These include deepening of the port, construction of a new natural gas terminal, construction of a highway overpass, development of a high technology industrial park, and the creation of a tourist marine route to improve infrastructure for tourist boats, small vessels, and pleasure craft.
Other Ports. The State of Sinaloa has been pursuing significant changes to expand cruise ship capacity at the Port of Mazatlán and build political and investment momentum behind construction of a new industrial and container port in the town of Dimas. The Port of Mazatlán has been carrying out construction works valued at more than USD 39 million to improve passenger cruise facilities. The Port of Dimas project would include a .railway connecting it with the City of Durango to form a Northern Economic Corridor serving Central and Northeastern United States A similar private-sector project in the state of Tamaulipas will establish a new port at Soto la Marina connected with a barge and/or rail connection to the Gulf of Mexico near Ciudad Victoria. The Port of Matamoros is undergoing more than USD 22 million in improvements. Altamira Port is pursuing and expansion to increase its installed capacity from 15 million tons to 36 million. Other ports with improvement projects include the Port of Isla del Carmen, Port of Seybaplaya, Port of Chiapas, and a large passenger terminal in Puerto Vallarta intended to receive 148 cruises and up to 900,000 passengers per year.
The Isthmus of Tehuantepec–Trans-Isthmus Interoceanic Multimodal Corridor (CIIT)
The Isthmus of Tehuantepec is the narrowest portion of Mexico and of North America overall, separating the Pacific Ocean from the waters of the Gulf of Mexico and the Atlantic Ocean. Spanish efforts to make this an interoceanic trade route date to the early 19th Century, and a rail line across the Isthmus operated profitably between 1907 and the opening of the Panama Canal in 1914. The López Obrador Administration intends to make the Trans-Isthmus route competitive with the Canal, thereby boosting regional economic growth in the states of Oaxaca and Veracruz.
The Trans-Isthmus project would create a modernized and upgraded Interoceanic Multimodal Corridor that would provide an alternative to the Canal for northbound and Post-Panamax shipping. As part of this project, the Mexican Government seeks to modernize the railroad of the Isthmus of Tehuantepec; expand cargo handling and storage capacity at the ports of Coatzacoalcos, Veracruz, and Salina Cruz, Oaxaca; expand the trans-isthmus highway from two to four lanes; improve the airports at Minatitlán and Ixtepec; establish a fiber optic telecommunications connection and cellular / data connectivity; and construct a gas pipeline for commercial and private use. Alongside the route between both oceans, special economic zones will be created to attract private sector investment. As part of this program, the 76 Oaxaca and Veracruz municipalities involved will lower their VAT (value-added tax) and income tax rates in addition to offering petroleum at reduced prices.
To manage the project, the López Obrador Administration created a new independent federal agency called the Isthmus of Tehuantepec Interoceanic Corridor (Corredor Interoceánico del Istmo de Tehuantepec, or CIIT). CIIT manages all aspects of project design, coordination, and contracting. To ensure coordination across all aspects of the project, the administration of the two federal ports, Coatzacoalcos and Salina Cruz, has been moved to CIIT. Although CIIT is an independent agency, it is part of the Mexican Treasury (Secretaría de Hacienda y Crédito Público, or SHCP), which has had control over Special Economic Zones.
Mexico has a freight railway system owned by the national government and operated by various entities under concessions (charters) granted by the national government. The railway system provides freight and passenger service throughout the country (though most of the service is freight-oriented). The network connects major industrial centers with ports and with rail connections at the United States border.
Mexico is experiencing a rail freight revival after the privatization of the sector in the 2000s. Although railroads have played an increasingly larger role in the transportation sector, their participation in Mexican cargo movement remains relatively low. According to SCT and the Secretariat of Economy, of the more than 900 million tons of goods that were transported across Mexico, 85 percent was moved by trucks, 12 percent by railroads, and three percent by maritime and air shipments.
Based on the figures presented by the Railroad Transport Regulatory Agency, in 2018, 915 million tons (87,958 million containers) were moved by train in Mexico (an increase of 14 percent compared to 2017). The same year, Mexican railways moved 128 million tons connected with foreign trade shipments, of which 91.5 million tons (71.5%) were foreign-bound shipments, while the remaining 36.5 million tons (28.5%) were intermediate local destinations.
Currently, Mexico operates 74 intermodal terminals, including 30 inland multimodal terminals, 18 railroad terminals, 18 port terminals, and eight private automotive terminals. The Government’s stated goal is to increase the volume of cargo using railroad transportation by at least 10 percent by the end of 2018, and to build new inland cargo terminals, port terminals, and multimodal corridors. A broader interest is to develop the railroad industry in Mexico for both cargo and passenger transportation.
Mexico’s rail cargo system is comprised of eight concessionaire companies: Kansas City Southern de Mexico, Ferromex, Ferrosur, Ferrovalle, Coahuila-Durango, Ferrocarril Chiapas Mayab, Ferrocarril del Istmo, and Ferrocarril Tijuana-Tecate.
As confirmed by the Secretariat of Economy in 2019, these companies have announced combined investment plans of USD 630 million (up from USD 485 million in 2018). These resources will improve rail-related infrastructure such as connecting roads, rehabilitation and maintenance of the railway network, purchase of new locomotives, as well as purchase and rental of rail equipment. The improvements focus on improving services for the automotive industry and refined oil and gas products. To expand cargo capacity, rail companies reinforced the tracks and adopted double stack rail. There are only five countries where double stack is used to improve cargo capacity: Mexico, USA, Canada, Panama and Australia.
Mexico’s rail cargo improvements coincide with the expansion of Mexico’s foreign trade. One big driver of trade growth is the automotive industry (currently trains move seven out of 10 cars produced in the country, while a decade ago it was only three out of 10). Expansion of the oil and gas sector is a major emerging driver. Rail is already the main means of transporting fuels, cereals, minerals, and metals. The top four product sectors by volume are industrial (47.6%), agricultural (25.1%), mineral (12.9%), and oil and its derivate (8.1%), the latter growing 19 percent over 2016. Total 2017 cargo volume was 126.9 million tons, four percent more than in 2016, and 62.8 percent of this amount (79.8 million tons) was import or export cargo. Imports took up the vast majority of the foreign trade cargo at 61.2 million tons, which mainly moved across the borders of Nuevo Laredo, Tamaulipas (19.6 million tons), and Piedras Negras, Coahuila (13.3 million tons), as well as the port of Veracruz (8.1 million tons). The export load reached 18.6 million tons, of which 77.3 percent transited land border crossings.
A standard freight measure is the metric ton-kilometer (tkm), which measures not only volume but distance the cargo moves. In 2018, Mexican rail lines moved 87.95.2 billion tkms, two percent higher than 2017. On a tkm basis, transport of oil and derivatives grew the most sharply, with an increase of 13.9 percent, which not only shows growth of rail service for the sector but also evolution of the railcar fleet. In 2018, tank cars were the fastest growing railcar type (+13.8%). Mexican rail is also getting more fuel-efficient. In 2018, rail cargo registered 122 ton-kilometers per liter, the highest fuel efficiency level in the last eight years.
Passenger rail, though limited, has had growing interest due to a combination of major projects and smaller tourist- or commuter-oriented initiatives.
The administration’s plan focuses on seven railway projects, of which four are dedicated to freight rail.
- The most significant would cover railway construction and modernization as part of the CIIT project on the Isthmus of Tehuantepec, with a length of 215 kilometers and intended to connect the Pacific and Gulf coasts.
- A second signature project of the new administration is a tourist train service known as the “Maya Train.” It would connect Palenque in Chiapas with a route circling the Yucatán Peninsula and connecting Escárcega and Campeche City in Campeche with the Yucatan cities of Mérida and Valladolid, and onward to the Quintana Roo cities of Cancún, Playa del Carmen, Tulum, and Chetumal, before connecting back across the Peninsula through the region’s largest Mayan archeological site, called Calakmúl.
- Another new line will connect the ports of Tampico and Veracruz, a distance of 475 kilometers.
- A fourth significant project is the proposal for a Mexico City–Querétaro mixed-use train, which revisits what was previously planned to be a high-speed rail project for this route. Passenger rail service is planned for this 250km Mexico City–Querétaro run, together with a 50km Mexico City–Teotihuacán line.
- A major effort is underway to finish the 57.7km standard-gauge interurban line from Toluca to Mexico City. The line will carry 230,000 passengers a day with a 39-minute trip between Zinacantepec and an interchange with Mexico City Metro Line 1 at the Observatorio Metro station.
- The railway industry also seeks to improve security at rail crossings by building 25 overpasses in the country totaling an extraordinary 600 kilometers. The full project would require USD 2.4 billion for construction, to be negotiated with the Federal Government. In addition, private funding and development is envisioned for construction of a new line from Guadalajara to Monterrey through Zacatecas, enhancing rail connections between these two major industrial cities, the Mexican Pacific coast, Mexico City, and the United States.
- Finally, approved by the President’s Office but yet to be funded is the Northern Economic Corridor plan of the State of Sinaloa. This project would build a rail line over the rugged Mexican Cordillera connecting a yet-to-be-designed Pacific Coast port at Dimas with the City of Durango.
A range of different road projects include major maintenance of 10 concessioned highways, finishing 22 freeways under construction, the upgrade and modernization of another 86 freeways, and other minor maintenance programs that will improve connectivity between central Mexico and the rest of the country. The main freeways for these improvements are Arriaga-Tapachula (Chiapas), Coatzacoalcos-Villahermosa (Veracruz and Tabasco), San Luis Potosi-Matehuala (San Luis Potosi), Tampico-Ciudad Victoria (Tamaulipas).
Fifteen more public-private projects in different parts of the country will take place or continue their construction with an investment of USD 780 million. These PPPs include Tuxpan-Tampico (Veracruz and Tamaulipas), Cardel-Poza Rica (Veracruz), Atizapán-Atlacomulco (State of Mexico). Information on finalization of these projects is unclear due to COVID-19 restrictions.
The U.S. Commercial Service Mexico is happy to assist you in exploring opportunities in transportation infrastructure in Mexico. The COVID-19 pandemic and Mexico’s economic downturn pose challenges for timely initiation or completion of infrastructure projects. However, below are a few highlights.
Opportunities abound for specialized logistics service providers or cold chain service providers (i.e., those that transport, warehouse, and handle time and temperature-sensitive products). As firms that require these products proliferate throughout Mexico, they require a dependable and efficient supply chain. U.S. logistics firms that currently offer specialized supply chain services are well-positioned to take advantage of this niche market.
Additionally, most transportation entities are looking for the best technologies to improve their services, increase customer satisfaction, assure cargo security, and promote an efficient transportation system that supports Mexico’s competitiveness in a global economy. Even with a weak peso and low government revenues, these trends have resulted in an important demand for all kinds of equipment and services that can help increase the efficiency of the transportation and logistical sector in Mexico.
Products and services with the best prospects in the Mexican ports sub-sector include container cranes, heavy materials handling equipment, environmentally-friendly waste management systems, security systems, IT services, design and construction services, dredging, and many other products and services involved in port operations. There will also be significant opportunities for port terminal operators. Concessions to operate terminals in several ports will become available in the near future. Concessions to operate terminals at the Port of Veracruz are expected to continue beyond 2020.
Domestic production in this sub-sector consists of low-tech equipment (e.g., open and closed freight cars and rail track fixtures). It is important to note that all high-capacity cranes, railroad, and lifting equipment are imported. Under USMCA, most equipment for intermodal transportation manufactured in the United States can be imported duty-free.
Products with the best prospects in the Mexican rail sub-sector include frame, mobile, and rotary-cranes; self-propelled cranes on tires; front loaders with a capacity of over seven tons; mobile platforms; diesel electric locomotives; railway maintenance service vehicles; rail and tramway freight cars; automatic unloading wagons; covered and closed cars; steel rails, and assemblies for railway vehicles, containers, chassis, and trailers.
Domestic production in this sub-sector consists of low-tech equipment (i.e., front loaders and unsophisticated traffic control systems) and the manufacture of trucks and trailers. International brands manufactured in Mexico include Chrysler, Freightliner, Mercedes Benz, International, and Kenworth. These are primarily produced for export. Conversely, all high-capacity crane equipment is imported. Under USMCA, most equipment for intermodal transportation manufactured in the United States can be imported duty-free.
Products with the best prospects in the Mexican roads sub-sector include mobile and rotary-cranes, self-propelled cranes on tires, front loaders with a capacity of over seven tons, mobile platforms, and traffic control equipment.
Secretariat of Communications and Transportation (SCT)
Secretariat of Economy (SE)
Association of Mexican Railways (AMF)
Inter-American Port Commission, Organization of American States (OAS)
National Association of Private Transportation (ANTP)
National Cargo Transportation Chamber of Commerce (CANACAR)
For aerospace and aviation-related events, please see our Aerospace section. There are no major tradeshows covering road, rail, or seaport infrastructure in Mexico, though there are at times various government and industry association conferences on various specific aspects throughout the year. The U.S. Commercial Service in Mexico also organizes delegations covering various aspects of the sector, including site visits to Mexican ports. Please contact the individuals below for more information on tapping these opportunities.
Commercial Specialist, Transportation Infrastructure and Deal Teams
U.S. Commercial Service—Mexico City
Juan Carlos Ruíz
Commercial Specialist, Construction
U.S. Commercial Service—Mexico City
Silvia I. Cárdenas
Commercial Specialist, Airports and Aerospace
U.S. Commercial Service—Mexico City