The new crossing aims to cut waiting times to 20 minutes but will charge a toll

A new crossing on the Mexico-U.S. border is set to open by late 2024 after an agreement was signed between officials from the two countries Monday.

The US $1 billion Otay Mesa East crossing, also known as Otay Mesa II, between Tijuana, Baja California, and Otay Mesa, California, will have five interchangeable lanes for vehicles and five more for commercial trucks. It aims to reduce waiting times to 20 minutes, representing a significant reduction and will charge travelers a toll. Toll revenues will be divided between the two countries.

The agreement commits both countries to complete their construction projects, resolve policy issues and establish a framework to share toll revenues.

In Tijuana, a US $186 million investment is contemplated for construction, which is set to begin next year. In the U.S. construction has already begun and the project has received US $565 million in funding.

Deputy Governor of California, Eleni Kounalakis, listed some of the benefits of the new crossing. “This new port of entry will not only spur economic activity, but it will also improve the quality of life for the millions of Californians and Mexicans who frequently cross one of the busiest borders in the world,” she said.

The Mexican Foreign Ministry’s North America representative, Roberto Velasco, said the crossing was symbolically important for the two countries’ relationship. “We believe in building bridges, not in building walls, and this is important for us in that sense,” he said.

“This is the future of the U.S.-Mexico relationship that we want. A future where we are more connected, and we allow for the many different possibilities that life on the border offers to both of our countries,” he added.

Plans for Otay Mesa East were first announced in 2014 during the Peña Nieto administration for completion in 2017. Last year, President López Obrador included the crossing among his infrastructure projects.

The area has long been an essential route for cross-border traffic. The Tijuana-San Ysidro crossing, only a short distance from where Otay Mesa East will be constructed, is the busiest crossing in the Western Hemisphere, according to U.S General Services Administration.

From MEXICO NEWS DAILY

RAIL FREIGHT TRAINS

 

One of the lessons of the coronavirus pandemic is that shorter supply chains are vital. This is especially true as global supply chain bottlenecks have choked the flow of everything from computer chips to breakfast cereal. The urgency of the issue was highlighted when President Biden earlier this month convened an emergency task force to study this supply chain problem that “threaten[s] America’s economic and national security.”

While there are a wide range of solutions under consideration, it is clear that one of them will be reducing the United States’s dependence on distant supply chains in Asia and relocating many of those closer to home. In other words, “offshoring” increasingly will be replaced by what has come to be known as “nearshoring.”

As the CEOs of two of the continent’s leading railroads, Canadian National (CN) Railway Company and Kansas City Southern (KCS), we are committed to making nearshoring a more viable option for American business. The proposed combination of our companies, we believe, would create the first truly North American railroad with new direct connections that would give companies in America’s heartland faster, more reliable and less expensive reach into both Canada and Mexico.

We would supply the critical infrastructure that will allow the US-Mexico-Canada Agreement to reach its full potential. This would be possible because our complementary combined footprints would extend from the Pacific and Atlantic coasts of Canada, down through 18 states in the center of the U.S. to the Pacific and Gulf coasts of Mexico. We also have made a commitment to provide new levels of pricing transparency and optionality that would increase the route choices, supply chain resiliency and bargaining power of shippers.

The benefits of a combined CN and KCS railroad would be widespread across the economy. Consider an auto manufacturer in Michigan: with this combination, it would have increased ability to rapidly and reliably source car parts from elsewhere in the U.S. or Mexico rather than from Asia. Our track would directly connect Detroit to the heart of Mexico, giving U.S. manufacturers more competitive routes and the ability to create U.S. jobs as they meet new domestic and regional content requirements under the USMCA. Other potential beneficiaries include grain farmers in Illinois, Iowa and Wisconsin who would have expanded reach into global markets, as well as ethanol producers in Iowa who would have direct access to markets in Mexico; home-builders in Texas and poultry farmers in Arkansas would benefit from expanded supply networks of lumber and source feed ingredients.

We have detailed in our filings with the Surface Transportation Board (STB) how our combination would help several major sectors, including grain, lumber, auto, plastics, petroleum and intermodal importers and exporters. The efficiencies of our combination would enhance competition and boost the economies of all three countries. The combination would allow us to continue our high-level investment in our tracks and associated freight infrastructure.

Our combination would also be good for the environment, we believe. One of the premises of this transaction is our bet that we would be able to convince many shippers, who now rely on long-haul trucking, to convert their business to trains. If successful, the CN-KCS combined network would help relieve the chronic shortages of long-haul truck drivers and reduce the carbon footprint of long-haul truck traffic heading up and down Interstates 35, 55 and 94 between Mexico, Texas and the Midwest. We have calculated that for a single route, from San Luis Potosi, Mexico, to Detroit, Mich., moving freight from trucks to trains would save 260,000 tons of carbon dioxide per year, the equivalent of the average annual emissions of more than 300 long-haul trucks. Multiply that across multiple routes and years, and the impact would be significant.

We believe in the power of a more connected continent to drive economic growth and prosperity, but we can only achieve this goal if the Surface Transportation Board approves our voting trust and allows us the opportunity to make our case for linking these two North American railroads.

Jean-Jacques Ruest is the CEO of Canadian National Railway Company. Patrick Ottensmeyer is the CEO of Kansas City Southern.

source THE HILL

As the U.S. economy emerges from Covid-19-related lockdowns and subsequent supply chain disruptions, business leaders are beginning to develop a roadmap for redesigning their global supply chains with the aim of making them more resilient, environmentally sustainable, and agile. This endeavor, combined with the Biden administration’s goal of making critical sectors of the U.S. economy more self-reliant and less dependent on China, will require public-private partnerships and hundreds of billions in government investments, subsidies, incentives, and sourcing mandates.

But the United States can’t achieve these goals alone. They will require it to collaborate and strengthen trading partnerships with countries in North America, Central America, and South America and build a reliable, cost-effective land-based transportation network that connects the three Americas. Only with strong partnerships and a Pan-American transportation network will the United States be able to bring manufacturing home from Asia. This reconfiguration would benefit all involved: Creating jobs and promoting political stability in poor countries in the Americas would also build wealth in these nations and slow migration from them to the United States.

In a slew of sectors, the only way to develop cost-effective manufacturing in the United States is for those factories to be fed by an ecosystem of low-cost suppliers located in Central and South America rather than Asia. Given the long transit times from suppliers in Asia, it’s unrealistic for U.S. factories to depend on them. Nor is it realistic to expect a major chunk of the supply base now in Asia to relocate to the United States. That’s because the United States doesn’t have the population needed to support a large-scale factory and logistics infrastructure: The average age of its population is 38.5 — much older than that of the labor force in emerging economies — and more flexible service-sector options would make it difficult to find the huge amount of workers to consistently fill factory and logistics jobs such as trucking.

Leveraging Mexico’s and Central America Younger Populations

Mexico and countries in Central America do have the population and demographics to support a large-scale manufacturing and logistics sector. Their workforce is much larger and younger — the average age across Central America is 24 to 28. The labor cost of manufacturing in Mexico is now equivalent to that of China, and in parts of Central America, such as Honduras, it is even lower. Millions of poor Central Americans are desperate for legal job opportunities, and local manufacturing work would be welcomed, especially by communities now plagued by drug trafficking and production. The establishment of a robust manufacturing sector in these countries would also provide their governments with the resources to build professional security forces with the capability to root out drug cartels.

Creating better economic opportunities and reducing crime and corruption would undoubtedly reduce the emigration from those countries to the United States. And a thriving large middle class with spending power would present U.S. companies with a large market close to home.

Finding Sources of Renewable Water

Another consideration in building a robust manufacturing system that encompasses the Americas is the availability of water — an existing problem that seems certain to grow worse due to global warming. Manufacturing requires large amounts of renewable water, and in many parts of the U.S. West and Southwest, water availability is severely constrained.

Canada and the U.S. Great Lakes region have significantly more water. South American countries such as Brazil, Colombia, and Peru rank among the top water-rich countries in the world. According to the Global Water Partnership (GWP), nearly a third of the world’s renewable water resources are in South America.

In addition to their water resources, many South American countries also have stronger economies than those in Central America, decent infrastructure, and large talent pools (they have high literacy rates and excellent universities). They also are major food exporters and have established companies in a wide range of industries, including autos, steel, chemicals, electronics, pharmaceuticals, apparel and footwear, and appliances. And last but not least, they are also important sources of commodities such as lithium, copper, iron, silver, zinc, tin, lead, manganese, and bauxite.

Constraining China and Russia

A final reason for the United States and its allies in the Americas to build a strong Pan-American manufacturing ecosystem is to constrain the growing economic, political, and military power of China in particular but also Russia. It’s a goal that President Joseph Biden emphasized in the recent G7 Summit, where he called on the world’s richest democracies to offer developing countries an alternative to China’s Belt and Road initiative, which has made major inroads in Asia, Africa, and the Middle East and has large port and road construction projects in the works in Central American countries.

Russia and China have donated millions of Covid-19 vaccines to countries in South America in a bid to increase influence in these regions and gain preferential mining rights and bids on infrastructure projects. At their summit, the Group of Seven countries pledged to provide one billion doses of Covid-19 vaccines to poor countries over the next year and take other actions to increase supplies.

Modernizing the Pan-American Transportation Network

The existing Pan-American Highway is a 19,000-mile network of roads throughout North, Central and South America. The only major break in it is the Darién Gap, the 100-mile marshy and forested region separating Central and South America. To link major industrial regions across the continents in the near term, the roads would need to be expanded and upgraded, and the Darién Gap would have to be bridged, which new tunneling technologies could help achieve. In the medium to long term, a modern rail transportation network would have to be built. This road and rail network would allow goods to travel seamlessly and swiftly over land across the three Americas without spending weeks on the ocean.

In supply chains, speed translates into cash and flexibility translates into resilience. A regional, “near-shored” supply chain would accelerate movement between industrial hubs across the Americas, substantially reducing transit times from raw material to finished goods to final point of sale by weeks. Less time spent in transit would mean less cash tied up in inventory. Consequently, manufacturers would have reduced working capital requirements and healthier balance sheets.

Making It Happen

Of course, a strategic reset of this magnitude will take time and come with a hefty price tag. The best comparison is the Belt and Road initiative, which China launched in 2013. It is aimed at improving the infrastructure between 70 countries across Asia and Europe and into Africa. The estimated cost of this Chinese-financed mega-project is $8 trillion. The United States is in the best position to lead the Pan-American initiative, but it is highly likely that other countries in the Americas would be willing to help share the costs given the clear economic, political, and social benefits that they would reap. Indeed, the creation of the U.S. Interstate Highway System, which was originally championed by President Eisenhower in the 1950s, provided a huge economic boost and helped turn the United States into a global economic powerhouse.

In addition to public outlays, other means could be used to help finance the construction of the network. They include the cash flow from usage fees and tolls, offtake contracts or preferential-rights agreements that would obligate users of the transportation system to buy goods from a company or country making the initial investment in the network, and privately financed build-operate-transfer (BOT) projects, where a private party helps pay for infrastructure in return for the right to operate and collect fees from it for a set period.

Admittedly, the current security, political, and infrastructural problems plaguing countries in Central and South America pose enormous near-term challenges in building a Pan-American manufacturing ecosystem. However, industries like apparel and food already operate in these countries, and there is a budding medical-devices-manufacturing sector in Costa Rica. Other companies could apply the lessons that players in those industries have learned about how to build and ship from factories in Central and South America.

It would be up to more-developed countries like the United States, Canada, Mexico, and Brazil to persuade other countries to embrace the vision and join this ambitious endeavor. Most countries in the Americas aspire to work closely with the United States. And given the better future that a robust Pan-American manufacturing ecosystem could provide for their populations, many would undoubtedly be willing to support the infrastructure projects with guarantees and exclusive market-entry agreements and rights.

To remain competitive in the global landscape, the United States and other countries in the Americas need to revamp their economic ties. They should set their sights on designing the supply chain for the next 50 years that can bring prosperity to all of them.

SEE ORIGINAL SOURCE HBR.ORG

Durante el quinto mes de 2021, la demanda bruta de espacios inmobiliarios industriales en México fue de 354,000 metros cuadrados (m2), lo que da un acumulado de 804,000 m2 para el periodo abril-mayo, de acuerdo con cifras de Solili, plataforma de información inmobiliaria.

Durante el primer trimestre de este año (1T21), la demanda total fue de 1.2 millones de m2, por lo que se espera que para el segundo trimestre las cifras sean superiores y reporten incrementos entre 10 y 15 por ciento, resaltó en su reporte mensual.

El mercado de demanda inmobiliaria de Ciudad de México concentró la mayor parte de la demanda nacional y para el periodo abril-mayo representó 21% de la demanda total. Entre los corredores que más destacaron se encuentra Tepotzotlán que agrupó el 68%, seguido por Cuautitlán y Toluca.

Mercados importantes a nivel país como es el caso de Monterrey y Tijuana, registraron al cierre de mayo una demanda bruta de 56,000 m2 y  44,000 m2, respectivamente. Los sectores automotor, manufacturero y retail son los de mayor actividad en la demanda industrial de estas ciudades.

Apenas esta semana, Terrafina, un fideicomiso de inversión en bienes raíces industriales (Fibra), anunció que firmó un contrato de arrendamiento para un edificio build-to-suit en Tijuana de 32,887 m2 con un “participante líder en el segmento de comercio electrónico”.

“Complementando este nuevo proyecto de desarrollo, se cuenta con una carta de intención por 18,580 m2 adicionales para una empresa de empaques que busca atender sus actividades relacionadas con el comercio electrónico. Se espera que estos proyectos de desarrollo requieran una inversión total de 43.5 millones de dólares y generen un estimado de 4.1 millones de dólares en ingresos operativos netos (ION) al año. Ambos proyectos se estiman concluir para el tercer trimestre de 2021”, de acuerdo con un comunicado de Terrafina.

En el reporte de Solili también se mencionó que uno de los mercados que a nivel nacional reportó durante mayo una actividad de arrendamiento destacada fue Saltillo, que totalizó un poco más de 85,000 m2. La demanda de este mercado está siendo impulsada por desarrollos hechos a la medida para empresas manufactureras.

Así mismo, el mercado industrial de Guadalajara durante el 1T21 mostró niveles históricos de demanda, sin embargo, durante los siguientes 2 meses los números se mantuvieron activos, pero sin llegar a lo reportado durante el primer trimestre.

De acuerdo con Solili, este mercado alcanzó en mayo poco más de 19,000 m2 de demanda industrial, pero al sumar valores del periodo abril-mayo la cifra es de casi 50,000 m2.

San Luis Potosí y Aguascalientes, 2 de los mercados que tradicionalmente tienen menor actividad en la región del Bajío, continuaron dentro de la preferencia de capitales extranjeros para invertir. Durante el mes de abril tuvieron un repunte en su demanda y en mayo continuaron con esta tendencia, tan solo en el último mes San Luis Potosí alcanzó una cifra superior a los 19,000 m2, mientras que Aguascalientes un poco más de 13,000 m2. Los montos de demanda estuvieron impulsados por inversiones asiáticas y norteamericanas con proyectos hechos a la medida en el área de robótica y automatización.

La demanda inmobiliaria en Reynosa alcanzó en mayo una cifra de demanda de 33,000 m2 en naves especulativas existentes, además se espera que en el próximo mes se concreten algunas transacciones adicionales, por lo que se estima un repunte en la demanda de este mercado. La demanda inmobiliaria en Mexicali a la par de Reynosa, fue uno de los mercados cuya demanda en mayo superó la del mes anterior y cerró con una cifra superior a los 8,000 m2 en el corredor Mexicali-San Luis Colorado.

En mercados como Ciudad Juárez, Querétaro y Chihuahua se registraron escasos movimientos en la demanda, sin embargo, hay un importante número de negociaciones avanzadas especialmente en Ciudad Juárez, en donde se espera que durante junio se concreten y coloquen a este mercado como uno de los más activos en este indicador a nivel nacional.

Cabe recordar que recientemente la Secretaría de Economía informó que el país captó un total de 11,864 millones de dólares (mdd) por concepto de Inversión Extranjera Directa (IED), en cifras preliminares, un monto 14.8% mayor que el del mismo periodo del año pasado e igualmente la mayor cifra para un primer trimestre desde que la dependencia federal lleva el registro (1999).

La nueva oferta industrial, es decir, lo que pasó de estar en construcción al inventario existente, durante mayo fue de casi 123,000 m2 a nivel nacional. Cerca del 80% de esta nueva oferta se sitúa en los mercados de Querétaro, Ciudad Juárez y Monterrey.

Destaca Guanajuato que finalizó el mes con la culminación de 2 proyectos hechos a la medida con 12,000 metros cuadrados en total, correspondientes a empresas de manufactura. Saltillo, Tijuana y Mexicali son mercados que registraron incorporaciones de nuevas naves a sus inventarios en cantidades poco significativas, menores a 5,000 m2.

Se inició la construcción de 126,000 m2, lo que sumado al mes de abril da un total de 358,000 m2. En mercados con fuerte vocación manufacturera como es el caso de Saltillo, San Luis Potosí o Aguascalientes, el tipo de construcción en su mayoría fue de proyectos hechos a la medida, mientras que la demanda inmobiliaria en Monterrey, Tijuana, Ciudad de México y Guadalajara predominó la construcción de proyectos especulativos.

El indicador de desocupación durante mayo reportó un fuerte incremento, al pasar de 45,000 m2 en abril a 200,000 m2 al finalizar mayo. Este indicador fue favorecido por el incremento de espacios desocupados en el mercado de Ciudad de México, que concentró casi el 50% de la cifra total.

En términos generales, al cierre de mayo 2021 los mercados de Monterrey, Tijuana y Guadalajara consiguen demandas netas positivas con valores significativos, lo que garantiza la misma tendencia hacia buenos resultados en torno al próximo cierre trimestral.

La capital seguirá liderando en cuanto a cantidad de demanda y como una de las principales ciudades donde se inicien nuevas construcciones al igual que Guadalajara y Ciudad Juárez. Esto asegura una amplia oferta industrial con múltiples opciones de ubicación geográfica, diversidad de tamaños y oferentes, lo que maximiza la posibilidad de negociación para el potencial demandante de espacio industrial, de acuerdo con Solili.

Revisa aquí la programación de: Diálogos Empresariales de Logística.

 

FUENTE T21.COM.MX

FROM YAHOO NEWS

MEXICO CITY, May 25 (Reuters) – Mexican Deputy Finance Minister Gabriel Yorio said in an interview posted online by the finance ministry on Tuesday that upcoming midterm elections in Mexico may cause “noise” but the peso exchange rate was expected to remain stable in the range of 19.9 to 20.1 to the dollar.

On June 6, Mexicans will elect 500 lawmakers, 15 governors and more than 20,000 local officials.

Fuente El Economista

Canadá, tercer mayor emisor de IED hacia Querétaro

Es la séptima entidad federativa con más recepción de inversión canadiense en el país, al sumar 2,062.0 millones de dólares entre 1999 y el año pasado.

Querétaro, Qro. Canadá se posiciona como el tercer mayor emisor de Inversión Extranjera Directa (IED) hacia Querétaro, acumulando 2,062.0 millones de dólares desde 1999 al 2020, detallan registros de la Secretaría de Economía.

La IED canadiense se encuentra sólo por debajo de la inversión proveniente de Estados Unidos y de España, que en ese periodo aportaron 6,202.3 y 3,311.7 millones de dólares, respectivamente.

Frente al impacto por la pandemia, en el 2020 la entidad recibió 43.7 millones de dólares con origen en Canadá, esta cifra significa una baja de 50.3% anual.

Del 2008 al 2010, el estado reportó los montos anuales más elevados de inversión canadiense; 233.5 millones de dólares en el 2008, 213.8 millones en el 2009 y 267.6 millones en el 2010. En ese trienio, la IED canadiense sumó 714.9 millones de dólares, que representan 34.7% del total acumulado desde 1999 al 2020.

Con cifras acumuladas, Querétaro es el séptimo con mayor recepción de IED canadiense en el país, al sumar 2,062.0 millones de dólares de 1999 al 2020, por debajo Zacatecas (6,594.7 millones), Ciudad de México (5,852.6), Chihuahua (4,173.6), Coahuila (3,282.4), Sinaloa (3,222.1) y Guerrero (2,790.2).

Presencia de firmas

Bombardier es una de las firmas canadienses instaladas en la entidad, forjando un amplio historial de operaciones en el centro del país; en este contexto, la firma aeroespacial cumple 15 años de instalarse en Querétaro.

Desde esta ubicación fabrica componentes estructurales clave para los jets de negocios líderes de la compañía, incluido el fuselaje trasero de todas las aeronaves Global.

En el 2005 Bombardier Aerospace anunció el establecimiento de un centro manufacturero de clase mundial en Querétaro, el cual emprenderían con una inversión de 200 millones de dólares. En el 2006 inició actividad con un centro de manufactura temporal en el Parque Industrial El Marqués.

Para el 2008, anunció una inversión de 250 millones de dólares para llevar a cabo la manufactura del fuselaje, ensamble de las alas, estabilizadores horizontales y verticales, así como la fabricación e instalación de arneses eléctricos para la aeronave Learjet 85, desde sus instalaciones de Querétaro.

En el 2011 anunció una nueva inversión de 50 millones de dólares en la planta de Querétaro para apoyar la fabricación del fuselaje trasero de sus nuevas aeronaves de negocios Global 7000 y Global 8000.

En México, Bombardier se centra en producir estructuras metálicas, arneses eléctricos y fabricar piezas a base de materiales compuestos.

Tranformando oficinas en vivienda.

“La acción y la adaptabilidad crean oportunidades” Garrison Wynn

El mundo actual se ha visto obligado a replantear las formas de organización de la sociedad a raíz de la del Covid-19.  Los espacios de trabajo fueron abandonados y el home office ha traído a la mesa el gran debate sobre la necesidad o no de las grandes oficinas corporativas.

Para hacer frente a la situación las grandes inmobiliarias se pleantean la posibilidad de reconvertir los espacios corporativos en vivienda, buscando aprovechar los espacios ya existentes y así obtener ingresos.

En la Ciudad de México, son ya varios edificios que están apostando por convertirse en viviendas y acoplarse a los escenarios de la nueva normalidad.

Gonzalo Robina, Director del Fideicomiso en bienes raíces Fibra Uno,  aseguró recientemente que la fibra contempla convertir tres de sus propiedades para este fin:

“Sí se están dando casos, de hecho tengo presentes dos edificios en Periférico Sur, a la altura de Perisur, que eran de oficinas y que hoy se van a convertir en vivienda, otro está en la Colonia del Valle. Sí hay reconversión en ese sentido, y estamos hablando de los edificios que se construyeron en los años 80 o 90.Los edificios que pueden ser utilizados para la reconversion serán os que no contaban con las certificaciones que hoy prácticamente todos los corporativos exigen para poder ocupar, pero son edificios muy buenos que tienen los espacios suficientes para hacer una reconversión a vivienda y que al final de cuentas ha sido un sector que ha tenido un boom durante las últimas dos década”

Esta no es la primera vez que se da esta transformación en el mundo; Enrique Tellez, Presidente de la Asociación de Desarrolladores Inmobiliarios (ADI) ejemplificó que este tipo de reconversiones fueron populares hace décadas en Nueva York, cuando las áreas industriales se convirtieron en los famosos lofts, grandes talleres y almacenes abandonados se convirtieron en viviendas.

Actualmente, en España algunos de los hoteles ya apuestan por la reconversión de sus espacios en oficinas para el teletrabajo, para lo que necesitan infraestructura y equipamiento tecnológico, además de flexibilidad en la configuración del mobiliario e instalaciones adecuadas para el trabajo compartido.

Fuente: Milenio

Para conocer más sobre las oportunidades de reconversación, escribemos un email a fmartinez@naimexico.

 

 

CHINESE IMPORTS INTO MEXICO

SOURCE RIVERA MAYA NEWS

 

Port of Manzanillo, Colima — China imports into Mexico have seen a significant increase over the past year due to a global mismatch of supply and demand due to the pandemic. Those involved in the container shipping business say containers from Asia at the Port of Manzanillo have reached levels not seen in the last decade.

Manzanillo is the main port in the reception of goods from Asian factories, but last year, the arrival of containers (TEUs) shot up to 2.9 million, equivalent to 45 percent of the 6.5 million received in total in the country, said Héctor Ayala, Ferromex intermodal manager. He says the increase is a result of the instability of supply and demand for imported items caused by the pandemic.

In 2019, the port received just over 1.5 million TEUs of China imports into Mexico, according to data from the Ministry of Communications and Transportation (SCT). Between January and February of this year alone, the port saw 282,000 containers, 11.6 percent more than in that same two-month period in 2020.

“These are records that have not been seen for at least 10 years in terms of container volume in Manzanillo. It is a totally atypical situation,” said Ayala.

“Industrial production in Asian countries was reduced at the beginning of the pandemic, but when activity resumed, ports opened and maritime travel restarted, there was a greater than usual flow of containers,” Ayala added.

When Mexico decreed that only essential activities would remain open from April, Asia was already recovering from the blow of the health crisis, so all the purchase orders that had been placed in Mexico in February and March began to arrive in April and May, explained Luis Aguirre Lang, president of export company Index.

It is estimated that what began as an effect of the health situation will become a trend, and that the number of containers received in Manzanillo may break the 3.8 million barrier during 2021.

Due to the growing flow of cargo arriving in Manzanillo, federal authorities have made investments in the port to expand maneuvering capacity and railway companies plan to carry out a broader and faster evacuation of cargo, since for now, they continue to be overrun.

Ferromex and its clients, shipping companies and customs agencies, as well as the Manzanillo Port authorities, predict that the high volumes operated by the port will be the constant from now on, Ayala said.

“Today (the containers) are on the floor of the port, waiting to be moved by the motor transport or the railroad. The area of opportunity is in the moving of containers,” Ayala pointed out. “That challenges Grupo México Transportes to have the resources and make the necessary efforts to meet this volume demand that has materialized in the port, and we are betting that it is a constant flow that we have to mobilize,” he said.

About 60 percent of the cargo that Ferromex moves from Manzanillo are non-food consumer products that reaches the shelves of self-service and convenience stores across Mexico. Ayala said these products change with the seasons and holidays such as Day of the Dead, Easter, Christmas and even summer vacation periods.

Review our latest BI Reports for more market intelligence

March 17, 2021 – Ciudad Juarez, Mexico

 

Gary Swedback, NAI Mexico CEO with Ambu team from Denmark and Intermex managers in Ciudad Juarez.

Groundbreaking ceremony for 355,000 s.f. medical device operation to be constructed as a new build-to-suit.

NAI Mexico represented Ambu for national site selection, project planning, and negotiations with Intermex.

Intermex, Ambu and NAI Mexico worked together to bring the project to Mexico from Denmark.

Photo is the “primera Piedra” groundbreaking ceremony on March 17.

 

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