China on Friday began in earnest work to advance its application to become a member of the Trans-Pacific Partnership free trade deal, a day after filing a bid to join the pact in an attempt to increase its economic clout in the Asia-Pacific region.

Chinese accession would significantly impact trade in the region, and its bid is aimed at countering moves that the United States and other partners are pursuing to decouple from the Chinese economy. It remains uncertain, though, whether China will be allowed to join the pact.

To join the deal, formally known as the Comprehensive and Progressive Agreement for Trans-Pacific Partnership, China will need the unanimous approval of all 11 member countries, including Australia and Japan. The United States withdrew from the pact in 2017.

In a speech on Friday, Chinese President Xi Jinping said high barriers that would harm growth of trade, investment and technology should be “removed,” pledging to take measures to push forward the free trade system.

Foreign Ministry spokesman Zhao Lijian said Chinese participation in the TPP would “contribute to promoting the process of economic integration in the Asia-Pacific region” and encouraging “trade and investment growth” after the COVID-19 pandemic.

But one hurdle China faces is its strained ties with Australia.

In June, China said it had filed a complaint with the World Trade Organization over Australia’s anti-dumping tariffs, apparently retaliation against Canberra’s decision to complain to the WTO over China’s anti-dumping duties on wine exports.

Australia signaled Friday that it may not accept the start of talks on China’s possible participation, with the country’s minister for trade, tourism and investment, Dan Tehan, saying in a statement that existing members want to be confident that China has a “track record of compliance” with its commitments under the WTO and existing trade agreements.

The minister also reiterated the need for China to agree to restart ministerial-level talks between the two nations.

The other TPP members are Brunei, Canada, Chile, Malaysia, Mexico, New Zealand, Peru, Singapore and Vietnam.

Japan, a leading economy in the TPP, said it will carefully analyze whether China is ready to meet the requirements for joining the free trade deal.

“We must thoroughly assess whether China is ready to fulfill the high-standard rules of the TPP-11,” Chief Cabinet Secretary Katsunobu Kato said, adding Tokyo will “consult with other members while following the procedures for approving new members.

The United States originally promoted the trade pact to counter China’s growing economic influence, but after withdrawing from the treaty in January 2017, the U.S. government, now under President Joe Biden, remains cautious about returning to it.

Following the application, a U.S. State Department spokesperson said in a statement, “We would expect that China’s non-market trade practices and China’s use of economic coercion against other countries would factor into” a decision over Beijing’s accession.

If China joins the TPP, the gross domestic product of participating economies would account for around 30 percent of global GDP, compared with over 10 percent currently. It would also mark a new milestone for the world’s second-biggest economy, similar to its accession to the WTO in 2001.

China’s bid to join the free trade bloc follows Britain’s application filed in February this year. Taiwan has also expressed interest in joining.

According to the Chinese Commerce Ministry on Thursday, Chinese Commerce Minister Wang Wentao and Damien O’Connor, New Zealand’s trade and export minister, spoke on the phone to discuss necessary procedures.

Compared with some advanced countries such as Japan, China falls behind in liberalizing market access while the Asian economic powerhouse also faces other obstacles, such as reforms of preferential treatment for state-run companies and state subsidies to meet the standards shared among TPP members.

Xi announced his country’s intention to seriously consider participating in the TPP when he attended an Asia-Pacific Economic Cooperation forum summit in November last year.

In July, during an informal virtual meeting with APEC leaders, he called for “integration, not decoupling,” according to Chinese media.

Stock and Cash Transaction Represents an Enterprise Value of Approximately $31 Billion

Expected to Create Annualized Synergies of Approximately $1 Billion within Three Years

Historic Combination Enhances Competition, Creates New Options for Customers, and Supports Economic Growth in North America


Companies to Host Investor Conference Call Thursday at 8 a.m. ET


CALGARY, Alberta & KANSAS CITY, Mo.–(BUSINESS WIRE)–Canadian Pacific Railway Limited (TSX: CP, NYSE: CP) (“CP”) and Kansas City Southern (NYSE: KSU) (“KCS”) today announced they have entered into a merger agreement, under which CP has agreed to acquire KCS in a stock and cash transaction representing an enterprise value of approximately USD$31 billion1, which includes the assumption of $3.8 billion of outstanding KCS debt. The transaction, which has the unanimous support of both boards of directors, values KCS at $300 per share, representing a 34% premium, based on the CP closing price on Aug. 9, 2021, the date prior to which CP submitted a revised offer to acquire KCS, and KCS’ unaffected closing price on March 19, 20212.

“Our path to this historic agreement only reinforces our conviction in this once-in-a-lifetime partnership,” said CP President and Chief Executive Officer Keith Creel. “We are excited to get to work bringing these two railroads together. By combining, we will unlock the full potential of our networks and our people while providing industry-best service for our customers. This perfect end-to-end combination creates the first U.S.-Mexico-Canada rail network with new single-line offerings that will deliver dramatically expanded market reach for CP and KCS customers, provide new competitive transportation options, and support North American economic growth.”

“We are glad to be partnering with CP to create a railroad that is able to compete by providing the best value for the transportation dollar,” said KCS President and Chief Executive Officer Patrick J. Ottensmeyer. “The CP-KCS combination will not only benefit customers, labor partners, and shareholders through new, single-line transportation services, attractive synergies and complementary routes, it will also benefit KCS and our employees by enabling us to become part of a growing and truly North American continental enterprise.”

While remaining the smallest of six U.S. Class 1 railroads by revenue, the combined company would have a much larger and more competitive network, operating approximately 20,000 miles of rail, employing close to 20,000 people, and generating total revenues of approximately $8.7 billion based on 2020 actual revenues. The CP-KCS combination is expected to create jobs across the joined network. Additionally, the companies expect efficiency and service improvements to achieve meaningful environmental benefits.

Transaction to Expand Options and Efficiencies for Customers

A CP-KCS combination would provide unprecedented reach via new single-line hauls across a combined network, offering:

  • New single-line competitive options for domestic intermodal shipments between Mexico, the U.S. Midwest, and Canada, providing a truck competitive product for time-sensitive shipments in the high-value parts, perishables, and expedited markets.
  • New single-line hauls linking key automotive manufacturing and distribution centers in Mexico, the U.S. Midwest, and Canada, capitalizing on CP’s best-in-class automotive compound network.
  • New single-line routes linking energy, chemical, and merchandise shippers to more quickly and efficiently connect origin and destination facilities and reach new markets and global consumers.
  • Unmatched access to Atlantic, Gulf, and Pacific ports, linking international intermodal shippers with North America’s largest consumer markets providing new optionality, capacity, and resiliency.
  • New single-line routes allowing the efficient flow of agricultural products from CP’s origin-rich franchise to KCS’ destination-rich franchise, generating new optionality for shippers and receivers.
  • Extended reach for short line and regional railroads coupled with new optionality for non-rail served customers via our extensive transload network.

Importantly, customers would not experience a reduction in independent railroad choices as a result of the transaction. CP-KCS have committed to keep all existing freight rail gateways open on commercially reasonable terms, while simultaneously competing aggressively to attract traffic via new single-line north-south lanes between Canada, the Upper Midwest and the Gulf Coast, Texas, and Mexico.

A CP-KCS combination would preserve the six-railroad structure of the North American Class 1 rail network: two in the west, two in the east and two in Canada, each with access to the U.S. Gulf Coast. The two companies once combined would remain the smallest of the Class 1 carriers.

Improving Highway Traffic, Environmental Sustainability, and Safety

The new single-line routes made possible by the transaction are expected to shift trucks off crowded U.S. highways, lowering emissions and reducing the need for public investments in road and highway bridge repairs. Rail is four times more fuel efficient than trucking, and one train can keep more than 300 trucks off public roads and produce 75 percent less greenhouse gas emissions. The synergies created by this combination are expected to take tens of thousands of trucks off the highways annually.

CP is committed to sustainability and is currently developing North America’s first line-haul hydrogen-powered locomotive. Additionally, the combined company would maintain both CP and KCS’ pledges to improve fuel efficiency and lower emissions in-line with the Paris Agreement to support a more sustainable North American supply chain.

Creating Value for KCS and CP Shareholders

Following the closing into a voting trust, common shareholders of KCS will receive 2.884 CP shares and $90 in cash for each KCS common share held. Preferred shareholders will receive $37.50 in cash for each KCS preferred share held. The fixed exchange ratio implies a price for KCS of $300 per share, representing a 34% premium, based on the CP closing price on August 9, 2021 and KCS’ unaffected closing price on March 19, 20213.

Immediately following the closing into trust, KCS common shareholders are expected to own 28 percent of CP’s outstanding common shares, providing the ability to participate in the upside of both companies’ growth opportunities. Following final regulatory approval by the U.S. Surface Transportation Board (“STB”), KCS shareholders would also reap the benefits of synergies resulting from the combination.

The combined growth strategies of the two fastest-growing Class 1s will result in new efficiencies for customers and improved on-time performance under their respective Precision Scheduled Railroading programs. The combined company is expected to create annualized synergies of approximately $1 billion over three years.

The combination is expected to be accretive to CP’s adjusted diluted EPS4 in the first full year following CP’s acquisition of control of KCS, and is expected to generate double-digit accretion upon the full realization of synergies thereafter.

To fund the stock consideration of the merger, CP will issue 44.5 million new shares. Consistent with the previously announced transaction, the cash portion will be funded through a combination of cash-on-hand and raising approximately $8.5 billion in debt, for which financing has been committed. As part of the merger, CP will assume approximately $3.8 billion of KCS’ outstanding debt. Following the closing into trust, CP expects that its outstanding debt will be approximately $20 billion.

Pro forma for the transaction, CP estimates its leverage ratio against 2021E street consensus EBITDA to be approximately 3.9x with the assumption of KCS debt and issuance of new acquisition-related debt. In order to manage this leverage effectively, CP will continue to temporarily suspend its normal course issuer bid program, and expects to produce approximately $7 billion of levered free cash flow (after interest and taxes) over the next three years. CP estimates its long-term leverage target of approximately 2.5x to be achieved within 24 months after closing into trust. The combined company will remain committed to maintaining strong investment grade credit ratings while continuing to return capital for the benefit of shareholders.

Strong Stakeholder Support for CP-KCS

More than 1,000 stakeholders – including railroad labor unions, shippers, and community leaders – have written letters to the STB supporting CP’s proposed combination with KCS. These letters emphasize the enhanced competition and unsurpassed levels of service, safety and economic efficiency that the transaction will bring for shippers and communities across the U.S., Mexico, and Canada that a CP-KCS combination offers.

Clear Path to Complete Transaction and Merger

On May 6, 2021, the STB approved the use of a voting trust for a planned CP-KCS merger, and the pertinent circumstances surrounding this new agreement between CP and KCS have not changed relative to those underlying the STB’s decision approving a trust. To close into voting trust, the transaction requires approval from shareholders of both companies along with satisfaction of customary closing conditions, including Mexican regulatory approvals. CP would then acquire KCS and place the KCS shares into the voting trust, at which point KCS shareholders would receive 2.884 CP shares and $90 in cash for each KCS common share held. The companies expect the transaction to close and KCS shareholders to receive their consideration in Q1 2022.

CP’s ultimate acquisition of control of KCS’ U.S. railways is subject to the approval of the STB. In April, the STB decided that it would review the CP-KCS combination under the merger rules in existence prior to 2001 and the waiver granted to KCS in 2001 to exempt it from the 2001 merger rules. In August, the STB reaffirmed that the pre-2001 rules would govern its review of the CP-KCS transaction.

The STB review of CP’s proposed control of KCS is expected to be completed in the second half of 2022. Upon obtaining control approval, the two companies will be integrated fully over the ensuing three years, unlocking the benefits of the combination.

Board, Management, and Headquarters

Following STB approval of the CP’s control of KCS, Mr. Creel will serve as the Chief Executive Officer of the combined company. The combined entity will be named Canadian Pacific Kansas City (“CPKC”).

Calgary will be the global headquarters of CPKC, and Kansas City, Missouri will be the U.S. headquarters. The Mexico headquarters will remain in Mexico City and Monterrey. CP’s current U.S. headquarters in Minneapolis-St. Paul will remain an important base of operations.

Four KCS Directors will join CP’s expanded Board at the appropriate time, bringing their experience and expertise in overseeing KCS’ multinational operations.

Advisors

BMO Capital Markets and Goldman Sachs & Co. LLC are serving as financial advisors to Canadian Pacific. Sullivan & Cromwell LLP, Bennett Jones LLP and the Law Office of David L. Meyer are serving as legal counsel. Creel, García-Cuéllar, Aiza y Enríquez, S.C. are serving as Mexican legal counsel to Canadian Pacific. Evercore is serving ‎as the Canadian Pacific Board’s financial advisors and Blake, Cassels & Graydon LLP is serving as the Board’s legal counsel.

‎BofA Securities and Morgan Stanley & Co. LLC are serving as financial advisors to Kansas City Southern. Wachtell, Lipton, Rosen & Katz, Baker & Miller PLLC, Davies Ward Phillips & Vineberg LLP, WilmerHale, and White & Case, S.C. are serving as legal counsel to Kansas City Southern.

Conference Call for Investment Community

CP and KCS will host a joint investor conference call Thursday, Sept. 16, at 8 a.m. ET to discuss this announcement. A live webcast of the call and the replay will be available on the CP website at https://investor.cpr.ca/events and the KCS website at https://investors.kcsouthern.com/events-calendar. Supporting materials will be posted on www.FutureForFreight.com. To listen to the live conference call, dial (877) 830-2586 in the U.S. or (785) 424-1734 internationally, passcode 74335.

A conference call replay will be available for one week following the call and can be accessed by dialing (800) 753-5212 (no passcode needed).

For information on the benefits of a CP-KCS combination, visit FutureForFreight.com.

FORWARD LOOKING STATEMENTS AND INFORMATION

This news release includes certain forward looking statements and forward looking information (collectively, FLI) to provide CP and KCS shareholders and potential investors with information about CP, KCS and their respective subsidiaries and affiliates, including each company’s management’s respective assessment of CP, KCS and their respective subsidiaries’ future plans and operations, which FLI may not be appropriate for other purposes. FLI is typically identified by words such as “anticipate”, “expect”, “project”, “estimate”, “forecast”, “plan”, “intend”, “target”, “believe”, “likely” and similar words suggesting future outcomes or statements regarding an outlook. All statements other than statements of historical fact may be FLI.

Although we believe that the FLI is reasonable based on the information available today and processes used to prepare it, such statements are not guarantees of future performance and you are cautioned against placing undue reliance on FLI. By its nature, FLI involves a variety of assumptions, which are based upon factors that may be difficult to predict and that may involve known and unknown risks and uncertainties and other factors which may cause actual results, levels of activity and achievements to differ materially from those expressed or implied by these FLI, including, but not limited to, the following: the timing and completion of the transaction, including receipt of regulatory and shareholder approvals and the satisfaction of other conditions precedent; interloper risk; the realization of anticipated benefits and synergies of the transaction and the timing thereof; the success of integration plans; the focus of management time and attention on the transaction and other disruptions arising from the transaction; changes in business strategy and strategic opportunities; estimated future dividends; financial strength and flexibility; debt and equity market conditions, including the ability to access capital markets on favourable terms or at all; cost of debt and equity capital; potential changes in the CP share price which may negatively impact the value of consideration offered to KCS shareholders; the ability of management of CP, its subsidiaries and affiliates to execute key priorities, including those in connection with the transaction; general Canadian, U.S., Mexican and global social, economic, political, credit and business conditions; risks associated with agricultural production such as weather conditions and insect populations; the availability and price of energy commodities; the effects of competition and pricing pressures, including competition from other rail carriers, trucking companies and maritime shippers in Canada, the U.S. and Mexico; North American and global economic growth; industry capacity; shifts in market demand; changes in commodity prices and commodity demand; uncertainty surrounding timing and volumes of commodities being shipped; inflation; geopolitical instability; changes in laws, regulations and government policies, including regulation of rates; changes in taxes and tax rates; potential increases in maintenance and operating costs; changes in fuel prices; disruption in fuel supplies; uncertainties of investigations, proceedings or other types of claims and litigation; compliance with environmental regulations; labour disputes; changes in labour costs and labour difficulties; risks and liabilities arising from derailments; transportation of dangerous goods; timing of completion of capital and maintenance projects; sufficiency of budgeted capital expenditures in carrying out business plans; services and infrastructure; the satisfaction by third parties of their obligations; currency and interest rate fluctuations; exchange rates; effects of changes in market conditions and discount rates on the financial position of pension plans and investments; trade restrictions or other changes to international trade arrangements; the effects of current and future multinational trade agreements on the level of trade among Canada, the U.S. and Mexico; climate change and the market and regulatory responses to climate change; anticipated in-service dates; success of hedging activities; operational performance and reliability; customer, shareholder, regulatory and other stakeholder approvals and support; regulatory and legislative decisions and actions; the adverse impact of any termination or revocation by the Mexican government of Kansas City Southern de Mexico, S.A. de C.V.’s Concession; public opinion; various events that could disrupt operations, including severe weather, such as droughts, floods, avalanches and earthquakes, and cybersecurity attacks, as well as security threats and governmental response to them, and technological changes; acts of terrorism, war or other acts of violence or crime or risk of such activities; insurance coverage limitations; material adverse changes in economic and industry conditions, including the availability of short and long-term financing; and the pandemic created by the outbreak of COVID-19 and its variants, and resulting effects on economic conditions, the demand environment for logistics requirements and energy prices, restrictions imposed by public health authorities or governments, fiscal and monetary policy responses by governments and financial institutions, and disruptions to global supply chains.

We caution that the foregoing list of factors is not exhaustive and is made as of the date hereof. Additional information about these and other assumptions, risks and uncertainties can be found in reports and filings by CP and KCS with Canadian and U.S. securities regulators, including any proxy statement, prospectus, material change report, management information circular or registration statement to be filed in connection with the transaction. Reference should be made to “Risk Factors” and “Management’s Discussion and Analysis of Financial Condition and Results of Operations—Forward Looking Statements” in CP’s and KCS’s annual and interim reports on Form 10-K and 10-Q. Due to the interdependencies and correlation of these factors, as well as other factors, the impact of any one assumption, risk or uncertainty on FLI cannot be determined with certainty.

Except to the extent required by law, we assume no obligation to publicly update or revise any FLI, whether as a result of new information, future events or otherwise. All FLI in this news release is expressly qualified in its entirety by these cautionary statements.

ABOUT CANADIAN PACIFIC

Canadian Pacific is a transcontinental railway in Canada and the United States with direct links to major ports on the west and east coasts. CP provides North American customers a competitive rail service with access to key markets in every corner of the globe. CP is growing with its customers, offering a suite of freight transportation services, logistics solutions and supply chain expertise. Visit www.cpr.ca to see the rail advantages of CP. CP-IR

ABOUT KCS

Headquartered in Kansas City, Mo., Kansas City Southern (KCS) (NYSE: KSU) is a transportation holding company that has railroad investments in the U.S., Mexico and Panama. Its primary U.S. holding is The Kansas City Southern Railway Company, serving the central and south central U.S. Its international holdings include Kansas City Southern de Mexico, S.A. de C.V., serving northeastern and central Mexico and the port cities of Lázaro Cárdenas, Tampico and Veracruz, and a 50 percent interest in Panama Canal Railway Company, providing ocean-to-ocean freight and passenger service along the Panama Canal. KCS’ North American rail holdings and strategic alliances with other North American rail partners are primary components of a unique railway system, linking the commercial and industrial centers of the U.S., Mexico and Canada. More information about KCS can be found at www.kcsouthern.com.

ADDITIONAL INFORMATION ABOUT THE TRANSACTION AND WHERE TO FIND IT

CP will file with the U.S. Securities and Exchange Commission (SEC) a registration statement on Form F-4, which will include a proxy statement of KCS that also constitutes a prospectus of CP, and any other documents in connection with the transaction. The definitive proxy statement/prospectus will be sent to the shareholders of KCS. CP will also file a management proxy circular in connection with the transaction with applicable securities regulators in Canada and the management proxy circular will be sent to CP shareholders. INVESTORS, STOCKHOLDERS AND SHAREHOLDERS OF KCS AND CP ARE URGED TO READ THE PROXY STATEMENT/PROSPECTUS AND MANAGEMENT PROXY CIRCULAR, AS APPLICABLE, AND ANY OTHER DOCUMENTS FILED OR TO BE FILED WITH THE SEC OR APPLICABLE SECURITIES REGULATORS IN CANADA IN CONNECTION WITH THE TRANSACTION WHEN THEY BECOME AVAILABLE, AS THEY WILL CONTAIN IMPORTANT INFORMATION ABOUT KCS, CP, THE TRANSACTION AND RELATED MATTERS. The registration statement and proxy statement/prospectus and other documents filed by CP and KCS with the SEC, when filed, will be available free of charge at the SEC’s website at www.sec.gov. In addition, investors and shareholders will be able to obtain free copies of the registration statement, proxy statement/prospectus, management proxy circular and other documents which will be filed with the SEC and applicable securities regulators in Canada by CP online at investor.cpr.ca and www.sedar.com, upon written request delivered to CP at 7550 Ogden Dale Road S.E., Calgary, Alberta, T2C 4X9, Attention: Office of the Corporate Secretary, or by calling CP at 1-403-319-7000, and will be able to obtain free copies of the proxy statement/prospectus and other documents filed with the SEC by KCS online at www.investors.kcsouthern.com, upon written request delivered to KCS at 427 West 12th Street, Kansas City, Missouri 64105, Attention: Corporate Secretary, or by calling KCS’s Corporate Secretary’s Office by telephone at 1-888-800-3690 or by email at corpsec@kcsouthern.com.

You may also read and copy any reports, statements and other information filed by KCS and CP with the SEC at the SEC public reference room at 100 F Street N.E., Room 1580, Washington, D.C. 20549. Please call the SEC at 1-800-732-0330 or visit the SEC’s website for further information on its public reference room. This news release shall not constitute an offer to sell or the solicitation of an offer to buy any securities, nor shall there be any sale of securities in any jurisdiction in which such offer, solicitation or sale would be unlawful prior to appropriate registration or qualification under the securities laws of such jurisdiction. No offering of securities shall be made except by means of a prospectus meeting the requirements of Section 10 of the U.S. Securities Act of 1933, as amended.

NON-GAAP MEASURES

Although this news release includes forward-looking non-GAAP measures (adjusted diluted EPS and earnings before interest, tax, depreciation and amortization (EBITDA)), it is not practicable to reconcile, without unreasonable efforts, these forward-looking measures to the most comparable GAAP measures (diluted EPS and Net income, respectively), due to unknown variables and uncertainty related to future results. Please see Note on forward-looking statements above for further discussion.

PARTICIPANTS IN THE SOLICITATION OF PROXIES

This news release is not a solicitation of proxies in connection with the transaction. However, under SEC rules, CP, KCS, and certain of their respective directors and executive officers may be deemed to be participants in the solicitation of proxies in connection with the transaction. Information about CP’s directors and executive officers may be found in its 2021 Management Proxy Circular, dated March 10, 2021, as well as its 2020 Annual Report on Form 10-K filed with the SEC and applicable securities regulators in Canada on February 18, 2021, available on its website at investor.cpr.ca and at www.sedar.com and www.sec.gov. Information about KCS’s directors and executive officers may be found on its website at www.kcsouthern.com and in its 2020 Annual Report on Form 10-K filed with the SEC on January 29, 2021, available at www.investors.kcsouthern.com and www.sec.gov. These documents can be obtained free of charge from the sources indicated above. Additional information regarding the interests of such potential participants in the solicitation of proxies in connection with the transaction will be included in the proxy statement/prospectus and management proxy circular and other relevant materials filed with the SEC and applicable securities regulators in Canada when they become available.

1 Except where noted, all figures are in U.S. dollars.
2 Based on KCS closing share price of $224.16 as of March 19, 2021 and CP closing share price of CAD$91.50 (at 1.2565 FX rate) as of Aug. 9, 2021.
3 Based on KCS closing share price of $224.16 as of March 19, 2021 and CP closing share price of CAD$91.50 (at 1.2565 FX rate) as of Aug. 9, 2021.
4 Accretion based on adjusted diluted EPS excluding one-time advisory, financing, and integration costs as well as incremental transaction-related amortization.

ARTICLE FROM BUSINESSWIRE

KANSAS CITY SOUTHERN TRAIN

The offer is worth less but is more likely to get the go-ahead from regulators

The battle to buy United States railroad Kansas City Southern (KCS) has taken a fresh turn after the company accepted an improved offer from Canadian Pacific (CP), trumping a higher value offer from rival Canadian National (CN).

CP had originally agreed to a US $29-billion deal to take over KCS in March, only for Canadian National (CN) to come in with an improved $33.6-billion deal in May, which KCS accepted. However, that agreement left open the option of switching for a “Company Superior Proposal” pending further offers, which allowed CP to strike a new agreement with KCS.

The new CP offer is worth a more modest $31 billion, but is thought more likely to secure the green light from regulators, who rejected a key part of the CN’s offer last month. CN had three days to make amendments to its deal to quash the rival CP proposal. Both offers include the assumption of about $3.8 billion in KCS debt.

Either deal will be a game changer for North American railway industry. Both agreements would connect ports in Mexico, the United States and Canada, and create a direct line between ports south of Mexico City through the continent to Canada, which both CN and CP cover comprehensively.

Canadian Pacific CEO Keith Creel said he was satisfied to reach a deal. “We are pleased to reach this important milestone and again pursue this once-in-a-lifetime partnership,” he said.

“This merger proposal provides KCS stockholders greater regulatory and value certainty,” he added.

In Mexico, KCS transports freight to and from the ports of Tampico and Altamira in Tamaulipas, the port of Veracruz, and from the Pacific port of Lázaro Cárdenas in Michoacán through its wholly-owned subsidiary Kansas City Southern de México. But primarily it operates trains between the Valley of México and the El Bajío industrial region, taking automotive and industrial products into the United States via Texas.

CP began operating in 1881 and has approximately 20,100 kilometers of track in the United States and Canada, and acquired lines in the U.S. in 2009.

KCS is the smallest of the major freight railroads in the U.S, with 10,800 kilometers of track in the U.S. and Mexico.

CN is Canada’s largest railway company, spanning 32,831 kilometers of track. It gained control of the U.S. Illinois Central railroad in 1998, and Bill Gates is its biggest shareholder.

FROM MEXICO NEWS DAILY

 

Adiconalmente, ambos gobiernos sostienen conversaciones sobre qué tanto Valor de Contenido Regional se le asignaría a México en estos proyectos para el cumplimiento de las reglas de origen en el Tratado entre México, Estados Unidos y Canadá (T-MEC).

México coproducirá semiconductores con Estados Unidos y, para ello, la secretaría de Economía, Tatiana Clouthier, se reunirá esta semana con varias empresas interesadas en Washington, DC.

Al respecto, el gobierno mexicano ha conversado con su contraparte estadounidense sobre la producción en México de “una parte importante” de los semiconductores y software en esa misma industria.

Al mismo tiempo, ambos gobiernos sostienen conversaciones sobre qué tanto Valor de Contenido Regional se le asignaría a México en estos proyectos para el cumplimiento de las reglas de origen en el Tratado entre México, Estados Unidos y Canadá (T-MEC).

El impulso de inversiones en esta industria ocurre luego de que la alta demanda de equipos electrónicos y de conectividad de red a nivel mundial originada por la pandemia de Covid-19 propició, a su vez, un desabasto de chips semiconductores para la industria automotriz.

Paralelamente, el gobierno estadounidense modificó las reglas para restringir la capacidad de Huawei de contratar chips semiconductores de instalaciones en el extranjero que utilizan tecnología estadounidense, como Taiwan Semiconductor Manufacturing Company (TSMC).

“¿Qué hemos planteado? Dos cosas: hacer una pieza importante y vincularla con la cadena de producción en Estados Unidos y, por otro lado, la parte de la programación; una parte en Jalisco y otra en Baja California”, dijo Clouthier este lunes en un foro organizado por Expansión.

Como una reacción a la carestía global de semiconductores, Estados Unidos atrajo inversiones por 32,000 millones de dólares en la construcción de esas piezas.

Por una parte, el gobierno de Estados Unidos negoció con la empresa taiwanesa TSMC para construir una fundición de chips de 5 nm de 12,000 millones de dólares en Arizona.

Además, Intel informó que invertirá 20,000 millones de dólares en la instalación de dos plantas de semiconductores, ambas también en Arizona.

“Si nosotros le vamos a meter (en la coproducción), cuál va a ser el compromiso que en el producto final me vas a dar, (qué) tanto porcentaje?, añadió Clouthier, en alusión a sus conversaciones con funcionarios estadounidenses.

Ya desde la anterior visita de Clouthier a Washington a finales de julio pasado, ella abordó con la secretaria de Comercio de Estados Unidos, Gina Raimondo, asuntos relacionados con la fabricación de semiconductores y las cadenas de suministro. A partir de entonces, se formaron grupos técnicos que están visualizando esta parte.

El Congreso estadounidense incluyó disposiciones en la Ley de Autorización de Defensa Nacional para el año fiscal 2021 a fin de impulsar las capacidades de Estados Unidos.

Fuente: El Economista

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.

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.

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