A U.S. customs officer in a green uniform reviews freight paperwork on a clipboard at a border inspection checkpoint. A red commercial truck and another officer with a K9 are in the background.
 · Solutions

US-Mexico customs compliance for high-volume freight: A shipper's playbook

MGI
Miguel Gonzalez Infante
VP Transportation Procurement • Mexico

Managing US-Mexico customs compliance at volume means running one standing system across every shipment: origin qualification that survives verification, entry data validated before the truck reaches the bridge, a documented answer to who is liable on each side of the border, and brokers, carriers, and drivers whose credentials are re-checked on a schedule.

Since July 2026 that system also decides what a shipper pays. Goods entered free of duty under the USMCA are exempt from the 10% Section 301 tariff that applies to other Mexican imports, and Mexico's reformed Customs Law makes importers and their customs brokers jointly liable for what's declared on every entry.

In short:

  • USMCA-qualifying goods from Mexico are exempt from the 10% Section 301 tariff in force since July 24, 2026. Goods that don't qualify pay it.

  • Mexico's Customs Law reform, effective January 1, 2026, makes importers and brokers jointly liable and requires a five-year electronic file behind every transaction.

  • FAST lane access requires the manufacturer, carrier, driver, and importer to all hold CTPAT certification. A carrier's certification doesn't cover the shipper.

  • English-proficiency and cabotage enforcement are removing cross-border drivers, so carrier vetting is now a compliance step, not a procurement step.

Where things stand as of October 12, 2026

USMCA: In force. The U.S. declined to renew the agreement at the July 1, 2026 joint review, which moves it into annual reviews. It expires July 1, 2036 unless all three countries agree to a 16-year extension.

U.S. tariffs on Mexican goods: Goods entered free of duty under the USMCA are exempt from the Section 301 forced-labor tariff, which has added 10% to other Mexican goods since July 24, 2026. Goods already subject to Section 232 duties (steel, aluminum, autos and parts) are exempt from the new Section 301 duty but still pay the Section 232 rate, which USMCA qualification doesn't remove. A second Section 301 investigation covering autos, steel, batteries, electronics, and other sectors is open.

Mexico: Reforms to the Ley Aduanera took effect January 1, 2026, with implementing regulations published February 23, 2026.

Drivers: On August 10, 2026, FMCSA proposed a rule codifying English-language proficiency as an out-of-service violation, including for trips that leave the U.S.-Mexico border commercial zones.

What changed for US-Mexico customs compliance in 2026?

The USMCA remains in force but is now under annual review. On July 1, 2026, the U.S. Trade Representative announced that the United States did not agree to renew the USMCA in its current form. The agreement's tariff preferences, rules of origin, and dispute settlement are unchanged, but the joint review now repeats every year[2] until the three countries agree to a 16-year extension or the agreement expires on July 1, 2036. U.S.-Mexico bilateral negotiating rounds have continued through the summer of 2026, with automotive rules of origin the contested item.

USMCA qualification now determines whether a Mexican good pays a 10% Section 301 tariff. On July 24, 2026, the temporary 10% Section 122 surcharge on Mexican goods expired[8], and USTR's Section 301 forced-labor action took effect the same day, adding 10% to most Mexican goods. Goods of Mexico entered free of duty under the USMCA are excluded[5] under a specific tariff heading (9903.05.94), which turns origin qualification into a 10% cost decision on every entry. The exemption isn't automatic: the broker has to claim heading 9903.05.94 on the entry, and CBP's filing instructions[6] (CSMS #69326983) put Section 301 headings ahead of Section 232 in the reporting order. Goods already covered by Section 232 duties (steel, aluminum, autos and parts) are exempt from the new Section 301 duty[5] but keep paying the Section 232 rate, which USMCA qualification doesn't remove, and a second Section 301 investigation opened on March 11, 2026[10] into structural excess capacity in 16 economies, Mexico among them, lists automobiles, steel, batteries, electronics, machinery, and processed food among the sectors under review, so any tariff from it would be additive. Canadian goods didn't keep the same protection: the Section 338 tariffs announced for August 2026 apply even to goods covered by the USMCA[11].

Most Mexican exports now enter the United States with a USMCA preference claim. U.S. Department of Commerce data reported by Mexico Business News[12] shows the share of Mexican exports receiving USMCA preferential treatment climbed from 44.8% in January 2025 to 88.7% in November 2025, with the largest jump between June and July 2025 (47.6% to 86.1%), after the IEEPA tariffs made non-qualifying goods expensive. A preference claim that was optional paperwork two years ago is now how most cross-border freight clears.

Mexico's Customs Law reform took effect January 1, 2026 and moved liability onto importers. The reform to the Ley Aduanera, published in the Diario Oficial on November 19, 2025[16], makes customs brokers (agentes aduanales) and the partners of customs agencies jointly and severally liable[13] for foreign trade taxes and compensatory quotas on the operations they handle, and eliminated the grounds[14] that had let a broker disclaim direct responsibility for inaccurate importer data. Every transaction now requires a defined electronic customs file, importers face liability for unverified suppliers[17], and fines for certain infractions[14], including a false, nonexistent, or unlocatable foreign supplier name or address, run 250% to 300% of the goods' commercial value.

How does US-Mexico customs clearance work?

US-Mexico customs clearance runs through two customs regimes and at least two licensed brokers. A northbound truckload from Monterrey to Dallas is exported from Mexico by a Mexican customs broker (agente aduanal), transferred across the bridge, and entered into the United States by a U.S. licensed customs broker through CBP's Automated Commercial Environment (ACE). A southbound load reverses the roles, and nearly all commercial imports into Mexico are cleared by a licensed customs broker, so a U.S. shipper should plan on a Mexican broker rather than self-filing.

A pedimento is Mexico's official electronic customs declaration, filed for every commercial import or export and recording the goods, their classification, declared value, duties and taxes, and the parties to the transaction. An agente aduanal is a customs broker licensed by Mexican authorities who prepares and files the pedimento on the importer's behalf. The expediente electrónico is the electronic customs file that Mexico's 2026 reform requires behind each transaction, with a defined minimum set of documents[13]. OEA (Operador Económico Autorizado) is Mexico's authorized economic operator program, the counterpart to CTPAT in the United States.

Requirement Entering the United States Entering Mexico
Who files A U.S. licensed customs broker or the importer of record, through CBP's Automated Commercial Environment (ACE) A licensed Mexican customs broker (agente aduanal) or customs agency (agencia aduanal), which clears nearly all commercial imports
Declaration Entry and entry summary filed in ACE Pedimento, the official import declaration
Importer registration Importer of record with a customs bond Importer of record with an RFC tax ID, registered in the Padrón de Importadores (Ley Aduanera Article 59)
Origin claim USMCA certification of origin containing nine minimum data elements, in the importer's possession when the claim is made Certificate of origin supporting the USMCA preference claim
Release decision CBP release. FAST lane processing is available when the manufacturer, carrier, driver, and importer are all CTPAT-certified Automated light system after the pedimento is paid: green releases the goods, red triggers a physical inspection
Taxes at entry Duties and user fees Duties plus 16% import VAT (IVA)
Recordkeeping Five years from the date of entry for USMCA claims Five years for USMCA origin records, plus the electronic customs file for each transaction
Core documents Commercial invoice, packing list, bill of lading, certification of origin Commercial invoice (in Spanish), bill of lading, pedimento, electronic value declaration, and the Carta Porte complement for road transport inside Mexico

Table 1: U.S. and Mexico customs clearance requirements and documentation (Sources: [13, 19, 20, 21, 22, 23, 25, 26]).

How do I manage freight compliance and customs for US-Mexico cross-border shipments at volume?

A shipper moving hundreds of US-Mexico loads a week runs the nine steps below as standing processes with owners rather than as a per-shipment checklist, and each step produces what the next one needs.

  1. Classify every SKU once, on both tariff schedules. Each product carries an HTS classification for U.S. entry and a fracción arancelaria for Mexico, and the rule of origin you'll apply depends on the classification. The product-specific rules of origin are keyed to tariff classification[30], so a wrong base classification points the origin analysis at the wrong rule. Keep a classification master keyed to SKU, assign an owner, and re-check it whenever a product's materials or construction change.

  2. Qualify origin product by product and keep the bill of materials current. USMCA origin is a determination made under product-specific rules, not a statement of where the goods were assembled. Depending on the product, the test may be a change in tariff classification for non-originating inputs, a regional value content threshold calculated by the net cost or transaction value method[29], or, for passenger vehicles and light trucks, a 75% regional value content threshold plus labor value content and steel and aluminum sourcing requirements. Non-originating inputs are what disqualify a product, and a bill of materials that doesn't trace them is why a claim fails verification. José Guerrero, Uber Freight's head of U.S. customs operations, told FreightWaves in January 2026 that shippers and importers should thoroughly understand their sourcing and maintain accurate bills of materials. The USMCA certification of origin needs no prescribed form. It must contain the nine data elements set out in Annex 5-A[25] of the agreement, it can cover identical goods for a blanket period of up to 12 months, and the importer must have it in hand when the preference is claimed.

  3. Build the Mexico-side electronic file before the shipment moves. Under Mexico's 2026 Customs Law reform, each import or export transaction needs an expediente electrónico whose minimum contents are the CFDI digital tax receipts, bank transfers, contracts, a value analysis, and proof of payment for transport, insurance, and other dutiable additions[13]. Importers also file an electronic value declaration[17] at entry. Holds are harder to resolve after arrival than before departure, so the file is built and reconciled against the commercial documents before the truck leaves the plant.

  4. Verify suppliers, because Mexican law now holds you liable for them. Under the 2026 reform, an importer that fails to verify a supplier's legal existence or tax compliance status can be held liable for back duties, VAT, and penalties[17], and fines reach 250% to 300% of commercial value[13] where the foreign supplier's name or address on the pedimento is false, nonexistent, or can't be located. Add supplier verification to onboarding, confirm a locatable address and current tax status, and re-verify suppliers in the top volume tier on a schedule.

  5. Contract brokers on both sides of the border and re-vet them under the new rules. A U.S. licensed customs broker and a Mexican agente aduanal are separate legal roles, and coordinating them is the shipper's job unless one provider covers both. Since January 1, 2026, Mexican brokers carry joint and several liability, must keep a file on every client[15] that includes contact data, photographs of the premises, and documents proving legal possession of the property and assets used, and hold licenses with a 20-year term[14] where none existed before, with new certification requirements for the agents themselves. Ask a Mexican broker how they've changed their client file process since January 2026, whether their systems meet the interoperability standards that let ANAM query import records[18] on demand, and how they handle IMMEX temporary imports, where bringing in goods not covered by the program now draws fines of up to 300%[13] of value.

  6. Put CTPAT and OEA to work, and know what they don't cover. CBP's Customs Trade Partnership Against Terrorism has more than 10,000 certified member companies, and Mexico's OEA program is its counterpart. FAST lane processing at land ports requires every link in the chain (manufacturer, carrier, driver, and importer) to be CTPAT-certified, so a carrier's certification doesn't extend to a shipper that hasn't certified its own operation. Certified members go through CBP validations[23] and an annual review of their security profile[24], and non-compliance can cost the benefits, so certification comes with an ongoing program of its own.

  7. Treat carrier and driver status as a compliance item, not a procurement item. Federal enforcement of English-language proficiency for commercial drivers changed in 2026. The Commercial Vehicle Safety Alliance narrowed the exception that had kept drivers in the U.S.-Mexico border commercial zones from being placed out of service, and on August 10, 2026 FMCSA proposed a rule codifying out-of-service orders for drivers whose trips leave those zones. FMCSA data shows a 6.3% decline in active Mexican-domiciled southern border carriers between December 26, 2025 and June 26, 2026, and about 20,000 Mexican drivers lost their U.S. visas between April 2025 and April 2026, according to Mazen Danaf, Uber Freight's senior economist, in the Q3 2026 market update. Kyle Toombs, Uber Freight's SVP of Capacity Solutions, wrote in August 2026[11] that the pool of B-1 drivers can no longer absorb market growth and that export shipments in Nuevo Laredo increasingly stall while waiting for northbound B-1 drivers to complete the cycle. For a high-volume shipper, that means confirming each carrier's operating authority and its handling of cabotage rules[32], asking how drivers' language proficiency is documented in qualification files, and knowing which lanes depend on B-1 drivers who may not be available.

  8. Bring customs milestones into the same system as pickup and delivery. A cross-border shipment that's invisible between the pickup scan and the U.S. delivery scan is invisible during the events most likely to go wrong. The milestones that matter are documents validated before departure, pedimento paid, light assigned (green or red), inspection opened and closed, crossed, and U.S. entry released. When those events post to the TMS alongside transportation status, exceptions get worked while the truck is still at the border rather than the next morning.

  9. Audit entries after release and claim what you're owed. Post-entry review of classification, valuation, and origin claims on a sampling schedule finds the error before a customs verification does, and the same review identifies refunds. After the Supreme Court ruled on February 20, 2026[7] that IEEPA doesn't authorize tariffs, importers that paid those duties in 2025 have refund claims to file, and a customs broker can run that process alongside routine entries.

What do ACE, CTPAT, and FAST each do?

ACE (the Automated Commercial Environment) is CBP's system for filing entries and entry summaries. An importer or its broker transmits the entry data, classification, value, and origin claim through it, and it's where CBP releases the shipment. It handles the filing side of release, not the physical inspection queue at the crossing.

CTPAT (the Customs Trade Partnership Against Terrorism) is a voluntary supply chain security program run by CBP. Membership signals lower risk to CBP, which can mean fewer examinations and, at land borders, eligibility for FAST lanes. Joining requires a security profile, validation visits by CBP, and an annual self-assessment, and more than 10,000 companies worldwide are certified.

FAST (Free and Secure Trade) is the land-border lane program built on CTPAT. It works only when every party on the shipment is certified, so estimates of time saved per crossing should come from your own crossing data.

What are the most common US-Mexico customs compliance failures?

Each failure below maps to one of the nine steps above, and the consequence column reflects the rules in force as of October 12, 2026.

Failure Where Consequence under 2026 rules Prevention
Claiming USMCA preference on goods that don't qualify U.S. entry Preference denied and the 10% Section 301 duty owed on top of ordinary duty. The importer must hold the certification when the claim is made and answers for it in a CBP verification Product-level origin analysis, bill of materials control, and verification of supplier certifications
Certification of origin missing one of the nine data elements U.S. entry The claim isn't supported and CBP can deny it Template certification pre-populated per supplier, checked at onboarding and at blanket renewal
Section 301 USMCA exemption not claimed on the entry U.S. entry The 10% duty is assessed on qualifying goods until a correction is filed Broker reports heading 9903.05.94 with the entry, and post-entry audit checks for it
Incorrect tariff classification Both Invalid origin analysis, wrong duty, and in Mexico shared liability for the resulting underpayment Classification master with an owner and change control
Incomplete expediente electrónico or missing electronic value declaration Mexico entry Joint liability for duties and penalties, delays, and holds that are harder to clear after arrival File built and validated before departure, previo en origen for high-value shipments
Supplier not verified Mexico entry Importer liable for back duties, VAT, and penalties. Fines of 250% to 300% of value where the supplier name is false or nonexistent Supplier verification at onboarding and on a schedule
Broker without a current client file, certification, or compliant systems Mexico entry Delays and shared exposure, with consolidation among brokers likely as license conditions tighten Re-vet brokers against the 2026 requirements
Driver placed out of service for English proficiency U.S. roadside or border Load stranded until a replacement driver arrives, delivery missed Carrier documentation of proficiency in driver qualification files, recovery plan written into the carrier agreement
Cabotage or authority violation by the carrier U.S. Visa revocation for drivers and loss of the lane's capacity Confirm operating authority and the moves each carrier is permitted to make
Records not retained for five years Both Preference claim fails verification, penalties One archive for certifications, entries, pedimentos, and supporting records

Table 2: Common US-Mexico customs compliance failures and prevention strategies under 2026 rules (Sources: [4, 5, 6, 7,13, 14, 15, 16, 17, 18, 26, 31, 32, 33]).

How can customs brokerage services improve cross-border shipment visibility and compliance?

A customs brokerage service improves cross-border visibility when customs events become shipment milestones the shipper sees in the same place as pickup and delivery, and it improves compliance when the classification, origin, and valuation decisions live in one place and apply to both sides of the border.

Pre-clearance review is where most of the value sits. A broker that validates documents before the truck leaves the plant catches the classification mismatch, the missing certification element, or the invoice that doesn't reconcile with the packing list while there's still time to fix it. The U.S. Commercial Service's guidance on exporting to Mexico makes the same point: a customs broker or freight forwarder can detect problems before the product crosses and in many cases correct them.

On the Mexican side, the 2026 Customs Law reform turned broker quality into a financial question. Because the agente aduanal and the importer are jointly liable, a broker with a complete client file, an electronic valuation process, and systems that answer ANAM's queries protects the importer's balance sheet as well as its transit time.

For a shipper running both directions, a provider that holds a U.S. customs broker license and operates Mexican customs through a licensed partner removes the handoff between two brokers who don't share data. That leaves one set of classifications, one origin file, and one set of milestones.

How Uber Freight supports high-volume cross-border compliance

Uber Freight is a licensed U.S. customs broker and provides Mexican customs services through its partnership with Uber Freight Mexico Customs, powered by TP Laser. Its operations are backed by CTPAT and OEA certifications, and its transportation management system shows customs clearance events as they happen, including whether a shipment received a green light or red light at the customs office. For shippers reconciling 2025 duties, its customs team also works on IEEPA refund claims. For current border conditions, see the Q3 2026 market update and the August 2026 cross-border pulse check.

Frequently Asked Questions

Start with the products that make up most of your northbound volume. Qualify them, document them, and assign an owner to each step before working down the list, because the 10% tariff, the joint liability, and the driver enforcement all cost the most on the lanes that move the most.

Sources

  1. USTR, Ambassador Greer Issues Statement on the USMCA Joint Review. July 1, 2026. Supports: non-renewal language, agreement remains in force.

  2. White & Case, USMCA 2026 Joint Review: United States declines to extend Agreement, triggering annual reviews. July 2, 2026. Supports: annual review under Article 34.7.4, July 1, 2036 expiry, 16-year extension available by written confirmation.

  3. USTR, The United States and Mexico Conclude First Bilateral Round Related to the Joint Review of the USMCA. May 29, 2026. Supports: bilateral round schedule.

  4. Federal Register, Notice of Actions in Section 301 Investigations (forced labor), Dockets USTR-2026-0265 and -0266. July 28, 2026. Supports: Section 301 action, 10% and 12.5% rates, exemptions in Annexes I and II.

  5. Global Trade Alert, Forced-Labour Section 301 Tariffs on 60 Economies Take Effect on 24 July. July 23, 2026. Supports: effective date, U.S. Note 52 exemption for goods of Canada and Mexico entered free of duty under the USMCA, Section 232 goods exempt from the Section 301 duty.

  6. Diaz Trade Law, USTR Announces Section 301 Action Imposing New Tariffs on 60 Trading Partners (citing CBP CSMS #69326983). July 24, 2026. Supports: HTS headings 9903.05.93 (Canada) and 9903.05.94 (Mexico) for USMCA-entered goods, Chapter 99 headings reported on the entry summary in sequence.

  7. Troutman Pepper Locke, Forced Labor, Meet Section 301. July 24, 2026. Supports: USMCA goods fully exempt, Supreme Court ruling of February 20, 2026 in Learning Resources v. Trump.

  8. Honigman, Section 122 Tariffs Expire for Many Imports, But New Section 301 Forced-Labor Tariffs on 60 Economies Replace Them, Effective July 24, 2026. July 24, 2026. Supports: Section 122 expiry and Section 301 replacement on July 24, 2026, FTA-qualifying goods exempt.

  9. USTR, Fact Sheet: USTR Initiates Section 301 Investigations into Structural Excess Capacity and Production in Manufacturing Sectors. March 2026. Supports: illustrative sector list including automobiles, steel, batteries, electronics, machinery, and processed food.

  10. White & Case, USTR initiates Section 301 investigations of 16 US trade partners targeting industrial excess capacity. March 2026. Supports: investigations initiated March 11, 2026; Mexico among the 16 economies.

  11. Uber Freight (UF), Pulse check on cross-border logistics: What shippers should be watching now, Kyle Toombs. August 13, 2026. Supports: Section 338 applying to USMCA-covered Canadian goods, FMCSA 6.3% decline in active Mexican-domiciled southern border carriers (Dec 26, 2025 to Jun 26, 2026), IEEPA refund support, cabotage and English-proficiency enforcement, B-1 driver constraint.

  12. Mexico Business News, Mexican Exports Double USMCA Utilization Amid New US Tariffs (citing U.S. Department of Commerce data). February 10, 2026. Supports: 44.8% (Jan 2025) to 88.7% (Nov 2025), June-July 2025 jump from 47.6% to 86.1%.

  13. KPMG México, Flash: Reformas a la Ley Aduanera. November 2025. Supports: decree published November 19, 2025, effective January 1, 2026; minimum contents of the expediente electrónico; fines up to 300% including for false, nonexistent, or unlocatable foreign supplier name or address and for IMMEX temporary imports outside the program; joint and several liability of customs agents who are partners of a customs agency.

  14. EY México, Tax Flash: Reformas a la Ley Aduanera para 2026. November 25, 2025. Supports: elimination of broker liability exclusions, 20-year license term (previously none), agent certification requirement, fines of 250% to 300% of commercial value, use of video and technology systems by customs authorities.

  15. KPMG México, Flash: Reglas Generales de Comercio Exterior para 2026. January 2026. Supports: contents of the client file a customs broker must keep under the reform: general and contact data, photographs of the place of business, documents proving legal possession of the property and assets.

  16. Mondaq, New Mexican Customs Law (Nueva Ley Aduanera de México). December 2, 2025. Supports: most significant reform since 1995.

  17. Global Law Experts, Customs Law Reforms Mexico. May 17, 2026. Supports: mandatory electronic value declaration, importer liability for unverified suppliers (back duties, VAT, penalties). Legal directory; law-firm authored.

  18. Global Law Experts, Mexico Customs Law Reform 2026. April 27, 2026. Supports: implementing regulations February 23, 2026, ANAM queries and interoperability standards, expected broker consolidation. Legal directory; law-firm authored.

  19. Ley Aduanera (Mexico), consolidated text via Justia.  Supports: Article 59(IV) requirement that importers be registered in the Padrón de Importadores.

  20. U.S. Commercial Service (trade.gov), Mexico Country Commercial Guide: Import Requirements and Documentation.  Supports: pedimento as the basic import document, commercial invoice in Spanish, Carta Porte, customs broker role.

  21. U.S. Commercial Service (trade.gov), Simplified Process for Exporting to Mexico.  Supports: importer of record requirement, broker prepares the pedimento, almost all commercial imports executed by a licensed customs broker, broker or forwarder can detect and correct problems before crossing.

  22. U.S. Commercial Service (trade.gov), Mexico Country Commercial Guide: Import Tariffs.  Supports: 16% VAT (IVA) on most imports.

  23. U.S. Customs and Border Protection, FAST: Free and Secure Trade for Commercial Vehicles.  Supports: every link from manufacturer to importer must be CTPAT-certified, more than 10,000 certified CTPAT members, on-site validations.

  24. U.S. Customs and Border Protection, CTPAT Portal User Manual. 2016. Supports: annual review of the security profile, validation and certification statuses.

  25. ArentFox Schiff, Who Can Make a USMCA Certification?.  Supports: nine data elements, importer must possess the certification at the time of claim.

  26. ArentFox Schiff, CBP Instructions for USMCA Recordkeeping.  Supports: five-year recordkeeping from date of entry for importers, exporters, and producers.

  27. Colorado Department of Agriculture, New Certification of Origin Process Under USMCA. June 24, 2020. Supports: no prescribed format, Annex 5-A, blanket period up to 12 months.

  28. Congressional Research Service, USMCA: Automotive Rules of Origin (IF12082).  Supports: rules of origin as product-specific eligibility tests, tariff shift, 75% RVC for passenger vehicles, light trucks, and core parts, labor value content of 40% to 45%, 70% North American steel and aluminum.

  29. U.S. Customs and Border Protection, USMCA Informational Fact Sheet #15: Regional Value Content. June 2020. Supports: transaction value and net cost methods, Chapter 4 Article 4.5 and Annex 4-B.

  30. White & Case, Overview of Chapter 4 (Rules of Origin) of the US-Mexico-Canada Trade Agreement. October 2018. Supports: product-specific rules of origin based on changes in tariff classification and regional value content.

  31. Federal Register, FMCSA, English Language Proficiency; Out of Service Criteria (proposed rule). August 10, 2026. Supports: NPRM date, CVSA April 19, 2026 revision narrowing the border-zone exception, OOS for trips leaving the border commercial zones.

  32. Overdrive, Cabotage: Border Patrol revokes visas from Mexican drivers, FMCSA updates ELP rules at border. June 4, 2026. Supports: ELP enforcement in border zones, cabotage definition and enforcement.

  33. Uber Freight (UF), Q3 freight market update: Repairing networks as we head into Q4, Mazen Danaf. September 10, 2026. Supports: about 20,000 Mexican drivers lost U.S. visas between April 2025 and April 2026.

  34. FreightWaves, Mexico freight may be US trucking market's biggest stabilizer in 2026, experts say. January 6, 2026. Supports: José Guerrero title and paraphrased advice on sourcing and bills of materials.

  35. Uber Freight (UF), Cross-border freight shipping page and FAQ.  Supports: licensed U.S. customs broker, TP Laser partnership, CTPAT and OEA certifications, customs clearance visibility (green light/red light).

  36. Uber Freight (UF), Uber Freight expands cross-border logistics, driving growth and momentum in Mexico. October 22, 2024. Supports: 25,000+ customs entries monthly, operations in 75% of Mexican customs ports, Uber Freight Mexico Customs powered by TP Laser.