Joffroy Global

Joffroy Global US & MX. North-American Based. Customs Brokers, Trade Compliance, Supply Chain & Storage Solutions.

Global logistics group of companies vertically integrated to offer effective & efficient supply chain solutions.

Mexico didn't write new energy NOMs today.It did something importers should care about more: it changed which tariff cod...
05/29/2026

Mexico didn't write new energy NOMs today.

It did something importers should care about more: it changed which tariff codes have to comply with them.

Mexico's Secretaría de Economía amended the General Foreign Trade Rules (DOF, May 29). In force tomorrow, May 30.

Here's the precise change:

The four 2025 energy-efficiency NOMs were already published last year by the Secretaría de Energía — covering pumps, A/C, and single- and three-phase motors.

What changed today is the customs side. Annex 2.4.1 — the list that maps tariff codes to the NOMs they must meet — was updated to point at the 2025 versions instead of the older ones.

And the mapping itself moved, not just the references:

→ Two three-phase motor codes were added (8501.51.02, 8501.51.99) — now required to demonstrate compliance with NOM-016-ENER-2025.
→ One pump code was removed (8413.60.01) — submersible pumps fall outside the new NOM-004's scope, so they leave the list.

The part that keeps you calm:

Certificates issued under the prior norms stay valid until they expire. No emergency recertification.

But "my certificate is still valid" and "my code is still on the list" are two different questions. This change touches the second one.

For legal specifics, consult your trade counsel. For what it means at the border — on both sides — that's our job.
—
When did you last check your tariff codes against the current NOM annex?

Mexico's Interoceanic Corridor has moved 889,000 tons of cargo in 22 months.The Panama Canal moves that in 16 hours.Both...
05/27/2026

Mexico's Interoceanic Corridor has moved 889,000 tons of cargo in 22 months.
The Panama Canal moves that in 16 hours.

Both are positioned as interoceanic Pacific–Atlantic routes. The scale is not comparable.

The numbers:

→ Panama Canal FY2025: 489.1 million tons. 13,404 transits. +15.6% YoY tonnage growth. Roughly 5% of global maritime trade and 40% of all U.S. container traffic.
→ CIIT (cumulative since Dec 2023): 889,000 tons across Lines Z and FA. 134,000 passengers. Conclusion of the full corridor projected for the first half of 2026.
That's a ~550x gap in annual throughput.

The CIIT isn't a Panama Canal replacement. The headlines that frame it that way miss what it actually is: a regional multimodal platform connecting Coatzacoalcos, Dos Bocas, Salina Cruz, and Puerto Chiapas — designed for nearshoring-driven cargo within North America, not Asia–Europe transshipment.
For the right cargo profile, it's an option worth understanding. For most container traffic moving between Asia and the U.S. East Coast, it isn't.

The question isn't whether the CIIT competes with Panama. It's where it actually fits in your North American supply chain.
—
Where does your Pacific–Gulf cargo cross today? Tell us in the comments.
Sources: Autoridad del Canal de Panamá (FY2025), Corredor Interoceánico del Istmo de Tehuantepec (Gobierno de México, Oct 2025).

The customs digitalization wave of 2026 made one thing clear:By 2027, 5 capabilities will separate competitive importers...
05/26/2026

The customs digitalization wave of 2026 made one thing clear:
By 2027, 5 capabilities will separate competitive importers from struggling ones.

1️⃣ Real-time risk visibility — not retrospective.
Knowing which operations are flagged, which have inconsistencies, which require correction — while it can still be corrected. Companies running monthly reviews are operating blind.
2️⃣ Digital files system retrievable in minutes.
Not a folder structure. An operational system where any operation's complete documentation surfaces in under 10 minutes. CFDI, contracts, payments, transport, pedimentos — aligned and traceable for 5 years.
3️⃣ Internal regulatory monitoring — not broker-dependent.
Tracking DOF, RGCE modifications, SAT communications, ANAM bulletins directly. The companies waiting for their broker to summarize are 30 days behind by the time they hear.
4️⃣ Bilingual operational team for binational coordination.
Not just language — operational fluency on both sides of the border. The companies treating Mexico and US operations as separate workflows are absorbing coordination costs their competitors aren't.
5️⃣ Pre-clearance as standard, not exception.
The companies clearing documentation before the truck moves are operating with predictability. The ones clearing at the border are still managing by hope.
—
These aren't aspirational. They're the floor for competitive customs operations within 18 months.

Which of these is the biggest gap in your operation right now?

Starting May 25, 2026, no aluminum shipment clears Mexican customs without one new declaration.Here's what changed — in ...
05/25/2026

Starting May 25, 2026, no aluminum shipment clears Mexican customs without one new declaration.
Here's what changed — in plain language:

On April 2, 2026, Mexico's Secretaría de Economía published in the DOF a new Aviso Automático de Importación for aluminum products. It adds Rule 2.2.26 BIS to the general foreign trade rules.

What it covers:

42 tariff fractions across HS headings 76.01, 76.04–76.09, and 76.16 — primary aluminum, bars, profiles, wire, plates, sheets, tubes, fittings, cast or forged parts. Both temporary and definitive imports.
What you have to declare:
→ Tariff fraction and NICO
→ Volume and USD value (without freight or insurance)
→ Country of smelting — where alumina was converted into metallic aluminum
→ Country of casting — where the liquid aluminum was poured into solid form
→ Country of origin of the final product
The timeline:
→ May 18, 2026: VUCEM application available
→ May 25, 2026: mandatory declaration of the notice number on every aluminum import pedimento
What this really means:
Mexico is closing the door on aluminum triangulation. The smelting + casting + origin combination makes it impossible to hide where the metal actually came from. For importers with supply chains routed through multiple countries, this changes how you negotiate with suppliers — not just how you clear customs.
What to do this week:

Identify which of your tariff fractions fall under the 42 listed in the agreement.
Request smelting and casting data from your suppliers — in writing.

Confirm with your customs broker that the notice number will be transmitted on the pedimento with the new "AL" pedimento key (pending modification to Appendix 9 of Annex 22).
The notice is valid for 4 months. Plan your operations accordingly.

This isn't optional. After May 25, no notice = no clearance.
—
Are your suppliers already prepared to provide smelting and casting data?

Mexico just expanded the reasons your company can lose its Padrón de Importadores.Three of them have nothing to do with ...
05/22/2026

Mexico just expanded the reasons your company can lose its Padrón de Importadores.

Three of them have nothing to do with how you operate at the border.

Under the Reglas Generales de Comercio Exterior 2026, Rule 1.3.3 now adds three new suspension causes:
Being under criminal investigation (Fracción XXI). A formal criminal investigation against your company — for any reason, not just customs-related — is now grounds for Padrón suspension.

Failing to file customs guarantee accounts (Fracción XLIX). Missing or omitted cuentas aduaneras de garantía now trigger suspension. What was previously a documentary delinquency is now an operational shutdown risk.
Being identified as issuer of false CFDIs (Fracción L). Companies listed on SAT's 69-B presumption list — even as presumed, not confirmed — can lose import privileges. The connection between fiscal compliance and customs operations is now formal.

What changed in practice:

→ The Padrón is no longer a customs license. It is a fiscal-compliance license that happens to operate at the border.
→ Risks that lived inside the tax department now sit on the import schedule.
→ Companies that manage Padrón compliance in isolation from their broader fiscal posture now have a structural gap.

The 2026 framework is making a quiet structural statement: the Mexican government no longer treats import privileges as separable from your overall fiscal posture.
If you cannot be trusted with CFDIs, you cannot be trusted with pedimentos.

We have watched the Padrón evolve from a registration formality into a regulatory instrument over the course of 120+ years of cross-border work.

The 2026 reform isn't a new step. It is the latest step in a long arc of compliance integration.

For specific legal interpretations, consult your trade attorney. For the operational integration these rules now require — that is the work we have been doing since Mexico first required a Padrón de Importadores.
—
Joffroy. Trade. Under Control.

05/19/2026

Mexico has 21 border customs ports. 3 of them concentrate 67% of the country's entire border customs revenue.
That's not a coincidence. It's a structural reality every supply chain director needs to understand.

The breakdown:
→ Nuevo Laredo alone: 36% of all border operations. 5.38 million in 2024. The undisputed epicenter of North American commerce.
→ Ciudad Juárez: 14% of border customs revenue. The corridor for automotive and aerospace.
→ Matamoros: Tamaulipas' third anchor — closing the 66.9% together.

Add Reynosa and Colombia, and just 5 ports account for 81.6% of everything that crosses Mexico's northern border.
What does this mean for your operation?

Your tariff costs, clearance times, and compliance exposure are shaped — in large part — by which of these corridors you use. And which you can use.

The corridor choice is a strategic decision. Treat it that way.

Calculate the tariff impact of your product and corridor → https://hubs.li/Q04g-hmL0
Source: ANAM, 2024–2025 / Dirección General de Planeación Aduanera.

IMMEX defers your tariffs. PROSEC eliminates them.Most companies only use one. Here's what you're missing:IMMEX: → Tempo...
05/15/2026

IMMEX defers your tariffs. PROSEC eliminates them.
Most companies only use one. Here's what you're missing:

IMMEX:
→ Temporary import without paying IGI (import tariff).
→ VAT deferred with IVA/IEPS Certification.
→ Must export the finished product.
→ Temporary regime — goods must return or change regime within the period.

PROSEC:
→ Tariff reduction to 0% or preferential rates on what you import to manufacture.
→ Applies to export AND domestic market production.
→ Definitive regime — no return obligation.
→ 24 specific sectors including automotive, electronics, textiles, paper, and steel.

The key: they're complementary, not competing.

IMMEX suspends the tariff temporarily. PROSEC reduces it permanently — in many cases to 0%. Companies using both optimize their import costs from two angles simultaneously.

If you have IMMEX but haven't evaluated PROSEC, you may be paying standard tariffs on materials you're eligible to import duty-free.

We put together a free guide that breaks down both programs — how each works, when to use them together, the 5 errors that cost up to $25K per incident, compliance requirements, and a checklist to assess your operation in 5 minutes.

Download it free: IMMEX & PROSEC — How to Reduce Your Customs Costs in 2026

In 1904, Alex Joffroy made a decision that no other broker on the U.S.–Mexico border made.He opened a single institution...
05/14/2026

In 1904, Alex Joffroy made a decision that no other broker on the U.S.–Mexico border made.

He opened a single institution that operated as a U.S. Custom House Brokerage AND a Mexican Agencia de Aduanas — from one brick building in Nogales.
Everyone else picked a side. American or Mexican. Hand off at the border. Two systems, two firms, two sets of relationships.

Alex Joffroy refused the premise. Trade between the United States and Mexico, he believed, was always one process. So he built one institution to handle it as one.

The Mexican Revolution nearly ended it.

He fled to San Francisco to save his family. Came back to Nogales with nothing — except his knowledge, his relationships, and his reputation. With a typewriter and the operating principle he'd refused to abandon, he rebuilt until he controlled 60% of the cross-border trade in his corridor.

That was 122 years ago.

Four generations later, we still operate on his original principle: trade is one process, not two. Today it runs across 39+ ports, 250+ people, and 190,000+ annual operations. The infrastructure has changed. The decision underneath it hasn't.

What we've learned over 122 years: institutional knowledge isn't a tool you deploy. It's relationships, judgment, and discipline that compound across generations. You can't onboard it. You can't acquire it. You inherit it — and you have to earn the right to keep it.

If Alex Joffroy could build that with a typewriter, the question we ask ourselves now is what we owe it in the age of AI.
—
What's the oldest institution your supply chain still depends on — and what made it last?

If you're still pricing 2026 supply chains on 2024 freight assumptions, you're not budgeting.You're guessing.The "cheap ...
05/13/2026

If you're still pricing 2026 supply chains on 2024 freight assumptions, you're not budgeting.

You're guessing.

The "cheap Mexican logistics" story is over. Not because Mexico stopped being competitive — it hasn't. But because the cost structure that everyone modeled on for the last decade has been quietly rebuilt.

Look at Q1 2026:
→ Diesel above 30 pesos/L in some regions in March. IEPS subsidy capping the consumer pass-through, carriers eating the rest.
→ Vehicle and cargo insurance up 10–20% in a single quarter — driven by VAT credit changes, not market risk.
→ Labor now ≈50% of total logistics costs in Mexico.
→ Carta Porte enforcement scaling toward 30% of trucking operations.
Read those four lines again. None of them is a market correction. They're all structural shifts. Tax policy. Fuel policy. Wage policy. Enforcement policy.

The companies that get hit hardest in Q2 won't be the ones with bad carriers. They'll be the ones with good carriers and stale assumptions.

The competitive advantage in 2026 isn't finding the cheapest lane. It's understanding the math underneath the lane.
120+ years at this border taught us one thing about inflation cycles: they reveal everyone's hidden costs at the same time.

The reveal is happening now.
—
What's the assumption in your 2026 logistics model you're least confident in right now?

4 days. From port arrival to cleared cargo. Maritime import. Mexico. Here's exactly how we did it. If you import by sea,...
04/29/2026

4 days. From port arrival to cleared cargo. Maritime import. Mexico.

Here's exactly how we did it.

If you import by sea, you know that number sounds aggressive. Most operations take weeks — between inspection appointments, documentation reviews, and the inevitable storage charges that pile up while your container sits.

This operation was different because we designed it to be.

Before the cargo shipped, our team coordinated the full pre-inspection at origin. Physical verification, tariff classification review, documentation validation — everything that normally happens at the Mexican port, completed before the container was loaded.

By the time it arrived, customs had everything they needed. No inspection queue. No appointment backlog. No surprises.

4 days to clearance. Zero storage charges. Zero demurrage.

The Facts: Origin Inspection isn't a secret. It exists. But it demands more work upfront — coordination with agents at origin, documentation management across borders, and a broker willing to own the process end-to-end.

That's why most importers never see these results. Not because the strategy doesn't exist — because their broker doesn't execute it.
—
How long is your maritime cargo sitting at port right now? If the answer is "too long" — let's talk.

Our team can evaluate whether Origin Inspection fits your operation.

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