A private project proponent briefed the Port of Entry Advisory Committee on an automated freight guideway the presenter described as linking Monterrey and Laredo, with terminals at each end and automated, driverless shuttles carrying standard dry-van or flatbed trailers.

The presenter said the project has three main components: terminals in Monterrey, terminals in Laredo and an elevated guideway connecting them. He described the shuttles as able to carry standard freight trailers (not oversized loads and not hazardous materials) and said the system is intended to reduce congestion, border wait times, emissions and safety risks. The presenter said the project has received a presidential permit for the U.S. side (dated June 9) and estimated total private investment around $10 billion.

Why it matters: Committee members and local industry representatives said the proposal could affect traffic patterns, local freight businesses and bridge logistics; members requested a fuller presentation to the entire committee and additional technical detail before any city action.

Project details and timeline

According to the presenter, terminals would be sited near Monterrey and Laredo and the guideway would allow pre‑inspected freight to move in shuttle “pods.” He described an operational capacity figure and several planning estimates: a stated full capacity of about 10,000 vehicles per day and an expected operating volume nearer to 6,500 vehicles per day; terminal acreage estimates of roughly 200 acres per terminal; and a build-out the presenter estimated at about five years from a shovel‑ready start. He said Mexican permitting and right‑of‑way work remain to be secured before construction begins; the presenter described a 30‑year concession/concessionary amortization as the financial life used in planning and said the right‑of‑way term can be longer.

Permits and federal process

The presenter said the project secured a U.S. presidential permit and pointed to a faster federal review mechanism tied to the National Defense Authorization Act (NDAA) for FY2024. He said the project team is pursuing Mexican permits and negotiating landowner agreements and letters of intent for U.S. terminal sites along regional roadways, and that the project financing is privately funded.

Security, customs and staffing

The presenter said the system is designed to provide “100% scanning” and share inspection data with U.S. Customs and Border Protection (CBP) in advance of arrivals to allow targeting of inspections. He said CBP has engaged with the project and raised technical questions (capacity, growth and staffing) that were submitted as part of the permit application. The presenter said Mexican staffing of customs offices is a limiting factor and that joint inspection or U.S. pre‑clearance models (including UCP/USP‑type programs and CTPAT participation) are under discussion.

Local reaction and concerns

Industry representatives at the meeting acknowledged potential benefits (reduced wait times and emissions) but raised concerns about impacts on local carriers, transfer drivers and brokers. Several speakers said segments of the local trucking community could lose business if customers shift to a new conveyance option; others argued the overall freight “pie” will grow and that the project could produce new business as capacity expands. Committee members asked for more technical detail, maps and a formal presentation to all committee members; the presenter offered to share slide material and return for a fuller session.

Committee action

The committee received the presentation for information and did not take formal action. Committee members asked the presenter to provide a full slide deck and to appear again when more committee members and industry stakeholders are present.

What’s next

The presenter agreed to share the presentation materials with committee staff and to return for a scheduled meeting with full attendance. No city approvals, land transactions or contracts were authorized at the meeting.