PC Global Logistics is a cross-border freight company based in Laredo, Texas. We specialize in moving freight between Mexico, the United States, and Canada, with a particular focus on the Mexico-USA corridor through the Laredo port of entry, which is the largest inland port on the US-Mexico border by truck freight volume.

What separates us from most freight brokers operating on this corridor is that we coordinate the freight and the customs documentation under one team and one reference number. Most cross-border moves require a Mexico-side carrier, a Mexico customs broker, a US customs broker, and a US-side carrier. Those four parties are often managed separately by the shipper, with no single entity responsible for keeping all of them on the same timeline. At PC Global Logistics, one team coordinates all four. If something goes wrong at the crossing, you call one number, not four.

We also operate company-controlled equipment through Blue Transportation and PC Lease, which gives us capacity on high-volume lanes that doesn't depend on the spot market every time a load is ready to move.

We offer six core services, all focused on cross-border freight between Mexico and the United States: Full Truckload (FTL), Less Than Truckload (LTL), Door-to-Door Transportation, Expedited and Specialized Freight, Warehousing and Transloading in Laredo, and Customs Coordination on both sides of the border.

Cross-Border Freight is the umbrella service that connects all of these. Whether a shipment needs a dedicated trailer, a partial load in a consolidated truck, time-critical dispatch, or just customs documentation and a carrier handoff at Laredo, we handle it under one team. Equipment coverage includes 53-ft dry van (company-controlled), temperature-controlled reefer, flatbed, step deck, and hazmat-certified trailers through our carrier network.

If you're not sure which service fits your shipment, the fastest way to find out is to give us your origin city, destination, commodity, and pallet count. We'll tell you the right mode and give you a rate in the same conversation.

Our operations are based in Laredo, Texas, at 213 West Village Suite 2. Laredo is the largest inland port on the US-Mexico border and handles more than 50 percent of all truck freight moving between the United States and Mexico, which makes it the operational center of gravity for everything we do.

On the Mexico side, we coordinate shipments from all major manufacturing and distribution regions, including Monterrey, Nuevo León, the Bajío (Guanajuato, Querétaro, Aguascalientes), Mexico City, Guadalajara, Saltillo, Juárez, and Tijuana. On the US side, we deliver to all 48 contiguous states, with the strongest carrier density on lanes to Texas, the Midwest, and the Southeast.

For Canada lanes, we coordinate southbound freight through our US carrier network and can advise on northbound moves depending on the origin and commodity. Contact us at (956) 815-8913 or request a quote online to confirm coverage on your specific lane.

To give you an accurate all-in rate for a cross-border shipment, we need the following: origin city and state or municipality in Mexico, destination city and state in the US, commodity description and HTS code if available, number of pallets or pieces, total weight, and whether you need customs coordination included or have your own broker on both sides.

For FTL shipments, we also need to know whether the freight requires temperature control, flatbed, or any specialized equipment. For LTL, dimensions per pallet and freight class (or enough commodity detail to determine it) are helpful. For expedited loads, your required delivery date is the most important piece of information.

You don't need to have all of this perfectly organized before you call. We can help you work through the details. The fastest way to get a quote is to call us at (956) 815-8913. We can typically confirm a rate in the same conversation for standard lanes.

Setting up a new commercial account is straightforward. We need your company name and legal entity, billing contact and address, the commodity or commodities you ship, your typical lanes and shipment frequency, and your importer of record information for US customs purposes.

For new importers who have not previously shipped from Mexico, we can walk you through what an importer of record setup requires and connect you with the appropriate US customs broker resources. For established importers with existing customs bonds and broker relationships, we integrate into your existing process.

There is no minimum volume requirement to open an account. We work with importers moving one load per month and with manufacturers running weekly recurring programs. The first step is a conversation about your lanes and volume. Contact us and we'll get your account set up before your first load is ready to move.

A cross-border truck shipment between Mexico and the United States involves several steps that don't exist on a domestic move. First, the freight is picked up at the origin facility in Mexico by a Mexico-registered carrier. That carrier moves the freight to the border crossing. Before the truck can cross, a Mexican customs export declaration (pedimento) must be filed and approved, and the freight must pass through a Previo inspection at the Mexican customs facility near the bridge.

Once the freight clears the Mexican side, it crosses the international bridge and enters the US port of entry, where US Customs and Border Protection processes the import entry. Most cross-border trucks then transfer the freight from a Mexico-registered trailer to a US-registered trailer at a facility near the crossing, since Mexican carriers are generally restricted from operating deep into the US. The US-registered carrier then delivers to the final destination.

At PC Global Logistics, one team coordinates all of these steps: the Mexico-side carrier, the customs documentation on both sides, the Previo inspection scheduling, the transfer at our Laredo facility, and the US delivery carrier. The shipper works with one contact and one reference number throughout.

Transit time depends on the origin city in Mexico, the destination in the US, and how long the border crossing takes. Under normal conditions, a load from Monterrey or Nuevo León to a Texas city typically moves within 24 to 48 hours of origin pickup once it crosses the border. Loads from the Bajío region (Guanajuato, Querétaro, Aguascalientes) to Texas run 2 to 3 days. Mexico City and Guadalajara origins add another day to the Mexico-side transit.

For US destinations beyond Texas: Midwest cities like Dallas, Chicago, Kansas City, or Columbus typically run 3 to 5 days from Laredo. Northeast destinations add another 1 to 2 days. West Coast runs 4 to 6 days depending on the specific routing.

The most variable element in any cross-border transit is the border crossing itself. A truck that arrives at the port of entry with documentation already pre-filed can cross in under an hour. A truck that arrives while the paperwork is still being processed can sit for 4 to 8 hours. At PC Global Logistics, we file customs documentation before the truck departs the origin, which consistently keeps our border hold times at the low end. See our Customs Coordination service for details.

Mexican-registered commercial carriers are generally not authorized to operate beyond a limited commercial zone near the US border, and US-registered carriers face similar restrictions on operating in Mexico. This means that most cross-border truck freight requires a physical transfer of the load from a Mexico-registered trailer to a US-registered trailer at or near the crossing. This process is called transloading.

The transfer happens at a transloading facility, typically located in the border zone on the US side. The Mexico carrier delivers the freight, a facility crew counts pieces and verifies the load against the packing list, and the freight is transferred to a US trailer that then delivers to the final destination. The piece count verification during the transfer is important because any discrepancy that isn't documented at the transfer point becomes difficult to resolve after the US carrier departs.

At PC Global Logistics, the transloading happens at our Laredo facility. We coordinate both the Mexico inbound carrier and the US outbound carrier, and we verify the piece count during the transfer before the US truck departs. See our Warehousing and Transloading service for details.

The most common causes of border delays on the Mexico-USA corridor fall into three categories. First, documentation problems: missing or incorrect commercial invoice, pedimento filing errors, HTS classification mismatches, or commodity-specific permits that weren't obtained before the truck departed. These are entirely preventable with proper advance preparation. Second, inspection selection: US Customs and Border Protection randomly selects shipments for physical examination, and certain commodities, importers, or tariff classifications face higher inspection rates. These can't be fully eliminated but can be minimized through clean documentation. Third, bridge traffic and crossing congestion: the Laredo international bridges handle high daily truck volume, and crossing times can vary significantly based on time of day and day of week.

We address the first category by initiating all customs documentation when the shipment is booked, not when the truck reaches the bridge. The pedimento is filed, the US CBP entry is submitted, and the Previo inspection is scheduled against the truck's estimated arrival time, so that when the truck reaches the port of entry, the clearance is already in process. This is the single most effective way to reduce border hold time, and it is standard procedure on every shipment we coordinate.

Yes. We coordinate freight moving between all three USMCA countries. Canada-to-Mexico and Mexico-to-Canada lanes involve a US land crossing as an intermediate leg, since there is no direct truck route between Mexico and Canada that doesn't pass through the United States. Most Mexico-Canada freight crosses at Laredo northbound, moves through the US on a domestic carrier, and then crosses into Canada at a northern US-Canada port of entry. Southbound Canada-to-Mexico freight follows the reverse routing.

For these lanes, we handle the Mexico-side carrier and customs coordination, the US domestic transit leg, and coordination with Canadian customs on the northbound entry if needed. Transit time on a Mexico-to-Ontario or Mexico-to-Quebec lane typically runs 5 to 7 days depending on the origin city in Mexico and the specific destination in Canada.

Contact us with your specific origin, destination, commodity, and load frequency and we'll confirm the routing, transit time, and rate for your lane.

A standard commercial import from Mexico into the United States requires the following documents at minimum: a commercial invoice (itemizing commodity, quantity, unit value, and total value in USD), a packing list (piece count, weights, and dimensions), a bill of lading from the carrier, a Mexican export pedimento filed by a licensed Mexican customs broker, and a US Customs and Border Protection import entry filed by a licensed US customs broker.

Depending on the commodity, additional documents may be required. Food, agricultural products, and live plants require USDA or FDA prior notice and may need import permits. Textiles and apparel require country of origin certification. Steel and aluminum products may be subject to Section 232 tariffs with additional documentation. Hazardous materials require proper DOT and SCT classification, packaging, placarding, and shipper declarations on both sides. Automotive components may require USMCA certificate of origin to qualify for preferential duty rates.

The most important thing is to identify all applicable requirements before the truck is dispatched. Documents that are missing or incorrect cannot be corrected while the truck is sitting at the bridge. We review documentation requirements at booking for every new commodity we move. See our full Customs Coordination service for the complete checklist.

A pedimento is the official Mexican customs declaration document required for all commercial shipments crossing the Mexican border. It is the Mexican equivalent of a US customs entry and must be filed by a licensed Mexican customs broker (agente aduanal) with the Mexican Tax Administration Service (SAT) before any commercial freight can legally exit the country.

The pedimento records the commodity, tariff fraction, declared value, country of origin, exporter, importer, and the customs broker responsible for the filing. Once submitted, SAT's automated system either authorizes the shipment (green light, no inspection required), directs it to documentary review, or requires a physical inspection of the freight. A Previo physical inspection must be completed and the clearance issued before the truck is authorized to proceed to the international bridge.

Errors in the pedimento, including incorrect tariff fractions, undervalued declared value, or missing permit numbers for regulated commodities, result in the shipment being held at the crossing until an amended pedimento is filed and approved. This is why we initiate pedimento preparation as soon as a shipment is booked rather than when the truck arrives at the border.

You do not need to source your own customs broker separately. Customs coordination is included as part of our cross-border freight service. We work with licensed customs brokers on both sides of the border and manage the documentation timeline as part of the overall shipment coordination. You work with one contact at PC Global Logistics who manages the freight and the customs documentation together.

If you already have an established relationship with a specific customs broker on the US side and prefer to keep that relationship, we can work within that arrangement. We coordinate with your broker on documentation timing and provide the shipment details they need to file the CBP entry on schedule. The key is that the customs timeline must align with the carrier dispatch timeline, not run independently of it.

For importers who are new to the Mexico-USA corridor and have not yet established customs broker relationships, we can walk you through what a US importer of record setup requires and connect you with appropriate broker resources. The goal in every case is that by the time the truck reaches Laredo, the documentation is ready on both sides.

A CBP exam (Customs Examination) is a physical inspection of the freight ordered by US Customs and Border Protection at the port of entry. Exams can be triggered by random selection, a risk flag on the commodity or the importer, a discrepancy between the declared and observed freight, or heightened scrutiny on a particular tariff classification or trade partner.

When a shipment is selected, the freight is moved to a designated examination facility, typically a Container Examination Station (CES) or a Centralized Examination Station near the port. The freight is unloaded, inspected, reloaded, and released if no issues are found. The examination process typically adds 1 to 3 business days to the transit time, and exam facility fees (charged by the CES, not by CBP) are the importer's responsibility.

If your shipment is examined, we coordinate with the exam facility, monitor the inspection status, and update you on the revised delivery timeline as soon as the exam is scheduled. We also review documentation and classification on new commodities before the first shipment moves, which reduces the probability of triggering a discretionary exam through documentation inconsistencies.

USMCA (United States-Mexico-Canada Agreement) is the trade agreement that replaced NAFTA in 2020 and governs the trade relationship between the three North American countries. Under USMCA, goods that meet the rules of origin requirements for the agreement can qualify for preferential (reduced or zero) duty rates when imported into the United States from Mexico or Canada.

To claim USMCA preferential treatment on a US import from Mexico, the importer must have a USMCA certificate of origin (either a formal certificate or an informal certification on the commercial invoice), and the goods must genuinely originate in Mexico or another USMCA country based on the specific rules of origin for that tariff classification. Not all goods qualify automatically. Products with significant non-USMCA content may not meet the regional value content thresholds required by the agreement.

If you are importing goods from Mexico and are not currently claiming USMCA preferential rates, it is worth reviewing whether your products qualify. Duty rates on many manufactured goods can be 3 to 25 percent, and USMCA qualification can significantly reduce your landed cost. We can connect you with a qualified customs broker to evaluate your product classifications and origin eligibility before your next shipment.

Full Truckload (FTL) means your freight occupies a dedicated trailer from origin to destination. No other shipper's goods share your space. The trailer is dispatched to your origin, loaded exclusively with your freight, and driven directly to your destination without stopping to pick up or deliver for anyone else. FTL is faster, involves less handling, and gives you complete control over the trailer from the moment it's loaded to the moment it's unloaded.

Less Than Truckload (LTL) means your shipment takes up only a portion of a trailer. The carrier consolidates your freight with other shippers' goods going in the same general direction, and the trailer may make multiple pickups and deliveries along the route. You pay only for the space and weight your freight occupies, which makes LTL more economical for smaller loads. The tradeoff is more handling events, longer transit time, and less predictability in the delivery window.

For cross-border shipments specifically: FTL is generally the better choice for loads of 16 or more standard pallets, for high-value or fragile cargo, or for consistent lane volume where the savings from a contracted rate outweigh the cost difference versus LTL. LTL is better for smaller, less time-sensitive loads where paying for a full trailer isn't justified by the volume. See our FTL and LTL service pages for more detail.

A standard 53-foot dry van trailer can hold approximately 26 standard pallets in a single-stack configuration, loaded lengthwise. If the cargo allows for double-stacking (two pallets high), the same trailer can hold up to 52 pallets. The exact count depends on pallet dimensions, the way the freight is loaded, and any restrictions on stacking due to commodity fragility or weight distribution requirements.

The maximum payload for a standard FTL dry van is approximately 44,000 to 45,000 lbs, depending on the specific trailer tare weight and the route. The trailer floor space is 53 ft x 8.5 ft, with an interior height of approximately 9 ft. Temperature-controlled (reefer) trailers typically have slightly less usable space due to insulation and refrigeration equipment.

For cross-border shipments, the Mexican side may use trailers with slightly different specifications depending on the carrier. When the freight transloads to a US-registered 53-ft trailer at Laredo, standard US dimensions apply for the domestic leg. If you have non-standard pallet sizes or an unusual cube-to-weight ratio, let us know before booking so we can confirm the right equipment for your load.

LTL freight class is a standardized rating system established by the National Motor Freight Traffic Association (NMFTA) that classifies commodities into one of 18 freight classes, ranging from Class 50 (densest, lowest cost per pound) to Class 500 (least dense or most difficult to handle, highest cost per pound). The classification is based on four factors: density (weight per cubic foot), stowability (whether the freight can be stacked or needs to be kept upright), handling difficulty, and liability (value per pound and risk of damage or theft).

Freight class directly affects your LTL rate because carriers use it as the basis for pricing alongside weight, distance, and origin/destination zip codes. An incorrect freight class on the bill of lading can result in a carrier reclassifying your shipment after delivery and charging an adjustment that is significantly higher than the original quote.

For cross-border LTL shipments, the freight class applies to the US domestic portion of the move. The Mexico-side leg is priced differently based on the carrier's own tariff structure. We verify freight classification at booking for new commodities to prevent post-delivery adjustments on the US side. If you're unsure of the correct class for your commodity, give us the product description, weight, and dimensions and we'll determine the correct classification before the shipment moves.

A dedicated lane program is a contracted freight arrangement where a specific origin-destination lane is covered at a pre-agreed rate and capacity commitment, rather than being quoted on the spot market each time a load is ready to move. Instead of calling for a truck every week and accepting whatever the market rate is that day, you lock in a rate and a carrier commitment for a defined volume over a defined period.

Dedicated programs make sense when you move consistent volume on the same lane, typically one or more loads per week on the same Mexico-to-US route, and when you need reliable capacity that doesn't disappear during tight market conditions. For manufacturers with production schedules tied to inbound raw materials or outbound finished goods, capacity uncertainty on the freight side directly disrupts operations. A dedicated program eliminates that variable.

At PC Global Logistics, we build dedicated lane programs for customers with recurring cross-border volume. The rate is negotiated based on your expected weekly or monthly load count, the lane, and the equipment type. In return, you get committed capacity and a rate that doesn't fluctuate with the spot market. Contact us with your lane and volume to discuss whether a dedicated program makes sense for your operation.

Cross-border freight rates vary based on origin city, US destination, mode (FTL or LTL), equipment type, commodity, and lane frequency. A one-time FTL load from Monterrey to Houston will carry a different rate than a contracted weekly program on the same lane. LTL rates are calculated per hundred weight (CWT) based on freight class, distance, and weight, plus the Mexico-side leg and customs coordination costs.

As rough reference points for FTL: Monterrey to Texas destinations typically ranges from $1,800 to $3,500 depending on equipment type and market conditions. Bajío origins to Texas run $2,500 to $4,500. Longer hauls to Midwest or Northeast US destinations add $1,000 to $2,500 to those ranges depending on the specific destination. These are rough market ranges that shift based on fuel prices, capacity conditions, and seasonal demand.

What you should expect from any quote is clarity on what is included: Mexico-side carrier, customs coordination on both sides, transloading at the crossing, and the US-side carrier to final delivery. At PC Global Logistics, we quote all-in rates with no fees added after the shipment moves. Request a quote with your origin, destination, pallet count, and commodity and we'll come back with a specific number, usually the same business day.

A fuel surcharge (FSC) is a variable fee added to freight rates to account for changes in diesel fuel prices. Rather than renegotiating base rates every time fuel prices move, carriers apply a surcharge percentage that adjusts weekly or monthly based on published fuel price indices. In the US, most carriers reference the US Department of Energy weekly national diesel price. In Mexico, fuel surcharges are applied based on IEPS (the Mexican fuel excise tax structure) and carrier-specific fuel indices.

The fuel surcharge is typically expressed as a percentage of the linehaul rate or as a per-mile amount. On a cross-border shipment, you may see separate fuel surcharges for the Mexico-side leg and the US-side leg, since they reference different fuel markets. When fuel prices spike significantly, freight rates can effectively increase by 5 to 15 percent through fuel surcharge movement without any change to the base rate.

When we provide a quote, we include the current fuel surcharge in the total rate so you can see the all-in cost. We flag if a fuel surcharge adjustment is scheduled between the quote date and the load date. For contracted lane programs, we can negotiate fuel surcharge caps or index structures that provide more predictability on your freight cost.

Tracking a cross-border shipment is more complex than tracking a domestic US load because the shipment moves across two carrier systems with different tracking technologies and two customs jurisdictions with different visibility tools. GPS tracking on the Mexico-side carrier provides location data from pickup to the crossing. Customs status can be checked through the SAT pedimento system on the Mexico side and the ACE (Automated Commercial Environment) portal on the US side. The US domestic carrier provides scan-based tracking from Laredo to the final destination.

Rather than giving you login credentials to four different systems, we provide a single point of contact who monitors all four simultaneously. We track the Mexico carrier to the crossing, confirm the customs clearance status, verify the transload at our Laredo facility, and monitor the US carrier to delivery. We send proactive status updates at key milestones: origin pickup, border crossing confirmation, US carrier departure from Laredo, and delivery confirmation with POD.

If something changes at any point in the move, such as a customs hold, a carrier delay, or a delivery appointment issue, we notify you directly rather than waiting for you to call and ask. You shouldn't need to track your own shipment across the border. That's what you're paying us to do.

Transloading is the process of transferring freight from one trailer to another, typically at a facility near the border crossing. On the US-Mexico corridor, transloading is required because Mexican-registered trailers are generally not authorized to operate on US roads beyond a limited commercial zone near the border. At the same time, US-registered carriers typically cannot pick up freight directly from a Mexico-registered trailer inside Mexican territory.

This means that virtually all truck freight crossing from Mexico to the United States must physically transfer between a Mexico trailer and a US trailer at some point near the crossing. The transload facility is typically located on the US side of the border, within the Laredo commercial zone. The Mexico carrier delivers to the facility, the freight is offloaded and counted, and a US carrier picks it up for delivery to the final destination.

At PC Global Logistics, transloading happens at our Laredo facility. We coordinate both the inbound Mexico carrier and the outbound US carrier from the same dispatch operation, verify the piece count during the transfer, and document any discrepancies before the US truck departs. Same-day transloading is standard on most inbound shipments that clear customs without holds. See our Warehousing and Transloading service for full details.

Yes. Short-term storage from 1 to 30 days is a standard service at our Laredo facility. This is particularly useful when freight arrives at the border ahead of the receiving window at the US distribution center, when inbound loads from multiple Mexican suppliers are being consolidated before outbound dispatch, or when a delivery appointment needs to be rescheduled after the freight has already cleared customs.

Storage at Laredo gives you a buffer between the Mexico production or export timeline and the US receiving schedule without paying for a freight carrier to hold a trailer at your dock or routing the freight to a distant inland warehouse and then back again. Freight held at our Laredo facility stays in the border zone, ready for same-day or next-day dispatch to any US destination when the receiving window opens.

Long-term storage beyond 30 days is available on a capacity-dependent basis. If you manage ongoing border inventory, holding stock at a Laredo facility allows you to respond quickly to demand changes in the US without waiting for the next production run in Mexico to cross the border. Contact us with your expected volume and dwell time to confirm availability and pricing before your first inbound shipment arrives.

Yes. Load consolidation is one of the core functions at our Laredo facility. If you source components or finished goods from multiple suppliers in different cities in Mexico, each of those suppliers can ship to our Laredo facility on their own schedule. We hold each inbound load as it arrives, and once enough volume accumulates to fill an outbound US trailer, we consolidate everything onto a single truck for delivery to your US location.

The benefit is that instead of paying for multiple partial loads crossing the border individually, each with their own customs filing and carrier booking, you pay for one consolidated outbound move and one US customs entry. For importers sourcing from 3 to 8 Mexican suppliers, consolidation at Laredo can meaningfully reduce the total landed cost per unit compared to managing each supplier's shipment as a separate cross-border move.

The consolidation timeline depends on how frequently each origin ships and how much volume you're bringing in. We work with your team to define an outbound dispatch cadence that matches your US inventory needs. If you're currently handling multiple separate supplier shipments and want to explore whether consolidation makes sense for your volume, contact us and we'll map out what the cost comparison looks like for your specific situation.