Cross-border truck traffic at U.S.–Mexico ports of entry continued moving largely as normal on Wednesday, even as the federal government entered a shutdown at 12:01 a.m. EDT on October 1. Early industry reporting indicated that cargo lanes remained open and commercial processing proceeded without major disruption at key gateways. ([]())
Customs operations are holding the line because essential CBP functions remain staffed. The Department of Homeland Security’s contingency posture keeps revenue collection and core processing in place, meaning tariffs are still being assessed and freight is still being cleared at the border. For carriers and importers, the practical takeaway is that entry filings, duties and routine inspections continue despite the funding lapse.
The stability has limits. Several federal offices that support the broader freight ecosystem are scaling back, creating potential friction points if the shutdown drags on. The Federal Maritime Commission has suspended operations and tolled filing deadlines—an issue for ocean importers and forwarders with disputes or service contract questions that may cascade into inland trucking schedules.
Enforcement and immigration processing are also continuing. DHS deems most ICE personnel essential, and USCIS is largely fee-funded, so field activity has not stopped. That continuity matters at the linehaul level: drivers should anticipate ongoing enforcement presence and normal document checks at ports of entry.
On the southern border’s busiest truck corridor, local officials in Webb County said critical federal services—including immigration and border control—remain active for now. For fleets hauling through Laredo’s World Trade Bridge and Colombia Solidarity Bridge, that has translated into routine operations during the first day of the shutdown.
What could change if the shutdown persists? Two watch items for trucking planners: staffing strain and partner agency bottlenecks. Prolonged unpaid work for “essential” federal employees historically leads to rising absenteeism and slower throughput—pressures the travel sector is already warning about. And while CBP is processing cargo, some partner agencies with port-of-entry responsibilities may not be fully staffed, which can delay clearance for commodities requiring additional holds or specialized inspections. Build that risk into appointment windows and detention budgets.
Macro risk is also rising in the background. A White House analysis circulated Wednesday estimated a $15 billion weekly GDP hit if the shutdown drags on, a reminder that softening consumer demand and delayed federal payments can ripple into freight volumes. Carriers should be cautious about overcommitting capacity in sectors reliant on federal outlays while keeping an eye on cross-border flows that remain comparatively resilient.
Playbook for cross-border fleets and brokers, effective immediately:
– File early and complete. Minimize rework that could push loads into thinner staffing later in the day.
– Stay flexible on routing. If a port develops a partner-agency backlog, be ready to shift to an alternate crossing.
– Align detention and layover policies to account for unpredictability in secondary inspections.
– Keep drivers informed about “business as usual” enforcement so they arrive with clean paperwork and proper declarations.
These steps won’t eliminate shutdown risk, but they can keep freight moving while Washington negotiates.
Bottom line for trucking: as of October 1–2, cross-border trade lanes are open and operating, but the longer the shutdown lasts, the greater the odds of knock-on delays from non-CBP pinch points. Build contingency time into schedules and watch for localized slowdowns before they snowball into network-wide disruptions.
Sources: FreightWaves, Reuters, Associated Press, Federal Maritime Commission, Houston Chronicle, Laredo Morning Times, Politico
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