October 2026 Volume 24 Issue 10

We are a voice for our small town, grassroots members who may otherwise not have access to the right audiences, as well as a conduit for industry to come together in support and promotion of transportation improvements.

We are committed to working as an Alliance to improve transportation infrastructure and business networks opportunities, by advocating for appropriate funding levels, so business and industry can thrive.

We are focused on the economic and business interests that are the lifeblood of the region.

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PRESIDENT'S CORNER

Last month I told you that I wanted to talk about our “57 to 27” campaign and the impact that improving Mexico Highway 57 will have on our trade corridor. This summer the Mexican government announced a public/private partnership with the Puerto Verde team to improve Federal Highway 57 which runs approximately 1300 km (808 miles) from Mexico City through Querétaro, San Luis Potosí, Saltillo, Monclova and ends at Piedras Negras, directly across at Eagle Pass Texas. This federal, state, and private partnership has committed more than MXN 57 billion (US$3 billion) to upgrade this corridor to interstate level standards. Why this corridor? Besides the Puerto Verde Commercial Port development at Eagle Pass, I think we have to go back in time to find some clues to the answer to that question.

I have mentioned before that looking at a map of our national interstate highway system today, you would find it nearly identical to a 1921 map of a proposed interstate highway system. Think about it, the locations of our interstate highways today were influenced by lines drawn on a map over 105 years ago. Of course, those lines followed existing trade routes, trails created for cattle drives, migration patterns, and gold rushes from the previous 100 years. And of course, with the development of the automobile at the turn of last century, the highway mode won out over rail when determining how the future transportation grid would look by 1921. And, since our interstate highways left us some north/south gaps in the system, our mission to complete those gaps with a future IH 27 draws clearer focus.

The Mexican Federal Highway System has its own history. Rooted in the El Camino Real or also known as the “King’s Highway”, the influence of Spanish exploration drew many of the lines on the Mexican map along with corridors running into the southwestern United States. But the concept of a Pan-American highway running from the tip of South America at Ushuaia Argentina to Prudhoe Bay Alaska is what I want to focus on today. Originally proposed as a railroad in 1884, it was abandoned in 1903 with the start of construction of the Panama Canal. A highway concept was proposed in 1923 (note the correlation to the 1921 interstate highway map in the US) and a multinational agreement was signed in 1937 to build a Pan-American Highway. Security risks with World War II prompted the US to build the northern portion known as the Alaska highway as well as committing resources to build the highway around the Panama Canal but nothing south. That left Mexico with the task of building their portion of the highway and they completed it by 1950. Again, looking at a map of highways in Mexico, this highway included two routes with the main route following Highway 85 from Mexico City to Nuevo Laredo connecting to Interstate Highway 35 and another route that ran from Mexico City running west along Pacific Highway 15 through Guadalajara and up to Nogales where it connects to Interstate Highway 19 in Arizona.

Today you can see the influence that these routes have had on the movement of freight and goods between Mexico and the United States. And with the projected growth in trade expected to clog up these highway arteries running north and south, the idea of opening up alternate routes to relieve the anticipated congestion that already plagues IH 35 and IH 19 makes good sense. With Mexico’s $3 billion investment in Highway 37 to Piedras Negras and with the United States investing in future interstates like IH 27, we can position ourselves to take full advantage of the economic opportunities and well being of our two countries for generations to come.

more to come …

Lauren D. Garduño

Enjoy the Official Ports-to-Plains Alliance Song

This video is now the Official Ports-to-Plains Alliance Song and Video. The audio and lyrics were created by Adam Kenny from Alerta, Canada. Video was added by RH&K. Enjoy! It certainly tells our story!

I-27 Construction Advances as Texas Adopts a Smaller Transportation Program

Texas’ new transportation program pairs a lower statewide funding forecast with continued progress on projects along the Ports-to-Plains corridor. For Alliance communities, the task is to keep planned improvements moving toward construction while recognizing the investment already reaching the field.

The Texas Transportation Commission approved the 2027 Unified Transportation Program in August 2026. Covering fiscal years 2027–2036, the program includes approximately $95 billion in project funding. Development and routine maintenance bring TxDOT’s announced total investment to approximately $138 billion over 10 years.

Why the statewide forecast declined

Project funding is down $6.6 billion, or 6.5 percent, from the $101.6 billion included in the 2026 UTP. TxDOT’s June comparison identifies reductions in federal funding forecasts, Proposition 1 revenue assumptions, nontraditional funding and Texas Mobility Fund bond issuance. Higher forecasts for state motor fuel taxes, registration fees and Proposition 7 revenue partially offset those reductions.

The $4.4 billion federal adjustment is a forecast change; it does not, by itself, establish a congressional funding cut of that amount. Federal surface transportation reauthorization will help clarify the longer-term funding outlook.

More corridor work is moving into construction

Ports-to-Plains district summaries show listed 10-year project amounts declining from approximately $2.514 billion in FY2026 to $1.114 billion in FY2027. At the same time, amounts reported as construction begun increased from approximately $803.5 million to $1.524 billion, an increase of nearly 90 percent.

That distinction matters. A project moving from a remaining project list into construction represents progress. A smaller list alone cannot establish an equivalent loss of corridor funding.

Construction progress and planning needs

The summaries report construction begun increasing to $590.1 million in Amarillo, $213.1 million in Laredo and $342.1 million in Lubbock. Odessa remained at $378.8 million. Meanwhile, Abilene and San Angelo together gained approximately $80.6 million in listed project amounts.

The figures require careful comparison. Combining the listed and construction amounts produces a decline of approximately 20.5 percent, provided the columns contain separate projects and use consistent definitions. A project-by-project review is needed to distinguish funding changes from construction progress, revised costs, timing and scope changes.

The I-27 project pipeline is growing

A separate I-27 Advisory Committee dashboard comparison shows the planning inventory growing from 34 projects in September 2025 to 41 in September 2026. Estimated construction costs for those projects increased from $8.70 billion to $10.72 billion. Fully funded Interstate-upgrade projects increased from three to eight, with estimated construction costs rising from $113.7 million to $658.0 million.

These are project-inventory figures, not newly awarded funding. The Interstate-upgrade dashboard also covers a different project set from the district corridor summaries, so the two should not be added together.

Turning planning into construction

Many I-27 projects remain under PLAN Authority, outside the UTP’s 10-year window. That status allows planning and project-development work; it is not full construction funding. The $10.72 billion portfolio represents estimated construction costs, not a planning-study budget or an exact unfunded balance. Some projects may already have partial funding.

Develop Authority generally covers UTP years five through 10, while Construct Authority covers years one through four and requires full construction funding and sufficient readiness to advance toward bidding. Moving projects forward depends on prioritization, development progress and available financial capacity.

For Ports-to-Plains, the priorities remain advancing environmental review, engineering and other preparation; building support for future investment; and tracking funded projects as they move into construction. A tighter statewide forecast makes that work more important as communities pursue a continuous Future I-27 corridor.

Source: TxDOT 2027 Unified Transportation Program — Statewide funding and implications for Ports-to-Plains, October 1, 2026. The supplied summary draws on TxDOT’s Adoption Announcement and June 24 Commission Presentation, I-27 Advisory Committee Meetings 9 and 11, and Ports-to-Plains district project summaries.

Link to Complete Report

Colorado’s Interstate Opportunity

235 miles could expand economic opportunity far beyond the highway

What could a stronger interstate connection mean for Colorado? An economic analysis highlighted in the Colorado Ports-to-Plains Interstate Corridor Advocacy Brief projects $34.94 billion in statewide economic output during construction and $7.63 billion in additional annual output by 2080. The findings make a compelling case for examining how corridor investment could strengthen businesses and communities across the state.

Colorado’s 235-mile Ports-to-Plains corridor links rural communities and industries with I-70 at Limon and broader domestic and international markets. Bringing the corridor to interstate standards could improve freight reliability, support safer travel and give agricultural producers, energy businesses and manufacturers better access to customers and suppliers.

Construction spending reaches across the economy

The brief uses an estimated $13.32 billion construction program. The modeled construction impact includes $19.67 billion in state GDP and $1.66 billion in state tax revenue. Those benefits extend beyond highway contractors as suppliers receive orders and workers spend earnings in their communities.

The REMI summary estimates an output multiplier of 2.30: each dollar of direct construction output generates approximately $1.30 in additional statewide output. This illustrates how a major transportation investment can support economic activity well beyond the construction site.

Benefits continue after construction

The long-term opportunity comes from improved transportation access and lower transportation costs. The analysis projects additional annual economic output of $3.38 billion in 2055, rising to $7.63 billion in 2080. By 2080, Colorado is projected to have 14,281 additional jobs and 24,810 additional residents compared with the model’s baseline.

Cumulative state tax revenue from the operations phase is estimated at $6.34 billion over 2055–2080. The projected employment benefits reach a broad range of industries, including health care, construction, retail, transportation and warehousing, and professional services.

Moving from an economic case to project delivery

The advocacy brief identifies several priorities for advancing the corridor: a coordinated multistate feasibility study, Future Interstate designation and numbering, and predictable federal formula funding for multistate Future Interstate corridors. It also calls for Colorado to advance planning, environmental review, preliminary engineering and project development.

For Ports-to-Plains communities, the findings provide a basis for discussing how transportation investment could support rural competitiveness and statewide growth. Better market access and more dependable freight movement could create opportunities for businesses throughout the corridor while strengthening Colorado’s connections to the national highway network.

Link to Complete Report

Understanding the estimates

These are modeled estimates, not guaranteed outcomes. The construction planning estimate assumes upgrades to existing two-lane and four-lane highways, with 3 percent annual inflation over an assumed 25-year construction period. Ports-to-Plains supplied the cost assumptions; they are not REMI model outputs, and actual costs will vary by segment. Construction output and GDP are reported in fixed 2024 dollars, construction tax revenue in fixed 2022 dollars, and operational output and tax revenue in fixed 2025 dollars.

Source: Colorado Ports-to-Plains Interstate Corridor Advocacy Brief 2026 and its embedded REMI economic impact summary.

Oklahoma’s Interstate Opportunity

A vital Panhandle connection with benefits across the state

Conceptual illustration of a future divided highway in the Oklahoma Panhandle.

Oklahoma’s Ports-to-Plains corridor covers approximately 34 miles, but its importance extends far beyond that distance. Following US 287 through the Panhandle and Boise City, the route connects Texas with southeastern Colorado. Advancing it toward Interstate standards could strengthen that connection while creating economic opportunities across Oklahoma.

The Oklahoma Ports-to-Plains Interstate Corridor Advocacy Brief highlights modeled statewide economic output of $2.13 billion during construction and $379 million in additional annual output by 2080. These findings show how investment in a relatively short highway segment could benefit businesses, workers and communities well beyond the corridor itself.

Construction investment supports statewide activity

Using an estimated $1.16 billion construction investment, the analysis projects $1.17 billion in state GDP and $116.71 million in state tax revenue during the construction phase. Economic activity spreads through purchases from suppliers and spending by workers and their households.

The REMI/Proseris summary reports an output multiplier of 1.79. Each dollar of direct construction output is projected to generate another 79 cents in statewide output, illustrating the reach of highway investment beyond the jobsite.

Long-term gains from better transportation

Once improvements are in place, the analysis projects benefits from increased access and lower transportation costs. Additional annual economic output rises from $225 million in 2055 to $379 million in 2080. By 2080, Oklahoma is projected to have 842 additional jobs and 1,348 additional residents compared with the model’s baseline.

Cumulative state tax revenue from the operations phase is estimated at $873.1 million over 2055–2080. The projected employment benefits span multiple industries, including construction, professional and technical services, health care, retail, and transportation and warehousing.

A critical connection through Boise City

For Panhandle residents and businesses, the corridor’s value also lies in safer, more reliable travel. The brief identifies opportunities to reduce conflicts among through freight, local traffic and farm vehicles, including in the Boise City area. Better access and lower transportation costs could support agriculture and help local businesses reach larger markets.

Understanding the estimates

These are modeled estimates, not guaranteed outcomes. The preliminary cost assumption of $34.04 million per mile comes from Ports-to-Plains and is not a REMI model output. It assumes highway upgrades with 3 percent annual inflation over a 25-year construction period; actual costs will vary by segment. Construction output and GDP are reported in fixed 2024 dollars, construction tax revenue in fixed 2022 dollars, and operating benefits in fixed 2025 dollars.

Link to Complete report

Source: Oklahoma Ports-to-Plains Interstate Corridor Advocacy Brief 2026 and its embedded REMI economic impact summary.

From Trade Route to Strategic Asset: I-27, Border Security, and Emergency Response

Future I-27’s value reaches beyond the movement of commercial freight. More dependable highway connections could also help move military equipment, support border operations and bring emergency assistance to rural communities. Those connections make operational readiness an important part of the case for corridor investment.

A broader case for Interstate investment

The session “From Trade Route to Strategic Asset: I-27, Border Security, and Emergency Response” brings together perspectives from military infrastructure and U.S. Border Patrol leadership. The accompanying presentation, Impacts of Future I-27 to Operational Readiness, outlines how an improved north–south corridor could connect South Texas border communities and ports of entry with inland staging areas and the national interstate network.

For Ports-to-Plains communities, the message is straightforward: transportation planning should consider how a highway performs during an emergency as well as how it serves everyday travel and trade.

Supporting security and emergency operations

The presentation identifies defense mobility as a central benefit. Interstate-level access could improve the movement of personnel, equipment, fuel, food and emergency supplies. A more reliable inland route could support deployment and logistics during national emergencies, border incidents or supply-chain disruptions.

For border operations, the presentation emphasizes dependable access between ports of entry and inland support locations. Better connections could help Customs and Border Protection, law enforcement, the National Guard and emergency management agencies move resources and coordinate across federal, state and local jurisdictions.

The same highway improvements could serve residents during disasters. The presentation highlights evacuation, wildfire response, hurricane recovery and flooding, along with access for fire departments and emergency medical services. In rural areas, a dependable connection can be especially important when responders and supplies must travel substantial distances.

Advancing the corridor toward Interstate standards

The presentation’s specific request is to advance the U.S. 83/Ports-to-Plains corridor from I-2 to I-10 toward interstate standards and recognize national defense and border security needs in corridor planning and funding decisions. It identifies this route as a Texas key statewide and rural connectivity corridor.

What this means for Ports-to-Plains

The case for investment should account for reliable access during major incidents, connections to border communities and the ability to move essential resources. Bringing these needs into project development can help communities explain the broader public value of corridor improvements.

Link to Complete Presentation

Session participants:

Fabian E. Mendoza Jr., COL, F.SAME, USA (Ret.), Army Program Manager, SVP
George Cavazos, Division Chief – Law Enforcement Operations, U.S. Border Patrol, Del Rio Sector
Francisco Gardea, Executive Officer – Law Enforcement Operations, U.S. Border Patrol, Del Rio Sector
Alfonso Riera, PhD, Regional Market Lead – Army, Michael Baker International