The funds raised during the 8th Contecon Manzanillo Charity Race were used for infrastructure, equipment and improvements for 20 educational institutions, to which 2.8 million pesos (mdp) were allocated .

These resources resulted in a benefit for 6,545 students from schools in Manzanillo, Colima, who received interventions between February and August 2026, thanks to the resources obtained during the race held in 2025, Contecon Manzanillo reported in a statement.

The works responded to the particular needs of each school and included the installation and improvement of roofs, dining areas, access porticos and perimeter fences, in addition to lighting work and the incorporation of sound equipment and closed circuit systems.

The schools that benefited were Manuel Murguía Galindo, Cristóbal Colón, Miguel Hidalgo, Homobono Llamas, Juan Escutia, Arnoldo Ochoa, Benjamín Amador Cisneros, Mariano Miranda Fonseca, Escultor Sebastián, Pedro Sainz de Baranda, María Adelina, CAM Anne Sullivan, Francisco Villa, Benito Rincón López, Jorge Chávez Carrillo, Marina Nacional, 5 de Mayo, 5 de Febrero, Venustiano Carranza and Rafaela Suárez, the statement indicated.

The handover of the works took place on September 30th, with the participation of José Antonio Contreras, CEO of Contecon Manzanillo; Adolfo Núñez González, Secretary of Education of Colima; Juan Carlos Salas, Director of Human Resources of the company; as well as representatives of sponsors, teachers and students.

An initiative that is gaining support

Adding up the history of the initiative, throughout its eight editions, Contecon estimates that more than 20,000 students in Manzanillo have benefited through actions aimed at improving the conditions of their schools.

The terminal indicated that it will seek to maintain the initiative in future editions and continue channeling resources to schools in Manzanillo that require infrastructure and equipment improvements.

“The Race for a Cause goes far beyond a sporting competition. It is an initiative that brings together runners, families, businesses, and the entire community around a common goal: to contribute to improving the educational conditions of children and young people in Manzanillo,” Contreras emphasized.

For the 9th Race for a Cause

Contecon Manzanillo is preparing for its 9th Annual Charity Race , which will take place on Sunday, November 8th. This year, they expect a maximum of five thousand runners to participate .

The race will be divided into competitive segments of 3, 5.5 and 10 kilometers on routes through the Contecon Manzanillo and Hazesa terminals, the latter being multi-purpose, as well as external roads such as the second northern access to the port.

Kit pickup for this ninth race will be on Saturday, November 7th, from 8:00 AM to 7:00 PM. Those interested in registering should visit www.asdeporte.com .

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El cargo Race for a Cause: Contecon Manzanillo promotes educational infrastructure in the region apareció primero en T21.

The momentum gained by the entry of new vehicles through Mexican Pacific ports lost steam in 2026. With higher tariffs on cars originating from countries without trade agreements with Mexico and after the advance of imports by automakers in 2025, that coast received 425,660 units between January and August, a decrease of 6.3% compared to the same period of the previous year.

Figures from the Ports and Merchant Marine Unit (UPMM) , part of the Mexican Navy (Semar) , show that the contraction was concentrated in Mazatlán and Lázaro Cárdenas , two entry points for vehicles from Asia. Both ports saw a reduction of 30,787 imported units, partially offset by an interoceanic transit operation in Salina Cruz.

The change occurs under a new tariff structure. The decree published on December 29, 2025, in the Official Gazette of the Federation (DOF) , effective since January 1, 2026, established a 50% tariff on various categories of automobiles , including new electric vehicles. The reform encompassed products originating from countries with which Mexico does not have trade agreements, including China.

Its impact must be analyzed by country of origin and the applicable treatment for each transaction, since the Asian flow also includes vehicles from American, Japanese, and other manufacturers. Lázaro Cárdenas and Mazatlán are the main entry points for both Chinese brands and vehicles from other manufacturers produced in Asia.

In Mazatlán, imports fell from 108,500 to 90,251 vehicles, a 16.8% decrease, the most pronounced among the main Pacific ports . Lázaro Cárdenas, meanwhile, received 332,409 units, compared to 344,947 the previous year, a 3.6% reduction.

Beyond the increased cost associated with the new tariffs, the adjustment is also related to logistical decisions made before their entry into force: automakers brought forward imports during 2025 to bring vehicles into the country under the previous tariff conditions.

Foreign trade data also show a reduction in vehicle purchases from China. Figures from the Ministry of Economy demonstrate that these imports decreased by 31.1% in the first half of 2026, to 158,571 units . Although this data covers a different period and period than port statistics, it provides further evidence of the slowdown in this flow.

In the Pacific region, the combined import and export movement fell 5.4%, from 582,064 to 550,907 vehicles . Imports accounted for 92.1% of this net reduction, while exports decreased 1.9% to 125,247 units. The composition of the decline places the main pressure on this region’s import business.

However, the trend was not uniform across the country. Imports through the Gulf-Caribbean region increased by 7.3%, reaching 199,468 vehicles, driven by Veracruz, where imports rose from 175,255 to 193,636 units, a growth of 10.5%.

This progress helped Veracruz maintain its national leadership in total vehicle traffic, with 513,490 units and a 5.3 percent increase. However, its recovery still left it below the 614,026 vehicles it moved in January-August 2023.

In contrast, Altamira registered the largest absolute loss among the country’s ports , falling from 306,440 to 271,288 vehicles, a contraction of 11.5 percent. In this case, the reduction was concentrated in exports, which decreased from 299,031 to 265,456 units, a trend that should be distinguished from the impact of Mexican tariffs on imports.

The national result combined both pressures. Mexican ports handled 1,364,178 vehicles in deep-sea traffic during January-August 2016, 2.8% less than a year earlier. Imports decreased 2.4% to 625,128 units, while exports fell 3.2% to 739,050.

With this, port traffic accumulated two consecutive declines for that period, after reaching 1,517,401 units in 2024, the highest volume of the shared series from 2021 to 2026. Compared to that level, the most recent record was 10.1% lower; exports were 20% below , while imports exceeded it by 5.3 percent.

Within this adjustment, Salina Cruz exhibited a particular dynamic . Its vehicle traffic increased from 900 to 3,000 vehicles, but these correspond to an operation with a final destination in the United States. T21 documented in mid-July of this year that the Hyundai Glovis units —the logistics arm of Hyundai and KIA—arrived from Masan, South Korea, and crossed by rail to Coatzacoalcos to continue on to Brunswick and Philadelphia.

The volumes match the three thousand units that UPMM records as exports in Coatzacoalcos. This correspondence points to the same flow accounted for in both maritime entry and exit, so the increase reflects logistical activity of the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) , without implying greater absorption of vehicles by the Mexican market.

The port map thus shows an adjustment with different causes and scopes . Higher tariffs and anticipated imports help explain the moderation in the Pacific, while the growth in Veracruz, the decline in exports from Altamira, and transit through the CIIT reveal that national evolution also depends on the composition of flows and the routes used.

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El cargo Tariffs cool the flow of vehicles through the Mexican Pacific apareció primero en T21.

During the first eight months of 2026, the movement of 20-foot equivalent units (TEUs) in Mexican ports showed generally positive figures compared to the same period last year. However, a slowdown was observed in August compared to the previous month.

According to statistics from the Secretariat of the Navy (Semar) , the National Port System registered a total of 6,512,648 TEUs moved between January and August of this year , 3.4% more than the 6,297,882 containers handled in the same period of 2025.

This increase was mainly driven by the port of Manzanillo , which in the reference period accumulated 2,824,839 TEUs , an increase of 11.0% compared to the same period in 2025.

In this way, Manzanillo consolidated itself as the main point for container handling, operating 43.4% of the total TEUs moved nationally , while last year it operated 40.4% of the total.

Lázaro Cárdenas ranked second with 1,805,022 TEUs , which represented an increase of 4.9% compared to the January-August period of 2025.

The port of Veracruz accumulated 802,184 TEUs in the first eight months of 2026; this represented a decrease of 5.6% compared to the same period last year.

Meanwhile, Altamira handled a total of 579,023 TEUs in the January-August 2026 cycle, an annual decrease of 5.3 percent.

These four ports accounted for 92% of the total container traffic in the country .

Ports slow down in August

An analysis by T21 Business Intelligence  shows that, after reaching the highest volume of the year in July with 877,680 TEUs handled in the National Port System, August saw a contraction of 3.3% on a monthly basis, with a total of 848,641 TEUs .

Unlike what happened in 2025, when the cycle with the highest container movement was August, in 2026 the highest level was achieved last July.

The total figures for ports in container handling were influenced by the pace reached by Manzanillo , which was precisely last July, when it had its highest record of the year, while in August it contracted by 4.1 percent .

The port of Lázaro Cárdenas followed the same route , concentrating 221,131 TEUs in the eighth month of the year , representing a decrease of 7.8% compared to the movement of the previous July.

In contrast, Veracruz handled a total of 109,556 TEUs in August , a 4.06% increase compared to July. Meanwhile, the port of Altamira, with 80,701 containers , also registered a 4.6% increase compared to July.

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El cargo Container handling, with slight progress in cumulative total; pace slows in August apareció primero en T21.

The tractor-trailers waiting to enter the port of Manzanillo occupy space on roads that must also handle city traffic. To reduce this pressure, the Manzanillo National Port System Administration (Asipona) and trucking organizations prepared a pilot program that would concentrate trucks at the Land Regulation Center (CRT) and regulate their departure toward Contecon Manzanillo , the operator of the Specialized Container Terminal (TEC) II. The project had been in development for weeks, but its public announcement sparked a disagreement over who should communicate the change and when it would take effect.

The immediate consequence fell on the truckers. On September 23, the Manzanillo Port Community (Copoma) instructed them that the following day they had to go to the CRT (Regional Transportation Center) before attending certain appointments at Contecon. Hours later, the terminal asked them to maintain their usual entry procedure . For a trucking company, deciding which instruction to follow meant risking their truck’s schedule and, consequently, the cargo’s scheduling and delivery.

The evidence originates from minutes of the September 3rd Copoma-Asipona-transporters meeting, obtained by T21. Isaí Martínez, representative of Asipona Manzanillo, stated during the meeting that the strategy had been in preparation for over a month and that the transportation associations had proposed starting with Contecon . Representatives from the City Council, Copoma, Conatram , UTCM, UETLM, and the National Chamber of Freight Transportation (Canacar) also participated . Contecon is not listed among the registered attendees, so the minutes do not prove that the terminal approved the plan at that meeting.

Martínez explained that the new CRT project (located at kilometer 3.5 of the Manzanillo-Minatitlán highway) would also utilize an adjacent space formerly occupied by TIMSA —which also operates a multi-purpose terminal at the port—to concentrate trucks and regulate their flow toward the port area. He also indicated that additional areas could be freed up starting in December and that, if the pilot program proved successful, its application would be evaluated at other terminals. Héctor Venancio, general director of Copoma, linked the proposal to the need to reduce the number of vehicles on municipal roads and increase their turnover.

Choosing Contecon as the starting point also places the test at one of the port’s highest-volume operations. According to official figures compiled by terminal from January to August 2026, Manzanillo handled 2,824,836 twenty-foot equivalent units (TEUs), compared to 2,544,369 in the same period of 2025, an 11 percent increase. Contecon handled 1,186,477 TEUs, 20.2% more than the 987,017 of the previous year . Its operation represented 42% of the port’s total container volume during those eight months. This share allows us to gauge the potential scope of a test focused on its access points, although the TEUs handled do not equate to the number of tractor-trailers that would use the CRT (Container Receiving Terminal).

The meeting also defined how the first phase would operate. It was proposed that Contecon import appointments would be scheduled starting at 4:00 PM, primarily on Wednesdays, Thursdays, and Fridays. Trucks would arrive at the CRT approximately two hours before their appointment and depart about an hour earlier in a convoy toward the terminal’s second access point, traffic conditions permitting. Participants also discussed how to identify these trucks, either through appointment scheduling or electronic documentation.

The trial was implemented alongside another extension of operating hours aimed at facilitating the clearance of goods. According to the same minutes, the Manzanillo Customs Office began processing imports 24 hours a day on Thursdays and Fridays . Martínez noted that this schedule could benefit the CRT’s operations: it would allow for the distribution of operations over more hours, provided that the flow of trucks to the terminal and access points could also be coordinated.

The minutes state that attendees unanimously agreed to proceed with the use of the CRT (Centralized Traffic Response Center) for these operations. Among the agreements reached were the concentration and allocation of traffic units, adjustments to the Tapeixtles-bypass interchange, and an evaluation of the trial run before its expansion . It was also noted that the availability of traffic management personnel would be limited during the construction in Manzanillo.

This specific plan relies on an existing facility with general rules. The Rules for Use of the Land Traffic Regulation Center at the Regulating Yard , issued weeks ago by Asipona Manzanillo and reviewed by T21, stipulate that the port authority, through its Land Traffic Control Center (CCTT) , authorizes the use of spaces according to vehicle flow and operational needs. They allow for trucks to be routed to the CRT when a terminal experiences delays, access points become congested, or units arrive with appointments for later times. They also indicate that the commencement of space use must be announced through authorized official channels.

The rules, therefore, describe what the CRT can be used for and who manages its operation. They do not, in themselves, stipulate that Contecon appointments from 4:00 PM onwards must pass through the yard on Wednesdays, Thursdays, and Fridays, nor do they establish the convoy departure time scheduled in the minutes. Implementing this trial required clearly communicating to the carriers when it would begin and what the recognized procedure would be for accessing the terminal.

The time and costs associated with the port cycle explain the importance of avoiding further delays. According to the Average Trucking Time Indicator (ITPAP) for August , compiled by T21 Business Intelligence, the average time observed for import container operations in Manzanillo decreased from 12 hours, 50 minutes, and 27 seconds in July to 9 hours, 34 minutes, and 30 seconds in August. The same study estimated 414.9 million pesos per month in resources associated with trucking downtime in Manzanillo , considering diesel, drivers, and tractor-trailers. This figure does not represent verified accounting losses, nor does it measure the potential impact of the CRT test. The ITPAP is based on data shared by GPS and trucking companies, not on all trips through the port.

The CRT scheme had already been publicly mentioned before September 23. Four days earlier, Yax Tzel Nolasco Gómez, delegate of the National Confederation of Mexican Carriers (Conatram) in Colima and president of the Manzanillo Freight Carriers Union (UTCM), told the newspaper Hechos that tests were being prepared primarily for units destined for Contecon . He indicated that the yard would be used when saturation made it necessary to regulate entry and that its initial operation would allow for adjustments to be identified.

Copoma took the next step on September 23. In a statement, it announced that starting Thursday, September 24, trucks with appointments from 4:00 PM onward to Contecon would first need to enter the CRT (Regional Transportation Center), arrive two hours early, complete a PIS Check (Pilot Inspection System), and depart in convoy one hour before their appointment. The notice added that trucks that did not follow this procedure “will not be allowed to enter the facility .” Although the schedule and route largely correspond to what was discussed on September 3, neither the minutes nor the CRT’s general rules explicitly state this consequence for this test.

Contecon responded that same day. In its “Important Notice Regarding Use of the Regulating Yard,” it stated that the scheme disseminated by Copoma “was neither coordinated nor agreed upon with our Terminal” and that the association’s statement did not constitute a valid operational instruction for changing its users’ access. It requested that the current procedure be maintained until any modification was communicated through the appropriate official channels and, where applicable, had the support and authorizations of Asipona or the competent authority. The notice appears in the terminal’s communications section for transport companies.

A T21 source with knowledge of the discussions at the port indicates that Contecon personnel participated in other meetings and that their objection related to the way in which Copoma, whose president is the general manager of Asipona Manzanillo, communicated the measure. This explanation remains attributed to the source; it does not alter the fact that Contecon publicly disavowed the notice, nor does it allow us to conclude that it passed the test recorded in the minutes of September 3.

According to a second source close to the Contecon operation, the procedure announced by Copoma was not applied on Thursday the 24th .

Furthermore, it is known that a new meeting with all those involved will be held next Monday, September 28, to resolve this situation; however, the CRT issue is ongoing.

Concentrating trucks outside the terminal could alleviate traffic congestion in Manzanillo if their departure is coordinated with the actual capacity of the access roads and the terminal itself. The effect of the trial cannot yet be determined. Before measuring it, Asipona and the stakeholders involved will have to specify when the procedure will begin, which units it will apply to, and how a single instruction will be communicated. As long as the uncertainty persists, it is the carriers and the cargo that bear the immediate consequences: committed equipment time, trips that must be rescheduled, and deliveries whose timing becomes unpredictable.

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El cargo Manzanillo Regulating Yard: one agreed-upon test, two instructions for carriers apareció primero en T21.

Every last Thursday of September, the International Maritime Organization (IMO) celebrates World Maritime Day , a date dedicated to highlighting the importance of maritime transport, as well as the challenges it faces and the impacts derived from its operations.

This September 24th, the celebration is commemorated under the motto “From policy to practice: driving maritime excellence” , which, for the first time, will be maintained for two consecutive years (2026 and 2027).

To better understand the current situation, according to industry reports, global maritime transport moves more than 80% of global merchandise trade , making it a fundamental component of international supply chains. However, this sector is entering a period of fragile growth, rising costs, and increasing uncertainty, as noted by the United Nations (UN) .

In this year’s World Maritime Day, the IMO highlighted the need for industry standards to be implemented. To advance this goal, the organization is considering technical assistance, training, and cooperation among its member states.

From regulations to decarbonization

Some current regulations make it clear that decarbonization remains an unfinished task . Among the main international instruments are the International Convention for the Safety of Life at Sea ( SOLAS ) and the International Convention for the Prevention of Pollution from Ships ( MARPOL ). The latter, through its Annex VI, establishes measures to reduce air pollution and improve the energy efficiency of ships .

The need to move in this direction is reflected in the figures from the United Nations Conference on Trade and Development (UNCTAD) : during 2024, greenhouse gas emissions from maritime transport increased by 5%; while until May 2025, only 8% of the world fleet’s tonnage was equipped to use alternative fuels.

In addition to existing regulations, there is the proposed IMO Net Zero Framework . This proposal establishes a global standard for the emissions intensity of marine fuels, as well as an economic mechanism for pricing greenhouse gas emissions from ships. However, its formal adoption was postponed for a year during negotiations last October, and therefore it is not yet an international regulation in force.

Major challenges for the sector

Furthermore, the IMO also highlighted the effects of international conflicts on shipping and supply chains . Attacks on merchant ships in various conflict zones, including the Strait of Hormuz , have increased risks to crews and disrupted the movement of goods.

“The lives of seafarers are threatened and the global supply of fuel, fertilizers and food has been disrupted. These disruptions to the global economy have devastating consequences, especially for developing countries,” said António Guterres, UN Secretary-General.

Thus, World Maritime Day 2026 makes it clear that the challenges facing shipping extend far beyond establishing new commitments. For an industry that underpins a significant portion of international trade, the enforcement of existing regulations and the development of low-emission technologies will be central to its transformation in the coming years.

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El cargo IMO promotes the application of international standards on World Maritime Day 2026 apareció primero en T21.

SSA Marine Mexico ‘s new terminal in the port of Guaymas received two STS Super Post-Panamax cranes and two E-RTG cranes , which are scheduled to become operational in the coming weeks.

The arrival of these four cranes represents a step towards the start of operations at the terminal, which will be prepared to handle not only containers, but also general cargo and automobiles , expanding SSA Marine’s capabilities in northwest Mexico.

“The arrival of these four cranes represents a significant milestone in the history of the Port of Guaymas. Following the signing of the concession agreement a few months ago, and now with the addition of this new equipment, SSA Marine reaffirms its commitment to participating in the development of the Port of Guaymas, collaborating with local authorities to boost the region’s economy,” stated Nicolas Gauthier, President of the Global Container Division of Carrix-SSA Marine.

With an approximate reach of 62 meters and a lifting capacity of 65 tons under spreader , the two STS cranes, along with the two E-RTG cranes, represent a significant investment to strengthen the terminal’s container handling capabilities and yard operations.

With the commissioning of this new equipment, the containerized cargo handling capacity of the port of Guaymas will increase, in a first phase, from 15,000 to 175,000 TEUs (20-foot containers) annually , strengthening Sonora’s commercial connectivity with the Asia-Pacific markets.

El cargo SSA Marine Mexico receives port cranes for terminal in port of Guaymas apareció primero en T21.

T-MEC Terminal Puerto del Norte reported on Tuesday that it has begun receiving cargo in Matamoros from Orbia Fluor & Energy Materials as part of the start of its regular operations . The shipment consists of aluminum trifluoride produced in Matamoros, destined for the port of Pecém, Brazil.

The merchandise travels approximately 84 kilometers by road from the Orbia plant to the terminal . Once at the port, the units undergo reception, weighing, and operational checks; then the product is unloaded and stored awaiting the vessel that will carry out the maritime transport. The company did not specify the ship’s arrival date or the cargo volume.

This flow begins while the Port of Matamoros is conducting maintenance dredging in the access channel and the terminal’s operating basin. The work, being carried out by Boskalis using the self-propelled hopper dredger Crestway, is scheduled from September 18 to 25, 2026.

The reception of the cargo and the maintenance of the maritime infrastructure are part of the gradual commissioning of this alternative port for the industry of the Northeast . The next step will be the arrival of the ship and the loading of the merchandise to Brazil, thus completing the journey that began at the Matamoros plant.

T-MEC Terminal Puerto del Norte, formerly known as Terminal Marítima de Matamoros, belongs to Mota-Engil México . It is a multipurpose, public-use terminal designed to handle general cargo, steel, agricultural and mineral bulk cargo, vehicles, containers, and project cargo, as well as operations related to the energy and offshore sectors .

Due to its location near the US border and the industrial centers of Tamaulipas, Nuevo León, and Coahuila, the terminal aims to attract cargo from the northeast corridor . The Orbia shipment is one of the first cargo flows announced in this phase of regular operations.

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El cargo USMCA North Port Terminal begins regular operations with Orbia cargo apareció primero en T21.

APM Terminals Yucatán has a modernization plan for its port operations in Progreso , which includes new technologies to make port activities more efficient and also to reduce carbon dioxide (CO2) emissions .

In this regard, the company announced the addition of its first 100% electric Reach Stacker , a piece of equipment designed for moving containers with a lifting capacity of up to 45 tons and stacking capacity of up to five heights.

In a statement, the company indicated that this vehicle could prevent around 125 tons of CO2 emissions per year, because the Reach Stacker runs on a 507 kilowatt-hour (kWh) lithium iron phosphate (LFP) battery , which allows it to have a range of between eight and 10 hours.

It features a CCS1 charging system, which allows it to be fully charged in approximately 90 minutes . Furthermore, it reaches a maximum speed of 25 kilometers per hour.

As part of the strategy to decarbonize APM Terminals’ operations in Yucatán, a fast charging infrastructure for electrical equipment is also being developed, along with an increase in contracted electrical capacity, the modernization of substations and electrical infrastructure, new LED technologies for lighting the container yard, and the planned incorporation of two new hybrid MHC cranes.

Regarding the cranes, APM Terminals had announced in January of this year the acquisition of two such machines, destined for the Progreso terminal .

“The modernization of our terminal represents an opportunity to transform the way we operate and, at the same time, contribute to a vision of sustainable growth for Yucatán and its community. The incorporation of electrical technology and new infrastructure allows us to improve the operational efficiency and competitiveness of the Port of Progreso, positioning it as a strategic logistics hub for the region and an engine for the state’s economic development,” said Víctor Konen, CEO of APM Terminals Yucatán.

Progress, within a global strategy

At the beginning of this year, the Yucatan Terminal was selected as one of three pilot terminals worldwide to implement new electrification solutions.

The initiative aims to develop charging solutions to support the gradual replacement of diesel-powered machinery with electric equipment at the company’s terminals. This strategy aligns with APM Terminals’ overall goal of achieving net-zero greenhouse gas emissions by 2040 .

According to statistics from the General Directorate of Ports (DGP) , an office belonging to the General Coordination of Ports and Merchant Marine (CGPMM) of the Secretariat of the Navy (Semar) , the port of Progreso moved 54,480 TEUs (20-foot containers) in the period January-August 2026, which meant a drop of 28.5% compared to the same cycle of 2025, when it handled 76,208 TEUs.

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El cargo APM Terminals Yucatán drives port modernization in Progreso with the first 100% electric Reach Stacker apareció primero en T21.

The escalating geopolitical tensions in the Middle East , which began on February 28, 2026, are jeopardizing the safety of merchant ships passing through the Strait of Hormuz and its surrounding waters, as well as the safety of their crews. In this context, the International Maritime Organization (IMO) reported that since the start of the conflict, it has verified up to 80 attacks against international vessels in this waterway , which is one of the world’s busiest oil shipping routes.

September has presented no different scenario from previous months. Between the 8th and 12th of the ninth month alone, the agency recorded five vessels damaged in various incidents in the Strait of Hormuz and nearby waters of Oman, the United Arab Emirates, and Iraq.

Faced with this situation, these disruptions are putting pressure on maritime transport costs. The shipping company CMA CGM announced an update to its Emergency Fuel Surcharge (EFS)  in response to the increase in fuel prices associated with the escalating situation in the Straits of Hormuz and Bab el-Mandeb .

For high-demand shipments (head haul), the rates will be $265 per TEU (20-foot containers) for dry cargo and $320 per TEU for refrigerated cargo. For return shipments, as well as intraregional shipments, the rates will be $75 per TEU for dry cargo and $90 per TEU for refrigerated cargo. These adjustments will take effect on October 1, 2026 .

Maersk, via the same route

Maersk also announced extraordinary charges. In its operational update of September 17, the shipping company reported that it added  an emergency fee for cargo originating from or destined for ports in Iraq, Kuwait, Saudi Arabia, Bahrain, Qatar, the United Arab Emirates, and Oman, with the exception of Salalah.

The charge amounts to $1,800 for a 20-foot dry container , $3,000 for a 40-foot container (FEU), and $3,800  for refrigerated containers, special equipment, and dangerous goods.

In addition to the above, Maersk added a $1,000 charge per container for ships transiting the Strait of Hormuz. Maersk stated that this additional charge is intended to cover costs related to insurance premiums and crew risk compensation.

The company specified that the one thousand dollars is charged in addition to the emergency fee , used to cover costs derived from solutions such as alternative routes, temporary storage and additional charters to move cargo to or from the Upper Gulf region.

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El cargo Middle East tensions put pressure on fuel costs; shipping companies adjust prices apareció primero en T21.

The management of waste generated by ships has a unique characteristic: the operation doesn’t end when the garbage is unloaded. From that moment on, another journey begins, one that has been difficult to measure comprehensively and that can represent an opportunity to reduce emissions and recover materials.

With that approach, the Mexican company Maritime Procurement Services (MPS) will present SeaSustain in Singapore , a platform developed to track the journey of waste from its unloading at port to its final destination to convert it into environmental information.

The company was selected as one of the 15 finalists of the PIER71 Smart Port Challenge 2026 and is the only Latin American company participating in this stage of the international maritime innovation program. The final is scheduled for November 11 in Singapore.

SeaSustain seeks to identify what happens to each material once it is removed from a vessel, how much can be recovered or recycled, and what emissions can be avoided by replacing new raw materials with recovered materials.

The proposal is particularly relevant in an industry that accounts for approximately 90% of global trade, according to the International Maritime Organization (IMO) . Furthermore, according to industry data, maritime transport generates about 3% of global greenhouse gas emissions.

In terms of waste, the challenge is not new. Annex V of the MARPOL Convention establishes measures to prevent pollution from ship-borne garbage and obliges governments to ensure adequate port facilities to receive such waste without causing undue delays to vessels.

The IMO acknowledged that the availability of reception facilities is a key element for the rules to be effectively enforced.

In this scenario, MPS’s proposal aims for an additional step: not only receiving and disposing of waste, but also generating information about its destination and environmental benefit .

“Waste doesn’t disappear when it’s unloaded from the ship; it just changes location. We track it, from the dock to the plant and from the plant to its final destination, and we turn that journey into data,” explained Alejandro Trillo, CEO of MPS.

The platform was developed based on the company’s own operations, which have accumulated a decade of data on ship waste management. Currently, MPS performs approximately 2,461 services to vessels annually in 14 ports across the Pacific, Gulf, and Caribbean.

“Every ton we recover ceases to be waste and becomes raw material that replaces virgin materials. That is a climate lever that until now has been very difficult to measure in the maritime sector,” Trillo pointed out.

The challenge for the industry is significant because waste management is part of a chain that involves the ship, the port, service providers, receiving facilities, and subsequent treatment or recycling processes.

The PIER71 Smart Port Challenge seeks technological solutions that address real challenges in the maritime industry and includes categories such as green maritime technologies, new port models, smart shipping , and digitalization. Selected teams participate in a market validation program and network with industry stakeholders.

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El cargo Mexican company maps route for marine waste; will present platform in Singapore apareció primero en T21.