The operational relationship between Hapag-Lloyd and AP Moller-Maersk , established through the Gemini Cooperation, will take another step forward on land. Hapag-Lloyd has agreed to acquire a 25% stake in APM Terminals Maasvlakte II BV , in the Port of Rotterdam. This transaction aims to support the expansion of capacity and the performance of a terminal that has become a key component of Hapag-Lloyd’s European network.

The agreement will allow Hapag-Lloyd to secure long-term automated container handling capacity at Maasvlakte II, while strengthening its presence in port infrastructure through Hanseatic Global Terminals (HGT) , its Terminals and Infrastructure division. APM Terminals will retain operational control of the facility.

The operation takes on particular significance due to Maasvlakte II’s role within Gemini , the collaboration between Hapag-Lloyd and Maersk that aims to create a highly reliable maritime network. In this framework, port capacity and efficiency at connecting nodes are essential for sustaining routes and accommodating future cargo increases.

“With the planned investment in Rotterdam, we will further improve the efficiency and reliability of our network. The terminal is a key element of the Gemini Cooperation and fits well with our strategy to build a stronger terminal portfolio in core markets,” said Dheeraj Bhatia, CTIO of Hapag-Lloyd AG and CEO of Hanseatic Global Terminals.

Hapag-Lloyd’s entry also coincides with Maasvlakte II undergoing an infrastructure expansion that will significantly alter its operational scale. The terminal, operational since 2015, will add 1,000 meters of deep-water berthing space, doubling its total to 2,000 meters.

The project also includes increased yard capacity, four additional rail tracks, and the deployment of automated terminal tractors (ATTs), along with other automated equipment. Once the new configuration is complete, Maasvlakte II will have a projected annual capacity of 5.4 million twenty-foot equivalent units (TEUs) .

The expansion not only aims to absorb larger volumes, but also to increase the resilience of the operation and prepare the terminal for future cargo flows through Rotterdam, one of the main entry and exit points for containerized trade in Europe.

Keith Svendsen, CEO of APM Terminals, noted that Hapag-Lloyd’s stake represents “a strong vote of confidence in a terminal that is fundamental to the Gemini network and to Rotterdam ,” while also highlighting that the transaction reflects the collaboration between the two companies and their commitment to the long-term development of the asset.

The expansion, he explained, is being developed through the coordination of the Maasvlakte II team, the company council and the Rotterdam Port Authority, while APM Terminals will continue as the facility operator .

“Our ambition is to make Maasvlakte II the best terminal in Northern Europe for every customer who calls on us. That means improving safety, quality, delivery, and cost, in that order, while expanding deep-water berths and TEU capacity to support customer growth for decades to come,” said Svendsen.

For Hapag-Lloyd, the transaction also deepens a strategy that extends beyond maritime transport. Through HGT, the shipping company has been building a portfolio of terminals and infrastructure with the aim of securing positions at strategic hubs and increasing its capacity to integrate its maritime operations with land-based cargo interchange points.

In Maasvlakte II, this strategy aligns with the need to secure long-term port capacity for Gemini. The combination of new berths, automation, a larger operational area , and rail connections will expand container handling capacity and strengthen Rotterdam’s role within the network.

APM Terminals and Hapag-Lloyd did not disclose the financial value of the acquisition of the 25% stake. The transaction still requires approval from the relevant authorities and regulatory bodies before completion.

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El cargo Hapag-Lloyd puts down roots in Rotterdam with APM Terminals apareció primero en T21.

The port of Lázaro Cárdenas will undergo a period of adjustments to its land connectivity. Two road projects promoted by the National Port System Administration (Asipona) aim to expand access capacity and reduce the overlap between heavy transport and urban traffic, but their implementation could also cause temporary disruptions to travel related to logistics activities and daily mobility in the city.

The situation is significant due to the role that land access routes play in the operation of Lázaro Cárdenas. Although the work is not taking place within the terminals and Asipona does not anticipate any interruptions to port operations, the interventions are being carried out on corridors linked to the entrance to the city and the port area , where private vehicles and cargo trucks converge.

Asipona reported that the projects are part of its 2025-2030 Public Works Investment Plan , which allocates 1.729 billion pesos to strengthen port logistics and transform urban mobility. Two strategic road infrastructure projects are currently underway.

The largest project involves the construction and expansion of the alternative road to the port area, the Lázaro Cárdenas Port Bypass , and the expansion of the SICARTSA Bridge , between Melchor Ocampo and Morelos avenues.

Work began on June 2nd and will continue until September 15th, 2027, with an investment of 214.8 million pesos . The project aims to increase the operational capacity and road safety of the port access, expedite cargo traffic, reduce travel times, and alleviate heavy vehicle congestion in the urban area.

To achieve this, the road will be widened from two to four lanes , including shoulders; the SICARTSA Bridge will be enlarged, and a central median will be constructed to improve traffic flow at intersections. The project also includes stormwater drainage infrastructure and LED street lighting.

In parallel, since July 21, the adaptation of road infrastructure in the access to the city , between Puentes Cuates and the Lázaro Cárdenas Junction, has been underway, with an investment of 68.5 million pesos and completion scheduled for April 30, 2027.

This second phase of the project will widen the road from two to three lanes in each direction , and replace an open-air canal with prefabricated concrete culverts. The project also includes U-turns, road signage, and new street lighting.

Together, the two projects represent approximately 283.4 million pesos and represent a transitional phase for the port’s land connectivity . The expected benefit is the availability of corridors with greater capacity once the works are completed; in the short term, however, the areas affected could become traffic bottlenecks.

Asipona itself asked citizens and transport operators to plan their travel times in advance , respect warning signs, and adhere to speed limits during the construction work. Furthermore, it announced that it will issue warnings and temporary detours as the work progresses.

This call is especially important for the logistics sector. Changes in traffic patterns or increased travel times at access points can impact the scheduling of vehicle arrivals, pickups, and deliveries , even if the terminals continue operating normally. The challenge will be to prevent construction projects designed to eliminate future bottlenecks from creating new traffic congestion at other points in the road network during their construction.

The potential impact is not limited to freight transport. Lázaro Cárdenas maintains a close relationship between city and port , so some of the infrastructure used by the logistics community is also part of the daily commutes of its residents. Any temporary modifications to these corridors could shift traffic to other roads and increase travel times.

Therefore, coordinating the work, traffic diversions, and communication with carriers and citizens will be just as important as the infrastructure being built. The transformation aims to address one of the consequences of port growth : ensuring that increased logistics activity can be absorbed by land access routes without shifting its costs, in the form of congestion and longer travel times, to the city.

The works thus begin a period that will last for much of 2027. In the short term, Lázaro Cárdenas will have to manage the possible impacts resulting from the interventions; in the long term, Asipona’s hope is that the expansion of the access roads will allow the port’s growth to find a more efficient land outlet with less interference on urban mobility.

The importance of the port of Lázaro Cárdenas to Mexico’s port system is reflected in the data. Of the 69.1 million tons handled by Pacific ports from January to July of this year, the port in Michoacán has handled 26.5% of the total, according to data from the Ports and Merchant Marine Unit (UPMM) of the Mexican Navy .

Likewise, in the activities of handling new vehicles for export and import, the country’s ports have handled just over 1.1 million units in the first seven months of this year, of which Lázaro Cárdenas moved 32.9% of them.

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El cargo Lázaro Cárdenas adjusts its access routes due to strategic works apareció primero en T21.

After reaching record highs in June, ocean freight rates between Asia, Mexico, and the West Coast of South America (WCSA) began to ease in July due to increased space availability; however, this respite may be short-lived. The combination of peak season, potential weather disruptions in Asia, and service instability threatens to push rates higher again in August.

The EAX index, compiled by Eternity Group Mexico , stood at $5,284 per 40-foot container (FEU) during July 2026, a contraction of 7.85% compared to the previous month, after the market reached a high of $6,500 per FEU in June.

The correction was mainly related to the return of capacity to the corridor. In the first two weeks of July alone, space equivalent to just over 57,000 TEUs (20-foot equivalent units) was added , expanding the available supply and creating conditions for rates to begin falling after the previous surge.

This move represents a new shift for a market that, in recent months, has shown a high sensitivity to supply and demand imbalances. Space availability has thus become one of the main factors behind fare fluctuations, particularly for services connecting Asia with Mexico and South America.

Capacity expansion is not limited to this corridor. Globally, deliveries of new container ships continued, adding 118,747 TEUs to the world fleet during the period analyzed.

CMA CGM once again led the way in adding capacity, incorporating two new vessels that represented an additional 26,612 TEUs . The arrival of these new ships keeps open the possibility of a greater overall supply, although its effect on freight rates will depend on how shipping lines distribute that capacity among the different trade routes.

While increased supply helped to cool prices during July, Eternity Group Mexico warns that operating conditions could change again in the coming weeks. Weather is now emerging as one of the main risk factors for supply chains that rely on shipments from Asia.

The report indicates that the El Niño phenomenon is generating an atypical risk of typhoons and adverse weather conditions on the Asian coasts, just as international maritime transport enters its peak season .

The impacts could extend beyond temporary port closures or itinerary changes. The accumulation of delays could alter vessel departures , temporarily reduce available space, and shift disruptions to the destination ports.

“Our analysis team estimates that the impact of these weather disruptions could cause operational delays of between seven and 20 days,” the report warns.

This scenario is especially relevant for Mexican supply chains that depend on components, raw materials or goods from Asia, because greater variability in transit times can compromise inventories and production schedules even when there is sufficient nominal capacity in the market.

The pressure could shift back to higher prices. Eternity Group Mexico believes that the combination of typhoons, peak season , and service instability creates conditions for another surge in freight rates during August.

“We project a high probability that, by the end of August, short -term rates will climb again to levels between seven thousand and seven thousand five hundred dollars per container,” the analysis anticipates.

Should this scenario materialize, the decline observed in July would have been more of a temporary correction than the start of a sustained downward trend. The market would even rebound above the peak of approximately $6,500 per FEU seen in June.

Given the possibility of further disruptions, the report suggests avoiding strategies based solely on waiting for lower rates when dealing with goods critical to production lines or business cycles. In a highly volatile environment, transportation costs are no longer the only factor; the actual availability of space and the reliability of routes become more important.

Advance planning thus returns to the heart of logistics strategy. Eternity recommends preparing shipments three to four weeks in advance to ensure capacity and reduce exposure to sudden market changes.

In addition, there is the need to maintain accuracy in the Cargo Ready Date (CRD) , that is, the date on which the goods will actually be ready for shipment. Last-minute changes can lead to the loss of reserved space or a rollover , moving the container to a later departure and further extending arrival times.

East Coast without major movements

Meanwhile, on the East Coast of South America (ECSA) , the price correction has been considerably smaller. The EAX index closed July at $7,146 per FEU , just 1.15% lower than the previous month.

Although more capacity was also added to this corridor, the market has not reacted as quickly as the route to Mexico and the South American west coast. The main obstacle is the backlog , or volume of cargo left over from the capacity cuts previously implemented by shipping lines.

As long as that backordered inventory continues to absorb the additional space, the possibility of a deeper reduction in freight rates to the ECSA will remain limited.

July thus left a maritime market with seemingly contradictory signals: increased global capacity and tariff adjustments in some corridors, but at the same time, growing exposure to operational disruptions. For importers, the challenge in the coming weeks will not only be the cost of moving a container from Asia, but also ensuring available space and that goods arrive within the supply chain’s timeframe.

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El cargo Asia-Mexico freight rates corrected in July, but typhoons and peak season threaten a new surge apareció primero en T21.

Pollet Montserrat Hinojosa Rosado has built her career in an industry where every space on board, every connection, and every customer response can alter the course of an entire operation. Since 2018, her professional development has been marked by a combination of operational discipline, a service-oriented vision, and team leadership.

Her career began at COSCO Shipping Lines , where she gained firsthand experience in strategic areas such as Customer Service, Space Control, and Finance . During this time, she coordinated the team responsible for optimizing vessel capacity, from full and empty cargo to transshipment operations. This role required constant communication with international offices and aligning operations with fluctuating demand.

This learning experience allowed him to understand that shipping efficiency depends not only on moving containers, but also on anticipating needs, organizing information, and making timely decisions. It also strengthened his ability to work under pressure and coordinate processes with multiple stakeholders.

In 2022, she joined Mediterranean Shipping Company (MSC) , initially in Finance and later in Customer Service. This change allowed her to broaden her perspective and apply her knowledge of costs and controls to serving strategic clients. She subsequently assumed leadership of the export team focused on BCO accounts, where she strengthened her direct relationships with high-value clients.

She subsequently led the Key Accounts team, driving improvements in service, operational efficiency, and customer experience. Her performance led to her taking over as head of the export team for freight forwarder accounts in Mexico .

At 30 years old, Pollet, a member of the 2026 cohort of T21’s 21 Young Leaders , represents a generation that understands that logistics leadership is built from daily operations. His strength lies in connecting processes, people, and customers with a holistic perspective. In a sector characterized by pressure, speed, and international coordination, he has transformed experience into sound judgment, and sound judgment into better decisions . His evolution demonstrates that listening, anticipating needs, and building strong teams are also driving commerce today.

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El cargo Pollet Hinojosa, leadership that connects apareció primero en T21.

The increasing size of container ships is beginning to place new demands on the infrastructure of Mexico’s main container port. Contecon Manzanillo announced on Tuesday that it has received authorization from the Regional Port Authority to receive vessels with drafts of up to 15.5 meters , a condition that expands the range of ships it can handle and opens the door to operations with larger cargo volumes per port call. 

According to the company, the authorization makes its terminal the only one in the port of Manzanillo that currently has this operational condition, which allows it to serve large capacity container ships , including the so-called Ultra Large Container Vessels (ULCV), capable of transporting up to 24,000 20-foot containers (TEU). 

Beyond the increased draft, this move is significant because of the transformation underway in international maritime transport . The deployment of larger vessels on major trade routes requires ports to have not only sufficient depth, but also docks, cranes, yards, and processes capable of handling increased container traffic during each port call. 

This evolution also reflects the shipping lines’ pursuit of economies of scale. Large container ships allow for the concentration of greater cargo volumes in a single voyage, while newer generations of vessels incorporate technologies aimed at optimizing fuel consumption and reducing emissions per container transported. 

For Contecon, the authorization for the 15.5-meter draft is also part of an infrastructure expansion process aimed at preparing the terminal for this shift in the global fleet. It currently operates with STS cranes capable of handling large vessels and, as part of the next phase of its project, plans to add two new Super Post Panamax cranes in September. 

The strategy, however, aims further.  The terminal intends to eventually reach an operational draft of 17 meters , a depth considered in the design of its new docks, which could further expand its capacity to receive vessels with larger cargoes. 

“This authorization represents a strategic step for the development of our terminal and confirms that the investments made in infrastructure are in line with the evolution of international maritime transport. It is also the first step towards our goal of achieving an operational draft of 17 meters, the design draft of our new docks, which will allow us to receive vessels with more cargo, strengthen the competitiveness of the Port of Manzanillo, and offer greater capacity to our clients,” said José Antonio Contreras, CEO of Contecon Manzanillo, in a press release. 

This approach is particularly relevant in a port where the growth of containerized cargo demands a simultaneous expansion of both maritime and land-based capacity. The arrival of larger vessels can increase the volume unloaded and loaded during a single port call, but it also increases the pressure on yards, equipment, access points, and the various links in the chain involved in the movement of goods. 

Therefore, draft is only one piece of a larger equation. For Manzanillo, remaining on the routes served by new-generation vessels will depend on the capacity to receive them from the waterfront advancing alongside sufficient infrastructure and efficiency to handle the larger volumes these ships can carry. 

In this context, the authorization obtained by Contecon represents a new step in the port’s adaptation to the evolution of international maritime transport. While shipping companies continue to seek economies of scale through larger vessels, terminals face the challenge of anticipating this transformation and preventing ship sizes from outpacing the available infrastructure to accommodate them. 

For the first seven months of this year, the port of Manzanillo had handled 2,455,953 TEUs , 11.7% more than the same period last year, of which Contecon Manzanillo accounted for 1,022,182 TEUs (+20.1%), according to statistics from the National Port System Administration (Asipona) Manzanillo . 

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El cargo Contecon raises its operating draft to 15.5 meters and opens up space for larger vessels in Manzanillo apareció primero en T21.

Terminal Marítima Mazatlán (TMAZ) will undergo a change in its General Management starting on September 1st , with the departure of Mauricio Enrique Ortiz Medina from the terminal’s management and the appointment of Cristian Alexis Ortega Zárraga , who currently serves as Finance Manager. 

The move is part of a reorganization within  Hanseatic Global Terminals (HGT) , as Ortiz Medina will remain within the group and will assume the role of General Manager of Florida International Terminal (FIT) , located in Fort Lauderdale, Florida, United States. 

The change thus closes a period of several years for Ortiz at the head of TMAZ, a period in which, according to the company, the terminal went through a process of growth accompanied by the development of new businesses and the incorporation of clients, in addition to investments and improvements in its operations. 

His career in Mazatlán will now be transferred to FIT, where he will continue his professional development within HGT. This change does not imply a departure from the group, but rather an internal transfer that brings experience from Mexican port operations to another of the terminals that are part of the company’s network in the region. 

In Mazatlán, the management will be headed by Ortega Zárraga, who will assume the General Management position from a role directly linked to the administration and planning of the terminal. As Finance Manager, he has participated in financial management, planning, and some of the main projects developed by TMAZ in recent years, in addition to coordinating with the different areas of the organization. 

The choice of an internal profile, according to reports, aims to maintain continuity in both the management and the projects and challenges facing the terminal. 

“His appointment will allow us to continue the work we have been developing and address the main challenges ahead,” TMAZ said in the statement announcing the changes. 

The transition will not be immediate in operational terms either. During August, Ortiz Medina and Ortega Zárraga will work together on the transition, with the aim of transferring responsibilities and maintaining oversight of key issues and projects before the appointments formally take effect on September 1. 

In this way, TMAZ is opting for an internal succession to maintain the continuity of its operations in Mazatlán, while HGT is relocating Ortiz Medina to Florida International Terminal, in a move that seeks to leverage the experience accumulated during his management in Mexico within its own network. 

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El cargo TMAZ replaces its General Manager; Mauricio Ortiz will assume management of the terminal in Florida apareció primero en T21.

Grupo CICE is participating in one of the most important cargo operations that its Multipurpose Terminal, located in the South Bay of the port of Veracruz, has had this year, with the export of 782 railcars to Saudi Arabia .

The project, developed for Kuehne + Nagel Forwarding and with merchandise manufactured by The Greenbrier Companies Inc. , contemplates the export of tank cars intended for the transport of phosphoric acid, as well as husky- type container cars for 40-foot units, with a total estimated volume of 20,658 tons of cargo.

The operation originates from manufacturing plants located in Tlaxcala and Ciudad Sahagún, from where the equipment is transported by rail to the port of Veracruz , Grupo CICE reported in a statement.

Once at the terminal, Grupo CICE receives and unloads the railcars, temporarily stores them, moves them alongside the ship, and maneuvers them for subsequent maritime shipment to Saudi Arabia.

The first batch of the operation consisted of 38 tank cars , while subsequent shipments will consist of between 30 and 40 units per ship , with an approximate frequency of one week between each operation.

This dynamic requires coordination between rail transport, port operations and maritime service to maintain the continuity of the project.

The operation also demonstrates the Port of Veracruz’s capacity to handle specialized cargo that requires processes different from conventional container handling. According to the Veracruz National Port System Administration (Asipona) , the port has facilities for general cargo, containerized cargo, and bulk cargo, as well as handling services for various types of goods.

“With 35 years of experience, celebrated on August 1st, Grupo CICE continues to offer its clients the operational capacity, infrastructure and logistical knowledge developed since 1991 for the handling of projects related to foreign trade,” the company highlighted.

Through operations like this, Grupo CICE strengthens its participation in global logistics chains and helps connect Mexican industry with strategic markets in different regions of the world, consolidating the Gulf of Mexico as a key platform for foreign trade and the movement of specialized goods.

The movement of the railcars takes place in a port that maintains a significant share of TEU (twenty-foot equivalent unit) operations. According to statistics from the General Coordination of Ports and Merchant Marine (CGPMM) , the Port of Veracruz handled 99,592 TEUs in April 2026, a 14.3% decrease compared to the same month in 2025. Despite this decline, the port remains key to Mexican foreign trade.

For Grupo CICE, this project adds to a strategy of diversifying services in project cargo and oversized cargo.

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El cargo CICE Group participates in the export of 782 railway cars to Saudi Arabia apareció primero en T21.

Amid an international landscape marked by trade uncertainty, the review of the United States-Mexico-Canada Agreement (USMCA), technological transformation, and growing environmental demands, the Mexican Association of Shipping Agents (Amanac) took advantage of its 39th anniversary and Shipping Agent Day to send a message that transcended the institutional celebration: Mexico’s maritime competitiveness will increasingly depend on the sector’s ability to work in a coordinated manner with the authorities and anticipate the changes that are already redefining global trade.

The ceremony brought together representatives of the federal government, business organizations and companies in the maritime-port sector, who agreed that strengthening national logistics chains requires greater coordination between private initiatives and public institutions to respond to an increasingly complex international environment.

During his participation, Bernardo Vela, treasurer of Amanac, recalled that the association reaches its first 39 years after consolidating itself as one of the main voices of shipping agency in Mexico and as a permanent bridge between the industry and those who design the public policies of the sector.

“It’s been 39 years now, not just a simple number, it’s four decades of history built by those who decided to organize, represent and defend the interests of the shipping agency in Mexico,” he stated.

The executive acknowledged that the operating environment has changed profoundly in recent decades. Digitalization, new international regulations driven by the International Maritime Organization (IMO) , environmental sustainability, and the reorganization of supply chains are forcing the industry to evolve rapidly to maintain the relevance of maritime transport within Mexican foreign trade.

“The future of shipping activity in Mexico will depend on our ability to work together, anticipate changes, and defend with one voice the strategic importance of our sector,” he said, calling on both associates and authorities to renew collaboration mechanisms.

That call resonated with the General Directorate of the Merchant Marine . Its head, Claudia Hernández Sordo, emphasized that behind every ship that arrives at a Mexican port lies specialized work that is rarely visible, but which allows for the coordination of authorities, shipping companies, terminals, port operators, and foreign trade users to guarantee the continuity of logistics chains.

The official stressed that strengthening the maritime sector will require simultaneous progress in legal certainty, innovation, training, and institutional coordination , elements she considered essential to take advantage of Mexico’s strategic geographic position and consolidate “more efficient, competitive, safe, and sustainable” ports.

From the Ministry of Economy , the message shifted to the international context. José Ignacio Aguado, Director General of Innovation, Services, and Domestic Trade at the federal agency, acknowledged that the global economy is going through a period of commercial, economic, and geopolitical disruptions ; however, he maintained that Mexico is in a favorable position to face the review of the USMCA.

“We are confident and very optimistic,” he said, conveying Secretary Marcelo Ebrard’s message, while also asserting that the current uncertainty comes from outside and not from the country’s internal conditions.

However, he also identified the remaining challenges to boosting national competitiveness . Security, infrastructure development, and the training of specialized talent, he said, continue to be some of the main areas for strengthening the Mexican logistics ecosystem.

“It is our decision whether we grow at a speed of 40 kilometers per hour or 100,” he stated, insisting that the only way to accelerate that growth will be through joint decision-making between government, businesses, associations, and academia.

The president of the Confederation of Industrial Chambers (Concamin) , Alejandro Malagón, shifted the discussion to the strategic role that ports play in the national economy. He noted that while much of the country sleeps, port operations keep foreign trade moving through constant coordination that rarely receives public recognition.

“Ports have something very curious about them. They are a permanent economic engine in the operation that benefits the nation,” he noted.

For Malagón, the challenge is no longer just about manufacturing more products, but about moving them with greater speed, efficiency, and reliability . In that context, he warned that any logistical disruption has effects that extend beyond a single company.

“When merchandise is stopped, it’s not just a company that suffers a loss; we lose the competitiveness of the entire country,” he stated.

The business leader argued that reducing regulatory obstacles, strengthening logistics chains, and facilitating foreign trade will be key factors for Mexico to take advantage of the opportunities arising from the reconfiguration of international trade, while also recognizing the role of shipping agents as one of the least visible but most crucial links in keeping the country connected to global markets.

Nearly four decades after its creation, Amanac used its anniversary not only to recognize the contributions of those who have built the organization, but also to outline the agenda facing Mexican shipping agencies. In a context of global trade transformation, the consensus between authorities and the private sector was clear : maintaining Mexico’s maritime competitiveness will depend on accelerating modernization, strengthening institutional dialogue, and consolidating a shared vision to respond to the challenges redefining global supply chains.

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El cargo Amanac calls for strengthening the public-private partnership in the face of a more uncertain global environment apareció primero en T21.

The Panama Canal will again reduce the draft allowed for Neopanamax vessels as part of a strategy to manage its water reserves without, for now, compromising the daily flow of ships. The decision will require some shipping companies to adjust the cargo carried by their vessels, although the canal authority will maintain the number of authorized transits unchanged, in a context where the interoceanic waterway continues to increase its activity and is preparing new measures to address a potential El Niño phenomenon.

The Panama Canal Authority informed shipping lines that the maximum draft allowed in the Neopanamax locks will be 48 feet (14.63 meters) starting August 26 and will decrease to 47.5 feet (14.48 meters) from September 3.

Although the reduction may seem marginal, draft is one of the main operational parameters for navigation, as it determines the depth at which a vessel can safely transit and, consequently, the amount of cargo it can carry during its voyage. In practice, less available depth may force vessels to cross with less weight to comply with the restrictions established by the interoceanic waterway.

The measure responds to the current behavior of Lake Gatun and the hydrological projections for the coming weeks, variables that continue to be crucial for the operation of the Canal because this reservoir is the main source of water used in the operation of the locks.

Unlike the restrictions implemented during the water crisis of 2023-2024, the new adjustment does not include changes to the number of daily transits . The canal administration’s strategy is to preserve the continuity of operations through more efficient water resource management rather than reducing the waterway’s capacity.

The restrictions are part of water conservation measures that began to be implemented in December 2025 in preparation for the 2026 dry season. Since then, the Canal has been gradually adjusting its operating parameters as hydrological conditions evolve .

With the announcements made for August and September, the interoceanic waterway will accumulate four and five draft adjustments within the current operational management program, a strategy based on the permanent analysis of reservoir levels, historical records and hydrological projection models that allow anticipating scenarios of lower water availability.

The experience gained during the 2023-2024 drought redefined how the Canal manages water risk. The restrictions that affected both the number of transits and navigation conditions led to strengthening monitoring systems and operational planning to more accurately anticipate potential water scarcity scenarios.

More transits and greater tonnage

The operational adjustments come at a time of growth for the interoceanic waterway. At the close of the third quarter of Fiscal Year 2026, corresponding to the period from October 2025 to June 2026, the Panama Canal registered an average of 35 transits per day and a total of 10,726 crossings, a figure higher than the 10,191 registered during the same period of the previous fiscal year.

This dynamism was also reflected in the volume of cargo handled. During the first nine months of the fiscal year, the Canal transported 389.96 million tons CP/SUAB , representing a 7.2% year-on-year increase, driven primarily by the transit of container ships and vessels dedicated to the transport of Liquefied Petroleum Gas (LPG).

The operational growth was accompanied by an improvement in financial results. Between October 2025 and June 2026, transit revenues reached $4.802 billion , a 17% increase compared to the same period of the previous year, while profits amounted to $3.614 billion, equivalent to an annual growth of 19%.

This performance has also allowed progress in projects aimed at strengthening the Canal’s long-term competitiveness, including new port terminals, a gas pipeline and the development of the Indio River reservoir , infrastructure with which it seeks to expand its operational capacity, diversify logistics services and reinforce the availability of water for the coming decades.

Despite these results, the Panama Canal Authority is continuously monitoring weather conditions and the evolution of the El Niño phenomenon, whose likelihood of developing has increased in the coming months. Based on these analyses, the Canal will continue to adjust its operating parameters as needed to preserve the reliability of this strategic infrastructure for international maritime trade and reduce the impact of climate variations on global supply chains.

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El cargo Panama Canal adjusts draft to preserve operational capacity amid reduced water availability apareció primero en T21.

For years, Puerto Chiapas was identified as a fishing port, closely linked to the tuna fleet and with commercial activity limited by structural factors that hindered its growth. Today, the narrative is beginning to change. The 2025-2030 Port Development Master Plan (PMDP) outlines a path to transform it into a logistics platform with greater regional integration, while those who work there daily affirm that the conditions to unleash this potential are beginning to align. For Zaire Osorio, CEO of Zaire Shipping Mexico , the port is at a turning point where infrastructure, public policy, and a renewed vision of the role of the south-southeast in Mexican foreign trade converge.

The guiding document of the National Port System Administration (Asipona) for Puerto Chiapas outlines a strategy aimed at diversifying cargo, strengthening connectivity with Central America, and consolidating the port as a logistics hub complementary to the development of the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) , which already includes 14 Development Hubs for Well-being. This vision resonates with the private sector stakeholders who have supported the port’s evolution in recent years.

“It’s a good time to turn or turn again to the south, because we already have infrastructure (…) we have a port, airport, train and border,” says Osorio in an interview with T21, who believes that the current scenario differs completely from the one the region faced just a few years ago.

The management notes that Puerto Chiapas’s development remained stagnant in recent years due, among other factors, to changes in customs jurisdiction that altered incentives for international trade with Guatemala. No longer belonging to Ciudad Hidalgo, Chiapas, but rather depending on the Salina Cruz customs office in Oaxaca (a change that occurred on December 31, 2022), the management explains, the port lost some of the competitiveness that had historically characterized it as an international transit point to Central America. This situation began to reverse with the return to the Ciudad Hidalgo customs section (effective May 15, 2025), a decision that, from their perspective, restores some of the port’s logistical focus.

PMDP itself recognizes Central America as one of the natural markets to drive the port’s growth, particularly through increased trade with Guatemala and the development of regional logistics chains . Its current jurisdiction over the Ciudad Hidalgo customs office brings the port closer to its goal of capturing the regional market.

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El cargo The south’s bet is on Puerto Chiapas apareció primero en T21.