Some companies change course. Few achieve something more difficult: evolving without losing the essence that gave rise to them.

That is, perhaps, the best way to understand the history of CIMA Group .

It would be easy to tell its story based on its results: in the last year it handled one million containers ; over twenty-five years it consolidated its presence in the country’s main ports; it integrated transport, inspection, storage, foreign trade, and strategic infrastructure; and it ushered in a new era of digital logistics. But to do so would be to start at the end.

Before the infrastructure and the companies that make up CIMA Group, there was a decision. Together with his wife, Fátima Magallón, and his brothers, Omar and Irving Romero, César turned a conviction into reality.

During his university years, César Romero García recounts, he developed a thesis as his final project. What for most represents the end of an academic stage, for him became the beginning of a life project . The thesis didn’t remain filed away. He decided to bring it to the real world, convinced that an idea acquires value by transforming reality.

The decision shaped how the organization would understand growth: as the consequence of finding new ways to serve.

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El cargo Serving is the highest peak apareció primero en T21.

Operations at Mexico’s main ports began to show signs of recovery just as international trade prepares for the peak season. After four consecutive months of decline, the Average Trucking Time Indicator (ITPAP) , compiled by T21 Business Intelligence , registered a further decrease in June in the time that import trucks spend within port facilities to complete the cargo reception and dispatch cycle.

The average commute time decreased from 7 hours, 1 minute, and 7 seconds in May to 6 hours, 33 minutes, and 43 seconds in June . This reduction of 27 minutes and 24 seconds, equivalent to 6.5%, made June the best month of the first half of the year.

The indicator’s trajectory shows two clearly distinct phases. Between January and April, the average commute time increased by 4 hours, 18 minutes, and 13 seconds, equivalent to 48.9%, reaching its peak in April at 13 hours, 5 minutes, and 46 seconds. May marked the turning point, with a drop of 6 hours, 4 minutes, and 39 seconds compared to the previous month, and June continued the recovery.

Evolution of ITPAP in 2026

The improvement in June was distributed across the three components of the ITPAP: customs, handling, and waiting . The average time spent on customs processes decreased from 3 hours, 26 minutes, and 9 seconds in May to 3 hours, 13 minutes, and 12 seconds in June, a reduction of 12 minutes and 57 seconds.

Maneuvering time decreased from 1 hour, 33 minutes, and 52 seconds to 1 hour, 25 minutes, and 53 seconds, while waiting time decreased from 2 hours, 1 minute, and 5 seconds to 1 hour, 54 minutes, and 38 seconds. Although all three stages improved, customs remained the longest component of the port cycle.

May-June comparison

The simultaneous decrease in all three components offers a positive signal for the logistics chain ahead of the peak season , a period that traditionally sees increased pressure on terminals, customs, yards, and trucking services. However, the performance in the coming months will determine whether this recovery is sustainable as demand grows.

During June, 4,048 GPS movements were analyzed at the ports of Manzanillo, Lázaro Cárdenas, Altamira, and Veracruz, the only ports considered by ITPAP due to their importance within the National Port System. The number of movements corresponds exclusively to the monitored sample and does not represent the total number of operations at the four ports.

Lázaro Cárdenas reduces the time by more than an hour, but retains the most time.

Lázaro Cárdenas maintained the longest average stay among the ports evaluated in June, although it also registered one of the most significant improvements of the month. The average stay decreased from 9 hours, 31 minutes, and 19 seconds in May to 8 hours, 28 minutes, and 25 seconds in June.

The reduction was 1 hour, 2 minutes, and 54 seconds, equivalent to 11.0%, the second largest absolute decrease among the four venues. The result shows a significant recovery, but still leaves the Michoacán port almost two hours above the ITPAP average.

Lázaro Cárdenas: May-June comparison

The improvement was seen in all three components. Customs processing time was reduced by 29 minutes and 28 seconds , maneuvering time decreased by 15 minutes and 52 seconds, and waiting time was reduced by 17 minutes and 34 seconds.

The greatest savings were concentrated in customs, but this process continued to absorb nearly half of the port’s total processing time. In June, it reached 4 hours, 9 minutes, and 42 seconds , a period longer than the total processing time recorded by some ports at other times in the series.

The maneuvers also remained longer than those observed at the other facilities, while the wait exceeded two hours. Therefore, although the monthly reduction represents progress, Lázaro Cárdenas still has the greatest potential to expedite the land transport of goods.

Veracruz leads the monthly recovery

Veracruz registered the largest absolute and percentage reduction in June. Its average travel time decreased from 7 hours, 22 minutes, and 2 seconds in May to 6 hours, 15 minutes, and 26 seconds, a reduction of 1 hour, 6 minutes, and 36 seconds, equivalent to 15.1 percent.

The result placed the port below the June ITPAP average and reduced the gap with Altamira and Manzanillo , the two venues with the shortest times within the ITPAP.

Veracruz: May-June comparison

The improvement was widespread. Customs processing time decreased by 29 minutes and 45 seconds, maneuvering time decreased by 13 minutes and 12 seconds, and waiting time decreased by 23 minutes and 40 seconds.

In percentage terms, the largest reduction was in waiting times, with a drop of approximately 18.5%. Customs and handling decreased by about 13.9% and 13.2%, respectively.

Veracruz’s performance shows that the recovery did not depend solely on one stage of the process. The combined reduction of all three components allowed for a reduction of more than an hour in the total time and improved its ranking compared to the other ports analyzed.

Manzanillo and Altamira consolidate operational stability

While Lázaro Cárdenas and Veracruz led the port system’s recovery in June, registering the most significant reductions in their turnaround times, Manzanillo and Altamira remained virtually unchanged. Both ports maintained the lowest average turnaround times in the ITPAP (Port Turnaround Time Index), a sign that their operational performance held steady even after the upturn recorded in May.

The difference between the two groups of ports is significant. While the ports that had accumulated the most pressure during the first four months of the year began to recover efficiency, Manzanillo and Altamira confirmed that they operate on a more stable basis, with relatively small monthly variations and turnaround times below the national average.

Manzanillo maintains one of the best performances in the system

Manzanillo recorded an average travel time of 5 hours, 34 minutes, and 16 seconds in June , compared to 5 hours, 19 minutes, and 10 seconds in May. The increase was 15 minutes and 6 seconds, equivalent to 4.7 percent.

Although it was the only port that showed a monthly increase, it continued to rank among the facilities with the shortest stay of the monitored units and remained almost an hour below the national average.

Manzanillo: May-June comparison

Manzanillo’s monthly increase was primarily due to changes in customs processing times and wait times. Customs processing times rose from 2 hours, 36 minutes, and 49 seconds in May to 2 hours, 43 minutes, and 36 seconds in June, while wait times increased from 1 hour, 31 minutes, and 8 seconds to 1 hour, 37 minutes, and 43 seconds. Maneuvering times showed a smaller variation of just 1 minute and 43 seconds. Even with this adjustment, the port maintained one of the lowest average processing times in the ITPAP (Port of Ports Administration Report) and remained almost an hour below the average.

Altamira reaffirms its operational leadership

Altamira once again had the lowest average ITPAP transit time of any port . In June, it recorded 5 hours, 19 minutes, and 46 seconds, just 1 minute and 24 seconds more than in May, when it reported 5 hours, 18 minutes, and 22 seconds.

The variation was only 0.4%, the lowest among the four ports evaluated, confirming a highly consistent operational behavior.

Altamira: May-June comparison

Although the overall average processing time at Altamira increased by only 1 minute and 24 seconds between May and June, the behavior of its components shows a different dynamic. Customs processing remained virtually unchanged, with a reduction of only 10 seconds, while maneuvering times decreased by 5 minutes and 2 seconds. However, this improvement was offset by an increase of 6 minutes and 36 seconds in waiting times, leaving the port’s overall performance virtually unchanged.

This behavior confirms the operational stability of Altamira, which remained the venue with the lowest average ITPAP time during June.

Two dynamics explain the system’s recovery

The behavior in June shows that the improvement in the indicator did not follow a homogeneous trend.

On the one hand, Lázaro Cárdenas and Veracruz led the recovery by significantly reducing their stay times, correcting some of the deterioration accumulated during the first four months of the year.

On the other hand, Manzanillo and Altamira maintained stable performance, with times that continued to be the lowest in the system. This combination explains the decrease in the ITPAP average and reflects a more balanced operating scenario as the peak international trade season approaches.

However, when the indicator is broken down, a common pattern persists in the four ports: customs continues to be the process that accounts for the majority of the time spent by import units.

Where is attention span concentrated? (June 2026)

In all four ports, customs processing accounts for nearly half of the total time trucks spend within the port area. This share ranges from 48.9% to 49.5%, a minimal difference that confirms customs remains the primary driver of operational productivity, regardless of the port analyzed.

Overall, the June results indicate that the Mexican port system is entering the peak season in better shape . After registering its worst performance of the year in April, the ITPAP has now seen two consecutive months of recovery, demonstrating simultaneous improvements in customs processes, handling, and waiting times.

The challenge for the second half of the year will no longer be simply maintaining the downward trend observed in May and June, but demonstrating that the port system can absorb the seasonal increase in cargo without returning to the congestion levels recorded during the first four months. The peak season will test whether the recovery observed by ITPAP represents a structural change in operations or merely a temporary improvement before the surge in demand.

During June 2026, the indicator was compiled using a sample of 4,048 movements. Therefore, the results reflect only the behavior of the monitored operations and not the total universe of port movements.

Delays also have a cost for trucking.

Although operational performance varies between ports and periods, the reality is that none of the country’s major port facilities are immune to episodes of saturation, congestion, or operational complexities that ultimately affect the flow of trucking. Beyond the amount of time a tractor-trailer spends inside the port, these conditions directly impact the productivity of trucking companies, increase their operating costs, and reduce the capacity available to serve the market.

An analysis prepared by T21 Business Intelligence , with information provided by trucking companies, shows that delays recorded at ports generate economic losses that transcend carriers and end up being reflected throughout the logistics chain.

In the case of Altamira, the companies consulted estimate that the delays could reduce the productivity of their units by up to 30% . Considering the average monthly revenue per tractor-trailer and a flow of approximately three thousand daily entries to the port, the economic impact of lost productivity could exceed nine billion pesos per month.

The problem is not unique to one port. Extrapolating the analysis to Manzanillo, Lázaro Cárdenas, Veracruz, and Altamira, the country’s four main commercial ports, reveals that more than 10,000 trucks enter daily , meaning that any increase in service times has a multiplier effect on equipment availability, driver utilization, and logistics costs.

In Manzanillo, for example, the transport companies consulted indicate that the delays force them, on average, to add 7.5 additional double-trailer trucks to maintain the same level of service. Beyond the additional investment in assets, this situation means that existing units stop generating revenue, which, in total, translates to more than two billion pesos in lost sales.

Data from the Top 100 Trucking® report , compiled by Grupo T21, supports this loss of productivity. While the average monthly mileage of the country’s leading companies reaches 13,125 kilometers per unit, and some even exceed 25,000 kilometers, there are companies whose operations are highly concentrated in ports and whose tractor-trailers barely travel between 5,000 and 8,000 kilometers per month, reflecting the time they remain idle waiting to complete their operational cycle.

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El cargo ITPAP confirms in June the operational recovery of Mexican ports ahead of the peak season apareció primero en T21.

Logistics competitiveness is no longer measured solely by opinions. The World Bank (WB) has introduced a profound transformation of its international assessment by replacing the traditional Logistics Performance Index , based primarily on surveys of industry professionals, with the Logistics Performance Indicators (LPI) 2.0 , a system built with millions of operational records of shipments, vessels, and cargo movements.

The new methodology abandons the overall rating and the single country ranking. Instead, it incorporates 21 indicators—six core and 15 supplementary— that separately analyze the connectivity, speed, and reliability of maritime, air, and postal supply chains. The first results correspond to 2023 and 2024.

The change alters how logistics performance is assessed. A country can no longer simply boast a position in a global ranking ; now it must demonstrate how many markets it directly connects, how long cargo remains immobilized, and how predictable its logistics processes are.

For Mexico, the first analysis leaves one clear conclusion: the country maintains competitive maritime connectivity , but continues to lag behind in the speed at which goods leave its ports.

Maritime connectivity: Mexico surpasses Brazil and Canada, but remains far behind the leaders

In 2024, Mexico was connected by direct maritime services to 52 economies , one less than a year earlier.

Economies connected through direct maritime services (2024)

The indicator shows that Mexico maintains a maritime network superior to that of Canada, Brazil, and Chile . However, it is still far behind major global logistics hubs such as the United States, China, the Netherlands, and Singapore.

However, the World Bank warns that connectivity represents only one part of logistics performance . The real challenge lies in transforming that network of services into goods available for production and consumption.

The main delay occurs when the cargo arrives in the country

That is where Mexico has its worst result.

During 2024, import containers remained an average of 9.3 days inside the port before departing for their final destination.

Average stay of imported container (2024)

Mexico registered the worst performance among the economies compared.

On average, one container remained:

• 3.4 days longer than in China.
• 5.1 days longer than in the United States.
• 7.2 days longer than in Singapore.

The result is even more significant because the indicator doesn’t just measure port performance . It also incorporates the time associated with customs clearance, inspections, document release, goods removal, availability of land transport, and road and rail access.

The median length of stay also places Mexico at the bottom of the group, while the dispersion of times increased between 2023 and 2024, a sign that the system not only became slower, but also less predictable.

China is a particularly relevant example . Despite operating the world’s largest manufacturing platform and one of its largest port systems, it maintained an average stay of 5.9 days, well below Mexico’s.

In air cargo the difference is reduced, but it persists

Air transport shows better performance for Mexico, although it also registered a deterioration compared to 2023.

Average stay of air imports (2024)

Mexico ranked only behind Panama and Brazil within the American continent, although still far from the main international hubs .

While China reduced its average time from 1.5 to 1.3 days between 2023 and 2024, Mexico went from 1.8 to two days.

Postal logistics are also losing speed

Another of the new indicators of the LPI 2.0 corresponds to business-to-business (B2B) postal logistics , used as a reference to evaluate e-commerce and small-scale international shipments.

Mexico slightly increased its connectivity, but the average delivery time increased.

Average B2B postal delivery time (2024)

Although Mexico expanded its postal connections to 84 economies, the average delivery time increased from 9.6 to 10.9 days between 2023 and 2024.

China followed the opposite trend: it significantly increased its connectivity and reduced its average delivery time from 7.7 to seven days.

A new way to measure logistics competitiveness

The World Bank’s main contribution is not simply to change one ranking for another.

LPI 2.0 shifts the analysis from available infrastructure to the actual performance of supply chains .

Now it matters less how many cranes, terminals or routes a country has and more how long it takes for merchandise to be reintegrated into the economy.

Under that logic, Mexico appears as an economy with relatively solid maritime connectivity, superior to that of Brazil, Canada and Chile, but with important areas of opportunity in the liberalization of goods.

The comparison with China is particularly illustrative. Both countries actively participate in international trade and have extensive manufacturing platforms. However, China not only connects directly with almost twice as many economies as Mexico, but also moves its imports more quickly.

The conclusion of the World Bank’s new system is clear: logistical competitiveness will no longer depend solely on installed capacity, but on the speed and certainty with which cargo manages to traverse the entire supply chain.

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El cargo World Bank’s new Logistics Performance Indicators (LPI) 2.0 reveals lags in the export of goods apareció primero en T21.

The port of Manzanillo, Mexico’s busiest for containerized cargo, closed the first half of 2026 with near double-digit growth in container traffic, but this aggregate figure only tells part of the story. Behind the increased volume lay a deeper transformation: cargo became even more concentrated at the SSA Marine Mexico and Contecon Manzanillo terminals , while TIMSA ( owned by Hutchison Ports ) and OCUPA (also owned by SSA) lost market share, and several shipping lines significantly altered their presence at each terminal.

Between January and June 2026, Manzanillo handled 1,168,785 boxes, equivalent to 2,071,263 TEUs (20-foot containers) , compared to 1,068,563 boxes and 1,884,028 TEUs for the same period in 2025. This represented annual increases of 9.4% and 9.9%, respectively, according to data from the National Port System Administration (Asipona) Manzanillo .

Manzanillo’s total movement

The port added 187,235 TEUs in one year. However, the growth was not driven by imports, traditionally linked to the arrival of goods from Asia, but by operations classified as exports and by transshipments .

Exports and transshipment contribute almost all of the growth

Imports reached 847,841 TEUs, just 10,779 more than a year earlier, representing a 1.3 percent increase. Exports, on the other hand, rose by 132,843 TEUs, equivalent to 17.1 percent, while transshipments added 43,614 TEUs, growing by 16.2 percent .

Movement by type of operation

Exports accounted for approximately 71% of the additional volume, while transshipments contributed another 23%. Imports generated less than 6% of the net increase.

However, the export category should be interpreted with caution. Port statistics include both full and empty containers , so the increase cannot be directly equated with a similar growth in Mexican goods shipped abroad.

The composition of the activity also changed. Imports reduced their share from 44.4% to 40.9%; exports increased from 41.3% to 44% and became the main operating component; and transshipments rose from 14.3% to 15.1%.

SSA and Contecon capture more volume than the port grew.

The main transformation occurred in the distribution of cargo between terminals.

SSA increased from 806,523 to 921,028 TEUs , a rise of 114,505 units or 14.2 percent. Contecon advanced from 740,602 to 854,298 TEUs, with an additional 113,696 and an expansion of 15.4 percent.

Together, both terminals added 228,201 TEUs , an amount exceeding the net growth of the entire Manzanillo port. The difference is explained by the declines recorded at TIMSA and OCUPA, which together lost 40,967 TEUs.

Movement by terminal

TIMSA went from 174,135 to 152,130 TEUs , while OCUPA fell from 162,769 to 143,807. The two declines partially offset the growth of the leading terminals.

Participation by terminal

SSA and Contecon increased their combined stake from 82.1% to 85.7%, while TIMSA and OCUPA reduced theirs from 17.9% to 14.3%.

The figures confirm a reconcentration of cargo , although they don’t, on their own, allow us to conclude that specific services have migrated directly between terminals. To demonstrate such shifts, it would be necessary to review itineraries, frequencies, alliances, and the commercial decisions of each shipping company. What the data does show is that the two largest facilities grew at the same time that the others lost volume and relative market share.

ONE retains its port leadership

In the consolidated figures for Manzanillo, the Japanese company ONE led the movement with 337,577 TEUs, equivalent to 16.3% of the total. Hapag-Lloyd came in second, with 293,836 TEUs; followed by MSC , with 264,764; and Maersk , with 243,074.

CMA CGM ranked fifth, with 184,147 TEU; Cosco Shipping reached 177,615 and Evergreen closed the group of the seven largest with 144,883 TEU.

Top 20 shipping lines in Manzanillo, January-June 2026

The first four shipping lines accounted for approximately 55% of the traffic ; when CMA CGM, Cosco, and Evergreen were added, the top seven accounted for roughly 79.5%. The top 20 represented almost 98% of the port volume.

The four largest shipping companies do not explain the expansion

Manzanillo’s growth was not uniformly matched by its four largest operators.

ONE was the only one to advance, although by just 1.9 percent. Hapag-Lloyd declined 2.6 percent, MSC fell 7.3 percent, and Maersk dropped 11.4 percent.

Evolution of the four main shipping companies

These companies collectively handled almost 54,000 fewer TEUs, even though the port grew by more than 187,000. Their combined market share decreased from around 63.3% to 55%.

The data reveals that the expansion came from a broader base of operators, particularly CMA CGM, Cosco, Evergreen and various medium-sized Asian shipping lines, in addition to changes in cargo distribution by terminal.

SSA: Three shipping companies account for almost 84% of the movement

The SSA structure shows a high concentration in ONE, Hapag-Lloyd and Maersk .

ONE increased its TEU capacity from 224,456 during the first half of 2025 to 274,782 in 2026, a 22.4 percent increase. With this result, it displaced Hapag-Lloyd as the terminal’s main shipping line.

Hapag-Lloyd increased 8.5% to 259,477 TEUs, while Maersk advanced 19.4% to 236,383 TEUs. The three companies accounted for 770,642 TEUs, equivalent to 83.7% of SSA’s total movement.

MSC also significantly increased its activity, going from 31,058 to 86,009 TEUs, while ZIM rose from 3,960 to 46,353. HMM was the only line in the group with a contraction, losing nearly 2,000 TEUs.

SSA’s net growth cannot be attributed solely to one company. ONE contributed an additional 50,326 TEUs , Maersk 38,471, and Hapag-Lloyd 20,249; these were complemented by strong gains from MSC and ZIM.

ONE also exhibited a distinct operational profile due to its high transshipment activity. Of its 274,782 TEUs at SSA, 144,991 corresponded to connections between maritime services, more than half of its volume within the terminal.

Contecon: CMA CGM retains first place despite setback

Contecon presented a different picture. Its three main clients were CMA CGM, MSC, and Cosco , which together accounted for 517,976 TEUs, equivalent to 60.6% of the terminal’s activity.

CMA CGM led the movement with 183,947 TEUs; followed by MSC, with 175,796; and Cosco, with 158,233. Wan Hai was in fourth position, with 77,261 TEUs; ONE reached 62,397 and PIL , 53,518.

Main shipping companies at Contecon, January-June 2026

CMA CGM’s leadership was not associated with expansion. The shipping company’s volume fell from 208,114 to 183,947 TEUs, a drop of 11.6 percent. MSC also saw a decrease, from 209,166 to 175,796 TEUs, equivalent to a 16 percent decline.

In 2025, MSC had surpassed CMA CGM by just over 1,000 TEUs. In 2026, CMA CGM took first place because its contraction was less than that recorded by MSC.

Evolution of the main shipping companies of Contecon

Contecon grew 15.4% despite CMA CGM and MSC jointly losing 57,537 TEUs. The advance was mainly supported by Wan Hai, which added 67,615 TEUs; PIL, with an additional 53,194 on a marginal basis; HMM, with 18,834; Cosco, with 16,940; and ONE, with 8,811.

This performance demonstrates a significant restructuring of the terminal’s portfolio . While its two largest historical clients declined, a combination of Asian carriers more than offset those losses.

Two terminals with different profiles

SSA and Contecon shared growth rates exceeding 14%, but their shipping structures were different.

In SSA, ONE, Hapag-Lloyd, and Maersk accounted for almost 84% of the volume. Contecon showed a distribution less dependent on a single line, although CMA CGM, MSC, and Cosco accounted for more than 60%.

SSA strengthened its position with growth from its three largest clients, in addition to MSC and ZIM. At Contecon, the opposite occurred: the two leading shipping lines declined, and the increase came from operators in secondary positions during 2025.

The result combines a greater physical concentration of cargo in two terminals with a relative diversification of growth among shipping companies.

The transpacific market adds volatility to the realignment

The transformation in Manzanillo occurred during one of the most volatile periods in recent history for services between Asia, Mexico, and the West Coast of South America . During June, rates shifted dramatically in just a few weeks due to sharp adjustments in space availability and congestion at origin and transshipment ports.

The Eternity Group Mexico EAX index closed May at $3,488 per FEU (40-foot equivalent unit) , but during the first weeks of June it climbed to a high of $6,500. The surge was related to a contraction in supply inherited from the previous month, when the corridor registered a capacity deficit of up to 24,000 TEUs.

The situation reversed during the second half of June. Congestion created an injection of space that shifted the balance from a deficit to a surplus of 42,000 TEUs, causing tariffs to correct toward the $5,000 per FEU mark. The speed of this shift demonstrated the sensitivity of prices to any weekly change in capacity deployment.

The period also coincided with the global delivery of new container ships with a combined capacity of 183,089 TEU. CMA CGM led the way by taking delivery of three vessels totaling 45,460 TEU, while OOCL added the largest single vessel of the month, with a capacity exceeding 24,000 TEU.

The fleet expansion opened the possibility of tariff stabilization during July, with levels close to four thousand dollars per FEU, although this was contingent on weekly capacity remaining above 150,000 TEUs. Even so, the cost reduction does not eliminate the operational risks associated with schedule changes, congestion, weather, and reduced reliability of transit times.

In this context, Manzanillo’s 9.9% growth did not occur under stable conditions. It took place amidst a temporary shortage of space, abrupt tariff increases, subsequent capacity recovery, and ongoing adjustments to shipping services.

Port statistics and freight rates reveal two sides of the same market. While Manzanillo processed more containers, shipping lines adjusted capacity, port calls, and equipment allocation to adapt to a changing corridor. This underscores the importance of logistics planning : higher port volume alone does not guarantee stable space, reliable schedules, or predictable rates.

The first half of the year thus left a new operational map: SSA and Contecon concentrated 85.7% of the cargo; TIMSA and OCUPA lost ground; ONE maintained its port leadership; CMA CGM led Contecon despite falling behind; and shipping companies such as Wan Hai, PIL, HMM and Cosco gained relevance amid unprecedented volatility in transpacific freight rates.

Comment and follow us on LinkedIn:  @Enrique Duarte Rionda / @GrupoT21

El cargo Cargo is being reorganized in Manzanillo; SSA and Contecon strengthen their dominance as the shipping map changes apareció primero en T21.

The maritime freight market between Asia, Mexico and South America went through one of its most volatile periods in June , with abrupt movements in rates, imbalances in space availability and new pressures on the reliability of transit times.

The EAX index, compiled by Eternity Group Mexico , closed May at $3,488 per FEU (40-foot container) on the route from Asia to the West Coast of South America (WCSA) and Mexico . However, during the first weeks of June, spot rates accelerated their upward trajectory, reaching a peak of $6,500 per FEU.

The surge was primarily driven by the severe supply contraction that began in May, when the corridor experienced a capacity deficit of up to 24,000 TEUs (twenty-foot equivalent units). The lack of available space strengthened the shipping lines’ position and quickly put upward pressure on transportation costs.

Market behavior changed during the second half of the month. Accumulated congestion at ports of origin and transshipment terminals led to a significant injection of space, shifting the balance from a deficit to a surplus of 42,000 TEUs.

The recovery of capacity led to a sharp correction in rates, which fell to around $5,000 per FEU. Thus, in a matter of weeks, the market went from facing a severe shortage of space to absorbing a greater volume of capacity , demonstrating the sensitivity of rates to any change in weekly supply.

This reshuffling coincided with the addition of new container ships to the global market. During June, vessels with a combined capacity of 183,089 TEUs were delivered , expanding global container space availability and potentially helping to moderate tariff pressures in the coming months.

CMA CGM led the capacity additions during the period, incorporating three vessels with a combined capacity of 45,460 TEU. Meanwhile, OOCL received the single largest vessel of the month, a mega-container ship with space for more than 24,000 TEU.

Following this fleet expansion, Eternity Group Mexico anticipates that July will mark a period of stabilization for freight rates , with prices nearing four thousand dollars per FEU on the route to Mexico and the West Coast of South America. This scenario, however, depends on supply remaining above 150,000 TEUs per week.

A reduction in costs would create a more favorable environment for importers, but it wouldn’t necessarily solve the corridor’s operational problems. The ongoing adjustments to shipping capacity , coupled with potential weather-related disruptions, will continue to strain schedule regularity and could cause significant delays in the arrival of goods.

Given this scenario, logistical planning becomes more important than seeking marginal reductions in rates. For critical shipments destined for production lines or peak seasons, speculating on further cost decreases can increase the risk of not finding space or failing to meet supply schedules.

The EAX report recommends scheduling shipments three to four weeks in advance to ensure capacity and reduce exposure to sudden market changes. It also suggests strengthening coordination among suppliers, buyers, logistics operators, and other participants in the supply chain.

One of the key elements will be the accuracy of the date the cargo is ready for loading, known as the Cargo Ready Date (CRD) . A last-minute change in the departure conditions can lead to the loss of the allocated space, a practice known as rollover , and the cargo being moved to a later shipment.

While the route to Mexico and the West Coast of South America began to show signs of correction, the Asia-East South America (ECSA) corridor maintained the opposite trajectory. The monthly value of the EAX index in this region reached $7,229 per FEU, an increase of 71.34% compared to the previous month.

During the last two months, fares in this corridor ranged between four thousand and eight thousand dollars per FEU , a range that confirms the East Coast of South America as the most sensitive and volatile route of those analyzed by the index.

The constant adjustments made by shipping companies to their service configurations have deepened the instability. In addition to increasing freight costs, the changes have generated operational disruptions and reduced reliability in transit times from Asia, forcing importers to operate with greater lead times.

June’s performance showed that expanding the global fleet does not automatically translate into stable capacity for every shipping route. Vessel distribution , port congestion, service adjustments, and weather conditions will continue to determine both freight rates and the punctuality of supply chains.

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El cargo Asia-Mexico: Maritime freight rates soar and then correct after unprecedented volatility apareció primero en T21.

The US company Saronic Technologies , a developer of autonomous vessels, confirmed the selection of the Port of Brownsville , Texas, as the site for Port Alpha, a project valued at approximately $3.2 billion that aims to become one of the most advanced shipbuilding complexes in the United States, focused on the production of autonomous surface vessels for defense and commercial applications. The information was released through the project’s official website and supplemented by statements from company executives to various US media outlets.

According to Port Alpha’s official website, Saronic plans to invest billions of dollars to expand U.S. shipbuilding infrastructure and develop a next-generation shipyard capable of manufacturing medium and large autonomous vessels “at an unprecedented speed and scale.” This initiative is part of the company’s strategy to increase U.S. industrial capacity at a time when the country is seeking to strengthen its maritime defense manufacturing base.

The confirmation of Brownsville as the final location was reported by Bloomberg Government , to which Dino Mavrookas, co-founder and CEO of Saronic, indicated that Port Alpha could generate up to 10,000 direct jobs over the next decade and produce a regional economic impact exceeding $160 billion.

The decision ends months of speculation about the project’s fate. Since last February, Brownsville had been among the leading candidates to host the industrial complex, along with locations in California and Virginia. Regional media outlets reported that the Port of Brownsville was vying for an estimated $3.2 billion investment to build a shipyard specializing in autonomous vessels powered by artificial intelligence.

Texas’s selection was also bolstered by a broad package of state and local incentives. Information previously published by the Texas Tribune revealed that Cameron County considered tax incentives to attract investment, while various local media outlets reported that the project received additional support related to school taxes, economic development, and long-term lease options within the Port of Brownsville.

According to the San Francisco Chronicle , the Texas proposal ultimately prevailed over alternatives considered in California thanks to a more streamlined permitting process and an incentive environment deemed more attractive to the autonomous vessel manufacturer. The same publication indicated that the facility will be located near the area where strategic projects such as SpaceX’s Starbase are currently operating.

The project represents a new step in the rapid expansion of Saronic, a company founded in 2022 specializing in unmanned maritime vehicles. In recent months, the company has increased its presence within the U.S. defense sector by developing autonomous vessels for naval operations and maritime modernization programs.

For the maritime and port sector, the construction of Port Alpha could become one of the most important industrial projects of the decade in North America, combining shipbuilding, automation, artificial intelligence and advanced manufacturing capabilities in a single facility, in addition to reinforcing the role of the Port of Brownsville as a new hub for investments linked to technology, defense and maritime logistics.

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El cargo Brownsville wins the race for the mega naval port of the future apareció primero en T21.

Mediterranean Shipping Company (MSC) began operations of its new regular PAMEX service at the Grupo CICE Semi-Specialized Container and Project Cargo Terminal , located in the North Bay of the Port of Veracruz.

The service officially began on July 4th with the docking of the MSC KEY F vessel , marking the start of a weekly containerized cargo operation aimed at serving import and export markets.

According to information released by Grupo CICE , the PAMEX service will initially consist of the ships MSC KEY F and MSC NORDEROOG , and includes four weekly calls that will strategically connect the ports of Veracruz, Altamira and Cristóbal, with the aim of expanding logistical options for foreign trade.

The addition of this service strengthens the maritime connectivity of the Port of Veracruz and expands the range of services offered by the Grupo CICE terminal in the North Bay to support foreign trade operations.

Grupo CICE stated that the incorporation of the PAMEX service is part of its strategy to strengthen port infrastructure and services, as well as maintain alliances with international shipping lines operating in Mexico.

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El cargo Mediterranean Shipping Company incorporates PAMEX service at Grupo CICE terminal in Veracruz apareció primero en T21.

Israel’s Ministry of Defense has spoken out against the merger agreement between ZIM Integrated Shipping Services (ZIM) and Hapag-Lloyd . The Ministry’s stance is reportedly based on the origins of the buyer’s capital, including that of Compañía Sud Americana de Vapores (CSAV) , part of the Chilean Quiñenco group, which owns 30% of the shares.

It is worth remembering that, in February of this year, Hapag-Lloyd reported that it had reached an agreement with the Israeli shipping company to acquire 100% of ZIM’s shares , in a transaction valued at more than four billion dollars.

According to the Israeli media outlet Calcalist , the director of security at the Ministry of Defense, Almog Cohen, after reviewing the details of the document, raised alarms due to the involvement of foreign state funds belonging to Qatar and Saudi Arabia in the ownership of Hapag-Lloyd.

Regarding Chilean participation in the German shipping company, the media outlet noted that the head of the Security Department would not agree that “its maritime commercial activities should be controlled by these governments, as well as the Government of Chile, which is also among the largest shareholders of Hapag-Lloyd and which in recent years has maintained a firm political stance against Israel.”

This situation would jeopardize Israel’s maritime security in the event of a new armed conflict in which the country might become involved. In this regard, the official highlighted the role played by ZIM during the Gaza war , as it helped mitigate the effects of the various maritime blockades that Israel endured.

To clarify, the Chilean state does not own shares in Hapag-Lloyd nor does it hold any stake in the shipping company. Therefore, the Israeli argument appears to be geopolitical, related to the potential pressure a Chilean government might exert on the company’s board of directors.

Just yesterday, the shipping company itself published a statement confirming that its sale process is still underway.

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El cargo Israel would oppose the ZIM merger due to Chilean capital participation in Hapag-Lloyd apareció primero en T21.

While the world’s leading shipping companies compete on scale, capacity and fleet size,  Pacific International Lines (PIL)  – founded in Singapore – seeks to make its way into the Mexican market by betting on a different strategy: closeness to the customer, speed in decision-making and long-term relationships . 

That is the vision that Brenda Santiago has been driving since last April, when she took over as the company’s general manager in Mexico amidst one of the most complex moments for transpacific maritime transport , marked by rising tariffs, space shortages and growing uncertainty stemming from changes in US trade policy. 

The executive reached the position after an 18-year career in the maritime industry, a career that began in cargo release and later led her to hold financial and regional responsibilities in various Latin American countries. Today, she heads an office destined to play a key role in PIL’s expansion plans in the region . 

“My vision is to consolidate PIL as an organization recognized for its closeness to customers, excellence in service and ability to adapt to a constantly evolving market,” he says in an interview with T21. 

Its arrival coincides with a period of strengthening the Singaporean shipping company’s direct presence in Latin America. After establishing its own operations in Mexico and Peru, the company continues to expand with new offices in Ecuador and Colombia , a strategy aimed at bringing decision-making closer to the markets where it operates. 

Mexico occupies a special place within these plans. In addition to being one of the main destinations for Asian cargo, it represents a natural platform for connecting services to Central and South America.

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El cargo Asia, Mexico and a long-term commitment apareció primero en T21.

The modernization of port infrastructure continues to drive progress in Manzanillo. Hutchison Ports TIMSA announced an investment of over 70 million pesos to incorporate two new electric rubber-tired gantry cranes (e-RTGs) , with which it seeks to increase the operational capacity of its terminal and meet the ongoing growth in container traffic at Mexico’s main Pacific port.

The new cranes arrived at the port on June 29 aboard the vessel Xiang He Kou, from China, and will be used for yard operations at the terminal. With a lifting capacity of 45 tons each , the cranes will optimize container handling, increase operational productivity, and strengthen the port’s response capacity to the growing cargo volumes.

The investment is part of the expansion process that Hutchison Ports TIMSA is developing in Manzanillo , in which the renewal of equipment is part of a strategy aimed at increasing the operational efficiency of the terminal in the face of an environment of greater demand for supply chains and international trade.

“We continue to invest in infrastructure and technology because we know that logistical competitiveness depends on having increasingly efficient, safe, and sustainable equipment. These new cranes will strengthen our operational capacity and allow us to continue offering a reliable, world-class service to our clients,” stated Jaime Andrés García López, General Manager of Hutchison Ports TIMSA.

In addition to the operational component, the company highlighted that the new equipment runs on 100% electric technology, thus contributing to a reduction in fossil fuel consumption and improving the environmental performance of the terminal’s operations. This addition is part of Hutchison Ports’ global sustainability strategy, which aims to reduce its absolute Scope 1 and 2 greenhouse gas emissions by 54.6% by 2033, using 2021 levels as a baseline, and to achieve net-zero emissions across its entire value chain by 2050 through the incorporation of cleaner technologies and more efficient processes.

The acquisition of these cranes is part of a broader investment the company is currently making in Manzanillo, including the opening of a new external yard designed to expand the terminal’s logistics capacity, expedite container flow, and meet the growing volume of foreign trade at the port. It’s worth noting that this project represented an investment of approximately 690 million pesos and was conceived to increase the terminal’s capacity to handle the increasing volume of containerized cargo.

The announcement comes as Manzanillo maintains its national leadership in container traffic. According to figures from the National Port System Administration (Asipona) Manzanillo , the port handled 3.89 million twenty-foot equivalent units (TEUs) in 2025 and, in the first quarter of 2026 alone, exceeded one million TEUs, driven by the strengthening of transpacific trade and the logistical demand linked to nearshoring (relocation of production lines).

Under this scenario, the expansion of capacity in port terminals is emerging as one of the key factors to sustain the competitiveness of the country’s main maritime hub in the face of the growth of international trade flows.

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El cargo Hutchison Ports TIMSA adds two new electric cranes in Manzanillo apareció primero en T21.