Amid the ongoing global integration process between Israeli shipping company ZIM Integrated Shipping Services and German company Hapag-Lloyd – still pending – the company’s representation in Mexico announced a change in its management structure with the appointment of Andrés Poveda as the new Country Manager .

The company informed customers and suppliers that the transition was carried out smoothly and without affecting the continuity of operations, maintaining work teams, existing commercial agreements, and regular customer service channels. The appointment is effective immediately and marks the replacement of Nalina Sankar , who led the shipping company’s Mexican operations for the past several years.

For the Mexican market, Poveda’s appointment represents the arrival of an executive with extensive experience in the maritime and container shipping industry. Before assuming the general management of ZIM Mexico, he led the operations of the Singaporean shipping company Pacific International Lines (PIL) in the country, where he spearheaded the consolidation of the company’s direct presence in the Mexican market and the development of its maritime services to Asia and Latin America.

According to public information in his professional profile, Poveda has experience in commercial management, business development and team leadership within the maritime and logistics sector, a combination that has allowed him to participate in the expansion processes of shipping lines in Mexico and strengthen relationships with clients linked to foreign trade.

The shipping company emphasized that the local operation will continue to function under the same organizational structure and reiterated its commitment to maintaining service levels for importers, exporters and other actors in the logistics chain in Mexico.

With this change, ZIM begins a new stage in the Mexican market in a context marked by the reconfiguration of global maritime alliances, the growing competition between shipping companies and the need to strengthen its position in one of the most relevant markets for foreign trade in Latin America.

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El cargo Andrés Poveda takes command of ZIM in Mexico apareció primero en T21.

The awarding of the Made in Mexico distinction to 11 companies affiliated with the Mexican Association of Shipping Agents (Amanac) came with a message that went beyond business recognition: the federal government admits that, in order to fully take advantage of the economic opportunity before it, Mexico must resolve historical shortcomings in infrastructure, security, training and formalization.

The companies recognized by the Ministry of Economy (SE) were Agencia Naviera de México, Sea Alliance, Samsung SDS México, Kundiso, Ceci, Fisa, Semave, CICE O+C, Ascop, Navieros y Consignaciones and CICE , companies linked to foreign trade and maritime logistics that joined one of the strategies promoted within the so-called Mexico Plan.

During the ceremony, Ignacio Aguado, Director General of Innovation, Services and Domestic Trade at the Ministry of Economy, stated that the certification aims to strengthen national content and increase the country’s competitiveness in an international environment marked by trade tensions, reconfiguration of supply chains and growing competition among emerging economies.

However, the official also acknowledged that Mexico faces challenges that limit its ability to fully capitalize on its strategic position. “ Infrastructure is one of them; we still have a lot to resolve regarding security —it’s the number one demand,” he stated, noting that industrial and logistical growth has outpaced the country’s capacity to develop the necessary conditions to sustain it.

The message is particularly relevant for a sector that depends on the efficiency of ports, roads, customs, and supply chains . While the government promotes greater production integration and a strengthening of domestic content, the authority itself acknowledges that bottlenecks persist that can affect the competitiveness of companies operating in foreign trade.

Aguado defended the government’s strategy, asserting that Mexico retains advantages that are difficult for other countries to replicate, especially due to its integration with the United States. “We are irreplaceable ,” he stated, referring to the trade relationship between the two nations and the role of the United States-Mexico-Canada Agreement (USMCA) within the regional economy.

Another point that drew attention was the recognition of the shortage of specialized talent facing the logistics industry . The official explained that the Ministry of Economy is promoting training and certification programs to professionalize the sector, given the growing demand for qualified personnel.

Business formalization also emerged as one of the most significant outstanding issues. Aguado pointed out that more than half of the country’s economic units operate informally , a condition that limits productivity, competitiveness, and the economy’s growth potential.

In this context, the Made in Mexico label seeks to become more than just a promotional seal. “We have a roadmap, we have a strategy, and one of those strategies is the Made in Mexico certification ,” stated the official, who defended the initiative as a tool to identify formal businesses, raise standards, and strengthen the presence of national suppliers and service providers.

On behalf of Amanac, Roberto Meillón emphasized that the association decided to join the program from the outset. “We didn’t hesitate for a second; it was something that clicked immediately ,” he stated. The organization’s president noted that the member companies share an interest in contributing to the country’s economic development and expanding the value they offer their customers.

The awarding of the distinction thus left a dual interpretation: on the one hand, the government’s commitment to strengthening the domestic market and national supply chains; on the other, the recognition that Mexico’s competitiveness will continue to depend on its ability to solve structural problems that the government itself identifies as pending.

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El cargo 11 companies affiliated with Amanac embrace “Made in Mexico” apareció primero en T21.

Short-term ocean freight rates on the Asia-Mexico and West Coast of South America (WCSA) route closed May at levels not seen since the rebound recorded at the beginning of 2016 and could exceed the barrier of five thousand dollars per 40-foot container (FEU), in an environment marked by capacity restrictions, high demand and increasing operational pressures in the shipping market.

According to the monthly EAX index report, prepared by Eternity Group Mexico , the index closed May at $3,488 per FEU , a 26.33% increase compared to the previous month. However, the acceleration observed during the final weeks of the period allowed market prices to surpass $4,500 per container by the end of the month, anticipating further increases in the coming weeks.

The main trigger for this new surge was the combination of operational delays caused by the Labor Day holiday in China , celebrated between May 1 and 5, and a significant reduction in capacity by shipping companies. In less than a month, shipowners withdrew more than 10 vessels from services connecting Asia with Latin America, a move that quickly altered the balance between supply and demand.

The speed with which these adjustments were implemented reflects a structural change in the maritime industry, where shipping lines now have a greater capacity to adapt their service networks and manage available space according to market conditions.

Following the resumption of operations in China in mid-May, rates began to fluctuate between three and four thousand dollars per FEU. As the month progressed, high vessel occupancy drove further increases, prompting numerous importers to seek to secure available space for critical cargo and seasonal goods.

This situation has begun to generate concern among maritime transport users due to the possibility of facing a new cycle of increased logistics costs just as the peak shipping season begins. Eternity Group’s analysis identifies a concentration of demand for priority products, whose owners are willing to pay higher rates to guarantee the shipment of their goods.

At the same time, the reduction in capacity has led to frequent changes in transit times, making logistics planning more difficult and forcing shippers to make decisions further in advance to avoid disruptions to their supply chains.

In addition to operational restrictions, there is the international geopolitical context. The report highlights that fuel represents between 20% and 25% of a shipping company’s operating costs and is currently above $90 per barrel due to tensions in the Middle East, well above the historical levels below $60 seen under normal conditions.

This increase in energy costs has encouraged shipping lines to prioritize corridors with better profit margins, which has contributed to the redistribution of capacity and upward pressure on various trade routes.

Under these conditions, Eternity Group anticipates that June will be a particularly challenging month for importers and exporters . The expectation is that rates will continue to rise week after week and that container availability will remain limited due to strong demand and difficulties in returning empty containers to Asia.

If capacity restrictions and the current level of demand persist, the market could trade above five thousand dollars per FEU in the coming weeks, consolidating one of the periods of greatest tariff tension observed in the transpacific corridor to Latin America in recent years.

Given this scenario, the analysis recommends avoiding speculative strategies when dealing with critical cargo and reinforcing logistics planning processes at least three to four weeks in advance. It also emphasizes the need for greater precision in defining the Cargo Ready Date (CRD) , as any modification can significantly increase the risk of losing previously reserved slots.

Meanwhile, the industry’s global capacity continued to grow. In May, an additional 140,317 TEUs (twenty-foot equivalent units) entered the market with the delivery of new container ships. CMA CGM led these additions, bringing 40,348 TEUs into its fleet with the commissioning of two large vessels.

The upward trend was also reflected on the Asia-East Coast of South America (ECSA) route , where the EAX index reached $4,219 per FEU, equivalent to a monthly increase of 36.61 percent. The performance of this corridor confirmed that tariff pressures extended beyond the Mexican market and revealed an unusual disconnect between available capacity and observed freight levels, pushing rates to their 2026 highs.

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El cargo Asia-Mexico freight rates are accelerating and aim to break the $5,000 mark. apareció primero en T21.

Short-term ocean freight rates on the Asia-Mexico and West Coast of South America (WCSA) route closed May at levels not seen since the rebound recorded at the beginning of 2016 and could exceed the barrier of five thousand dollars per 40-foot container (FEU), in an environment marked by capacity restrictions, high demand and increasing operational pressures in the shipping market.

According to the monthly EAX index report, prepared by Eternity Group Mexico , the index closed May at $3,488 per FEU , a 26.33% increase compared to the previous month. However, the acceleration observed during the final weeks of the period allowed market prices to surpass $4,500 per container by the end of the month, anticipating further increases in the coming weeks.

The main trigger for this new surge was the combination of operational delays caused by the Labor Day holiday in China , celebrated between May 1 and 5, and a significant reduction in capacity by shipping companies. In less than a month, shipowners withdrew more than 10 vessels from services connecting Asia with Latin America, a move that quickly altered the balance between supply and demand.

The speed with which these adjustments were implemented reflects a structural change in the maritime industry, where shipping lines now have a greater capacity to adapt their service networks and manage available space according to market conditions.

Following the resumption of operations in China in mid-May, rates began to fluctuate between three and four thousand dollars per FEU. As the month progressed, high vessel occupancy drove further increases, prompting numerous importers to seek to secure available space for critical cargo and seasonal goods.

This situation has begun to generate concern among maritime transport users due to the possibility of facing a new cycle of increased logistics costs just as the peak shipping season begins. Eternity Group’s analysis identifies a concentration of demand for priority products, whose owners are willing to pay higher rates to guarantee the shipment of their goods.

At the same time, the reduction in capacity has led to frequent changes in transit times, making logistics planning more difficult and forcing shippers to make decisions further in advance to avoid disruptions to their supply chains.

In addition to operational restrictions, there is the international geopolitical context. The report highlights that fuel represents between 20% and 25% of a shipping company’s operating costs and is currently above $90 per barrel due to tensions in the Middle East, well above the historical levels below $60 seen under normal conditions.

This increase in energy costs has encouraged shipping lines to prioritize corridors with better profit margins, which has contributed to the redistribution of capacity and upward pressure on various trade routes.

Under these conditions, Eternity Group anticipates that June will be a particularly challenging month for importers and exporters . The expectation is that rates will continue to rise week after week and that container availability will remain limited due to strong demand and difficulties in returning empty containers to Asia.

If capacity restrictions and the current level of demand persist, the market could trade above five thousand dollars per FEU in the coming weeks, consolidating one of the periods of greatest tariff tension observed in the transpacific corridor to Latin America in recent years.

Given this scenario, the analysis recommends avoiding speculative strategies when dealing with critical cargo and reinforcing logistics planning processes at least three to four weeks in advance. It also emphasizes the need for greater precision in defining the Cargo Ready Date (CRD) , as any modification can significantly increase the risk of losing previously reserved slots.

Meanwhile, the industry’s global capacity continued to grow. In May, an additional 140,317 TEUs (twenty-foot equivalent units) entered the market with the delivery of new container ships. CMA CGM led these additions, bringing 40,348 TEUs into its fleet with the commissioning of two large vessels.

The upward trend was also reflected on the Asia-East Coast of South America (ECSA) route , where the EAX index reached $4,219 per FEU, equivalent to a monthly increase of 36.61 percent. The performance of this corridor confirmed that tariff pressures extended beyond the Mexican market and revealed an unusual disconnect between available capacity and observed freight levels, pushing rates to their 2026 highs.

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El cargo Asia-Mexico freight rates are accelerating and aim to break the $5,000 mark. apareció primero en T21.

Twenty-three years after beginning operations at the port of Lázaro Cárdenas, Hutchison Ports’ terminal seeks to consolidate itself as one of the main logistics platforms on the Mexican Pacific coast, supported by a strategy of expansion, automation and operational efficiency that aims to respond to the growth of global supply chains and the pressure faced by the national port system. 

For Manuel García Gordillo, general manager of Hutchison Ports LCT , the growth of the terminal has been closely linked to the need to offer an alternative to the recurring congestion of the port of Manzanillo, Lázaro Cárdenas’ main competitor in handling containers on the Mexican Pacific coast. 

“Lázaro Cárdenas became an alternative to the congestion problems of the port of Manzanillo,” the executive stated in an interview with T21, recalling that the terminal began operations with virtually no container traffic and today handles over 1.5 million TEUs  (20-foot containers) annually. 

The growth in vessel size and the demands of shipping lines have forced an acceleration in the development of specialized infrastructure. Following this logic, Hutchison Ports LCT is currently developing the third phase of its terminal expansion , which will increase its operational capacity through new yard areas, a larger dock, and automated equipment. 

Currently the terminal has 76 hectares developed and projects to exceed 100 hectares with this growth stage, in addition to reaching almost 1,500 meters of dock and adding new autonomous RTG cranes and state-of-the-art dock cranes. 

“This project is truly important because it has been driven by a combination of factors. On the one hand, there’s the pressure of needing more space to increase our service capacity . But on the other hand, it’s also about preparing ourselves so that our clients can be certain their shipments won’t get stuck here,” Gordillo explains.

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El cargo LCT, the giant that wants to redefine the Mexican Pacific apareció primero en T21.

Celebrating 90 years of progress in 2026, the Port of Brownsville has transformed a bold vision into an economic powerhouse , securing billions of dollars in private investment and cementing itself as one of the fastest-growing manufacturing and logistics hubs in Texas.

Established by voters in 1928 and officially opened in 1936, the port transformed the southernmost tip of Texas from an agricultural economy into a gateway for global trade. The construction of the Brownsville Ship Canal during the Great Depression connected the Rio Grande Valley to the Gulf of Mexico and laid the groundwork for decades of industrial expansion.

From its early years, the port evolved from handling agricultural products and earning the title of “Number One Cotton Exporter in the Nation” to managing grains and shrimp, eventually becoming a diversified logistics hub supporting the steel, energy, construction, and aerospace industries, as well as positioning itself as the leading shipyard and recycling center for commercial and military vessels in the United States.

As the only deep-water seaport located directly on the U.S.-Mexico border, the port plays a vital role in international trade, accounting for 5.3% of the total value of Texas trade moving through the state’s 23 seaports, according to the Texas Comptroller’s Office. Its geographic location provides direct access to global shipping routes while also serving as a strategic hub for cross-border trade between the United States and Mexico.

In 2024, the Port of Brownsville recorded $12.1 billion in exports , compared to $10.6 billion in imports, and handled more than 28 million tons of cargo. These figures reflect sustained growth in high-value products and demonstrate the port’s increasing influence on the energy, manufacturing, and industrial supply chains.

Beyond trade statistics, the Port of Brownsville drives a broad economic impact throughout the Rio Grande Valley. Based on estimates from the Comptroller’s Office, trade through the Port of Brownsville supports more than 100,000 jobs statewide, including over 14,000 in the Rio Grande Valley. This includes direct jobs at marine terminals and tenant facilities , as well as indirect jobs in manufacturing, logistics, energy, construction, and professional services. Every vessel arrival, infrastructure project, and private investment strengthens local businesses and expands employment opportunities.

A key element of the port’s success is its close collaboration with regional partners. The port works alongside the City of Brownsville and Cameron County to align infrastructure planning, economic development strategies, and job training initiatives that support long-term growth. These partnerships ensure that investments in the port translate into benefits for the entire community, including improvements to roads, utilities, and infrastructure that benefit both residents and industry.

The port also collaborates with local educational institutions to develop a skilled workforce tailored to the needs of maritime, manufacturing, and logistics employers. Through coordination with colleges, universities, and technical training programs , the port helps connect students and residents with high-demand careers in engineering, skilled trades, industrial operations, and port logistics. These collaborations strengthen the regional talent base and position South Texas as a competitive destination for advanced manufacturing and energy projects.

Energy development continues to be the cornerstone of the port’s economic growth, positioning the region as a major national hub for both traditional and next-generation energy projects. NextDecade’s Rio Grande LNG export terminal represents a total investment of $36 billion over the next decade, creating approximately 700 well-paying permanent jobs and more than 7,000 construction jobs at peak workforce. Complementing this investment, Texas LNG is advancing a $6 billion project that will generate more than 100 permanent jobs and approximately 1,200 construction positions.

More recently, the announcement of the America First Refining project marked a milestone for U.S. energy infrastructure. Planned on more than 240 acres within the port, the refinery will be the first new oil refinery built on the U.S. Gulf Coast in nearly 50 years, producing ultra-low-carbon fuels from 100% domestic shale oil. The project is expected to create 500 direct, full-time jobs, in addition to thousands of indirect jobs related to construction, logistics, and long-term operations.

Beyond energy exports, the Port of Brownsville is rapidly diversifying from traditional cargo handling operations into specialized, high-tech marine industries. Karpowership’s acquisition and redevelopment of the former Seatrium AmFELS shipyard has repositioned the port as a hub for advanced shipbuilding, marine energy solutions, and specialized vessel support, contributing to an estimated 1,500 regional jobs. At the same time, the port continues to expand its role in green energy, advanced mineral logistics, and supply chains for industrial manufacturing, supporting emerging sectors that require deep-water access, heavy-lift capabilities, and secure, scalable sites.

These opportunities are bolstered by the port’s infrastructure advantages, which include over 40,000 acres of industrial land, free trade zone benefits, Class I rail connections , direct access to interstate highways, and ongoing improvements to the shipping channel that allow for larger vessels and higher-value cargo.

To maintain this momentum, the port initiated $226.9 million in capital improvement projects in 2024. Among these investments is the Brazos Island Harbor Channel Improvement Project , which will deepen the Brownsville Ship Channel to 52 feet. Once completed, the channel will be among the deepest in the Gulf of Mexico, allowing the port to accommodate larger vessels, increase cargo capacity, and strengthen its global competitiveness.

Taken together, these assets position the Port of Brownsville as a leading destination for companies seeking a cost-competitive location with turnkey infrastructure capable of supporting long-term growth in the energy, marine technology, and advanced manufacturing sectors.

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El cargo The Port of Brownsville celebrates 90 years of economic leadership apareció primero en T21.

The maritime market between Asia, Mexico, and South America experienced a relative pause in the price increases that characterized the first quarter of the year during April. However, behind this apparent stability, new capacity pressures were already beginning to emerge, which now anticipate a new upward cycle for the start of the peak season.

The EAX Index , developed by the Chinese company Eternity Group Mexico , closed April at $2,761 per 40-foot equivalent unit (FEU) for the Asia > Mexico + West Coast of South America (WCSA) route, a slight decrease of 1.71% compared to March. However, this correction was far from representing a structural weakening of the market.

During the fourth month of the year, rates traded within a relatively narrow range of $2,500 to $2,900 per FEU, reflecting a significant reduction in volatility and greater stability in both available capacity and volumes handled. This behavior contrasted with the sharp fluctuations seen in previous weeks , when geopolitical tensions and operational adjustments by shipping lines drove abrupt increases on various transpacific and Latin American routes.

But the equilibrium was short-lived. Toward the last week of April, shipping companies began implementing strategic capacity cuts ahead of the Labor Day holiday in China, celebrated from May 1 to 5. The reduction in available space led to a buildup of cargo prior to the temporary shutdown of operations, a phenomenon that subsequently triggered additional pressure on demand once the holiday period ended.

The result was immediate. In the first days of May, the market resumed an upward trend, bringing forward the start of the peak season for maritime trade. Shipping lines began implementing General Rate Increases (GRIs) practically every week, with adjustments ranging from $500 to $1,000 per FEU, in an attempt to capitalize on capacity constraints and bolster rate levels.

However, the report itself warns that the sustainability of these increases will depend on the actual capacity of demand to absorb them in the short term, especially in an environment where doubts persist about the pace of global consumption and the evolution of supply chains.

The analysis also focuses on the operational discipline that shippers must maintain in the coming weeks. Key recommendations include avoiding any logistical speculation when dealing with critical or high-value cargo, and reserving space at least three to four weeks in advance to reduce financial and operational risks.

Added to this is the need to maintain absolute precision in the definition of the Cargo Ready Date (CRD) , because any modification to the committed date significantly increases the probability of losing spaces previously allocated by the shipping companies, particularly in a restricted capacity environment.

Meanwhile, global capacity continued to expand. Alphaliner data cited in the report shows that 88,744 TEUs (twenty-foot equivalent units) of new capacity entered the global shipping market during April. The largest addition came from CMA CGM , which added 29,254 TEUs during the month, reinforcing the fleet growth trend despite the current operational adjustments implemented on various routes.

The dynamics observed on the West Coast of South America were also replicated in the Asia-East Coast of South America (ECSA) corridor , albeit with higher fares. The EAX Index for this route closed April at $3,093 per FEU, a marginal decrease of 1.65% compared to the previous month.

During April, the ECSA market found a solid floor near $3,000 per FEU , supported by weekly capacity exceeding 60,000 TEUs. However, that support level shifted dramatically at the beginning of May, when rates climbed aggressively to over $3,800 per FEU.

The report attributes this behavior to the success of capacity-constraining strategies implemented by shipping companies, thus consolidating a regional upward trend at the start of the second quarter. This movement also confirms that, despite the entry of new fleets into the global market , shipping lines continue to use capacity management as their primary tool for maintaining rates on the most popular routes.

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El cargo Shipping freight anticipates a new surge after April’s lull apareció primero en T21.

The race for port capacity in Mexico is no longer measured solely in meters of dock space or container traffic. At Contecon Manzanillo , the focus has shifted towards specialized infrastructure , operational automation, and environmental sustainability as key components to support the growth of foreign trade from the Mexican Pacific.

The terminal, located in the port of Manzanillo, has accelerated an expansion strategy in recent years that combines new operational areas, large-scale equipment and technological modernization, amidst a scenario where shipping companies demand greater productivity to serve increasingly larger ships and logistics chains with less room for interruptions.

One of the most significant moves within this strategy has been the addition of 60-meter-high STS gantry cranes , considered the tallest in the Americas. The arrival of this equipment began in 2024, continued through 2025, and further additions are planned for 2026, signaling the terminal’s commitment to staying ahead of the evolving international maritime market.

With this infrastructure, the terminal became the first on the continent to operate cranes of such dimensions, capable of handling vessels up to 400 meters in length , a segment that has become increasingly common on transpacific routes and that demands higher levels of precision and operational speed in port.

“Having reached 12 million TEUs (20-foot equivalent units) and operating the tallest STS cranes in the Americas confirms that our commitment to modern infrastructure and sustainable technology is yielding concrete results. Today, we service large-scale vessels with greater efficiency and, at the same time, reduce emissions by more than 50% in strategic equipment such as our hybrid RTGs,” stated José Antonio Contreras, CEO of Contecon Manzanillo.

The modernization has not been limited to quayside cranes. During 2025, the terminal also incorporated hybrid RTG cranes and plans to add more of these units, along with new STS cranes, in the coming years. The goal is to strengthen the terminal’s installed capacity, reduce operating times, and maintain international standards of safety and environmental performance.

The incorporation of hybrid technology stems from technical studies initiated in 2023 to transform part of the operating fleet according to sustainability criteria. The RTGs combine high-efficiency diesel engines with lithium batteries, a configuration that reduces fuel consumption and greenhouse gas emissions by more than 50%, as well as lowering maintenance costs.

“Having state-of-the-art facilities and machinery enhances our competitiveness and directly boosts the growth of foreign trade and the country’s economic development,” Contreras said.

The terminal’s environmental strategy has also sought institutional support. The company holds ISO 14064 Carbon Neutral certification , focused on measuring, reducing, and offsetting polluting emissions—an issue that is gaining increasing importance among the demands of global clients, investors, and shipping lines.

In parallel, Contecon Manzanillo is pursuing an aggressive physical expansion plan. Since 2023, the company has invested over $300 million in phases 3A and 3B of its growth, focused on expanding its yards, docks, and specialized equipment. As part of this project, new container yards covering nearly 12 hectares are already operational.

The terminal’s cumulative investment has already reached $900 million, while phase 4 of the project is under development with new investments aimed at sustaining the projected growth in containerized cargo handling.

The results are beginning to be reflected in the volumes handled. By the start of 2026, the terminal had reached 12 million TEUs moved since the start of operations, an indicator that coincides with the strengthening of its participation in the national movement of import and export containers.

During the first quarter of 2026, Contecon Manzanillo handled a total of 417,191 TEUs in import, export and transshipment services, a volume 7.9% higher than that recorded in the same period a year earlier, according to data from the port authority.

Behind the expansion also lies a broader message for the Mexican port system : the growth of foreign trade and the arrival of larger vessels are pressuring terminals to accelerate investments in infrastructure, digitalization and sustainability, in an environment where the country’s logistical competitiveness increasingly depends on the ability of its ports to respond efficiently to a more complex and demanding global demand.

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El cargo Contecon Manzanillo expands capacity and reduces emissions apareció primero en T21.

Mexico has ceased to be just a transit market and has become a point of articulation within global logistics chains, and in this reconfiguration, operators like SUARDIAZ Group are adjusting their strategy to capitalize on an environment where industry , foreign trade and productive relocation are increasing the complexity —and the value— of logistics services.

For the group, the country has gained importance not only due to the size of its economy, but also because of its role as a connecting hub between Europe, North America, and Latin America . This position, supported by its access to two oceans and its network of logistics corridors, allows it to integrate into multimodal systems that combine maritime, rail, and road transport with greater operational efficiency. Added to this is a robust manufacturing base, particularly in sectors such as automotive, aerospace, and electronics, which maintain a strong export focus and demand increasingly specialized logistics solutions.

In this context, Mexico’s repositioning within transatlantic supply chains is also linked to the evolution of trade agreements, particularly with the European Union , which expands market access and simplifies customs processes. The result is a more favorable environment for agile logistics flows, where the country serves not only as a destination but also as a regional redistribution platform.

Within this dynamic, roll-on/roll-off (Ro-Ro) cargo is emerging as one of the segments with the greatest potential. SUARDIAZ’s operations in Mexico focus on flexible and specialized solutions , with an emphasis on industrial projects requiring a high degree of technical adaptation. These operations are characterized by the movement of heavy machinery, specialized equipment, self-propelled units, and, to a lesser extent, finished vehicles, reflecting a demand aligned with industrial expansion and the arrival of new investments.

In this scenario, the Ro-Ro model offers clear operational advantages over container transport. By allowing cargo to roll in and out, it eliminates complex handling processes, reduces port times, and minimizes the risk of damage—factors that are crucial for industries that move high-value or non-standard-sized assets. This operational efficiency positions it as a competitive alternative for industrial and automotive projects, particularly in environments where time and cargo integrity are critical variables.

Mexican port infrastructure also plays a central role in this equation. Ports such as Veracruz, Altamira, Lázaro Cárdenas, and Manzanillo are consolidating their position as strategic platforms for these types of operations, supported by expansion and modernization processes that have increased their competitiveness compared to other international hubs .

The rise of nearshoring is reinforcing this trend. The establishment of new plants and the expansion of industrial capacity are generating a greater need to relocate large-scale production equipment, machinery, and components, increasing the importance of logistics schemes such as Ro-Ro . This phenomenon is also modifying flow patterns, with growth in both imports and exports of industrial cargo under this model

Beyond maritime transport, SUARDIAZ’s strategy in Mexico relies on a comprehensive offering that includes FCL and LCL services , air freight, regional ground transportation solutions, and domestic logistics. This integration enables the development of door-to-door solutions that reduce touchpoints, optimize costs, and improve supply chain visibility—a factor increasingly valued by industries operating under just-in-time systems .

In this sense, the commitment to multimodal solutions becomes a structural component. The ability to integrate different modes of transport not only allows for greater operational flexibility but also helps mitigate risks and respond more quickly to supply chain disruptions. This logic extends to sectors such as energy and infrastructure , where project cargo management requires detailed planning and coordinated execution—areas where the group identifies opportunities given its expanding investments in Mexico.

In parallel, digitalization is beginning to redefine the sector’s competitiveness . The use of artificial intelligence, predictive models, automation, and the Internet of Things is geared towards improving planning, anticipating risks, and ensuring real-time traceability. This technological layer not only optimizes operations but also strengthens integration among the various actors in the logistics chain.

With an established presence in the country, the company aims to consolidate its position by strengthening its sales network in key industrial hubs and adding specialized talent. The strategy is clear: to support the growth of sectors such as energy, automotive, and manufacturing , which are poised to be the main drivers of demand for specialized logistics services in the coming years.

Looking ahead, the outlook is consistent: Mexico will continue to consolidate its position as a continental logistics hub , driven by its industrial base, its network of trade agreements, and its strategic location. In this scenario, competition among operators will not be defined solely by capacity, but by the ability to integrate solutions, anticipate needs, and execute with precision in increasingly demanding environments. SUARDIAZ seeks to position itself in this space, with Ro-Ro and integrated logistics as the cornerstones of a strategy focused on capturing value in a rapidly transforming supply chain.

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El cargo SUARDIAZ Group sees Mexico as the turning point for Ro-Ro cargo apareció primero en T21.

Edwin Escobar stepped down from his position as Country Head of Ocean Network Express (ONE) in Chile on Monday, May 4th, to assume the same role in Mexico . This information was communicated via a letter to the Asian shipping company’s clients.

“Driven by our commitment to the ONE 2030 strategy, I would like to inform you that I will be taking on a new challenge as Country Head of ONE Mexico. Consequently, I will be leaving my current position in Chile, effective May 4, 2026,” he stated.

“ It has been an honor to lead ONE Chile . My priority has always been to strengthen our operations and raise our service standards. I move forward proud of the milestones we have achieved together and grateful for the trust you have placed in me and my team,” Escobar stated.

“I am also pleased to announce that Fernando Urrutia has been appointed the new Country Head of ONE Chile . I am confident that his experience will be key to maintaining our operational excellence and strengthening our partnerships,” he added.

Paulo Biazotti, the shipping company’s leader in Mexico until Monday, May 4, had not made any statement.

With information from  Portal Portuario , a media outlet specializing in ports and maritime transport in Chile.

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El cargo Edwin Escobar leaves ONE Chile to take over as Country Head of the shipping company in Mexico apareció primero en T21.