May marked a turning point for port productivity in Mexico. After four consecutive months of increases in the dwell times of trucking units transporting import containers, the Average Trucking Time Indicator in Ports (ITPAP) , compiled by T21 Business Intelligence , registered its first improvement of 2016, driven by a reduction in customs processing times and an operational recovery particularly visible in Lázaro Cárdenas.

The average port turnaround time for a truck was 11 hours, 45 minutes, and 2 seconds in May , a decrease of 1 hour, 20 minutes, and 44 seconds compared to the 13 hours, 5 minutes, and 46 seconds recorded in April. This broke an upward trend that had persisted since the beginning of the year and had brought turnaround times to their highest level in April.

The improvement becomes even more significant when observing the cumulative behavior of the index during 2016. In January, the average time spent online was 8 hours, 47 minutes, and 33 seconds; by February, it had climbed to 11 hours, 9 minutes, and 20 seconds; in March, it reached 12 hours, 56 minutes, and 32 seconds; and in April, it reached 13 hours, 5 minutes, and 46 seconds. In other words, during the first four months of the year, the average time spent online increased steadily , accumulating an increase of more than four hours compared to the beginning of the year.

For May, ITPAP considered the measurement of 1,629 movements in the four ports it evaluates: Manzanillo, Lázaro Cárdenas, Altamira and Veracruz, the ones with the highest import movement of containers in the country.

The improvement observed in May is primarily due to the performance of customs operations. The average customs processing time at the four ports decreased from 6 hours, 25 minutes, and 42 seconds in April to 5 hours, 45 minutes, and 1 second in May—a reduction of more than 40 minutes. This component had been the main cause of the decline observed in previous months, increasing from 4 hours, 20 minutes, and 12 seconds in January to more than six hours during March and April.

Waiting times also contributed to the recovery. The average decreased from 3 hours, 48 ​​minutes, and 35 seconds to 3 hours, 24 minutes, and 14 seconds between April and May, while maneuvers improved from 2 hours, 51 minutes, and 29 seconds to 2 hours, 35 minutes, and 47 seconds. The combination of these three factors allowed for a partial reversal of the operational pressure accumulated during the first four months of the year.

This trend is significant because the Michoacán port had been the main driver of the decline recorded during the first months of the year. In fact, between January and April, average dwell times increased from 10 hours, 48 ​​minutes, and 43 seconds to almost 17 hours, making it the port with the most strained performance among the four ports considered by ITPAP.

Manzanillo also registered an improvement , albeit a more moderate one. Its average port time decreased from 10 hours, 32 minutes, and 48 seconds in April to 10 hours, 21 minutes, and 33 seconds in May. Veracruz showed a marginal reduction, while Altamira was the only port that experienced an increase in its average port times during the analyzed period.

The recovery observed by ITPAP occurred in a context where container imports showed varying trends among ports. According to figures from the Ports and Merchant Marine Unit (UPMM) , between January and May 2026, Mexican ports handled 1.50 million TEUs (20-foot equivalent units) of imports , a decrease of 1.9% compared to the same period in 2025.

In the Pacific region, where Manzanillo and Lázaro Cárdenas are located , import container traffic remained virtually stable, with a decrease of just 0.9 percent. However, the results were contrasting at the individual port levels: Manzanillo saw a 3.8% increase, handling 717,929 TEUs, while Lázaro Cárdenas registered a 9.9% drop, with 275,256 TEUs. In the Gulf of Mexico, Altamira reported a 1.2% decrease and Veracruz a 2.9% decrease.

While May does not return the indicator to the levels observed at the beginning of the year, it does represent the first respite for logistics chains linked to container imports.

The reduction of more than one hour in average dwell times suggests an improvement in the operational fluidity of the country’s main ports, although challenges still remain to recover the efficiency they showed at the beginning of 2026.

The question now is whether this trend can be sustained during the second half of the year, when the approach of the peak season typically increases import volumes , boosts demand for land transport, and puts the operational capacity of ports, terminals, and customs to the test. The results of the coming months will determine whether the improvement observed in May was a temporary adjustment or the beginning of a more consistent recovery in trucking service times.

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El cargo May brings a respite to trucking in Mexican ports: ITPAP apareció primero en T21.

The sale of IPA Steel Terminal to the Canadian company  Logistec  was not the result of a divestment strategy, but of an opportunity that arose in an operation that, for more than 17 years, had been built under a different logic: organic growth, constant reinvestment and specialization in the handling of steel and general cargo in the port of Altamira. 

“We weren’t for sale, we were never for sale,” Jurgen Hess maintains in an interview, recounting the origins of a negotiation that took even its own executives by surprise. The terminal, founded in 2009, had been on an upward trajectory, moving from 400,000 tons in its first year to peaks of nearly three million tons, a process marked by continuous investments in infrastructure, equipment, and security. 

That positioning—as one of the key players in Altamira—was precisely what attracted Logistec. According to a statement released in mid-February of this year, the Canadian firm finalized the acquisition of 100% of Inmobiliaria Portuaria de Altamira (IPA) and all its units in the port of Altamira, Tamaulipas, marking its entry into the Mexican market and, in the long term, its platform for expansion into Latin America. 

The initial approach, however, wasn’t aimed at that. Just over a year ago, the conversation began as a potential business partnership. “We told them they were welcome to form an alliance, but we weren’t looking to sell or bring in partners,” Hess recalls. The evolution toward a full acquisition was the result of an intensive negotiation process and  thorough due  diligence that, in the executive’s own words, reviewed “absolutely everything” and confirmed the terminal’s operational, administrative, and financial stability. 

The turning point came when the proposal escalated from a partial stake to a full acquisition. This decision was also influenced by the natural departure of some original partners—particularly more passive investors—and the opportunity to integrate the terminal into an international network . Even so, the decision wasn’t easy. “It’s the legacy my father (Rudolph Hess) left us. Christian (my brother) and I were the ones who built and grew the business,” admits Hess, acknowledging the emotional component of the transaction. 

Beyond the transaction itself, IPA’s operation reveals why it became such an attractive asset. The terminal boasts a 273-meter pier—currently being expanded —nearly 200,000 square meters of storage space across its various facilities, a rail spur capable of handling up to 40 gondolas in staggered operations, and a fleet of cranes and forklifts designed for heavy loads.

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El cargo IPA Steel: the jewel of Altamira that wasn’t for sale apareció primero en T21.

In February 2026, the movement of vehicles through the main Mexican ports registered a drop of 20.9% compared to the same month in 2025, with a total of 119,711 units, according to figures from the National Port System of the Secretariat of the Navy (Semar) .

An analysis by T21 Business Intelligence showed that 9,218 units were moved through the port of Mazatlán, Sinaloa, in the second month of the year , 39.4% less than in the same period of 2025. Meanwhile, Lázaro Cárdenas, Michoacán, experienced a decline in vehicle traffic in February 2026, with 36,955 units , representing a decrease of 23.3% compared to the same month last year.

The port of Tuxpan, in Veracruz, handled 2,833 units , 22.2% fewer than in February 2025. Altamira, Tamaulipas, registered a 17.4% drop in vehicles handled during the second month of 2026, with 28,176 units. The port of Veracruz reported a 15.2% year-over-year decrease , totaling 42,529 units handled during the period.

The cumulative total for January-February 2026 showed a decline of 4.4% compared to the same period in 2025, with an operation of 256,936 vehicles.

During the period, two ports reported growth. Mazatlán showed a 30.7% increase compared to the same period in 2015, with 31,864 vehicles handled. Veracruz, for its part, saw a 13.8% increase in the first two months of the year , totaling 89,413 units operated.

In contrast, Tuxpan saw a 48.8% drop in the cumulative total for 2026 compared to the same period in 2025, with 2,833 units transported. Lázaro Cárdenas declined by 20.1%, totaling 81,514 units operated in the first two months of 2026. Altamira experienced an 11.8% year-on-year contraction , registering 51,312 units.

Regarding the participation by port in February 2026, Veracruz concentrated the largest number of vehicles moved with 36%, followed by Lázaro Cárdenas with 31%, Altamira with 24%, Mazatlán with 8% and Tuxpan with 2 percent.

In February 2026, 311,457 units were produced in the country , 1.80% less than in the same period last year. In the January-February period of this year , automotive plants located in Mexico manufactured  625,774 light vehicles , representing a  negative variation of 0.58%  compared to the same period in 2025.

Meanwhile, during the first two months of 2026, Mexico exported 485,426 light vehicles , a figure that implied a  growth of 1.36% compared to the same period in 2025, despite the annual drop of 4.45% that exports registered in February, with 247,945 vehicles, according to the National Institute of Statistics and Geography (Inegi) .

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El cargo Vehicle traffic through Mexican ports falls in February apareció primero en T21.

Mexican ports reported declines during the second month of 2026, moving 720,421 twenty-foot containers (TEUs) , which meant a decrease of 4.9% compared to February 2025, according to figures from the National Port System of the Secretariat of the Navy (Semar) .

An analysis by  T21 Business Intelligence showed that the vast majority of ports lost TEU movements in February, with the exception of Guaymas (Sonora), which grew by double digits by reporting 61.6%, with 1,317 TEUs moved ; and Coatzacoalcos (Veracruz), which reported a growth of 5.6% with 1,136 TEUs.

In contrast,  Manzanillo, in Colima , accounted for a total of  310,950 TEUs, a slight decrease of 0.6%  compared to the same period in 2025; while Lázaro Cárdenas, in Michoacán, totaled 203,300 TEUs handled  during February, 4% less than in the same period of 2025.

Meanwhile, the port of  Veracruz handled 89,692 TEUs in the second month of the year , a 5.5% drop compared to 2025; and Altamira, in Tamaulipas, which has had three months of negative figures , registered a contraction of 15.6% compared to the same period in 2025, reporting 58,395 TEUs handled .

Despite the negative numbers reported in several ports, the accumulated total for the first two months of 2025 showed an increase of 1.8% compared to the January-February period of 2025 , with 1,518,327 TEUs handled . Guaymas, Sonora, saw double-digit growth of 78.4% , registering 2,903 TEUs; and Lázaro Cárdenas, which increased by 8.3% to 438,403 TEUs, registered the most significant growth.

Regarding participation in the second month of 2026,  Manzanillo accounted for 43.2% of the total TEU movement ; Lázaro Cárdenas had 28.2%, Veracruz 12.4% and Altamira 8.1 percent.

In February 2026, the Mexican economy showed a slowdown, with an annual growth of 1.22% in the Timely Indicator of Economic Activity , according to figures from the National Institute of Statistics and Geography (Inegi) .

The industrial sector contracted by 1.89% compared to the same month in 2025, while services declined by 1.87%. The combination of the contraction in secondary activities and the slower growth in tertiary activities reflected weaker economic activity during the second month of the year, which was reflected in TEU shipments.

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El cargo Ports in Mexico at “low tide”: TEU movements decline during February apareció primero en T21.

The Mexican port system closed November 2025 without clear signs of relief in truck transit times. The Average Truck Transit Times Indicator at Ports (ITPAP) , developed by T21 Business Intelligence, confirms that the logistical pressure observed in October not only persists but is redistributed among the main hubs, with Lázaro Cárdenas again being the primary source of strain , but also showing significant trends in Manzanillo, Altamira, and Veracruz.

In October, the ITPAP recorded an overall average time of 10 hours, 57 minutes, and 45 seconds. By November, this figure had risen to 11 hours, 19 minutes, and 25 seconds —an increase that, while not abrupt, is significant in an environment where every additional minute impacts costs, logistical windows, and operational reliability. The monthly comparison reveals that the system did not regain its fluidity but instead entered a phase of increased friction.

Lázaro Cárdenas once again exceeded the national average. In October, it had already recorded an average wait time of 13 hours and 45 minutes, putting pressure on the overall indicator; in November, this climbed to 14 hours, 2 minutes, and 30 seconds . This trend confirms that the port’s operational growth continues to be accompanied by bottlenecks that have not yet been resolved. A breakdown of the wait times shows that customs remains the primary source of pressure, followed by prolonged waiting periods—a combination that keeps trucking vehicles within the port area longer than desired.

Manzanillo, for its part, showed a different dynamic, though not without its challenges. In October, this port averaged around 9 hours of wait time, with a relatively stable balance between maneuvering, customs, and waiting. In November, the total time reached 9 hours, 54 minutes, and 7 seconds , a moderate increase that suggests a greater operational workload, but without reaching the critical levels of Lázaro Cárdenas. However, the increase in wait times and the persistence of prolonged customs processes indicate that Manzanillo’s efficiency remains fragile and highly dependent on daily coordination.

Altamira offers a different perspective within the Gulf region . In October, the port remained below the national average, with times close to 9 hours. By November, the average time had decreased to 8 hours, 2 minutes, and 21 seconds, positioning it as one of the ports with the shortest truck transit times. Even so, customs continued to represent the largest component of the total time, demonstrating that even in ports with less relative pressure, inspection and release processes still dictate the pace of cargo departure.

Veracruz, meanwhile, showed relative stability between the two months . In October, it was slightly below the overall average, and in November, it registered an average dwell time of 8 hours, 8 minutes, and 28 seconds. Although its maneuvering times remained relatively stable, customs again accounted for more than half of the total time, confirming that the port’s efficiency is less tied to terminal operations and more dependent on regulatory processes.

The component-by-component analysis reinforces this interpretation. In November, the overall average time at customs was 5 hours, 32 minutes, and 54 seconds , higher than the figures for October, while the average wait time reached 3 hours, 18 minutes, and 51 seconds. The maneuvering phase, at 2 hours, 27 minutes, and 39 seconds, remains the most controlled segment, but insufficient to offset the accumulated delays in the other stages.

The ITPAP report once again demonstrates that the discussion on port competitiveness cannot focus solely on capacity or infrastructure. The comparison between October and November makes it clear that the efficiency of trucking remains trapped in processes that are moving slower than demand. Lázaro Cárdenas bears the brunt of the pressure, but Manzanillo, Altamira, and Veracruz confirm that the challenge is systemic: reducing downtime remains an outstanding issue for the Mexican port system .

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El cargo Lázaro Cárdenas puts pressure on the road transport clock again apareció primero en T21.

Mexican ports showed positive signs in the period January-November 2025. According to figures from the Secretariat of the Navy (Semar) , seven million 930 thousand 438 twenty-foot containers (TEU) were handled during that period , which meant a growth of 2.2% compared to the same period in 2024.

However, November 2025 saw a decline in operations, reporting 794,996 TEUs, a 2.8% decrease compared to the same period last year . The most important ports showed mixed results in their November performance compared to the cumulative total for the first 11 months of the year.

An example of this is Manzanillo, Colima, which remained the port with the most movements in November 2025, with a total of 323,989 TEUs , although it showed a decrease of 4% compared to the same month of the previous year.

In the January-November period, the figure was negative. Manzanillo handled 3,547,352 TEUs, a decrease of 1.2% compared to 2014. It’s worth noting that the port has experienced some conflicts this year, such as the workers’ strike last May.

Meanwhile, Lázaro Cárdenas, in Michoacán, totaled 225,911 TEUs moved in November, a growth of 7.9% compared to the same month last year; however, in the accumulated total it moved two million 387 thousand 758 TEUs, a contraction of 1.6% compared to the same period in 2024.

The Port of Veracruz reported 120,849 TEUs handled in the eleventh month of the year, a 4.6% increase compared to the same period in 2024 , although the accumulated total reached 1,197,805 TEUs, a 0.2% decrease compared to the same period in 2024.

Altamira, Tamaulipas, experienced the steepest decline. In November 2025, it closed with 64,610 TEUs, a drop of 15.4% ; while from January to November of this year, it reported the movement of 820,263 TEUs, a decrease of 1.7% compared to the same period in 2024.

Regarding the percentage of movements, during November, Manzanillo accounted for 40.7% of container movement ; Lázaro Cárdenas 28.4%, Veracruz 15.2%, and Altamira 8.12% of the total operations.

The performance of the country’s main ports in 2025 paints a contrasting picture. Overall, they show that, despite national growth of 2.2%, the most important ports face a year of adjustments and a loss of momentum, hence the marginal declines reflected in the cumulative figures.

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El cargo Container traffic: moderate growth and decline in key ports apareció primero en T21.

The Average Port Transportation Time Indicator (ITPAP) recorded a national average of 8.7 decimal hours for the collection of imported goods in September 2025, considering the ports of Manzanillo, Lázaro Cárdenas, Altamira, and Veracruz , based on an analysis of 2,713 transportation movements. The monthly variation was 1.16%, a stagnation that contrasts with the strong fluctuations that continue at each port.

In a context where logistics competitiveness defines a country’s ability to sustain its foreign trade, the numbers show that efficiency is not advancing at the speed demanded by global chains. The clock remains a ruthless judge: long lead times imply high costs .

Altamira: the best performance of the month

Altamira recorded the greatest advance among the four enclaves: 7.2 decimal hours , an improvement of -12.2% compared to the previous month.

The double-digit drop is a welcome relief after months of significant ups and downs. The question is whether the improvement will be sustainable or merely a response to temporary fluctuations.

Lázaro Cárdenas: the clock is ticking

Lázaro Cárdenas’ performance worsened, with 11.9 decimal hours and a monthly increase of 5.3%.

The Michoacán port once again lags behind the rest of the system, due to its infrastructure and processes—although robust for industrial cargo—showing weaknesses in land operations and customs clearance times.

Manzanillo extends its opening hours

Manzanillo averaged 8.5 decimal hours , an increase of 8.9% monthly.

Mexico’s largest port remains far from meeting standards compatible with the scale of its flows and the demands of nearshoring . Shorter turnaround time means higher turnover… and trade is grateful.

Veracruz: slight progress

With 7.0 decimal hours and a -2.8% improvement, Veracruz remains one of the most stable ports in the country.

However, its progress was the most modest of the month . Stability is good, but in the current environment, if you don’t accelerate, you’ll be left behind.

A system that improves… without accelerating

The results leave a clear interpretation: Mexican ports are improving, but slowly. While Altamira shows signs of operational reorganization, Manzanillo and Lázaro Cárdenas are becoming the main focus of attention due to their increasing turnaround times . Veracruz, meanwhile, is navigating accurately, although lacking the necessary momentum to make a difference.

In a global trade where every minute costs and every hour hurts, port efficiency must be a national priority. It’s not just about numbers: the country’s competitiveness is what matters through these access points .

ITPAP reminds us month after month: an efficient port is not one that moves the most ships, but one that clears each shipment the fastest.

The ITPAP, developed by T21 Business Intelligence (T21 BI), gathers monthly information provided by trucking companies and GPS vehicle tracking companies . It focuses on the average dwell time of tractor-trailers, broken down into three critical categories during the cargo collection process: maneuvering, waiting, and customs.

From January to September of this year, Mexican ports handled just over 89.9 million tons of imported goods , representing a decrease of 8.7% compared to the same period last year. The four ports analyzed by the ITPAP alone handled 64.7% of the total imported cargo for the reference period, according to data from the General Coordination of Ports and Merchant Marine (CGPMM) .

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El cargo ITPAP September 2025: Port efficiency stagnates despite individual adjustments apareció primero en T21.

In an analysis by T21 Business Intelligence , reviewing the monthly performance of ports on the Mexican coasts, it was identified that 850,841 TEUs were operated last August , which meant the best record of 2025, surpassing that of last July, where 804,943 TEUs had been operated.

According to Semar data, Manzanillo , the main port for handling containers, registered its best figure of the year in the eighth month of 2025 with 346,249 TEUs , surpassing that of March 2025, when 337,670 containers were reported.

The volume handled by the Port of Manzanillo last August represented a 2.9% increase compared to the same cycle in 2024.

In the case of the port of Lázaro Cárdenas , in the eighth month of the year it achieved a total of 235,656 TEUs , reaching its second best record of 2025, only behind last June, when 242,012 containers were operated.

Lázaro Cárdenas’ August performance was 0.5% below the same period in 2024 .

In the case of the Gulf of Mexico coast, the ports of Veracruz and Altamira dominate the share, handling 112,232 and 78,634 TEUs, respectively .

The records obtained by these ports represented a performance of -1.6% and 6.2%, respectively, compared to August 2024.

In the eighth month of the year, the container volume handled by Manzanillo represented 40% of the national total, followed by Lázaro Cárdenas with 27.7%, Veracruz with 13.2%, Altamira with 9.2%, and Ensenada with 4.6%.

Based on timely data from the National Institute of Statistics and Geography (INEGI) on the trade balance, in August 2025 Mexico’s foreign trade reached a total of 113.38 billion dollars (mdd) , which corresponded to 55.718 billion dollars in exports and 57.662 billion dollars in imports.

Compared to the same month last year, total trade grew by 3.4%, exports by 7.4%, and imports by -0.1%.

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El cargo Container traffic achieves best cycle of the year in August; Manzanillo provides the boost apareció primero en T21.

The Average Port Transportation Time Indicator (ITPAP) for August 2025, conducted by T21 Business Intelligence, raised new alarms regarding operational efficiency at the country’s main ports. During the eighth month, 2,823 movements of transportation units in import services were analyzed, yielding an overall average dwell time of 8.6 decimal hours , representing a 9.5% increase compared to July.

The widespread upswing reveals growing tensions in the logistics chain, where port competition is measured minute by minute. However, when the data is broken down, each port exhibits its own dynamics that reflect both its structural challenges and its areas of opportunity.

The ITPAP (Tax and Logistics Information Processing Unit) gathers monthly information provided by trucking companies and GPS vehicle tracking companies; it focuses on the average time tractor-trailers spend in storage, broken down into three critical categories during the cargo collection process: maneuvering, waiting, and customs.

Altamira: the biggest mismatch of the month

The port of Altamira recorded an average time of 8.2 decimal hours (converted this way for comparison), which represented an increase of 34.4% compared to the previous month.

This jump, the most pronounced of the period, places the terminal at the center of the discussion about logistics coordination processes. The increase calls into question Altamira’s resilience in the face of the operational pressures posed by the peak foreign trade season .

Lázaro Cárdenas: sustained increase

Although the increase is less dramatic than in Altamira, it is a sensitive indicator: the Michoacán terminal concentrates part of the long-haul Pacific cargo, and any deviation directly impacts the supply chains of key industries such as the automotive industry .

Manzanillo: the exception to the rule

In contrast, Manzanillo reduced its times, reaching an average of 7.8 decimal hours , which translated into an improvement of -4.8% compared to the previous month.

The data, although positive, should be analyzed with caution: the reduction could be due to both operational adjustments and temporary variations in cargo flow. If this trend is confirmed, it would be a relief for the country’s most important port for container handling.

Veracruz: another source of pressure

The port of Veracruz reported an average of 7.2 decimal hours , an increase of 12.5% ​​compared to July.

The increase reaffirms that modernizing infrastructure and customs processes remains a pending challenge for maintaining competitiveness in the Gulf of Mexico.

Competitiveness at stake

August’s performance shows that while some ports are managing to contain dwell times, others exhibit vulnerabilities that affect the logistics chain. The overall increase in the ITPAP to 8.6 decimal hours reflects a deterioration that, if sustained, could jeopardize Mexico’s efforts to consolidate itself as an agile foreign trade platform .

The evidence is clear: logistics productivity depends not only on infrastructure, but also on effective coordination between terminals, customs, and carriers. Every additional hour in port erodes competitive margins in a market where speed translates into confidence for global investors.

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El cargo Altamira puts pressure on port schedules; Manzanillo loses ground: ITPAP apareció primero en T21.

In view of the start of the peak season , a trucking unit took an average of 8.8 decimal hours last June to collect imported merchandise from the main ports in Mexico, which meant an increase of 10.7% with respect to the time recorded a month earlier, according to the Average Trucking Time Index in Ports (ITPAP) , carried out by T21 Business Intelligence.

The ITPAP was largely driven by the time recorded in Manzanillo, Colima, which averaged 12.8 decimal hours in the month under analysis (converted this way for comparison). This data reflects the operational crisis following the blockades imposed by customs officials in mid-May, which profoundly affected commercial activities at the port.

Manzanillo’s 12.8 decimal hours in June this year were 10.34% higher than the average time for May (11.6 hours).

Manzanillo is the busiest port in Mexico for container handling. Its connection to maritime routes with the Asian region makes it a key hub for the shipment and entry of goods. In the first half of this year alone, it received a total of 837,062 20-foot containers (TEUs) of imports , 1.4% more than the same period a year earlier, according to official data from the Mexican port authority.

The ITPAP (Tax and Logistics Information System) gathers monthly information provided by trucking companies and GPS vehicle tracking companies; it focuses on the average time tractor-trailers remain in operation, broken down into three critical categories during the cargo collection process: waiting, maneuvering, and customs.

For the June 2025 registry, the ITPAP used as a reference the data of 2,653 motor transport movements in the analyzed ports (Manzanillo, Lázaro Cárdenas, Veracruz and Altamira) , the busiest in Mexico, a significant sample with respect to the number of entries reported by the ports and with which it seeks to show the current situation of these maritime connection centers.

In this sense, the average time in Manzanillo was divided into 6.3 hours in customs, 3.8 hours waiting and 2.8 hours in maneuvers .

During his participation in the most recent virtual program “Origin and Destination ,” Héctor Venancio, general director of the Port Community of Manzanillo (Copoma) , listed the actions that have been implemented at the port to improve operations following the blockages in May.

He mentioned, for example, the implementation of X-ray machines during customs inspections ; the arrival of new customs operational personnel; the simplification of customs processes; and the automation of cranes at the various terminals, among others.

In the case of the other ports analyzed, average times also increased, with the exception of Altamira .

The port of Veracruz recorded an average time of 7.2 decimal hours last June, 7.2% higher than the previous month; Altamira , with 6.3 hours, showed a 5.9% reduction in time, according to the comparison months.

Meanwhile, the port of Lázaro Cárdenas , the second busiest in the Mexican Pacific, had an average record of 8.8 decimal hours, with a variation of 14.3 percent.

Understanding these figures takes on special relevance in Mexico’s current macroeconomic context, where logistics competitiveness is a determining factor for foreign trade growth and investment attraction.

Port dwell time directly impacts the sector’s productivity and, consequently, the country’s ability to meet global market demand . This indicator not only facilitates strategic decision-making for carriers and logistics operators, but also provides valuable input for designing public policies that boost the efficiency of Mexican ports.

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El cargo Ports in Mexico suffer “high tide” during times of attention to trucking apareció primero en T21.