Twenty-foot equivalent unit (TEU) container traffic at Mexican ports registered another monthly decline in September 2026, marking two consecutive months of decreases. Although the balance for the January-September period remains positive compared to 2025, growth has slowed compared to last August.

According to statistics from the Secretariat of the Navy (Semar) , the National Port System registered  777,826 TEUs moved in September 2026 , a decrease of 8.3% compared to the 848,641 containers moved in August.

According to an analysis by T21 Business Intelligence , the performance in the ninth month of the year showed a monthly decline in the country’s four main ports.

In the Mexican Pacific, Manzanillo handled 329,942 TEUs during September 2016, representing a 10.6% decrease compared to the 368,883 TEUs handled in the same month of the previous year. Lázaro Cárdenas handled 203,575 TEUs, a 7.9% decline compared to August, when it handled 221,131 TEUs.

On the Gulf of Mexico side , declines were also observed. Veracruz registered a  monthly drop of 3.6%, handling 105,618 TEUs in September 2026. Altamira decreased by 9.7% with 72,891 containers moved in the ninth month of the year.

Manzanillo and Lázaro Cárdenas maintain cumulative growth

Between January and September 2026, Mexican ports handled 7,290,474 TEUs , an increase of 2.4% compared to the 7,120,875 recorded during the same period in 2025.

This increase was driven by Manzanillo , which remained the country’s main port in container traffic, with 3,154,781 TEUs in the first nine months of the year, representing a 9.5% increase compared to the same period in 2025. With this result, the port accounted for 43.3% of the total TEUs handled nationwide .

Lázaro Cárdenas ranked second with 2,008,597 TEUs, a 2.9% increase compared to January-September of last year. These two Pacific ports accounted for 70.8% of the country’s container traffic.

In contrast, Veracruz handled 907,802 TEUs, representing a decrease of 5.6%, while Altamira accumulated 651,914 TEUs, 5% less than in the January-September 2025 cycle.

These figures come in a context where Mexican foreign trade continues to strengthen. In August 2016 alone, the country’s exports reached a value of $78.01 billion, an increase of 40.4% year-on-year , according to the National Institute of Statistics and Geography (Inegi) .

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El cargo Monthly container traffic loses ground in September; cumulative growth apareció primero en T21.

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

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

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

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

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

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

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

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

Ports slow down in August

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

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

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

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

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

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

In Mexico, the hours a tractor-trailer spends tied up during port operations have consequences that extend beyond productivity. While the unit is not completing its cycle, the transport company maintains resources allocated to fuel, the driver, and the equipment itself , while simultaneously reducing its availability to perform new services and generate revenue.

An analysis by T21 Business Intelligence , based on times recorded by the Average Time Indicator for Road Transport in Ports (ITPAP) , estimates that delays in Manzanillo, Lázaro Cárdenas, Veracruz and Altamira, the country’s main ports for handling containerized cargo, represent a combined associated cost of 1,166.3 million pesos (mdp) per month for road transport, considering the operating days of each facility.

The exercise considers three components directly linked to the immobilization of equipment: diesel, operators, and tractor-trailer trucks . Relating these to the average daily flow of vehicles entering each port, the potential impact reaches approximately 38.4 million pesos daily across the four facilities.

Manzanillo accounts for the largest share , with an estimated 13.6 million pesos daily, based on an average flow of 3,700 vehicles. It is followed by Lázaro Cárdenas, with 10.8 million pesos and 2,500 vehicles; Veracruz, with 8.9 million pesos and 2,000 vehicles; and Altamira, with 5.1 million pesos daily and around 1,000 vehicles.

When projecting these impacts based on the operating days considered during August, the associated cost amounts to 414.9 million pesos per month in Manzanillo, 327.2 million pesos in Lázaro Cárdenas, 270 million pesos in Veracruz and 154.1 million pesos in Altamira.

More than just an accounting loss actually recorded by companies, this exercise allows us to quantify the resources committed due to delays . An additional hour not only prolongs a unit’s stay: it keeps capital, operators, and operational resources tied up, while reducing the tractor-trailer’s capacity to complete other transport cycles.

ITPAP shows improvement in August

From this perspective, the ITPAP’s performance during August takes on a new dimension. The average time decreased from 11 hours, 50 minutes, and 23 seconds in July to 10 hours, 40 minutes, and 39 seconds in August , an improvement of one hour, nine minutes, and 44 seconds.

By August, the ITPAP—generated from information shared by GPS and trucking companies with T21—considered 2,273 trucking movements of imported container cargo at the four ports analyzed. The reduction in the overall average, however, did not translate into a general improvement: Manzanillo and Lázaro Cárdenas saw decreases in their transit times , while Veracruz and Altamira registered considerable increases.

All three components of the ITPAP showed a reduction compared to the previous month. Customs processing time decreased from 5:44:56 to 5:14:26 hours , an improvement of 30 minutes and 30 seconds; maneuvering time decreased from 2:34:14 to 2:17:09, a reduction of 17 minutes and five seconds; while waiting time fell from 3:31:13 to 3:09:04, a reduction of 22 minutes and nine seconds.

The distribution, however, maintains a pattern that has been repeated throughout the year. In August, customs accounted for 49.1% of the overall average time, while waiting represented 29.5% and handling 21.4%. In other words, practically one out of every two minutes spent was associated with the customs component.

Manzanillo moves from last to first place

The most significant change occurred in Manzanillo. After registering the longest time among the four venues in July, with 12:50:27, in August it reduced its average to 9:34:30, an improvement of 3:15:57 hours.

The adjustment occurred in all three components. Customs decreased from 6:11:30 to 4:40:22; maneuvering, from 2:45:48 to 2:03:35; and waiting, from 3:53:08 to 2:50:32.

With this, Manzanillo caused a major shift in the ITPAP ranking: it went from having the longest wait time in July to registering the shortest among the four ports during August.

Lázaro Cárdenas maintains its downward trajectory

Lázaro Cárdenas also managed to reduce his times, although more moderately. His average went from 11:58:58 in July to 11:17:45 in August, an improvement of 41 minutes and 13 seconds.

Customs went down from 5:52:52 to 5:32:16; maneuvers, from 2:36:49 to 2:24:08; and waiting, from 3:29:17 to 3:21:21.

This trend continues the recovery that began after April, when Lázaro Cárdenas reached 16:53:10, its longest time in the first eight months of the year. Although July briefly interrupted this trend, August brought the indicator back down.

Veracruz reverses the improvement

The situation was different in Veracruz. After topping the July ranking with 7:13:01, the average time increased to 11:31:59 in August, a difference of 4:18:58, the largest negative variation among the four ports.

The deterioration also affected all three components: customs went from 3:32:16 to 5:39:08; maneuvers, from 1:37:58 to 2:33:08; and waiting, from 2:02:47 to 3:19:43.

With this result, Veracruz went from first to third place in just one month , again demonstrating the volatility that service times for road transport can present between consecutive periods.

Altamira records the longest August weather

In Altamira, the average increased from 9:36:28 in July to 13:09:39 in August, an increase of 3:33:11 that placed it as the port with the longest time of the month.

Customs advanced from 4:36:02 to 6:38:48 ; maneuvers, from 2:06:48 to 2:46:23; and waiting, from 2:53:38 to 3:44:27.

The result also represents the second longest time recorded by Altamira during the first eight months of 2026, just below the 13:35:29 observed in March.

Thus, August once again showed that the average only tells part of the story. While the overall ITPAP improved by just over an hour, Manzanillo and Lázaro Cárdenas reduced their times , but Veracruz and Altamira moved in the opposite direction, again causing significant changes in the relative performance of the venues.

The analysis becomes even more relevant when hours are translated into economic resources. For trucking, port productivity doesn’t end with an improvement or decline in an indicator: every minute a unit is idle affects asset utilization, the operator’s available time, and the possibility of completing future trips. This relationship between time and cost is what allows us to understand why efficiency within ports extends beyond their facilities and ultimately impacts the rest of the logistics chain.

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El cargo Port delays cost the trucking industry in Mexico more than 1.166 billion pesos per month apareció primero en T21.

The recovery in truck turnaround times at Mexico’s main ports during May and June hit a turning point in July of this year. The Average Truck Turnaround Time Indicator at Ports (ITPAP) registered an average of 11 hours, 50 minutes, and 23 seconds , compared to 6 hours, 33 minutes, and 43 seconds a month earlier.

The difference represents an increase of 5 hours, 16 minutes and 40 seconds , equivalent to 80.4%, and places the indicator back close to the levels recorded during the months of greatest operational pressure so far in 2026.

In July, ITPAP analyzed 2,327 truck movements at the ports of Manzanillo, Lázaro Cárdenas, Veracruz, and Altamira, with support from GPS operators and trucking companies. The trend was widespread: all four ports registered longer service times compared to June, although with significant differences in the extent of the decline.

The trend was also reflected in each of the processes that make up the index. The average time for customs procedures increased from 3:13:12 in June to 5:44:56 in July, an increase of 2:31:44. Maneuvering time increased from 1:25:53 to 2:34:14, while waiting time rose from 1:54:38 to 3:31:13.

Thus, practically half of the total time was again concentrated on customs processes , with a 48.6% share; waiting accounted for 29.7% and maneuvering, 21.7%. The distribution maintains a pattern that ITPAP has identified in previous months: regardless of the differences between ports, customs processing continues to be the component that absorbs the most time within the operational cycle.

Manzanillo registers the greatest deterioration

The most pronounced change during July occurred in Manzanillo . The port had closed June with an average of 5:34:16, but a month later the indicator climbed to 12:50:27, a difference of 7:16:11.

The deterioration was distributed among the three components. Customs increased from 2:43:36 to 6:11:30; maneuvering went from 1:12:56 to 2:45:48; and waiting advanced from 1:37:43 to 3:53:08.

With this result, Manzanillo not only went from second to fourth place among the ports analyzed, but also recorded its highest average time in the first seven months of 2026, even surpassing the levels observed between February and April.

This behavior contrasts sharply with May and June, when the venue had managed to stay slightly above five hours. Thus, July abruptly halted the improvement shown during the previous two months.

Lázaro Cárdenas is once again approaching 12 hours

In Lázaro Cárdenas, the average time went from 8:28:25 in June to 11:58:58 in July , an increase of 3:30:33.

Customs advanced from 4:09:42 to 5:52:52; maneuvers from 1:51:02 to 2:36:49; and waiting from 2:27:40 to 3:29:17.

The result also marked a change from the downward trend the port had experienced after April, when it reached 16:53:10, its highest time of the year. May had reduced the indicator to 9:31:19 and June to 8:28:25, but July brought it back practically to the 12-hour mark .

Altamira relinquishes first place

Altamira, which in June had the shortest time among the four venues analyzed, did not escape the general deterioration either.

His average increased from 5:19:46 to 9:36:28 , a difference of 4:16:42.

The customs component went from 2:38:23 to 4:36:02; maneuvers increased from 1:05:17 to 2:06:48; and waiting advanced from 1:36:06 to 2:53:38.

The change moved Altamira from first to second place in the monthly ranking . Even so, its result remained below the 13:35:29 recorded in March, the longest episode for this port during 2016.

Veracruz is containing the increase better.

In a July marked by longer times, Veracruz showed the least variation among the four ports and ended up leading the ITPAP ranking.

The average went from 6:15:26 in June to 7:13:01 in July , just 57 minutes and 35 seconds more, compared to increases of more than three, four and seven hours in the other venues.

Customs increased from 3:04:10 to 3:32:16; maneuvers went from 1:26:50 to 1:37:58; and waiting advanced from 1:44:25 to 2:02:47.

With this, Veracruz went from third place in June to first in July , followed by Altamira, Lázaro Cárdenas and Manzanillo.

An indicator that returns to double-digit territory

Looking at the first seven months allows us to better understand the change in July. The ITPAP started January with 8:47:33, increased to 11:09:20 in February and 12:56:32 in March, reaching 13:05:46 in April, the highest national average for the period.

Then came a considerable correction . May reduced the indicator to 7:01:07 and June deepened the improvement to 6:33:43, the best result recorded in 2016.

July reversed a significant part of that progress, settling at 11:50:23. This made it the third longest average time of the year , only behind March and April, and returned the indicator to a double-digit level.

Beyond the monthly fluctuations, the results again demonstrate the sensitivity of port operations to the various stages that trucking must complete within the port facilities. In July, the decline was not caused by a single factor: customs, handling, and waiting times increased simultaneously, although with varying degrees of intensity from one port to another.

And those hours have consequences that extend beyond the terminal doors. For transport companies, a vehicle stopped for longer periods reduces its capacity to complete trips , limits the productive kilometers it can travel, and forces them to allocate more resources to meet the same demand.

It is precisely this dimension that ITPAP will begin to incorporate into its analysis: not only how long road transport remains in ports, but what the cost is to companies and the logistics chain of losing productivity during those hours.

Even the time lost has a cost

The impact of port delays doesn’t end with operations. A T21 Business Intelligence study quantifies the cost to transport companies of keeping their equipment idle during the hours required to service each port, considering three main components: fuel (diesel), operator, and tractor-trailer .

With the average times considered in the exercise, Manzanillo presents the highest cost per unit, with around four thousand 934 pesos for each cycle affected by delays; followed by Lázaro Cárdenas, with four thousand 626 pesos; Altamira, with three thousand 701 pesos; and Veracruz, with two thousand 776 pesos.

The scale changes when these costs are applied to the average daily flow of trucking. Considering approximately 3,000 trucks in Manzanillo, 1,800 in Lázaro Cárdenas, 3,200 in Altamira, and 3,400 in Veracruz, the estimated combined impact reaches approximately 44.4 million pesos per day across the four ports.

Manzanillo would be most affected, with daily losses of 14.8 million pesos, followed by Altamira with 11.8 million, Veracruz with 9.4 million, and Lázaro Cárdenas with 8.3 million. More than just a problem of waiting time, these figures illustrate how port inefficiencies can directly impact the cost structure of trucking and, eventually, the rest of the logistics chain.

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El cargo ITPAP: July disrupts recovery in port service times 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.

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.