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.

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.

The Labor Day holiday in China, celebrated from May 1st to 5th, presents a logistical challenge for international trade due to the temporary closure of its main economic engines. This period results in a three- to five-day pause in factories and ports, disrupting the flow of goods to key markets such as Mexico . The holiday is not an isolated event, but rather a phenomenon that overwhelms the operational infrastructure in cities like Shanghai, Ningbo, and Shenzhen.

In an interview with T21, Arturo Gómez Marín, senior manager of Customs and Foreign Trade at  CGA Customs Consulting , explained the magnitude of the problem in the global supply chain .

“ Both the available space in China and the use and availability of containers are beginning to experience significant saturation, because if we look at it as a chain, there is already a demand for ships and containers. So, with this overdemand and the resulting shortage, you start to see an effect with the increase in maritime freight costs; then you begin to see a bottleneck generated by this saturation in Chinese ports,” he noted.

In Mexico, the five-day shutdown of these three Chinese ports directly impacts the customs offices in Manzanillo, Colima, and Lázaro Cárdenas, Michoacán , which could face bottlenecks, as delays could extend up to 15 days within the country. As a result, storage and demurrage costs increase.

“For an importer, an operator in Mexico could have an impact of up to 30 percent. Because remember that you’re dealing with the increased freight costs in China, and you’re also paying for additional handling at Mexican ports. So, you’re already seeing a significant increase,” he indicated.

The situation is further complicated by geopolitical factors, Gómez explained, such as conflicts in the Middle East and the Strait of Hormuz , which limit the supply of raw materials. This scarcity forces buyers to seek inputs in other regions at higher prices to avoid complete production shutdowns. The combination of holidays and geopolitical crises creates a highly uncertain scenario for importers and affects certain sectors more than others, such as the automotive industry.

“There are materials that are needed for production, and it’s more expensive not to have them than to pay those extra costs (…)  the automotive industry, of course, a plant shutdown is very costly. I think the chemical industry, because shutting down a reactor is also very complex. I believe they would be absorbing the extra costs,” he warned.

For sectors involving finished goods, such as textiles, footwear, or toys, the recommendation is usually to wait for logistics to stabilize after the holidays . However, any decision must be accompanied by sound planning to avoid compromising operations. “I believe that right now the supply chain needs to be strategic,” Gómez emphasized.

Recommendations for importers

Both Gómez and Jocelyn Martínez, senior import contracts analyst at Eternity Group Mexico , shared a series of recommendations with T21 to mitigate the impact of the holiday and ensure the continuity of business operations:

• Anticipation: Plan shipments, make bookings and shipping arrangements at least four weeks in advance of the start of the holiday and confirm itineraries.
• Document management: Request documents such as certificates of origin or invoice corrections well in advance of the closure of administrative offices in China. Also, ensure that commercial invoices, packing lists , and certificates are ready before closing time.
• Safety stock: Maintain a reserve stock that covers an additional two to four weeks of regular demand to avoid shortages.
• Direct routes: Avoid services with transshipments, as the risk of cargo being stranded in intermediate ports increases during the reorganization of shipping lines’ schedules.
• Plan B: Explore alternative ports and shipping companies to diversify entry options.
• Direct communication: Confirm with suppliers the actual dates of closure and restart of operations at 100%, as many factories extend their breaks beyond the official days.

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El cargo From Labor Day in China to logistics costs in Mexico apareció primero en T21.

Shipping companies Maersk and Hapag-Lloyd have filed a direct complaint with Mexican customs authorities—specifically the Lázaro Cárdenas port customs office—demanding greater efficiency in transshipment container inspections , given the increased dwell times that are already causing operational inefficiencies and risks to the continuity of their projects and services.

During the 14th Lázaro Cárdenas Port Community Business Meeting , Lidia Linares, Operations Manager for Maersk in Mexico, raised a concern that, she warned, has become widespread across the entire shipping industry operating in the Michoacán port, the second most important for container handling on the Mexican Pacific coast. “Not only Maersk, but all the shipping lines that operate there have had some complicated situations regarding cargo inspections by customs (…) what worries us is the lack of close or structured coordination and communication,” she stated.

The director clarified that the issue is not the authority’s power to inspect cargo , but rather the lack of predictability and certainty regarding the timelines. “No one is saying there shouldn’t be inspections (…) but we are concerned about cargo being held up for extended periods during inspection,” she stated, while emphasizing that the limited feedback—in an environment involving multiple authorities, including the Mexican Navy —ultimately complicates operational management.

In a subsequent interview with specialized media, Linares put the impact into concrete figures: currently, Maersk is facing an average of 300 transshipment containers held up for inspection in Lázaro Cárdenas, with no indication of when they will be released. “They aren’t being loaded (onto the ships) because they are still being held up,” he explained.

The effect on the logistics chain is immediate. Linares explained that each container can remain at the terminal for up to 15 days , well above a healthy operating standard of eight days—with seven days of free storage according to Mexican law—resulting in lost maritime connections and additional costs. “Ultimately, you lose the transshipment, and after 15 days, storage fees begin, and this impacts the customer,” he emphasized, stressing the need for greater traceability and clarity in the processes.

This observation carries greater weight in a context where transshipment already represents 51% of the port’s operations—an activity that has shown a growing trend in recent years—and is a central part of Maersk’s growth strategy in Mexico. The company is evaluating increasing these operations in Lázaro Cárdenas, leveraging the expansion of the APM Terminals terminal (part of the Maersk Group) and the port’s potential as a regional hub , with connections to the US East Coast—via routes using the Panama Canal—as well as to Central and South America. However, Linares cautioned that this development depends on efficiency throughout the entire supply chain.

On that same front, the executive highlighted the importance of the Gemini alliance with Hapag-Lloyd—the world’s fifth-largest shipping company—designed to offer high levels of schedule reliability. “We’re at over 80% and almost 90% schedule reliability ,” she stated, although she acknowledged that this operational precision is compromised when containers are held up without certainty regarding inspection times.

From the same perspective, Roberto Morales, senior cargo operations manager at Hapag-Lloyd, supported the diagnosis and expanded on the scope of the problem . “It doesn’t just affect one shipping line; it affects all the shipping lines that dock in Lázaro Cárdenas. It’s the high volume of containers that customs is inspecting,” he stated.

Morales insisted that the industry does not object to the inspections themselves, but it does question their execution. “They could inspect 100% of the containers, if they had the capacity, but in a very efficient system,” he pointed out. The reality, however, is far from that scenario: “We have a lot of cargo that sits idle for 10, 20, 30 days , and that doesn’t exactly speak to an efficient system in a Mexican port.”

In response to these concerns, Heliodoro Álvarez, general director of the Lázaro Cárdenas National Port System Administration (Asipona) , who was also present at the business meeting, acknowledged that it is a persistent problem, although he noted that it is addressed through the port’s various operational committees . “All the issues and problems that arise are brought to the table,” he stated, adding that customs authorities also participate in these meetings (the same authorities that did not participate in the Lázaro Cárdenas port community event held the previous day in Mexico City).

The official emphasized that customs operates under independent federal guidelines, which limits local agency’s room for maneuver. However, he assured that they are following up on cases reported by shipping companies and agents to “unblock and expedite the process ,” although he admitted that “it has been complicated” and that progress has been gradual.

Álvarez added that, at the federal level, efforts are underway to strengthen customs operations—including plans to extend the operating hours of the Lázaro Cárdenas customs office to closer to 24 hours —as well as infrastructure investments to expand inspection lanes at the port. “I know the problem is ongoing, but we haven’t given up,” he stated.

However, the contrast between the pace of institutional solutions and the operational urgency of shipping companies reveals a structural tension: while the port of Lázaro Cárdenas is accelerating investments to consolidate itself as a regional logistics hub , the efficiency of its customs link continues to lag behind the demands of global trade. At this critical juncture—where infrastructure, regulation, and execution converge—not only is the fluidity of transshipments at stake, but also the port’s credibility as a competitive platform compared to other Pacific nodes .

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El cargo Maersk and Hapag-Lloyd complain: Lázaro Cárdenas customs stops transshipments apareció primero en T21.

Grupo Directo Express announced that as part of its expansion plans for this year, it will focus on expanding its services in the port of Lázaro Cárdenas , as well as reaching Manzanillo, and also venturing into intermodal transport.

“This year, the goal is the diversification process to integrate ourselves into the intermodal industry. We are going to manage 100 units, and we will do so in both containerized cargo and the steel industry,” said Iago Cano, Commercial & Business Strategy Manager for the company.

In an interview following the monthly meeting of the Mexican Intermodal Transport Association (AMTI) , he specified that in the coming days they will receive 2 of 20 full-size container units, in addition to offering competitive rates.

However, he said they see challenges in intermodal transport, including the efficiency of routes and carrying out services with full containers.

“The goal here is to avoid returning empty, and we have to find a way to do it. We are experts in dedicated intermodal unit service, and we believe that will lead us to that, precisely because of the return of empty containers, and we aim to be very competitive in our rates under this dedicated service model,” he explained.

He mentioned that they would be looking to develop various intermodal routes, although being in the port of Lázaro Cárdenas would be the first to begin with coverage in the center, Bajío, north, “the objective is to look for those that allow us to have the equipment going back and forth, we can develop the destination.”

Therefore, he anticipated that they will begin the intermodal service in 2026 , and will also seek closer ties with the railways.

Manzanillo and Veracruz, ports in the sights of Directo Express

Cano recalled that three years ago, they ventured into Lázaro Cárdenas through the transportation of finished vehicles with their car carrier division, which has experienced constant growth with its two yards located near this port.

“We handle the entire operation, not only of finished vehicles but also of steel coils, and we currently have a distribution yard. We are aiming to have the construction of another yard, fully equipped for its operation, completed by the end of this year. We don’t currently have storage yards for containerized cargo, but we haven’t ruled it out,” he stated.

He added that Grupo Directo Express is also interested in reaching the ports of Veracruz and Manzanillo , with the latter being the next destination before the end of 2026, offering the same services they currently provide in Lázaro Cárdenas.

He stated that although challenges exist, 2026 is a year of consolidation for the company, and they will continue renewing their fleet, with an increase of approximately 20% per year in Mexico. Grupo Directo Express currently has 1,200 tractors and 1,200 trailers.

Currently, the firm makes approximately 240 daily shipments from Nuevo Laredo, and distribution to different points in the country, as well as yards in Salinas Victoria, San Luis Potosí, Silao, Aguascalientes, Toluca, among others.

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El cargo Grupo Directo Express is committed to intermodal 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.

The emergence of a new player in the Lázaro Cárdenas port ecosystem is beginning to take shape following the awarding of one of the most discreet—yet strategic—projects of recent years. Porter Holding , through its subsidiary Porter Lázaro Cárdenas , won the bid to develop and operate a Multi-Purpose Terminal (TUM) which, although simplistically referred to as a “coastal shipping dock,” actually represents a much broader undertaking within the port area.

The process, initiated in February 2025 by the Lázaro Cárdenas National Port System Administration (Asipona) , concluded on August 21 of the same year with the award in favor of the group, while the contract was signed on January 26, 2026. The agreement includes a partial transfer of rights for 19 years over an area of ​​approximately 204,000 square meters, where a terminal will be developed with the capacity to handle coastal shipping, mineral bulk, and general cargo.

According to information from the Proyectos México platform, behind Porter Lázaro Cárdenas are identified related companies such as Grupo Regio Cal, SA de CV , Porter Dos Bocas, SA de CV and Teds Latam, SA de CV , which suggests a corporate structure that combines experience in industrial, logistics and energy sectors , aligned with the logic of asset integration that characterizes the group.

The project timeline also outlines a clear path for its completion. The handover of the area will take place within 120 days of the contract signing, that is, no later than May 26, 2026. Subsequently, construction must begin within 90 days of the approval of the final project design by the General Directorate of Ports of the Secretariat of the Navy , while operations are scheduled to commence within 730 days of the area’s handover, with an estimated deadline of May 25, 2028.

Although in public discourse the project has been directly linked to the promotion of cabotage—a policy that has gained prominence on the national logistics agenda since the administration of Andrés Manuel López Obrador, albeit without much success —its design reveals a different operational logic. The inclusion of multiple types of cargo suggests that cabotage, on its own, does not yet offer sufficient scale to sustain a profitable port operation, and therefore it is integrated with other segments that allow for revenue diversification and maximize the use of the infrastructure.

This reading becomes more relevant when observing the recent performance of the port itself: during 2025, Lázaro Cárdenas handled 2,998,664 tons in cabotage activities , just 0.3% more than in 2024, according to statistics from the port authority, mainly concentrated in general cargo, mineral bulk, oil and derivatives, as well as other fluids.

This distinction is significant considering that the coastal shipping dock in Lázaro Cárdenas had been completed since 2024 but remained unoperational precisely because of the lack of an assigned operator. The tender that Porter won today not only unlocks this asset but also integrates it into a more comprehensive logistics platform , aligned with the current needs of regional trade.

Porter Holding’s entry into the Michoacán port should also be interpreted in terms of positioning. Until now, the port has been dominated by large container operators such as APM Terminals and Hutchison Ports , focused on transpacific trade. In contrast, the new TUM is targeting less visible but growing segments: industrial cargo, regional shipments, and supply chains linked to nearshoring .

In this context, Porter’s move involves not only operating a terminal, but also the possibility of integrating logistics infrastructure with other sectors where the group already has a presence, particularly in energy and project development. If this integration materializes, the company could transition from being an asset developer to an operator with a direct impact on Mexican foreign trade flows .

Thus, what began as a project perceived as “parsimonious” within the port is now shaping a quiet shift in the landscape of stakeholders in Lázaro Cárdenas . The key will lie not only in the commissioning of the coastal shipping pier, but also in Porter’s ability to transform this concession into a logistics platform that responds to—and capitalizes on—the new dynamics of trade in Mexico.

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El cargo Porter Holding wins Multipurpose Terminal in Lázaro Cárdenas apareció primero en T21.

Nine years after receiving its first ship at the port of Lázaro Cárdenas, APM Terminals Mexico’s reflection is not nostalgic, but strategic. What is now one of the most sophisticated terminals on the Mexican Pacific coast began as a gamble that many considered risky . “From its inception, it was conceived as a terminal for the future,” recalled Beatriz Yera, its CEO, in an interview with T21. And she’s not exaggerating: it was the first with a fully automated yard at the time, a technological decision that, she admitted, “frightened many, even globally.”

That initial vision set the course. Automation wasn’t a luxury; it was the foundation for standardizing processes, enhancing operational excellence, and transforming the terminal into a precision machine. “If there’s one terminal in Mexico that has looked to the future from the very beginning, it’s this one. And it will continue to look to the future,” he asserted. The next frontier has already been set: to become the first terminal in the country—and possibly in Latin America—whose energy source is entirely green .

In mid-January of this year, the company announced that it had signed a contract with Iberdrola Mexico to supply the terminal with up to 95% of its electricity from certified renewable sources by the third quarter of 2026; while the remaining 5% will come from solar panels.

But the story of these nine years can’t be explained solely by infrastructure. It’s understood by how the terminal integrated itself into the regional dynamic. Yera emphasized that Pacific ports can’t be viewed solely in domestic terms. A significant part of the operation is transshipment , and therein lies one of the keys to growth. Last year, the terminal grew by more than 20%, driven by new regional services. It’s not just about handling imports, but about capitalizing on Mexico’s geographic potential.

Furthermore, the upcoming inauguration of Phase II of the APM Terminals Lázaro Cárdenas expansion project reinforces this logic. With equipment already installed, tested, and permits practically finalized, the expansion opens up capacity not only for the local market but also to attract more regional services and even consolidate Lázaro Cárdenas as a hub . “We aspire to be able to move around 1.5 million TEUs (20-foot equivalent units) this year ,” shared Yera, aware that the ramp-up will be gradual and will depend both on the macroeconomic context and the ability to attract more shipping lines.

Phase II of the project, scheduled to open at the end of March this year, seeks to expand the terminal by 65 hectares, doubling its operational capacity to reach 2.2 million TEUs , under an investment of 165 million dollars.

Reliability is another key asset. The CEO of APM Terminals Mexico noted that the Gemini Cooperation maritime service (a joint venture between Maersk and Hapag-Lloyd ) in Lázaro Cárdenas has maintained on-time performance levels exceeding 95%, and the terminal has acted as a shock absorber within the shipping network, mitigating delays and restoring services to their schedules thanks to efficient and predictable operations. This consistency, coupled with automation, has even allowed for reduced turnaround times despite increased inspections.

However, Yera rejected the idea of ​​an isolated terminal. Competitiveness, he emphasized, depends on the entire port ecosystem: pilots, tugboats, customs, carriers, and authorities. “We don’t see the terminal as just that,” he explained, describing the coordination work necessary for the supply chain to flow smoothly from end to end. One priority on his wish list is for the Lázaro Cárdenas customs facility to be upgraded to a Type 1 facility, with greater resources and operating hours that reflect the new operational reality.

According to official statistics, the port of Lázaro Cárdenas closed 2025 with an operation of two million 616 thousand 770 20-foot containers (TEU) , 8.7% above what was reported a year earlier.

Looking ahead, the ambition combines complete decarbonization, regional consolidation, and a deepening of the Lean culture that already permeates the organization. But above any KPI, there’s one word he repeats: safety . “If there’s one thing I always emphasize, it’s safety. Safety of people and safety of cargo.”

With nearly 1,100 employees across both terminals—APM Terminals also operates a mixed-use terminal in Puerto Progreso, Yucatán—and new training programs underway for Phase II, Yera summarized his tenure with a personal conviction: “This is The Dream Job . ” Because, he said, it’s not just about moving containers, but about influencing communities, foreign trade, and the future of a country. Nine years later, that commitment to the future has ceased to be a promise and has become a reality.

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El cargo APM Terminals, nine years playing in the first division in Mexico apareció primero en T21.

Hutchison Ports LCT was recognized by KIA Motors Mexico as “Supplier of the Year, Logistics Performance Hutchison Ports LCT” , a distinction that the automaker awarded after a comparative evaluation process in which seven suppliers of the logistics ecosystem participated, and which positions the port terminal (Lázaro Cárdenas, Michoacán) as one of the actors with the best operational performance within its supply chain in Mexico.

The award was presented in Monterrey, Nuevo León, by KIA Vice President Kwansu Kim to Hutchison Ports Commercial Director Francisco Javier Orozco Mendoza, in a ceremony that formalizes an evaluation based on key technical and operational criteria for the automotive industry: regulatory and contractual compliance, response times, service quality, incident management, KPI (performance indicator) compliance, operational capacity, flexibility in changing scenarios, and quality of communication with clients and authorities.

Beyond the formal ceremony, the distinction is the result of a structured process of measuring logistics performance , where Hutchison Ports LCT was evaluated under the same parameters as the rest of the suppliers considered, giving the recognition a competitive and comparative character within the industrial ecosystem that surrounds KIA Motors Mexico.

The relationship between the two organizations dates back to 2016, when KIA, together with its logistics partner Hyundai Glovis Mexico , began moving containers for the installation and start-up of its automotive plant in Pesquería, Nuevo León. Since then, the operation has evolved from a logistics startup to a long-term collaboration that integrates complex processes and ongoing operational coordination with the automaker’s Tier 1, 2, and 3 supplier network.

This operational evolution is one of the elements that explain the recognition. The progressive integration of processes, the standardization of logistics flows, and the building of a relationship of institutional trust allowed for the consolidation of a continuous working model between the terminal and KIA’s production structure in Mexico, aligned with objectives of efficiency, stability, and reliability.

From Hutchison Ports LCT’s perspective, the award is seen as a collective achievement. Alfredo Huesca Sánchez, the terminal’s general manager, attributed it to the coordination of all stakeholders within the operational community and close collaboration with clients, emphasizing that the recognition is not the result of an isolated effort, but rather a well-structured organizational approach.

“We are deeply honored by this recognition, which motivates us to continue perfecting our operational discipline, strengthening the precision of execution and, above all, continuously raising service levels to support the growth and logistical efficiency of our clients,” he stated.

With this recognition, Hutchison Ports LCT strengthens its position as a logistics partner for the automotive industry in Mexico and consolidates its role within the national port system as a terminal aligned with standards of performance, efficiency and continuous improvement, in an environment where logistics has become a critical component of industrial competitiveness.

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El cargo KIA Motors Mexico recognizes Hutchison Ports LCT as Supplier of the Year 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.