Pressure to reduce emissions and accelerate operational efficiency has begun to shift the types of investments within Mexican ports. In Veracruz, Hutchison Ports ICAVE decided to move in this direction with an investment of over 62.8 million pesos (US$3.6 million) aimed at electrifying and automating some of its internal operations, a strategy that also reflects how port operators are seeking to meet greater logistical demands without losing competitiveness.

The terminal has added six new Autonomous Trucks for the horizontal transport of containers within the port area. These trucks join six other units already in operation, bringing the autonomous fleet to 12 driverless vehicles. The investment allocated exclusively to this expansion totaled approximately 32.5 million pesos (US$1.9 million).

Beyond the technological incorporation, the move also demonstrates the terminal’s commitment to automating processes considered critical within port operations, particularly those related to the internal movement of containers , where operational continuity, maneuvering precision and the reduction of incidents are beginning to gain importance compared to traditional models intensive in diesel equipment and operational labor.

The strategy also included the acquisition of three electric reach stackers for handling full containers and two electric flatbed trucks, machinery intended to replace conventional diesel equipment. The investment in the reach stackers exceeded 25 million pesos (US$1.4 million), while the flatbed trucks represented approximately 5.3 million pesos (US$290,000).

The addition of this equipment comes at a time when ports face a double pressure: increasing capacity to handle larger foreign trade flows and, at the same time, responding to increasingly strict environmental commitments driven by both global customers and international logistics chains.

“The incorporation of electric and autonomous equipment is part of a comprehensive transformation of our operation. We are not only seeking greater efficiency, but also moving towards a cleaner, more innovative port model, prepared for the logistical and environmental challenges of the coming decades,” said Javier Rodríguez Miranda, general manager of Hutchison Ports ICAVE, quoted in a press release.

The executive announced that the new Autonomous Trucks will begin formal operations during June 2026 and that the terminal plans to later integrate them into rail operations , a component that could expand the scope of automation within the port of Veracruz and strengthen the terminal’s intermodal connection.

The company estimates that this technological transition will reduce CO₂ emissions by approximately 58% compared to using conventional diesel equipment. According to the terminal’s operational calculations, six diesel tractor-trailers generate around 58.5 tons of CO₂, while six 100% electric Autonomous Trucks produce approximately 24.3 tons.

The commitment is part of Hutchison Ports’ global NET Zero strategy, which aims to reduce absolute Scope 1 and 2 Greenhouse Gas (GHG) emissions by 54.6% by 2033, using 2021 levels as a baseline. The group has also set a goal of achieving net-zero emissions across its entire value chain by 2050.

The operational context is also significant. According to figures from the National Port System Administration (Asipona) Veracruz , the port handled approximately 1.3 million TEUs (20-foot equivalent units) and over 30 million tons of cargo during 2025, solidifying its position as one of the country’s most important logistics hubs and the leading port in the Gulf of Mexico for container traffic.

In this environment, automation and electrification are beginning to emerge not only as an environmental strategy, but also as a tool to sustain productivity, operational availability, and responsiveness to increasingly demanding and specialized logistics chains.

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El cargo ICAVE accelerates its autonomous path with an investment of 62.8 million pesos apareció primero en T21.

The arrival of new equipment at the Port of Veracruz comes at a time when pressure for operational efficiency and emissions reduction is beginning to redefine investments in port infrastructure. In this context, Hutchison Ports ICAVE announced a capital injection of more than 540 million pesos (US$30 million) , aimed at strengthening its technological capabilities and advancing its environmental agenda.

The investment has resulted in the addition of a Super Post Panamax gantry crane and five electric RTG cranes , all manufactured by ZPMC . With these new cranes, the terminal aims to address both the increasing size of vessels and the need to optimize operational flows in the yard and at the dock. The new dockside crane, with a reach of up to 24 rows of containers, is designed to handle the large-scale vessels that dominate international shipping routes—a factor that is no longer merely aspirational, but a reality in the world’s major ports.

These types of improvements not only aim to increase capacity but also to reduce operational friction . Precise maneuvering, advanced control, and the ability to handle larger vessels position the terminal more competitively in an environment where loading and unloading times are increasingly critical for logistics chains.

In parallel, the incorporation of electric RTG cranes introduces a component that is beginning to gain traction in the port debate: the energy transition . “These 100% electric units stand out for their energy efficiency and innovative emissions reduction systems, which not only optimize operating times but also contribute to a significant decrease in the carbon footprint of the terminal’s daily activities,” stated Javier Rodríguez Miranda, General Manager of Hutchison Ports ICAVE, in a press release.

The emphasis on electrical equipment is not isolated. According to the executive, this investment aligns with Hutchison Ports’ global Net Zero strategy , which aims for a 54.6% reduction in absolute greenhouse gas emissions (scopes 1 and 2) by 2033, as well as the goal of achieving net-zero emissions across its entire value chain by 2050. In other words, technological modernization is becoming closely linked to measurable environmental commitments, moving beyond mere rhetoric.

At the operational level, the terminal anticipates improvements in its handling capacity and vessel turnaround times, critical variables in a port like Veracruz, where the demand for port services coexists with the need to avoid bottlenecks. The addition of this equipment is part of a broader infrastructure upgrade process, which includes the adoption of electric and, gradually, automated solutions.

However, the underlying issue goes beyond a simple fleet expansion. The investment in state-of-the-art equipment reflects a broader trend in the industry: ports are no longer just competing on volume, but also on efficiency, sustainability, and the ability to adapt to an increasingly demanding maritime trade.

With this investment, Hutchison Ports ICAVE reinforces its position within the national port system, at a time when modernization is no longer a competitive advantage but a necessary condition to sustain operations in the long term.

This terminal upgrade comes at a time when ICAVE has handled 164,553 twenty-foot equivalent units (TEUs) in the first two months of this year, 8.4% more than the same period last year, according to information from the port authority.

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El cargo ICAVE modernizes its operational capacity in Veracruz apareció primero en T21.

The detection of hydrocarbons in the port of Veracruz , reported on April 4 by the Mexican Navy (Semar) , comes at a time when the traceability of contaminants in the Gulf of Mexico discovered since the beginning of March of this year has become unclear. Regarding the CMA CGM Moliere vessel —docked since March 27 at pier 14 of ICAVE —authorities confirmed the presence of residue, but not its origin, opening a front of uncertainty that transcends this specific incident and is part of a regional context marked by spills with no clear cause and ongoing operational repercussions.

According to a statement issued by the Mexican Navy (Semar) on April 4, naval personnel conducted reconnaissance and cleanup operations after detecting oil slicks and iridescent patterns on the water’s surface in the port of Veracruz. The hydrocarbons were contained within booms placed around the vessel—owned by the French company CMA CGM —in an area of ​​approximately 20 by 30 meters, from which nearly 180 kilograms of contaminated material were collected.

The document also provides a relevant temporal element: since the ship’s arrival on March 27, the presence of these containment barriers had already been confirmed , suggesting that the event was neither immediate nor necessarily public from its origin.

Despite this, the Navy avoids establishing a direct causal link . Instead of attributing the spill, it merely notes the presence of hydrocarbons “in the vicinity” of the vessel and confirms that no contamination was detected outside the contained area.

More than a week after the ship’s arrival, and with the incident already under control and in its containment phase, the source of the contaminant remains undetermined . In this context, a source close to the incident investigation told T21 that a certified underwater inspection of the vessel will be carried out this Wednesday, April 8 , to verify whether or not there is a connection between the ship and the presence of the hydrocarbon.

In contrast to the statement issued by the Navy on April 4, the Veracruz Port Authority (Asipona) has not yet published an official statement on the incident through its institutional channels, despite it occurring within the port area under its administration. This is particularly relevant considering the operational importance of the Port of Veracruz, which in 2025 ranked third nationally in container handling, with 1,299,337 TEUs (twenty-foot equivalent units) moved , surpassed only by Manzanillo and Lázaro Cárdenas, according to data from the port authority itself.

For its part, T21 sought out CMA CGM executives to learn their position after the events that occurred between March 27 and April 4; however, the shipping company declined to offer statements at this time.

A navigation specialist who requested anonymity told T21 that the ship’s captain may have requested the cleaning of the vessel’s hull in anticipation of a possible denial of entry to its next ports of call due to hydrocarbon pollution, such as the port of Houston, Texas.

This situation has begun to affect port operations. The presence of the CMA CGM Moliere vessel at the ICAVE terminal, while the origin of the hydrocarbon is being clarified, has already led to delays in the arrival and servicing of other vessels , which anticipates disruptions to the logistics chain for foreign trade users, particularly importers and exporters.

In addition, the ICAVE terminal itself has been unable to unload a ship that arrived this week with new equipment , including dock and yard cranes, which adds pressure to operations at a port that remains one of the main container hubs in the country.

The impact comes in an already tense context. Since early March, an oil spill in the Gulf of Mexico—whose origin has yet to be determined by federal authorities—has begun to affect regional maritime operations. Alerts from the logistics sector indicate that shipping companies such as Ocean Network Express (ONE) have reported navigation restrictions, vessel diversions, delays, and additional costs in ports like Veracruz and Altamira.

While there is no confirmation that the two events are linked , the temporal coincidence between an active regional spill and a local incident with no defined traceability introduces an additional factor of pressure on port operations.

Thus, what began as an event contained in a delimited area evolves into a broader scenario: hydrocarbons whose origin has not been determined, operations that begin to feel its effects, and a logistics chain that, faced with uncertainty, begins to adjust times and costs .

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El cargo Investigation underway into the origin of hydrocarbons surrounding a CMA CGM vessel in the port of Veracruz 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.

Mexico’s ports started 2026 on the “right foot”, moving 797,906 twenty-foot containers (TEUs) , which meant an 8.8% increase compared to January 2025, according to figures from the Secretariat of the Navy (Semar) .

An analysis by  T21 Business Intelligence showed that Lázaro Cárdenas, in Michoacán, handled 235,103 TEUs during the first month of this year, 21.8% more than in January 2026, while the port of Veracruz moved 93,032 TEUs , representing an increase of 13.8% in the period.

Manzanillo, in Colima , was the port that registered the most container movement at the beginning of 2026, with a total of 354,534 TEUs, an increase of 7.8% compared to the same cycle of 2025.

In contrast, Altamira, in Tamaulipas, continued its downward trend . In January 2026, it handled 63,374 TEUs, representing a 9.3% drop compared to January 2025, marking two consecutive months of decline.

Smaller ports also saw significant variations in January 2026 compared to the same month in 2025. Guaymas, in Sonora, reported a 95.3% increase with 1,586 TEUs handled during the period. Mazatlán, in Sinaloa, experienced a 35.1% decrease with 2,284 TEUs handled.

Regarding participation in the first month of 2026, Manzanillo accounted for 44.43% of the total movement of 20-foot containers ; Lázaro Cárdenas had 29.46%, Veracruz 11.66%, and Altamira 7.94 percent.

Faced with less than encouraging growth forecasts, Mexico’s main ports are emerging as key points to sustain the country’s competitiveness.

In that context, 2026 presents a mixed economic outlook for Mexico: while the Ministry of Finance and Public Credit (SHCP) projected a growth of the Gross Domestic Product (GDP) of between 1.8% and 2.8%, the Organization for Economic Cooperation and Development (OECD) forecasts an expansion of 1.4% for the Mexican economy.

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El cargo Mexican ports start 2026 with an increase in TEU movement 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.

In Veracruz, history has never been mere scenery: it’s a driving force that continues to propel the port forward. That’s why, when Hutchison Ports ICAVE decided to celebrate its first 30 years of operation, it opted not for a traditional corporate retrospective, but for an exercise in critical reflection. The result was “Veracruz, Port of Centuries,” a documentary that explores five centuries of maritime activity to understand how the port became a backbone of Mexican foreign trade.

The premiere at Foro Boca brought together the port community, academia, government officials, and business leaders, in a gesture that sought more than just to commemorate a date: to connect past, present, and future around the port’s strategic role. The stage setting underscored the tone of the production: an aesthetic and technical reflection that delves into Veracruz’s logistical identity and its constant process of transformation.

The documentary is structured in six chapters that trace the history of the port from colonial activity in San Juan de Ulúa to its contemporary expansion into Bahía Norte. The collective narrative, featuring historians, specialists, and key figures in the sector, reconstructs the port’s major milestones and the moments when infrastructure, public policy, and global dynamics redefined its course. The arrival of Hutchison Ports ICAVE in 1995 emerges as a turning point that modernized container handling in the Gulf of Mexico.

Among the testimonials, those of Susana Díaz Virgen , general manager of ICAVE, and Jorge Lecona , director of Hutchison Ports in Mexico, Latin America and the Caribbean , stand out, who share the vision of the project and its impact for Veracruz.

More than a chronological overview, the piece offers a critical analysis of port development. It highlights technological advancements but also acknowledges the tensions inherent in operating in an environment where commercial interests, regulatory policies, logistical demands, and the expectations of an economy dependent on the constant flow of goods converge. The documentary presents a diverse port community that has sustained this evolution: operators, specialists, technicians, and professionals who embody the port’s transformation.

The production report also underscores ICAVE’s operational leap over three decades: from four hectares to a state-of-the-art terminal with a capacity of 1.3 million TEUs (20-foot equivalent units) annually , equipped with Super Post Panamax cranes—including automated units—autonomous tractor-trailers, and traceability systems based on RFID, OCR, and real-time monitoring. It’s not just about infrastructure, but a technological ecosystem designed to compete on a global scale.

The documentary also highlights the terminal’s economic importance: handling over 30% of the nation’s containerized cargo, providing thousands of direct and indirect jobs, and representing a cumulative public-private investment exceeding 60 billion pesos. It also addresses the challenge ahead: a sustainability strategy aimed at complete decarbonization by 2050, a goal that necessitates a complete rethinking of the port’s operational and energy model.

With an educational focus, the piece aims to reach schools, universities, and specialized forums, and is positioned as a tool for understanding how maritime history has shaped the country’s economic development. Its value lies in showing that the port is not only defined by container traffic, but by a trajectory that continues to be redefined. In this sense, the production acts as a mirror: it invites us to look at what Veracruz has been, but above all, what it is compelled to become in the face of the new demands of foreign trade.

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El cargo “Port of Centuries”: the documentary that reveals the maritime identity of Veracruz apareció primero en T21.

The first major turning point came in 2005, when GOLMEX expanded its refrigeration facilities and opened its first SADER Animal Health Inspection Point , a milestone that streamlined the flow of animal goods and ensured the integrity of products requiring specialized verification. Two years later, in 2007, the company obtained certification to operate the Phytosanitary Inspection Point , consolidating a comprehensive offering for handling agricultural cargo and increasing its operational capacity with 16 service doors, 200 connections, and 20 generator sets for refrigerated containers—an unusual platform for the port at the time.

Growth didn’t stop there. In 2015, GOLMEX opened the Phytosanitary and Zoosanitary Inspection Point for dry goods , a 20-door facility that expanded its reach beyond perishables and strengthened its presence in operations requiring speed, traceability, and strict sanitary conditions. These three points, located within the port, cemented the company’s reputation as a technical operator capable of meeting the demands of sectors such as agriculture, meat, and pharmaceuticals, where sanitary certification is as crucial as maintaining the cold chain.

The strategic leap forward came with the development of Logistics Center 13 ½ , designed to decentralize processes and address the natural saturation of the port area. Located five kilometers from the main entrance to the Port of Veracruz, this 170,000-square-meter complex houses the first SADER Refrigerated External Inspection Point, with 20 operational doors, 100 container connections, and the capacity to perform up to 70 inspections during regular hours, in addition to 50 cross-docking operations daily. This external point reshaped operations: it allowed cargo to be moved without entering the port, reduced storage costs, and eliminated the need for customs clearance to retrieve samples sent to the laboratory.

The expansion also included the External Dry Inspection Point , with 12 operational access points, which, combined with GOLMEX ‘s internal infrastructure, brings the total to 36 gates for phytosanitary and zoosanitary inspection of perishable goods, 300 connections for refrigerated containers, and 32 positions for dry cargo inspection . This critical mass of infrastructure has made the company a regional benchmark for SADER services, a position sustained by 24/7 availability, greater maneuvering space, and processes that minimize bottlenecks in a port where every minute defines costs.

The company also anticipated the growth trend in Mexican foreign trade. With territorial reserves for expansion, GOLMEX plans to increase its Refrigerated External Inspection Point to 51 operational gates and its Dry External Inspection Point to 47, an expansion that reinforces its commitment to absorbing greater demand in sectors that cannot afford to wait.

Over the past 25 years, GOLMEX has evolved from a port operator to a strategic component of the healthcare system in Veracruz. Its infrastructure supports processes that, while invisible to the consumer, determine the competitiveness of the agri-food and pharmaceutical supply chains that depend on the port. In an environment of increasing regulatory pressure and accelerating volumes, its logistics model demonstrates that healthcare efficiency is not a mere formality, but a structural advantage that influences costs, timelines, and international confidence. Its track record confirms that modern logistics is built from the points that almost no one looks at: inspection gates, available energy, extended shifts, and the ability to anticipate what the market will demand tomorrow .

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El cargo GOLMEX, 25 years driving the health pulse of the port of Veracruz 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.