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.

Grupo CICE celebrates its 35th anniversary at a time when the company is seeking to consolidate its position beyond its origins as a port operator. The celebration coincides with a period of infrastructure expansion, integration of logistics services, and new investments that reflect a strategy aimed at strengthening its participation in the supply chains connecting Mexico with international markets.

Since beginning operations on August 1, 1991 , as the first Mexican-owned port operator, the company has evolved into a model that integrates port, logistics, and land transportation services. According to the company, this transformation has responded to the evolving needs of national and international trade and the growing demand for comprehensive solutions that support the movement of goods.

Grupo CICE’s evolution is also reflected in its most recent investments. The company recently inaugurated its Semi-Specialized Container and Project Cargo Terminal in the North Bay of the Port of Veracruz , an infrastructure that expands the operational capacity of the country’s main commercial port and which it subsequently reinforced with a new phase of expansion focused on increasing storage capacity and handling of specialized cargo.

This growth was complemented by obtaining the Made in Mexico Distinction , awarded by the Ministry of Economy , for its logistics services, a recognition that supports the development of national capabilities in a strategic sector for foreign trade and that strengthens the company’s position within the logistics market.

For Leoncio Pérez López, CEO of Grupo CICE, the company’s evolution is based on a philosophy that has accompanied its development since its creation.

“Having been created to provide service, CICE has continually sought more and better ways to contribute to the development of foreign trade and Mexican industry . It has been the driving force behind our development and the horizon of our vision. Being the Most Complete Option is not a slogan, it is a commitment,” he stated.

The company states that this vision has allowed it to strengthen capabilities, expand its presence, and develop comprehensive solutions supported by the experience of its staff, innovation, and continuous improvement—factors it considers fundamental to responding to an increasingly demanding and competitive logistics environment.

With this anniversary, Grupo CICE also reaffirms its commitment to continue investing in innovation, sustainability, and the integration of logistics solutions to address the evolving dynamics of global trade. Under this strategy, the company seeks to consolidate a platform capable of connecting port services, transportation, and logistics with a long-term vision, at a time when supply chain efficiency has become a key differentiator for the competitiveness of Mexican foreign trade.

Currently, Grupo CICE supports its operations with a workforce of over 2,500 employees and an infrastructure that includes port terminals in Veracruz (North Bay and South Bay), Tampico, and Altamira, where it collectively handled more than six million tons of cargo in 2025. In addition, it has a logistics and warehousing network with a presence in Veracruz, the State of Mexico, and Monterrey, whose expansion aims to strengthen warehousing, transactional logistics, and 3PL solutions for supply chains. Furthermore, it has a trucking division with more than 170 owned vehicles , which complements its door-to-door service offerings.

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El cargo Grupo CICE reaches 35 years with a commitment to expanding its role in foreign trade logistics 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.

Mediterranean Shipping Company (MSC) began operations of its new regular PAMEX service at the Grupo CICE Semi-Specialized Container and Project Cargo Terminal , located in the North Bay of the Port of Veracruz.

The service officially began on July 4th with the docking of the MSC KEY F vessel , marking the start of a weekly containerized cargo operation aimed at serving import and export markets.

According to information released by Grupo CICE , the PAMEX service will initially consist of the ships MSC KEY F and MSC NORDEROOG , and includes four weekly calls that will strategically connect the ports of Veracruz, Altamira and Cristóbal, with the aim of expanding logistical options for foreign trade.

The addition of this service strengthens the maritime connectivity of the Port of Veracruz and expands the range of services offered by the Grupo CICE terminal in the North Bay to support foreign trade operations.

Grupo CICE stated that the incorporation of the PAMEX service is part of its strategy to strengthen port infrastructure and services, as well as maintain alliances with international shipping lines operating in Mexico.

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El cargo Mediterranean Shipping Company incorporates PAMEX service at Grupo CICE terminal in Veracruz apareció primero en T21.

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.