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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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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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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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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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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