The port of Manzanillo, Mexico’s busiest for containerized cargo, closed the first half of 2026 with near double-digit growth in container traffic, but this aggregate figure only tells part of the story. Behind the increased volume lay a deeper transformation: cargo became even more concentrated at the SSA Marine Mexico and Contecon Manzanillo terminals , while TIMSA ( owned by Hutchison Ports ) and OCUPA (also owned by SSA) lost market share, and several shipping lines significantly altered their presence at each terminal.

Between January and June 2026, Manzanillo handled 1,168,785 boxes, equivalent to 2,071,263 TEUs (20-foot containers) , compared to 1,068,563 boxes and 1,884,028 TEUs for the same period in 2025. This represented annual increases of 9.4% and 9.9%, respectively, according to data from the National Port System Administration (Asipona) Manzanillo .

Manzanillo’s total movement

The port added 187,235 TEUs in one year. However, the growth was not driven by imports, traditionally linked to the arrival of goods from Asia, but by operations classified as exports and by transshipments .

Exports and transshipment contribute almost all of the growth

Imports reached 847,841 TEUs, just 10,779 more than a year earlier, representing a 1.3 percent increase. Exports, on the other hand, rose by 132,843 TEUs, equivalent to 17.1 percent, while transshipments added 43,614 TEUs, growing by 16.2 percent .

Movement by type of operation

Exports accounted for approximately 71% of the additional volume, while transshipments contributed another 23%. Imports generated less than 6% of the net increase.

However, the export category should be interpreted with caution. Port statistics include both full and empty containers , so the increase cannot be directly equated with a similar growth in Mexican goods shipped abroad.

The composition of the activity also changed. Imports reduced their share from 44.4% to 40.9%; exports increased from 41.3% to 44% and became the main operating component; and transshipments rose from 14.3% to 15.1%.

SSA and Contecon capture more volume than the port grew.

The main transformation occurred in the distribution of cargo between terminals.

SSA increased from 806,523 to 921,028 TEUs , a rise of 114,505 units or 14.2 percent. Contecon advanced from 740,602 to 854,298 TEUs, with an additional 113,696 and an expansion of 15.4 percent.

Together, both terminals added 228,201 TEUs , an amount exceeding the net growth of the entire Manzanillo port. The difference is explained by the declines recorded at TIMSA and OCUPA, which together lost 40,967 TEUs.

Movement by terminal

TIMSA went from 174,135 to 152,130 TEUs , while OCUPA fell from 162,769 to 143,807. The two declines partially offset the growth of the leading terminals.

Participation by terminal

SSA and Contecon increased their combined stake from 82.1% to 85.7%, while TIMSA and OCUPA reduced theirs from 17.9% to 14.3%.

The figures confirm a reconcentration of cargo , although they don’t, on their own, allow us to conclude that specific services have migrated directly between terminals. To demonstrate such shifts, it would be necessary to review itineraries, frequencies, alliances, and the commercial decisions of each shipping company. What the data does show is that the two largest facilities grew at the same time that the others lost volume and relative market share.

ONE retains its port leadership

In the consolidated figures for Manzanillo, the Japanese company ONE led the movement with 337,577 TEUs, equivalent to 16.3% of the total. Hapag-Lloyd came in second, with 293,836 TEUs; followed by MSC , with 264,764; and Maersk , with 243,074.

CMA CGM ranked fifth, with 184,147 TEU; Cosco Shipping reached 177,615 and Evergreen closed the group of the seven largest with 144,883 TEU.

Top 20 shipping lines in Manzanillo, January-June 2026

The first four shipping lines accounted for approximately 55% of the traffic ; when CMA CGM, Cosco, and Evergreen were added, the top seven accounted for roughly 79.5%. The top 20 represented almost 98% of the port volume.

The four largest shipping companies do not explain the expansion

Manzanillo’s growth was not uniformly matched by its four largest operators.

ONE was the only one to advance, although by just 1.9 percent. Hapag-Lloyd declined 2.6 percent, MSC fell 7.3 percent, and Maersk dropped 11.4 percent.

Evolution of the four main shipping companies

These companies collectively handled almost 54,000 fewer TEUs, even though the port grew by more than 187,000. Their combined market share decreased from around 63.3% to 55%.

The data reveals that the expansion came from a broader base of operators, particularly CMA CGM, Cosco, Evergreen and various medium-sized Asian shipping lines, in addition to changes in cargo distribution by terminal.

SSA: Three shipping companies account for almost 84% of the movement

The SSA structure shows a high concentration in ONE, Hapag-Lloyd and Maersk .

ONE increased its TEU capacity from 224,456 during the first half of 2025 to 274,782 in 2026, a 22.4 percent increase. With this result, it displaced Hapag-Lloyd as the terminal’s main shipping line.

Hapag-Lloyd increased 8.5% to 259,477 TEUs, while Maersk advanced 19.4% to 236,383 TEUs. The three companies accounted for 770,642 TEUs, equivalent to 83.7% of SSA’s total movement.

MSC also significantly increased its activity, going from 31,058 to 86,009 TEUs, while ZIM rose from 3,960 to 46,353. HMM was the only line in the group with a contraction, losing nearly 2,000 TEUs.

SSA’s net growth cannot be attributed solely to one company. ONE contributed an additional 50,326 TEUs , Maersk 38,471, and Hapag-Lloyd 20,249; these were complemented by strong gains from MSC and ZIM.

ONE also exhibited a distinct operational profile due to its high transshipment activity. Of its 274,782 TEUs at SSA, 144,991 corresponded to connections between maritime services, more than half of its volume within the terminal.

Contecon: CMA CGM retains first place despite setback

Contecon presented a different picture. Its three main clients were CMA CGM, MSC, and Cosco , which together accounted for 517,976 TEUs, equivalent to 60.6% of the terminal’s activity.

CMA CGM led the movement with 183,947 TEUs; followed by MSC, with 175,796; and Cosco, with 158,233. Wan Hai was in fourth position, with 77,261 TEUs; ONE reached 62,397 and PIL , 53,518.

Main shipping companies at Contecon, January-June 2026

CMA CGM’s leadership was not associated with expansion. The shipping company’s volume fell from 208,114 to 183,947 TEUs, a drop of 11.6 percent. MSC also saw a decrease, from 209,166 to 175,796 TEUs, equivalent to a 16 percent decline.

In 2025, MSC had surpassed CMA CGM by just over 1,000 TEUs. In 2026, CMA CGM took first place because its contraction was less than that recorded by MSC.

Evolution of the main shipping companies of Contecon

Contecon grew 15.4% despite CMA CGM and MSC jointly losing 57,537 TEUs. The advance was mainly supported by Wan Hai, which added 67,615 TEUs; PIL, with an additional 53,194 on a marginal basis; HMM, with 18,834; Cosco, with 16,940; and ONE, with 8,811.

This performance demonstrates a significant restructuring of the terminal’s portfolio . While its two largest historical clients declined, a combination of Asian carriers more than offset those losses.

Two terminals with different profiles

SSA and Contecon shared growth rates exceeding 14%, but their shipping structures were different.

In SSA, ONE, Hapag-Lloyd, and Maersk accounted for almost 84% of the volume. Contecon showed a distribution less dependent on a single line, although CMA CGM, MSC, and Cosco accounted for more than 60%.

SSA strengthened its position with growth from its three largest clients, in addition to MSC and ZIM. At Contecon, the opposite occurred: the two leading shipping lines declined, and the increase came from operators in secondary positions during 2025.

The result combines a greater physical concentration of cargo in two terminals with a relative diversification of growth among shipping companies.

The transpacific market adds volatility to the realignment

The transformation in Manzanillo occurred during one of the most volatile periods in recent history for services between Asia, Mexico, and the West Coast of South America . During June, rates shifted dramatically in just a few weeks due to sharp adjustments in space availability and congestion at origin and transshipment ports.

The Eternity Group Mexico EAX index closed May at $3,488 per FEU (40-foot equivalent unit) , but during the first weeks of June it climbed to a high of $6,500. The surge was related to a contraction in supply inherited from the previous month, when the corridor registered a capacity deficit of up to 24,000 TEUs.

The situation reversed during the second half of June. Congestion created an injection of space that shifted the balance from a deficit to a surplus of 42,000 TEUs, causing tariffs to correct toward the $5,000 per FEU mark. The speed of this shift demonstrated the sensitivity of prices to any weekly change in capacity deployment.

The period also coincided with the global delivery of new container ships with a combined capacity of 183,089 TEU. CMA CGM led the way by taking delivery of three vessels totaling 45,460 TEU, while OOCL added the largest single vessel of the month, with a capacity exceeding 24,000 TEU.

The fleet expansion opened the possibility of tariff stabilization during July, with levels close to four thousand dollars per FEU, although this was contingent on weekly capacity remaining above 150,000 TEUs. Even so, the cost reduction does not eliminate the operational risks associated with schedule changes, congestion, weather, and reduced reliability of transit times.

In this context, Manzanillo’s 9.9% growth did not occur under stable conditions. It took place amidst a temporary shortage of space, abrupt tariff increases, subsequent capacity recovery, and ongoing adjustments to shipping services.

Port statistics and freight rates reveal two sides of the same market. While Manzanillo processed more containers, shipping lines adjusted capacity, port calls, and equipment allocation to adapt to a changing corridor. This underscores the importance of logistics planning : higher port volume alone does not guarantee stable space, reliable schedules, or predictable rates.

The first half of the year thus left a new operational map: SSA and Contecon concentrated 85.7% of the cargo; TIMSA and OCUPA lost ground; ONE maintained its port leadership; CMA CGM led Contecon despite falling behind; and shipping companies such as Wan Hai, PIL, HMM and Cosco gained relevance amid unprecedented volatility in transpacific freight rates.

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El cargo Cargo is being reorganized in Manzanillo; SSA and Contecon strengthen their dominance as the shipping map changes apareció primero en T21.

Israel’s Ministry of Defense has spoken out against the merger agreement between ZIM Integrated Shipping Services (ZIM) and Hapag-Lloyd . The Ministry’s stance is reportedly based on the origins of the buyer’s capital, including that of Compañía Sud Americana de Vapores (CSAV) , part of the Chilean Quiñenco group, which owns 30% of the shares.

It is worth remembering that, in February of this year, Hapag-Lloyd reported that it had reached an agreement with the Israeli shipping company to acquire 100% of ZIM’s shares , in a transaction valued at more than four billion dollars.

According to the Israeli media outlet Calcalist , the director of security at the Ministry of Defense, Almog Cohen, after reviewing the details of the document, raised alarms due to the involvement of foreign state funds belonging to Qatar and Saudi Arabia in the ownership of Hapag-Lloyd.

Regarding Chilean participation in the German shipping company, the media outlet noted that the head of the Security Department would not agree that “its maritime commercial activities should be controlled by these governments, as well as the Government of Chile, which is also among the largest shareholders of Hapag-Lloyd and which in recent years has maintained a firm political stance against Israel.”

This situation would jeopardize Israel’s maritime security in the event of a new armed conflict in which the country might become involved. In this regard, the official highlighted the role played by ZIM during the Gaza war , as it helped mitigate the effects of the various maritime blockades that Israel endured.

To clarify, the Chilean state does not own shares in Hapag-Lloyd nor does it hold any stake in the shipping company. Therefore, the Israeli argument appears to be geopolitical, related to the potential pressure a Chilean government might exert on the company’s board of directors.

Just yesterday, the shipping company itself published a statement confirming that its sale process is still underway.

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Amid the ongoing global integration process between Israeli shipping company ZIM Integrated Shipping Services and German company Hapag-Lloyd – still pending – the company’s representation in Mexico announced a change in its management structure with the appointment of Andrés Poveda as the new Country Manager .

The company informed customers and suppliers that the transition was carried out smoothly and without affecting the continuity of operations, maintaining work teams, existing commercial agreements, and regular customer service channels. The appointment is effective immediately and marks the replacement of Nalina Sankar , who led the shipping company’s Mexican operations for the past several years.

For the Mexican market, Poveda’s appointment represents the arrival of an executive with extensive experience in the maritime and container shipping industry. Before assuming the general management of ZIM Mexico, he led the operations of the Singaporean shipping company Pacific International Lines (PIL) in the country, where he spearheaded the consolidation of the company’s direct presence in the Mexican market and the development of its maritime services to Asia and Latin America.

According to public information in his professional profile, Poveda has experience in commercial management, business development and team leadership within the maritime and logistics sector, a combination that has allowed him to participate in the expansion processes of shipping lines in Mexico and strengthen relationships with clients linked to foreign trade.

The shipping company emphasized that the local operation will continue to function under the same organizational structure and reiterated its commitment to maintaining service levels for importers, exporters and other actors in the logistics chain in Mexico.

With this change, ZIM begins a new stage in the Mexican market in a context marked by the reconfiguration of global maritime alliances, the growing competition between shipping companies and the need to strengthen its position in one of the most relevant markets for foreign trade in Latin America.

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El cargo Andrés Poveda takes command of ZIM in Mexico apareció primero en T21.

Global shipping could be on the cusp of one of the most significant corporate moves in recent years. German shipping company Hapag-Lloyd has confirmed it is in advanced negotiations to acquire all the shares of Israeli company ZIM Integrated Shipping Services Ltd. , a deal that, if finalized, would reshape the competitive landscape of the sector and further solidify the consolidation process that has characterized the industry since the pandemic.

In an official statement to the market, Hapag-Lloyd’s Board of Directors was explicit about the scope of the talks, noting that it “is in advanced negotiations for the possible acquisition of all shares of its Israeli competitor, Zim Integrated Shipping Services Ltd. (‘ZIM’).” This confirmation not only validates rumors circulating since late 2025 but also positions the German company at the center of a deal that could strengthen its presence on strategic routes , particularly those linked to transpacific trade and emerging corridors resulting from nearshoring .

However, the shipping company itself clarified the preliminary nature of the talks, noting that “to date, no binding agreements have been signed,” a key point reflecting the complexity of a transaction of this magnitude. The deal depends not only on the corporate will of both companies but also on an institutional and regulatory framework involving multiple stakeholders. In this regard, Hapag-Lloyd explained that “the necessary approvals for the transaction have not yet been granted by the Company’s Board of Directors and Supervisory Board, as well as by the relevant corporate bodies of the contractual counterparties.”

One of the most sensitive elements of the process is the involvement of the State of Israel, which retains special rights over ZIM since its privatization. The German shipping company acknowledged that “the consent of the State of Israel is required, based on its special rights established in ZIM’s statutes,” making this operation not only a business negotiation but also a process with institutional implications. To address this point, Hapag-Lloyd confirmed that “negotiations with FIMI Opportunity Funds, an Israeli financial investor, to assume the obligations arising from these special rights are at a very advanced stage,” a sign that the structural component of the transaction is being carefully crafted to ensure its viability.

The final closing, however, will depend on a series of additional authorizations that reflect the global reach of both companies. The German shipping company emphasized that “closing the transaction would require additional regulatory approvals and the consent of ZIM’s shareholders,” anticipating a process that could extend over several months.

Beyond its financial implications, the potential acquisition of ZIM represents a strategic move that aligns with a broader trend of consolidation in the shipping industry, where major carriers seek to strengthen their operational scale, optimize their networks, and ensure their competitiveness in an environment characterized by volatile demand, tariff pressures, and the redefinition of global supply chains. For Hapag-Lloyd, this transaction could mean not only increased capacity but also an expansion of its strategic reach in key markets , at a time when network control has become the sector’s primary competitive asset.

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El cargo Hapag-Lloyd confirms advanced negotiations to acquire ZIM apareció primero en T21.

The global maritime industry entered a new phase of consolidation with the confirmation of Hapag-Lloyd ‘s acquisition of ZIM Integrated Shipping Services , a deal valued at more than four billion dollars that reshapes the competitive balance of container transport and strengthens the German shipping company’s strategic position in the world’s main trade corridors.

Hapag-Lloyd announced that it has signed a definitive agreement to acquire 100% of ZIM’s shares for $35 per share in cash , completing one of the most significant corporate transactions in the sector in recent years. The deal not only involves the integration of assets and capabilities, but also the creation of a structure designed to expand operational reach and strengthen global connectivity in an environment marked by supply chain reorganization.

The merger of the two companies will allow Hapag-Lloyd to secure its position as the world’s fifth-largest container shipping company , with a fleet of over 400 vessels, a permanent capacity of more than three million twenty-foot equivalent units (TEUs), and an annual transport volume exceeding 18 million TEUs. This new operational scale represents much more than quantitative growth: it strengthens its network in key maritime markets and consolidates its presence on routes considered strategic for international trade.

From an operational perspective, the integration will strengthen key corridors such as the Transpacific, Intra-Asia, Atlantic, Latin America, and Eastern Mediterranean —regions where network control and service density have become key drivers of competitiveness. Rolf Habben Jansen, CEO of Hapag-Lloyd, stated in a press release that “ZIM is an excellent partner for Hapag-Lloyd.” He added that both companies share “the same ambitions: outstanding customer service, exceptional operational quality, and a commitment to digital innovation,” and affirmed that the integration will allow them to “create the best team from the exceptional talent of ZIM and Hapag-Lloyd” and “build a substantial and lasting presence in Israel.”

Beyond network expansion, the transaction has a structural component aimed at ensuring the continuity of an independent Israeli shipping company through the participation of FIMI , the country’s leading private equity fund. FIMI will assume ownership of a transatlantic business that will operate strategic routes and guarantee the maritime connectivity of the State of Israel, while also preserving the ZIM brand. Ishay Davidi, founder and CEO of FIMI, emphasized that the firm “recognizes and believes in the strategic importance to the State of Israel of a strong, independent Israeli shipping company” and stated that they will create “a stable Israeli company, the new ZIM,” which will operate with enhanced global capabilities and a customer-centric approach.

From a financial and operational perspective, the integration also aims to capture structural efficiencies that will strengthen the profitability of the combined business. Hapag-Lloyd estimates that the transaction will generate several hundred million dollars in annual synergies , resulting from network optimization, the leveraging of technologies, and the integration of operational teams. The company anticipates that the new structure will allow it to build a highly customer-centric organization focused on profitable growth and delivering superior quality to customers worldwide.

For ZIM, the transaction represents the culmination of a strategic process aimed at maximizing its corporate value in an increasingly concentrated market. Yair Seroussi, Chairman of ZIM’s Board of Directors, stated that “today’s announcement is the culmination of a thorough strategic review,” and affirmed that the decision “represents the most prudent and beneficial transaction for all ZIM stakeholders, further building on the tremendous track record of value creation we have established since our IPO.”

Despite the signing of the agreement, both companies will continue to operate independently until the final closing of the transaction, maintaining the “business as usual” principle, while the required regulatory and corporate approvals are completed, expected towards the end of 2026. This transition period reflects the complexity of a transaction that not only involves the integration of assets , but also the reconfiguration of a global maritime network at a time when scale, efficiency, and operational control have become the main determinants of competitiveness.

The acquisition of ZIM consolidates Hapag-Lloyd’s position at the heart of the new architecture of global shipping, where business concentration has become a structural response to market volatility, cost pressures and the need to ensure resilient networks in a transforming global economy.

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El cargo Hapag-Lloyd buys ZIM in a $4 billion deal apareció primero en T21.

The international shipping company Hapag-Lloyd has reportedly made an offer to acquire ZIM . Among the German company’s shareholders are Qatar Holdings, the Qatar Investment Authority’s holding company, and the Saudi sovereign wealth fund. The ZIM workers’ committee strongly opposes the deal and is calling on the government to block the transfer.

According to the Israeli news outlet Globes , the proposal is in a preliminary stage and formal negotiations between the parties have not yet begun. Furthermore, other offers have reportedly been submitted in recent days.

ZIM’s board of directors stated that, “as recently updated by the ZIM board, a strategic review of potential alternatives to maximize shareholder value, including the sale of the company, is underway. The process is progressing, and several groups have expressed interest. The board will not comment on the identity of the groups or the content of the proposals until an agreement is reached or the review process is otherwise concluded.”

Hapag-Lloyd controls 7.4% of the global container ship market , placing it fifth worldwide. In comparison, ZIM ranks ninth with 2.5%. Globes has also learned that the world’s two largest shipping companies are showing interest in the Israeli firm; namely, MSC, with 20.2% of the market, and Maersk, with 14.3%, are evaluating the move .

Major shipping companies are interested in acquiring the company after CEO Eli Glickman , who has been CEO since 2017, submitted an offer alongside shipping magnate Rami Ungar , although ZIM’s board decided to also consider other alternatives.

The possibility of a controlling sale arose after the departure of the previous majority shareholder, Idan Ofer , who sold his shares in ZIM through the company Kenon.

The company’s workers’ committee strongly opposes the operation, which represents a significant step by the German company. Hapag-Lloyd’s shareholders include Qatar Holdings (12.3%), the Qatar Investment Authority (QIA) arm, and the Saudi sovereign wealth fund (PIF) (10.2%), with the Chilean company CSAV being the largest shareholder, holding approximately 30% of the shares.

ZIM, the world’s ninth largest shipping company, has a fleet of 130 container ships with a capacity to move just over 700,000 TEUs (20-foot equivalent units), and also operates 15 car carriers or Ro-Ro vessels. 95% of the container ships in this line, founded in 1945, are chartered vessels.

For its part, Hapag-Lloyd has a fleet of 305 ships that allow it to transport 2.5 million TEUs annually.

If the German company were to absorb the Israeli one, it could reach fourth place worldwide and have a market share of 9.6 percent.

With information from  Portal Portuario , a media outlet specializing in ports and maritime transport in Chile.

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PROGRESO, YUC.- The area surrounding the entrance to the fiscal pier of this port – the longest in the world – was the scene of an announcement that aims to mark a turning point in the logistics history of southeastern Mexico: the modernization of the container terminal operated by APM Terminals Yucatán , with a projected investment of just over three billion pesos over 19 years. The project, which extends the concession until 2044, seeks to transform the facility into a strategic hub capable of attracting more shipping companies, increasing operational capacity, and consolidating the region’s logistics focus.

“After a period of negotiations with the Yucatán government and the authorities, we finally reached an agreement for the modernization of the APM Terminals container terminal. We are beginning a new chapter,” said Victor Konen, general director of APM Terminals Yucatán, in an interview with specialized media.

The plan isn’t limited to new cranes or port infrastructure. It includes improvements to yards, telematics systems, surveillance cameras, and enhanced security, in addition to investments in a larger-capacity cold storage facility. Konen stated that the acquisition of two additional Mobile Harbor Cranes is planned , with a manufacturing and delivery process of up to 24 months. “We want more shipping companies to come, to have more volume and more vessels at our docks,” he emphasized.

The terminal currently maintains regular services with CMA CGM , Maersk , ZIM, and Línea Peninsular , companies that have found a stable connection to international markets in Progreso. Konen emphasized that the goal of the modernization is not only to strengthen service to these shipping companies , but also to open the door to new routes and services that increase the southeast’s connectivity with the world’s main trade corridors.

According to statistics from the General Coordination of Ports and Merchant Marine (CGPMM) , the port of Progreso handled 67,967 TEUs (20-foot containers) in deep-sea services (foreign trade) during January-July 2025, which represented a growth of 7.7% compared to the same period in 2024. This dynamism, Konen added, reflects the terminal’s potential to consolidate itself as a platform with greater reach in international trade.

Beatriz Yera: confidence and competitiveness

During the formal ceremony with local authorities, Beatriz Yera, general director of APM Terminals México , spoke about the bridge between corporate vision and regional momentum. “We know that the port of Progreso is not just a space on the map, nor is it just another logistics hub. It is a strategic gateway to development, trade, and innovation . It is the gateway to a new era for Yucatán,” she stated.

He emphasized that the success of modernization depends not only on infrastructure, but also on mutual trust between companies, authorities, and the private sector. He therefore recognized entrepreneurs, customs brokers, importers, exporters, and shipping lines as the allies who sustain the port’s daily operations. “You are the logistical heart of this place,” he emphasized.

His message was also a declaration of strategic intent: to consolidate Progreso as a hub capable of attracting new maritime routes and connecting Yucatán to international trade. “Today we want to clearly state to everyone: APM Terminals is here to invest, but beyond that, to commit to the state, the city, our users, and our clients. Because the future isn’t built alone, it’s built as a team,” he expressed.

In this way, Yera presented modernization not only as a community commitment , but as a platform for competitiveness and trust that seeks to place Yucatán on the path to long-term logistics growth.

The state as guarantor of sustainability

Captain Claudia Hernández, head of the General Directorate of the Merchant Marine, representing the CGPMM, took the announcement beyond the business aspect. Her message emphasized that the modernization is not just an agreement with a global company, but a strategic public policy decision . “APM Terminals México has confirmed an investment of three billion pesos in the modernization and maintenance of its container terminal in this port. This commitment strengthens the port infrastructure and sends a clear message of confidence in Yucatán, its people, and the logistics potential of southeastern Mexico.”

Hernández emphasized that modernization means local employment and productive linkages, as more than half of the suppliers are Yucatecan and nearly 90% of the resources remain in the region , with an impact exceeding 40 million pesos annually.

With a critical perspective, he emphasized that federal ports cannot limit themselves to competing in cargo capacity, but must meet international safety and environmental standards—including ISO, CTPAT, ISPS, and the Environmental Quality Certificate from the Federal Attorney General’s Office for Environmental Protection (Profepa) —which today make a difference in global trade.

“This 19-year project demonstrates that port development requires a long-term vision and a willingness to invest to consolidate Mexico as a competitive country,” she stated. With this, the captain placed Progreso in the national debate on sustainability, inclusion, and competitiveness, emphasizing that ports are engines of development, but only if they manage to integrate infrastructure with community well-being and logistical resilience.

The port as the backbone of the “Mayan Renaissance”

The governor of Yucatán, Joaquín Díaz Mena, linked the announcement to the political narrative that has defined his administration. “Today we open a new chapter in the history of Yucatán. The port that connects us to the world begins a phase of modernization thanks to the alliance between APM Terminals and the state government, with an investment of 3.215 billion pesos,” he stated.

Beyond the figure, the president placed the Progreso terminal as a centerpiece of the so-called “Mayan Renaissance ,” a project that aims to position the state for global trade. He emphasized that modernization not only entails high-level infrastructure, but also 230 direct jobs and more than 1,100 indirect jobs, a source of well-being for families in Progreso and the state.

He emphasized that the port should be seen as an international logistics hub capable of connecting Yucatán with Europe and the Americas, opening up opportunities for local businesses and generating competitiveness for Yucatecan products. “It’s not just an investment in iron and cement; it’s an investment in our people, in the future, and in social peace,” he stressed .

Díaz Mena took the opportunity to send a message to the private sector: Yucatán is a reliable investment destination , not only for its security and social stability, but also for the vision of a government committed to growth in partnership with private enterprise. In his narrative, the port is not only an economic asset, but the backbone of his political project: a symbol of regional identity that can become a platform for global competitiveness.

Global vision, local impact

The institutional video shown during the event highlighted that APM Terminals operates more than 60 terminals in 33 countries and has been responsible for the only container terminal in Progreso since 2005. With a plan based on four pillars—infrastructure, operating equipment, technology, and sustainability—the company aims to align the facility with the demands of international trade.

The commitment to decarbonization by 2040 , the adoption of hybrid equipment, and the use of solar energy are part of the discourse that seeks to place the port on the global sustainability agenda. But beyond the announcements, the challenge is to transform these promises into tangible improvements that increase Yucatán’s competitiveness compared to larger ports like Manzanillo, Veracruz, or Lázaro Cárdenas, where multimillion-dollar investments are already the norm.

Between narrative and reality

The APM Terminals project comes at a key moment for Mexican port policy. While nearshoring demand is driving foreign trade growth, southeastern ports have historically faced infrastructure and land connectivity gaps. The modernization of Progreso could become a catalyst for new supply chains , but it will depend on the port’s ability to integrate with the productive hinterland and national logistics corridors.

By extending its concession until 2044, APM Terminals is betting on the long term. The challenge will be to maintain the community’s trust, realize the vision of shared development, and demonstrate that modernization is not limited to cranes and yards, but rather translates into decent jobs, regional competitiveness, and environmental sustainability.

In the words of Governor Díaz Mena, “the best years for Progreso are those yet to come.” Time will tell if this announcement becomes the lever that integrates the port of Yucatán into the major leagues of international maritime trade .

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El cargo Modernization in Progress: APM Terminals opens a new logistics chapter in Yucatán apareció primero en T21.

VERACRUZ, VER.- The mission has been accomplished. CICE Group inaugurated yesterday the first phase of construction of its semi-specialized container and mixed cargo terminal in the northern bay of the port of Veracruz, expanding the installed capacity of this maritime hub .

“It was developed in perhaps record time: just over a year, with the highest quality standards,” said Fernando Con y Ledesma, Vice Chairman of the Board of Directors of Grupo CICE, during the formal event that brought together partners, local authorities, and the company’s clients.

This terminal, with a surface area of ​​just over 22 hectares, will have 550 linear meters of dock (of which 350 meters have been built), with a 15-meter draft, two berthing positions, a container yard with a static capacity of at least 13,000 20-foot containers (TEU) and dynamic capacity for handling more than 500,000 TEU ; it will also add an area for refrigerated containers and hazardous cargo, a warehouse of more than eight thousand square meters, a multimodal yard with 1,970 meters of railway track, and a wastewater treatment plant to protect the environment.

The second and final stage of construction is expected to be completed during the second half of this year.

“It’s a Veracruz investment, by Veracruz residents with Mexican capital of seven billion pesos. That’s the investment we have for this terminal (…) this type of infrastructure significantly increases the operational capacity of the port of Veracruz. It will have a capacity of 500,000 containers, but perhaps they will be encouraged to expand it and it will be more,” said the governor of Veracruz, Rocío Nahle, also present at the inauguration.

For his part, Admiral Abraham Eloy Caballero Rosas, general director of the National Port System Administration (Asipona) Veracruz , stated that “with this ambitious project, the Veracruz-based company is strengthening its position as one of the state’s leading companies , quadrupling its current volume of operations and boosting Veracruz’s port activity.”

CICE is a Veracruz-based business group with 34 years of operations. It holds a concession to operate as a maneuvering center in the southern bay of the Port of Veracruz. Its investments have also led it to establish a presence in other ports, such as Tampico, where it has a mixed-cargo terminal , as well as warehouses and logistics parks in Veracruz, Mexico City, and Monterrey. Its service portfolio includes a land freight transportation division with its own units.

The company’s plans include continuing to expand its logistics footprint both in ports and throughout the country.

“Mission accomplished, we’re ready,” said Fernando Con y Ledesema, one of the 116 shareholders that make up Grupo CICE.

The port of Veracruz is positioned as a vital gateway for the entry and exit of goods from the Gulf of Mexico.

By the first quarter of this year, the port of Veracruz had handled a total of seven million 155 thousand 820 tons of merchandise , 10.1% less than the same period last year, according to statistics from the General Coordination of Ports and Merchant Marine (CGPMM) , an office of the Navy .

In terms of containers, the port added 279,937 TEUs from January to March of this year , which also meant an annual decline of 12.2 percent.

During the terminal’s inauguration, a commemorative plaque was presented to ZIM , the world’s ninth largest shipping line, for having been present with the first commercial vessel to dock at the new terminal.

“For us at ZIM, this is a source of pride because we’re constantly growing across our various services. We have the service that connects Veracruz and goes to Brazil, we have the service that goes to the Mediterranean, and we also have the service that runs throughout Central America. So, these are three of the major services for which Mexico as a country is requiring these spaces, these services,” Nalina Sankar, general director of ZIM in Mexico, told T21.

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El cargo CICE Group inaugurates new terminal at the port of Veracruz apareció primero en T21.

The Israeli shipping company ZIM has experienced significant growth during the second quarter of 2024 (2Q24), driven by its strategy to increase its exposure to the spot market in the transpacific trade, according to its financial results report.

The company, considered the ninth largest shipping line in the world, recorded a net profit of $373 million in 2Q24, compared to a net loss of $213 million in 2Q23.

“(Greater exposure to the spot market in the transpacific trade) has allowed us to capture a significant increase in a tariff environment that has been elevated for longer than expected,” said Eli Glickman, President and CEO of ZIM, as quoted in the quarterly financial report.

The company also detailed that the average freight rate per TEU (20-foot container) was $1,674 during the second quarter of 2024, compared to $1,193 in the second quarter of 2023.

Additionally, the shipping line reported transporting a total of 952,000 TEUs from April to June, compared to 860,000 TEUs in the second quarter of 2023.

Currently, ZIM offers 12 transpacific services, connecting ports in China, Japan, South Korea, Vietnam, Malaysia, Thailand, and India with their counterparts in the United States, Canada, and a few limited calls at Latin American ports in Mexico, Colombia, Panama, and Jamaica.

In other lines of its financial statement, ZIM reported that total revenues for 2Q24 were $1,933 million, compared to $1,310 million for 2Q23, primarily driven by increased freight rates and transported volume.

Operating income (EBIT) for 2Q24 was $468 million, compared to an operating loss of $168 million for 2Q23.

Adjusted EBITDA for 2Q24 was $766 million, compared to $275 million in 2Q23. Adjusted EBIT was $488 million for 2Q24, compared to an adjusted EBIT loss of $147 million for 2Q23.

Eli Glickman indicated that they expect their results in the second half of 2024 to be better than in the first half of the year, driven by the ongoing supply pressures from the Red Sea crisis, combined with current favorable demand trends.

“As a result, we have significantly increased our full-year 2024 guidance, and today we forecast adjusted EBITDA for the year between $2.6 billion and $3 billion, and adjusted EBIT between $1.45 billion and $1.85 billion,” he said.

“While market fundamentals still indicate that supply growth significantly exceeds demand, we are confident that we have built a resilient business with a transformed fleet. By year-end, our ongoing newbuilding program will be complete, as we will receive delivery of the remaining eight of the 46 modern, fuel-efficient container ships we acquired, including 28 LNG-powered vessels,” he added.

According to Alphaliner, ZIM ranks as the ninth-largest shipping line in the world with 747,194 TEUs under its management and 130 container ships.

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El cargo Transpacific Spot Market Boosts ZIM’s Profits apareció primero en T21.