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DSV: THE SLIDE CONTINUESEXPD: KEEP GOINGGXO: AMAZON RELATIONSHIP ON THE RADARGXO: WITH REGARD TO AMAZON RISK GXO: AMAZON RIVALRY INSIGHTAMZN: SUCCESSFUL BOND OFFERINGFDX: AI EDGEFDX: CEO ON AI BENEFITS FDX: MORE ABOUT AI UPSIDEFDX: AI POWER RULESFDX: 'GLOBAL TRADE NAVIGATOR' LAUNCHED FDX: MARKETING PUSHMAERSK: RECENT RALLY WAS NOT ENOUGH DSV: NEW LOW FOR THE YEAR
DSV: THE SLIDE CONTINUESEXPD: KEEP GOINGGXO: AMAZON RELATIONSHIP ON THE RADARGXO: WITH REGARD TO AMAZON RISK GXO: AMAZON RIVALRY INSIGHTAMZN: SUCCESSFUL BOND OFFERINGFDX: AI EDGEFDX: CEO ON AI BENEFITS FDX: MORE ABOUT AI UPSIDEFDX: AI POWER RULESFDX: 'GLOBAL TRADE NAVIGATOR' LAUNCHED FDX: MARKETING PUSHMAERSK: RECENT RALLY WAS NOT ENOUGH DSV: NEW LOW FOR THE YEAR
Mexico’s chief gateways on the Pacific coast have chalked up double-digit growth this year and have to expand to keep up. Port users are bracing themselves for disruptions.
Question marks over Mexico’s trade relations with its northern neighbour and pressure from Washington to take a tougher stance vis-à-vis China have not dented flows through the ports of Manzanillo and Lazaro Cardenas this year. Manzanillo, the nation’s largest container gateway, handled 2,455,953 teu in the first seven months of the year, an increase of 11.7%
The port of Lazaro Cardenas saw a 6% increase in container volume to 1.34m teu in the same period, which helped boost its overall throughput 16% over the first half of 2025, despite an 8% drop in vehicle imports. The following month saw a 7% year-on-year increase in box traffic at the port.
APM Terminals Lazaro Cardenas reported 35% growth in its container volume for the first half of the year over the January-June period in 2025, which climbed from 508,506 teu then to 684,599 teu.
Over in Manzanillo the Contecon terminal handled 1,022,182 teu in the first seven months of this year, an increase of 20.1%. The port’s overall box throughput in this period climbed 11.7% year on year to 2,455,953 teu.
Management is gearing up for bigger volumes going forward. Last month Contecon obtained clearance to host vessels with draft up to 15.5 metres, which allows the terminal to handle ultra-large container vessels (ULCVs) up to 23,000 teu, the only terminal on Mexico’s Pacific coast cleared for these ships.
This calls for matching infrastructure developments on piers, cranes, yards and processes to handle this traffic. Contecon already has some of the necessary pieces in place. In January it took delivery of six super post-Panamax cranes, three of which can move 18 containers across, while the other three can handle ships with up to 22 containers across their decks.
Another critical element is to beef up customs capacity to handle such volumes. In late July operations at the port ground to a halt after a downpour resulted in a power outage that took down customs systems, leading to a line-up of some 5,000 trucks on the highway leading to the port.
Last year a strike by customs personnel at the port triggered massive disruption that prompted cargo owners to route their traffic over Lazaro Cardenas instead.
On the other hand, the Contecon facility handled a record-breaking volume of nearly 4,000 containers in 48 hours on 20-21 August during a spell when opening hours were extended around the clock, supported by extended operating hours for customs. Contecon Manzanillo CEO José Antonio Contreras stressed the investments that had been made in the facility and the co-ordination with customs that made this possible.
Customs are also a question mark at Lazaro Cardenas. In April several stakeholders voiced their frustration over inspection delays that kept some containers stuck for up to 30 days, an ordeal exacerbated by storage fees kicking in after 15 days. A year ago truckers staged a blockade of the port over a litany of grievances led by lengthy wait times for customs clearance.
And then there are mixed feelings over an initiative by the local branch of ASIPONA, the administration of the national port system, that kicked off in early June. Part of its MX$1.729bn investment programme aims to improve road access to the port through two key infrastructure developments. The lion’s share of the project is concentrated on the widening of an alternative route to the port from currently two to four lanes and the expansion of a bridge. Besides expanding existing road capacity, the project aims to separate port moves from local traffic.
While this promises better access down the road, there is concern about the impact of the road work on traffic flows to and from the port. ASIPONA has warned that work areas for construction could turn into choke points for cargo flows during the process.
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Facts Only
* Manzanillo handled 2,455,953 teu in the first seven months of the year, an 11.7% increase.
* Lazaro Cardenas saw a 6% increase in container volume to 1.34m teu in the same period.
* APM Terminals Lazaro Cardenas volume grew 35% in the first half of 2025, from 508,506 teu to 684,599 teu.
* Contecon terminal in Manzanillo handled 1,022,182 teu in the first seven months of the year, a 20.1% increase.
* Contecon obtained clearance for vessels with drafts up to 15.5 metres and ships up to 23,000 teu.
* Contecon took delivery of six super post-Panamax cranes in January.
* A power outage in late July caused customs systems to fail in Manzanillo, resulting in a line-up of 5,000 trucks.
* Contecon handled nearly 4,000 containers in 48 hours on 20-21 August.
* ASIPONA initiated an MX$1.729bn investment programme in early June for road access and bridge expansion.
* Lazaro Cardenas reported container inspection delays of up to 30 days in April.
Executive Summary
Mexico's primary Pacific coast gateways, Manzanillo and Lazaro Cardenas, are experiencing double-digit growth in container volumes despite geopolitical tensions between Mexico, the US, and China. Manzanillo, the largest gateway, saw an 11.7% increase in TEU handled during the first seven months of the year, while Lazaro Cardenas recorded a 6% increase in the same period. Infrastructure upgrades are underway to accommodate this growth, including Contecon's acquisition of super post-Panamax cranes and clearance for ultra-large container vessels.
Significant operational risks persist, primarily centered on customs inefficiencies and infrastructure fragility. Recent events include power-outage-driven customs failures and labor strikes in Manzanillo, alongside lengthy inspection delays and trucker blockades in Lazaro Cardenas. While ASIPONA is investing MX$1.729bn to improve road access and separate port traffic from local movement, these construction efforts may create short-term bottlenecks. The situation remains a tension between rapid capacity expansion and the systemic inability of administrative and land-side infrastructure to keep pace.
Full Take
The strongest version of this narrative is that Mexico's Pacific ports are successfully decoupling trade volume from geopolitical instability, demonstrating a resilient demand for Mexican transit points regardless of US-China frictions.
The narrative operates on a "bottleneck" pattern: focusing on the tension between high-tech hardware (ULCVs and super cranes) and low-tech administrative failure (power outages and customs strikes). This juxtaposition suggests that physical capacity is irrelevant if the bureaucratic "software" of the port is prone to collapse.
Patterns detected: none
The driving paradigm is the "Nearshoring" logic—the assumption that trade flows will inevitably shift toward Mexico as a strategic hedge. However, the unstated assumption is that the Mexican state can modernize its administrative apparatus (customs and road infrastructure) at the same speed as private terminal operators. This echoes a historical pattern where infrastructure investment is skewed toward "prestige" assets (deep-water berths) while ignoring the "last mile" (road access and civil service efficiency).
The human cost falls on the truckers and cargo owners who bear the financial burden of storage fees and idling time during systemic failures. The benefit accrues to terminal operators who can market record-breaking throughput despite these vulnerabilities.
Bridge Questions:
1. Does the reliance on a single terminal (Contecon) for ultra-large vessels create a systemic single point of failure for Mexico's Pacific trade?
2. To what extent is the growth in TEU reflecting actual trade increase versus a temporary rerouting due to instability at other gateways?
3. Would a digital overhaul of customs be more impactful than the MX$1.729bn physical road expansion?
Counterstrike Scan: A coordinated campaign pushing this narrative would emphasize "inevitable growth" to attract foreign investment while glossing over administrative fragility. The actual content does not match this, as it provides significant detail on the disruptions and failures.