• 5 min de lectura
• 5 min de lectura
The shipping company Ocean Network Express (ONE) tells Gestión how the composition of Peruvian cargo is changing and what new services it is implementing for the national market.
Is the El Niño phenomenon impacting Peruvian cargo abroad? Fishing is one of the sectors that has been facing the effects of climatic conditions, particularly in fishmeal shipments. In the first half of 2026 alone, Peru exported fishmeal for approximately US$ 896.9 million FOB, an 18.8% year-on-year decrease. The reduction was mainly due to a lower volume dispatched, which fell by 41.5%. What type of cargo is gaining more weight and how is the presence of the shipping company Ocean Network Express (ONE) advancing in the Peruvian market, with calls at the port of Callao?
Gilberto Santos, general manager of ONE Peru, told Gestión that the volumes mobilized from the country have been growing at double-digit rates. Compared to 2025, the increase is between 15% and 20% during the first half, he specified during his participation in Expoalimentaria 2026, organized by ADEX.
Regarding the composition of the cargo, ONE's operation in Peru focuses mainly on agribusiness, mining, and fishing. Agribusiness maintains a significant presence, although there is some uncertainty. "This year we are concerned about the effects that El Niño may have on Peruvian production, and how much that will affect our volume," said Santos. So far, he noted, it is not possible to determine the magnitude of that effect.
Fishing, meanwhile, is already facing an impact from climatic conditions. A significant part of this activity was suspended, which reduced the availability of cargo for the logistics operation. "Fishing, for its part, is impacted exactly by El Niño," he said.
Given this lower availability, ONE has compensated part of the fishing volumes with other products, mainly minerals.
Within fishing cargo, fishmeal has a significant weight for the logistics operation. Its lower availability, therefore, has also limited the growth of the volumes mobilized by the shipping company. "Fishmeal, mainly, is a key product for any logistical movement. And the fact that this year it is not available, naturally, has not allowed us to grow more precisely because it is not there," acknowledged Santos.
Regarding the destinations of Peruvian cargo, the United States concentrates a significant part of exports, particularly fruits. Although the distribution varies according to the product: while grapes have this market among their main destinations, avocados go to both the United States and Asia.
The latter market also represents a significant part of ONE's operation from Peru. "So, there we are talking about Japan, Korea, China, in particular, with dedicated services that go through this region and that also carry a lot of Peruvian products there," he expressed.
To these destinations is added a growing participation of Peruvian products to other markets in the region. "There is also a larger, growing participation of Peru in some intra-Americas products," he said. Among them, he mentioned Mexico, Central America, Colombia, and Ecuador.
In the case of Europe, ONE currently does not have direct services to that market. Although the shipping company has plans to move in that direction, he clarified that for now it is not a current operation.
In this context of growth in Peruvian volumes, ONE incorporated AX4, a new service mainly aimed at cargo destined for Japan and China. This operation was created to meet the growing volumes of Peruvian origin, particularly those destined for Asia.
One of the main attributes of AX4 is the reduction of transit times. Santos specified that this varies according to origin and destination and can reach between 7 and 12 days, although, considering the different routes, he estimated that the average is between 7 and 10 days.
This difference responds, he argued, to the configuration of the route. Peru is the penultimate call of AX4 before continuing directly to Japan, while other connections make additional stops at regional ports before arriving in Asia. "This service basically has Peru. It is the penultimate call of this service. It only has one call in Ecuador. From there it goes directly to Japan," he said.
Regarding port operations in Peru, the port of Callao concentrates around 80% of the cargo that ONE mobilizes from the country. The shipping company also maintains a regular weekly call at the port of Paita and plans to make specific calls at the port of Pisco during this year's grape season.
Chancay, on the other hand, is not currently part of ONE's operation or its immediate planning. "No operation that goes there effectively in the short term is in our pipeline," he stressed.
The decision responds mainly to the configuration of the shipping company's services and the alliances it maintains with its commercial partners. Added to this is that current routes do not have the time or space to incorporate an additional stop in Chancay.
In addition, Santos pointed out that for ONE it is more efficient to concentrate cargo in a single port rather than distribute it between Callao and Chancay. "For us, concentrating cargo in a single port, from a logistical point of view, is much more efficient and we would not necessarily add much more volume by adding Chancay. Purely changing Chancay for Callao is something we see as not effective," he said.
