Twenty-foot equivalent unit (TEU) container traffic at Mexican ports registered another monthly decline in September 2026, marking two consecutive months of decreases. Although the balance for the January-September period remains positive compared to 2025, growth has slowed compared to last August.

According to statistics from the Secretariat of the Navy (Semar) , the National Port System registered  777,826 TEUs moved in September 2026 , a decrease of 8.3% compared to the 848,641 containers moved in August.

According to an analysis by T21 Business Intelligence , the performance in the ninth month of the year showed a monthly decline in the country’s four main ports.

In the Mexican Pacific, Manzanillo handled 329,942 TEUs during September 2016, representing a 10.6% decrease compared to the 368,883 TEUs handled in the same month of the previous year. Lázaro Cárdenas handled 203,575 TEUs, a 7.9% decline compared to August, when it handled 221,131 TEUs.

On the Gulf of Mexico side , declines were also observed. Veracruz registered a  monthly drop of 3.6%, handling 105,618 TEUs in September 2026. Altamira decreased by 9.7% with 72,891 containers moved in the ninth month of the year.

Manzanillo and Lázaro Cárdenas maintain cumulative growth

Between January and September 2026, Mexican ports handled 7,290,474 TEUs , an increase of 2.4% compared to the 7,120,875 recorded during the same period in 2025.

This increase was driven by Manzanillo , which remained the country’s main port in container traffic, with 3,154,781 TEUs in the first nine months of the year, representing a 9.5% increase compared to the same period in 2025. With this result, the port accounted for 43.3% of the total TEUs handled nationwide .

Lázaro Cárdenas ranked second with 2,008,597 TEUs, a 2.9% increase compared to January-September of last year. These two Pacific ports accounted for 70.8% of the country’s container traffic.

In contrast, Veracruz handled 907,802 TEUs, representing a decrease of 5.6%, while Altamira accumulated 651,914 TEUs, 5% less than in the January-September 2025 cycle.

These figures come in a context where Mexican foreign trade continues to strengthen. In August 2016 alone, the country’s exports reached a value of $78.01 billion, an increase of 40.4% year-on-year , according to the National Institute of Statistics and Geography (Inegi) .

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El cargo Monthly container traffic loses ground in September; cumulative growth apareció primero en T21.

CANCUN, Q. ROO.- The Mexican Association of Shipping Agents (Amanac) announced the appointment of Paulino Morán as general director , in a change that will focus on the continuity of the institutional work of Miguel Ángel Andrade and the strengthening of the organization that represents shipping agents in Mexico.

During the XXX National Congress of Shipping Agents , Morán stated that his administration will rely on the team built by his predecessor, whose 35-year career in the association was recognized during the meeting.

“Taking on this responsibility is an honor and a great challenge for me. We will continue the work done by Miguel Ángel Andrade and will continue strengthening the Association with the same commitment and dedication, relying on the great team he has built,” he said.

The appointment places a seasoned captain with experience in both maritime transport companies and public administration at the helm of the general management. A graduate of the Tampico Merchant Marine Academy, Morán began his career with Grupo TMM in 1984 and subsequently held executive positions related to tanker operations in Houston and Coatzacoalcos. He also served as operations director for Navalmex, a fuel transportation company.

This career path was complemented by his time at the Mexican maritime authority, where he held various positions until heading the General Directorate of Merchant Marine in 2024, a position he held until July 31, 2025. His experience thus combines knowledge of business operations with that of the public structure responsible for regulating maritime activity.

For Roberto Meillón, president of Amanac, this profile will help guide the next stage of the organization in its relationship with the industry.

“Paulino Morán’s leadership will be key to facing the challenges and taking advantage of the opportunities that Mexico’s maritime and logistics sector has ahead,” he said.

The new leadership will align with the agenda Meillón presented in May for the 2026-2028 period , aimed at strengthening Amanac’s governance, professionalization, and responsiveness . Among its proposals are statutory reforms, working committees, and more robust financial mechanisms, as well as extending the presidency from two to three years to ensure the continuity of strategic projects. The program also includes launching the Amanac Academic Institute, initiating ISO 9001:2015 certification, and digitizing processes to improve service to members.

These objectives are complemented by mentoring and training programs to promote women’s participation in decision-making positions, as well as measures to generate economic benefits for members. Among these, Meillón proposed standardizing the electronic rehabilitation fee for general cargo and promoting agreements that reduce operating costs. This roadmap will be the institutional framework within which Morán will carry out her administration.

The scope of this responsibility is linked to the association’s representativeness. Established on August 6, 1987, Amanac acts as the representative of shipping agents before authorities, service providers, unions, and national and international organizations. Its members serve and represent 95% of the national and foreign vessels that call at Mexican ports, involved in the movement of import and export goods, hydrocarbons, and passengers.

In addition to union representation, the association provides legal, economic, administrative, and technical advice , as well as specialized training. Its structure includes port delegations to address issues that arise in vessel operations and the loading and unloading of goods.

In this change of leadership, Morán acknowledged Andrade’s contribution to the institutional development of Amanac and emphasized the accumulated effort behind his years of service.

“We know that saying 35 years is very easy, in less than two seconds, but it has been a titanic effort that has brought this association to a successful course,” he said.

The continuity announced by the new CEO is based on that structure and the team he is inheriting. In his words, Andrade’s commitment, effort, and vision left a mark on the maritime and port sector and contributed to building the association whose leadership he now assumes.

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El cargo Amanac chooses Paulino Morán for its new phase apareció primero en T21.

CANCÚN, Q. ROO – Modernizing Mexican ports requires expanding infrastructure to accommodate larger vessels, resolving differences in criteria among authorities, simplifying procedures, and connecting the systems involved in the movement of goods. During the opening of the 30th Annual Congress of Shipping Agents , representatives from the industrial sector, the federal government, and the shipping community agreed that the competitiveness of foreign trade depends on making progress in these areas, while also addressing security and decarbonization requirements.

At the meeting organized by the Mexican Association of Shipping Agents (Amanac) , Eduardo Ramírez Leal, Secretary General of the Confederation of Industrial Chambers (Concamin) , stated that Mexico’s opportunities to strengthen its participation in international supply chains require infrastructure and processes that respond to the pace of trade .

The growth in vessel capacity and the complexity of operations, he explained, demand well-prepared ports and services that meet the needs of businesses. However, he cautioned that some improvements also depend on institutional coordination, particularly in administrative simplification, digitalization, and the standardization of procedures.

“The same operation should not face different requirements depending on the port in which it is used,” Ramírez Leal argued.

The observation highlighted a key condition for logistical efficiency: that physical investments be accompanied by predictable procedures . According to the industry representative, dialogue between authorities and companies allows for building solutions based on the experience of those carrying out the operations, with clear rules and certainty for users.

This need for coordination also extends to the various modes of transportation. Ramírez Leal highlighted the industry’s relationship with shipping agents, railroads, and trucking companies , as part of a chain in which the responsiveness of each participant impacts the others. He noted that maritime transport allows Mexican products to reach other markets and also enables the receipt of essential supplies for industrial plants.

In response to these demands, Amanac is preparing changes to its operating tools and staff training . Roberto Meillón, president of the organization, reported that the association is working on modernizing the maritime electronic transmission systems used by its members and affiliates.

This process will be complemented by an academic initiative through which the association seeks to address the sector’s specialization needs.

“The Amanac Academic Institute will begin operations in January 2027,” Meillón announced.

The institute’s launch comes amid stricter international regulations, port automation, and increased environmental demands. The association’s president noted that these changes necessitate updating knowledge and assuming new responsibilities in operations management.

In that context, he raised the need to learn how to use tools like artificial intelligence responsibly . Technology, he explained, has modified both the processes and the nature of work, in an activity where customer service transcends time zones and demands constant adaptation.

The technological upgrade was also addressed from a governmental perspective. Manuel Fernando Gutiérrez Gallardo, head of the Ports and Merchant Marine Unit at the Secretariat of the Navy , emphasized that digitalization, cargo traceability, smart ports, and system interoperability can contribute to more agile and transparent services.

According to the official, these tools rely on the daily coordination efforts of shipping agents with port, maritime, customs, immigration, and health authorities, as well as with service providers and land transporters. Their involvement allows them to anticipate the needs of vessels, streamline processes, and ensure the continuity of the flow of goods.

This capability becomes even more important when supply chains face disruptions . Gutiérrez Gallardo pointed out that timely information, alternative routes, and coordination among participants are essential for sustaining operations in the face of changes in global trade.

Operational efficiency also has a direct relationship with the environmental agenda . Better scheduling of port calls, shorter waiting times, and efficient use of port services all contribute to reducing emissions and increasing competitiveness, he explained.

“Sustainability requires allies in daily operations,” Gutiérrez Gallardo stated.

The official indicated that the Mexican Navy is working on the planning, construction, and maintenance of efficient and resilient infrastructure , compliance with the instruments of the International Maritime Organization, and strengthening the security of port facilities and navigation. Regarding environmental matters, he identified the decarbonization strategy for Mexican ports as the roadmap for moving toward cleaner facilities.

From the business perspective, Meillón also called for incorporating decarbonization into operational decisions and finding short-term solutions that contribute to international goals by 2050. His approach linked the environmental transition with the training and modernization needs of the industry.

Under the theme “Logistics and Foreign Trade: Innovation, Resilience, and Sustainability ,” the congress brings together discussions on supply chains, logistics hubs, rail intermodality, road transport security, smart ports, and the evolution of the shipping agent’s role. These topics reflect an agenda in which infrastructure, technology, and coordination must advance together to translate into more reliable and competitive operations.

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El cargo Shipping agents chart their transformation in Mexico apareció primero en T21.

From October 14 to 17, 2026, the Mexican Association of Shipping Agents (Amanac) will hold its XXX Annual Congress of Shipping Agents in Cancun, Quintana Roo , a forum that will bring together business representatives, authorities and specialists to analyze the challenges facing the maritime sector and its integration with the country’s logistics chains .

Under the slogan “Logistics and foreign trade: Innovation, resilience and sustainability” , the event will address topics related to port infrastructure, rail connectivity, cargo transport security, digitalization of operations and maritime decarbonization.

One of the key topics of discussion will be the development of logistics centers in Mexico and their impact on regional competitiveness, as well as the need to strengthen the connection between ports and different modes of transport in light of changes in international supply chains . Emphasis will also be placed on technology, with the panel “Smart Ports: Digitalization, Automation, and Cargo Traceability ,” in which representatives from APM Terminals Mexico , SSA Marine Mexico , TAP Terminal Portuaria , Grupo CICE , and the National Port System Administration (Asipona) Ensenada will participate .

Amanac indicated that representatives from the National Chamber of Freight Transportation (Canacar) , the National Association of Private Transportation (ANTP) , the Mexican Association of Railways (AMF) , CPKC , Ferromex and Ferrovalle , among other organizations and companies, will meet at different tables to discuss priority issues.

The event will also analyze the challenges of decarbonizing maritime transport, risk management, port security, and the new professional skills required with the incorporation of artificial intelligence in the industry.

The activities will begin on Wednesday, October 14, while the official opening is scheduled for Thursday the 15th, with the participation of representatives from Amanac, the Secretariat of the Navy (Semar) and state and municipal authorities.

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El cargo Amanac will bring together the maritime sector to analyze the challenges of logistics and supply chains apareció primero en T21.

Miguel Ángel Andrade Gómez has decided to relinquish his leadership of the Mexican Association of Shipping Agents (Amanac) . This is not a sudden departure, but rather the culmination of a 35-year journey in which the organization grew alongside the Mexican maritime-port system, while he navigated a landscape of governments, laws, agreements, and people. 

His professional career began in 1977 at the General Directorate of Legal Affairs of the then Ministry of Communications and Transportation. As private secretary to Luis Alberto Amado Castro, he became familiar with the workings of the sector. He then moved to the Merchant Marine and found the field that would define his career: ports. 

During the 1980s and early 1990s, he headed the areas of concessions, the National Maritime Public Registry, and port services. He participated in the preparations for the 1991 Veracruz takeover , which paved the way for private participation in terminals and services. There, he witnessed the beginning of a port transformation. 

That same year, he switched sides. On July 1st, Fernando Con y Ledesma, then president of Amanac, and his Board of Directors invited him to assume the General Management. The association was four years old, comprised seven shipping agencies, and employed four people. It was necessary to raise its profile with authorities and legislators and build a voice for its members. 

Growth was achieved through meetings, documentation, discussions, and agreements. The country’s leading agencies joined, and in 1996, Andrade was appointed director general. “It’s proof that with hard work and dedication, great projects can be accomplished,” recalls Miguel, looking back at the small Amanac compared to the institution he now recognizes as one of the greatest achievements of his life .

He collaborated with 13 presidents and 18 boards of directors. Furthermore, in 1997, Amanac joined the Federation of National Associations of Maritime Brokers and Agents (Fonasba) and in 2004 participated in the creation of the Inter-American Chamber of National Associations of Maritime Agents (CIANAM) . Andrade served as executive secretary and three times as vice president; he also served on the Board of Directors of the Confederation of Industrial Chambers of the United Mexican States (Concamin) . The voice that sought a place in Mexico crossed borders. 

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El cargo The end of a long journey apareció primero en T21.

APM Terminals Mexico has entered a new phase of growth in which capacity expansion must be accompanied by greater integration of the logistics ecosystem. With Phase II of its terminal in Lázaro Cárdenas now operational, a $350 million Phase III in the planning stages, and the modernization of its other terminal in Puerto Progreso, the company is focusing on technology, connectivity, and decarbonization. 

The most visible investment is in Lázaro Cárdenas. APM Terminals accelerated Phase III by eight years to strengthen the terminal and the Pacific corridor. Beatriz Yera, CEO of APM Terminals Mexico, maintains that the decision reflects a long-term vision for the country’s role in global supply chains. 

“Phase III reflects our confidence in Mexico’s potential and in the growth of supply chains that connect the country with North America and global markets, particularly through the Pacific,” he says in an interview with T21. 

The project will arrive at a time of growth . During the first half of 2026, it handled 684,599 twenty-foot equivalent units (TEUs), 35% more than the 508,506 handled during the same period in 2025. This trend continued during the second half of the year, and by September 12, it had already reached one million TEUs handled for the year. The company avoids setting a specific figure for three or five years and focuses its strategy on having the capacity to meet future demand. 

A significant portion of that growth comes from transshipments, which accounted for approximately 61% of the volume in the first half of the year. The company attributes this activity to the port’s location, its connection to routes between Asia and the Americas, and the available infrastructure, but seeks to combine these flows with imports and exports .

The expansion also puts automation to the test. Three new fully automated and electrified storage blocks were added during 2026 as part of Phase II. This infrastructure increases capacity and flexibility, while requiring more specialized personnel to operate digital technologies and systems.

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El cargo More capacity is not enough: APM Terminals seeks to synchronize the supply chain apareció primero en T21.

The funds raised during the 8th Contecon Manzanillo Charity Race were used for infrastructure, equipment and improvements for 20 educational institutions, to which 2.8 million pesos (mdp) were allocated .

These resources resulted in a benefit for 6,545 students from schools in Manzanillo, Colima, who received interventions between February and August 2026, thanks to the resources obtained during the race held in 2025, Contecon Manzanillo reported in a statement.

The works responded to the particular needs of each school and included the installation and improvement of roofs, dining areas, access porticos and perimeter fences, in addition to lighting work and the incorporation of sound equipment and closed circuit systems.

The schools that benefited were Manuel Murguía Galindo, Cristóbal Colón, Miguel Hidalgo, Homobono Llamas, Juan Escutia, Arnoldo Ochoa, Benjamín Amador Cisneros, Mariano Miranda Fonseca, Escultor Sebastián, Pedro Sainz de Baranda, María Adelina, CAM Anne Sullivan, Francisco Villa, Benito Rincón López, Jorge Chávez Carrillo, Marina Nacional, 5 de Mayo, 5 de Febrero, Venustiano Carranza and Rafaela Suárez, the statement indicated.

The handover of the works took place on September 30th, with the participation of José Antonio Contreras, CEO of Contecon Manzanillo; Adolfo Núñez González, Secretary of Education of Colima; Juan Carlos Salas, Director of Human Resources of the company; as well as representatives of sponsors, teachers and students.

An initiative that is gaining support

Adding up the history of the initiative, throughout its eight editions, Contecon estimates that more than 20,000 students in Manzanillo have benefited through actions aimed at improving the conditions of their schools.

The terminal indicated that it will seek to maintain the initiative in future editions and continue channeling resources to schools in Manzanillo that require infrastructure and equipment improvements.

“The Race for a Cause goes far beyond a sporting competition. It is an initiative that brings together runners, families, businesses, and the entire community around a common goal: to contribute to improving the educational conditions of children and young people in Manzanillo,” Contreras emphasized.

For the 9th Race for a Cause

Contecon Manzanillo is preparing for its 9th Annual Charity Race , which will take place on Sunday, November 8th. This year, they expect a maximum of five thousand runners to participate .

The race will be divided into competitive segments of 3, 5.5 and 10 kilometers on routes through the Contecon Manzanillo and Hazesa terminals, the latter being multi-purpose, as well as external roads such as the second northern access to the port.

Kit pickup for this ninth race will be on Saturday, November 7th, from 8:00 AM to 7:00 PM. Those interested in registering should visit www.asdeporte.com .

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El cargo Race for a Cause: Contecon Manzanillo promotes educational infrastructure in the region apareció primero en T21.

The momentum gained by the entry of new vehicles through Mexican Pacific ports lost steam in 2026. With higher tariffs on cars originating from countries without trade agreements with Mexico and after the advance of imports by automakers in 2025, that coast received 425,660 units between January and August, a decrease of 6.3% compared to the same period of the previous year.

Figures from the Ports and Merchant Marine Unit (UPMM) , part of the Mexican Navy (Semar) , show that the contraction was concentrated in Mazatlán and Lázaro Cárdenas , two entry points for vehicles from Asia. Both ports saw a reduction of 30,787 imported units, partially offset by an interoceanic transit operation in Salina Cruz.

The change occurs under a new tariff structure. The decree published on December 29, 2025, in the Official Gazette of the Federation (DOF) , effective since January 1, 2026, established a 50% tariff on various categories of automobiles , including new electric vehicles. The reform encompassed products originating from countries with which Mexico does not have trade agreements, including China.

Its impact must be analyzed by country of origin and the applicable treatment for each transaction, since the Asian flow also includes vehicles from American, Japanese, and other manufacturers. Lázaro Cárdenas and Mazatlán are the main entry points for both Chinese brands and vehicles from other manufacturers produced in Asia.

In Mazatlán, imports fell from 108,500 to 90,251 vehicles, a 16.8% decrease, the most pronounced among the main Pacific ports . Lázaro Cárdenas, meanwhile, received 332,409 units, compared to 344,947 the previous year, a 3.6% reduction.

Beyond the increased cost associated with the new tariffs, the adjustment is also related to logistical decisions made before their entry into force: automakers brought forward imports during 2025 to bring vehicles into the country under the previous tariff conditions.

Foreign trade data also show a reduction in vehicle purchases from China. Figures from the Ministry of Economy demonstrate that these imports decreased by 31.1% in the first half of 2026, to 158,571 units . Although this data covers a different period and period than port statistics, it provides further evidence of the slowdown in this flow.

In the Pacific region, the combined import and export movement fell 5.4%, from 582,064 to 550,907 vehicles . Imports accounted for 92.1% of this net reduction, while exports decreased 1.9% to 125,247 units. The composition of the decline places the main pressure on this region’s import business.

However, the trend was not uniform across the country. Imports through the Gulf-Caribbean region increased by 7.3%, reaching 199,468 vehicles, driven by Veracruz, where imports rose from 175,255 to 193,636 units, a growth of 10.5%.

This progress helped Veracruz maintain its national leadership in total vehicle traffic, with 513,490 units and a 5.3 percent increase. However, its recovery still left it below the 614,026 vehicles it moved in January-August 2023.

In contrast, Altamira registered the largest absolute loss among the country’s ports , falling from 306,440 to 271,288 vehicles, a contraction of 11.5 percent. In this case, the reduction was concentrated in exports, which decreased from 299,031 to 265,456 units, a trend that should be distinguished from the impact of Mexican tariffs on imports.

The national result combined both pressures. Mexican ports handled 1,364,178 vehicles in deep-sea traffic during January-August 2016, 2.8% less than a year earlier. Imports decreased 2.4% to 625,128 units, while exports fell 3.2% to 739,050.

With this, port traffic accumulated two consecutive declines for that period, after reaching 1,517,401 units in 2024, the highest volume of the shared series from 2021 to 2026. Compared to that level, the most recent record was 10.1% lower; exports were 20% below , while imports exceeded it by 5.3 percent.

Within this adjustment, Salina Cruz exhibited a particular dynamic . Its vehicle traffic increased from 900 to 3,000 vehicles, but these correspond to an operation with a final destination in the United States. T21 documented in mid-July of this year that the Hyundai Glovis units —the logistics arm of Hyundai and KIA—arrived from Masan, South Korea, and crossed by rail to Coatzacoalcos to continue on to Brunswick and Philadelphia.

The volumes match the three thousand units that UPMM records as exports in Coatzacoalcos. This correspondence points to the same flow accounted for in both maritime entry and exit, so the increase reflects logistical activity of the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) , without implying greater absorption of vehicles by the Mexican market.

The port map thus shows an adjustment with different causes and scopes . Higher tariffs and anticipated imports help explain the moderation in the Pacific, while the growth in Veracruz, the decline in exports from Altamira, and transit through the CIIT reveal that national evolution also depends on the composition of flows and the routes used.

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El cargo Tariffs cool the flow of vehicles through the Mexican Pacific apareció primero en T21.

During the first eight months of 2026, the movement of 20-foot equivalent units (TEUs) in Mexican ports showed generally positive figures compared to the same period last year. However, a slowdown was observed in August compared to the previous month.

According to statistics from the Secretariat of the Navy (Semar) , the National Port System registered a total of 6,512,648 TEUs moved between January and August of this year , 3.4% more than the 6,297,882 containers handled in the same period of 2025.

This increase was mainly driven by the port of Manzanillo , which in the reference period accumulated 2,824,839 TEUs , an increase of 11.0% compared to the same period in 2025.

In this way, Manzanillo consolidated itself as the main point for container handling, operating 43.4% of the total TEUs moved nationally , while last year it operated 40.4% of the total.

Lázaro Cárdenas ranked second with 1,805,022 TEUs , which represented an increase of 4.9% compared to the January-August period of 2025.

The port of Veracruz accumulated 802,184 TEUs in the first eight months of 2026; this represented a decrease of 5.6% compared to the same period last year.

Meanwhile, Altamira handled a total of 579,023 TEUs in the January-August 2026 cycle, an annual decrease of 5.3 percent.

These four ports accounted for 92% of the total container traffic in the country .

Ports slow down in August

An analysis by T21 Business Intelligence  shows that, after reaching the highest volume of the year in July with 877,680 TEUs handled in the National Port System, August saw a contraction of 3.3% on a monthly basis, with a total of 848,641 TEUs .

Unlike what happened in 2025, when the cycle with the highest container movement was August, in 2026 the highest level was achieved last July.

The total figures for ports in container handling were influenced by the pace reached by Manzanillo , which was precisely last July, when it had its highest record of the year, while in August it contracted by 4.1 percent .

The port of Lázaro Cárdenas followed the same route , concentrating 221,131 TEUs in the eighth month of the year , representing a decrease of 7.8% compared to the movement of the previous July.

In contrast, Veracruz handled a total of 109,556 TEUs in August , a 4.06% increase compared to July. Meanwhile, the port of Altamira, with 80,701 containers , also registered a 4.6% increase compared to July.

The featured image in this article was generated using artificial intelligence.

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El cargo Container handling, with slight progress in cumulative total; pace slows in August apareció primero en T21.

The tractor-trailers waiting to enter the port of Manzanillo occupy space on roads that must also handle city traffic. To reduce this pressure, the Manzanillo National Port System Administration (Asipona) and trucking organizations prepared a pilot program that would concentrate trucks at the Land Regulation Center (CRT) and regulate their departure toward Contecon Manzanillo , the operator of the Specialized Container Terminal (TEC) II. The project had been in development for weeks, but its public announcement sparked a disagreement over who should communicate the change and when it would take effect.

The immediate consequence fell on the truckers. On September 23, the Manzanillo Port Community (Copoma) instructed them that the following day they had to go to the CRT (Regional Transportation Center) before attending certain appointments at Contecon. Hours later, the terminal asked them to maintain their usual entry procedure . For a trucking company, deciding which instruction to follow meant risking their truck’s schedule and, consequently, the cargo’s scheduling and delivery.

The evidence originates from minutes of the September 3rd Copoma-Asipona-transporters meeting, obtained by T21. Isaí Martínez, representative of Asipona Manzanillo, stated during the meeting that the strategy had been in preparation for over a month and that the transportation associations had proposed starting with Contecon . Representatives from the City Council, Copoma, Conatram , UTCM, UETLM, and the National Chamber of Freight Transportation (Canacar) also participated . Contecon is not listed among the registered attendees, so the minutes do not prove that the terminal approved the plan at that meeting.

Martínez explained that the new CRT project (located at kilometer 3.5 of the Manzanillo-Minatitlán highway) would also utilize an adjacent space formerly occupied by TIMSA —which also operates a multi-purpose terminal at the port—to concentrate trucks and regulate their flow toward the port area. He also indicated that additional areas could be freed up starting in December and that, if the pilot program proved successful, its application would be evaluated at other terminals. Héctor Venancio, general director of Copoma, linked the proposal to the need to reduce the number of vehicles on municipal roads and increase their turnover.

Choosing Contecon as the starting point also places the test at one of the port’s highest-volume operations. According to official figures compiled by terminal from January to August 2026, Manzanillo handled 2,824,836 twenty-foot equivalent units (TEUs), compared to 2,544,369 in the same period of 2025, an 11 percent increase. Contecon handled 1,186,477 TEUs, 20.2% more than the 987,017 of the previous year . Its operation represented 42% of the port’s total container volume during those eight months. This share allows us to gauge the potential scope of a test focused on its access points, although the TEUs handled do not equate to the number of tractor-trailers that would use the CRT (Container Receiving Terminal).

The meeting also defined how the first phase would operate. It was proposed that Contecon import appointments would be scheduled starting at 4:00 PM, primarily on Wednesdays, Thursdays, and Fridays. Trucks would arrive at the CRT approximately two hours before their appointment and depart about an hour earlier in a convoy toward the terminal’s second access point, traffic conditions permitting. Participants also discussed how to identify these trucks, either through appointment scheduling or electronic documentation.

The trial was implemented alongside another extension of operating hours aimed at facilitating the clearance of goods. According to the same minutes, the Manzanillo Customs Office began processing imports 24 hours a day on Thursdays and Fridays . Martínez noted that this schedule could benefit the CRT’s operations: it would allow for the distribution of operations over more hours, provided that the flow of trucks to the terminal and access points could also be coordinated.

The minutes state that attendees unanimously agreed to proceed with the use of the CRT (Centralized Traffic Response Center) for these operations. Among the agreements reached were the concentration and allocation of traffic units, adjustments to the Tapeixtles-bypass interchange, and an evaluation of the trial run before its expansion . It was also noted that the availability of traffic management personnel would be limited during the construction in Manzanillo.

This specific plan relies on an existing facility with general rules. The Rules for Use of the Land Traffic Regulation Center at the Regulating Yard , issued weeks ago by Asipona Manzanillo and reviewed by T21, stipulate that the port authority, through its Land Traffic Control Center (CCTT) , authorizes the use of spaces according to vehicle flow and operational needs. They allow for trucks to be routed to the CRT when a terminal experiences delays, access points become congested, or units arrive with appointments for later times. They also indicate that the commencement of space use must be announced through authorized official channels.

The rules, therefore, describe what the CRT can be used for and who manages its operation. They do not, in themselves, stipulate that Contecon appointments from 4:00 PM onwards must pass through the yard on Wednesdays, Thursdays, and Fridays, nor do they establish the convoy departure time scheduled in the minutes. Implementing this trial required clearly communicating to the carriers when it would begin and what the recognized procedure would be for accessing the terminal.

The time and costs associated with the port cycle explain the importance of avoiding further delays. According to the Average Trucking Time Indicator (ITPAP) for August , compiled by T21 Business Intelligence, the average time observed for import container operations in Manzanillo decreased from 12 hours, 50 minutes, and 27 seconds in July to 9 hours, 34 minutes, and 30 seconds in August. The same study estimated 414.9 million pesos per month in resources associated with trucking downtime in Manzanillo , considering diesel, drivers, and tractor-trailers. This figure does not represent verified accounting losses, nor does it measure the potential impact of the CRT test. The ITPAP is based on data shared by GPS and trucking companies, not on all trips through the port.

The CRT scheme had already been publicly mentioned before September 23. Four days earlier, Yax Tzel Nolasco Gómez, delegate of the National Confederation of Mexican Carriers (Conatram) in Colima and president of the Manzanillo Freight Carriers Union (UTCM), told the newspaper Hechos that tests were being prepared primarily for units destined for Contecon . He indicated that the yard would be used when saturation made it necessary to regulate entry and that its initial operation would allow for adjustments to be identified.

Copoma took the next step on September 23. In a statement, it announced that starting Thursday, September 24, trucks with appointments from 4:00 PM onward to Contecon would first need to enter the CRT (Regional Transportation Center), arrive two hours early, complete a PIS Check (Pilot Inspection System), and depart in convoy one hour before their appointment. The notice added that trucks that did not follow this procedure “will not be allowed to enter the facility .” Although the schedule and route largely correspond to what was discussed on September 3, neither the minutes nor the CRT’s general rules explicitly state this consequence for this test.

Contecon responded that same day. In its “Important Notice Regarding Use of the Regulating Yard,” it stated that the scheme disseminated by Copoma “was neither coordinated nor agreed upon with our Terminal” and that the association’s statement did not constitute a valid operational instruction for changing its users’ access. It requested that the current procedure be maintained until any modification was communicated through the appropriate official channels and, where applicable, had the support and authorizations of Asipona or the competent authority. The notice appears in the terminal’s communications section for transport companies.

A T21 source with knowledge of the discussions at the port indicates that Contecon personnel participated in other meetings and that their objection related to the way in which Copoma, whose president is the general manager of Asipona Manzanillo, communicated the measure. This explanation remains attributed to the source; it does not alter the fact that Contecon publicly disavowed the notice, nor does it allow us to conclude that it passed the test recorded in the minutes of September 3.

According to a second source close to the Contecon operation, the procedure announced by Copoma was not applied on Thursday the 24th .

Furthermore, it is known that a new meeting with all those involved will be held next Monday, September 28, to resolve this situation; however, the CRT issue is ongoing.

Concentrating trucks outside the terminal could alleviate traffic congestion in Manzanillo if their departure is coordinated with the actual capacity of the access roads and the terminal itself. The effect of the trial cannot yet be determined. Before measuring it, Asipona and the stakeholders involved will have to specify when the procedure will begin, which units it will apply to, and how a single instruction will be communicated. As long as the uncertainty persists, it is the carriers and the cargo that bear the immediate consequences: committed equipment time, trips that must be rescheduled, and deliveries whose timing becomes unpredictable.

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