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.

The awarding of the Made in Mexico distinction to 11 companies affiliated with the Mexican Association of Shipping Agents (Amanac) came with a message that went beyond business recognition: the federal government admits that, in order to fully take advantage of the economic opportunity before it, Mexico must resolve historical shortcomings in infrastructure, security, training and formalization.

The companies recognized by the Ministry of Economy (SE) were Agencia Naviera de México, Sea Alliance, Samsung SDS México, Kundiso, Ceci, Fisa, Semave, CICE O+C, Ascop, Navieros y Consignaciones and CICE , companies linked to foreign trade and maritime logistics that joined one of the strategies promoted within the so-called Mexico Plan.

During the ceremony, Ignacio Aguado, Director General of Innovation, Services and Domestic Trade at the Ministry of Economy, stated that the certification aims to strengthen national content and increase the country’s competitiveness in an international environment marked by trade tensions, reconfiguration of supply chains and growing competition among emerging economies.

However, the official also acknowledged that Mexico faces challenges that limit its ability to fully capitalize on its strategic position. “ Infrastructure is one of them; we still have a lot to resolve regarding security —it’s the number one demand,” he stated, noting that industrial and logistical growth has outpaced the country’s capacity to develop the necessary conditions to sustain it.

The message is particularly relevant for a sector that depends on the efficiency of ports, roads, customs, and supply chains . While the government promotes greater production integration and a strengthening of domestic content, the authority itself acknowledges that bottlenecks persist that can affect the competitiveness of companies operating in foreign trade.

Aguado defended the government’s strategy, asserting that Mexico retains advantages that are difficult for other countries to replicate, especially due to its integration with the United States. “We are irreplaceable ,” he stated, referring to the trade relationship between the two nations and the role of the United States-Mexico-Canada Agreement (USMCA) within the regional economy.

Another point that drew attention was the recognition of the shortage of specialized talent facing the logistics industry . The official explained that the Ministry of Economy is promoting training and certification programs to professionalize the sector, given the growing demand for qualified personnel.

Business formalization also emerged as one of the most significant outstanding issues. Aguado pointed out that more than half of the country’s economic units operate informally , a condition that limits productivity, competitiveness, and the economy’s growth potential.

In this context, the Made in Mexico label seeks to become more than just a promotional seal. “We have a roadmap, we have a strategy, and one of those strategies is the Made in Mexico certification ,” stated the official, who defended the initiative as a tool to identify formal businesses, raise standards, and strengthen the presence of national suppliers and service providers.

On behalf of Amanac, Roberto Meillón emphasized that the association decided to join the program from the outset. “We didn’t hesitate for a second; it was something that clicked immediately ,” he stated. The organization’s president noted that the member companies share an interest in contributing to the country’s economic development and expanding the value they offer their customers.

The awarding of the distinction thus left a dual interpretation: on the one hand, the government’s commitment to strengthening the domestic market and national supply chains; on the other, the recognition that Mexico’s competitiveness will continue to depend on its ability to solve structural problems that the government itself identifies as pending.

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El cargo 11 companies affiliated with Amanac embrace “Made in Mexico” apareció primero en T21.

May marked a turning point for port productivity in Mexico. After four consecutive months of increases in the dwell times of trucking units transporting import containers, the Average Trucking Time Indicator in Ports (ITPAP) , compiled by T21 Business Intelligence , registered its first improvement of 2016, driven by a reduction in customs processing times and an operational recovery particularly visible in Lázaro Cárdenas.

The average port turnaround time for a truck was 11 hours, 45 minutes, and 2 seconds in May , a decrease of 1 hour, 20 minutes, and 44 seconds compared to the 13 hours, 5 minutes, and 46 seconds recorded in April. This broke an upward trend that had persisted since the beginning of the year and had brought turnaround times to their highest level in April.

The improvement becomes even more significant when observing the cumulative behavior of the index during 2016. In January, the average time spent online was 8 hours, 47 minutes, and 33 seconds; by February, it had climbed to 11 hours, 9 minutes, and 20 seconds; in March, it reached 12 hours, 56 minutes, and 32 seconds; and in April, it reached 13 hours, 5 minutes, and 46 seconds. In other words, during the first four months of the year, the average time spent online increased steadily , accumulating an increase of more than four hours compared to the beginning of the year.

For May, ITPAP considered the measurement of 1,629 movements in the four ports it evaluates: Manzanillo, Lázaro Cárdenas, Altamira and Veracruz, the ones with the highest import movement of containers in the country.

The improvement observed in May is primarily due to the performance of customs operations. The average customs processing time at the four ports decreased from 6 hours, 25 minutes, and 42 seconds in April to 5 hours, 45 minutes, and 1 second in May—a reduction of more than 40 minutes. This component had been the main cause of the decline observed in previous months, increasing from 4 hours, 20 minutes, and 12 seconds in January to more than six hours during March and April.

Waiting times also contributed to the recovery. The average decreased from 3 hours, 48 ​​minutes, and 35 seconds to 3 hours, 24 minutes, and 14 seconds between April and May, while maneuvers improved from 2 hours, 51 minutes, and 29 seconds to 2 hours, 35 minutes, and 47 seconds. The combination of these three factors allowed for a partial reversal of the operational pressure accumulated during the first four months of the year.

This trend is significant because the Michoacán port had been the main driver of the decline recorded during the first months of the year. In fact, between January and April, average dwell times increased from 10 hours, 48 ​​minutes, and 43 seconds to almost 17 hours, making it the port with the most strained performance among the four ports considered by ITPAP.

Manzanillo also registered an improvement , albeit a more moderate one. Its average port time decreased from 10 hours, 32 minutes, and 48 seconds in April to 10 hours, 21 minutes, and 33 seconds in May. Veracruz showed a marginal reduction, while Altamira was the only port that experienced an increase in its average port times during the analyzed period.

The recovery observed by ITPAP occurred in a context where container imports showed varying trends among ports. According to figures from the Ports and Merchant Marine Unit (UPMM) , between January and May 2026, Mexican ports handled 1.50 million TEUs (20-foot equivalent units) of imports , a decrease of 1.9% compared to the same period in 2025.

In the Pacific region, where Manzanillo and Lázaro Cárdenas are located , import container traffic remained virtually stable, with a decrease of just 0.9 percent. However, the results were contrasting at the individual port levels: Manzanillo saw a 3.8% increase, handling 717,929 TEUs, while Lázaro Cárdenas registered a 9.9% drop, with 275,256 TEUs. In the Gulf of Mexico, Altamira reported a 1.2% decrease and Veracruz a 2.9% decrease.

While May does not return the indicator to the levels observed at the beginning of the year, it does represent the first respite for logistics chains linked to container imports.

The reduction of more than one hour in average dwell times suggests an improvement in the operational fluidity of the country’s main ports, although challenges still remain to recover the efficiency they showed at the beginning of 2026.

The question now is whether this trend can be sustained during the second half of the year, when the approach of the peak season typically increases import volumes , boosts demand for land transport, and puts the operational capacity of ports, terminals, and customs to the test. The results of the coming months will determine whether the improvement observed in May was a temporary adjustment or the beginning of a more consistent recovery in trucking service times.

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Short-term ocean freight rates on the Asia-Mexico and West Coast of South America (WCSA) route closed May at levels not seen since the rebound recorded at the beginning of 2016 and could exceed the barrier of five thousand dollars per 40-foot container (FEU), in an environment marked by capacity restrictions, high demand and increasing operational pressures in the shipping market.

According to the monthly EAX index report, prepared by Eternity Group Mexico , the index closed May at $3,488 per FEU , a 26.33% increase compared to the previous month. However, the acceleration observed during the final weeks of the period allowed market prices to surpass $4,500 per container by the end of the month, anticipating further increases in the coming weeks.

The main trigger for this new surge was the combination of operational delays caused by the Labor Day holiday in China , celebrated between May 1 and 5, and a significant reduction in capacity by shipping companies. In less than a month, shipowners withdrew more than 10 vessels from services connecting Asia with Latin America, a move that quickly altered the balance between supply and demand.

The speed with which these adjustments were implemented reflects a structural change in the maritime industry, where shipping lines now have a greater capacity to adapt their service networks and manage available space according to market conditions.

Following the resumption of operations in China in mid-May, rates began to fluctuate between three and four thousand dollars per FEU. As the month progressed, high vessel occupancy drove further increases, prompting numerous importers to seek to secure available space for critical cargo and seasonal goods.

This situation has begun to generate concern among maritime transport users due to the possibility of facing a new cycle of increased logistics costs just as the peak shipping season begins. Eternity Group’s analysis identifies a concentration of demand for priority products, whose owners are willing to pay higher rates to guarantee the shipment of their goods.

At the same time, the reduction in capacity has led to frequent changes in transit times, making logistics planning more difficult and forcing shippers to make decisions further in advance to avoid disruptions to their supply chains.

In addition to operational restrictions, there is the international geopolitical context. The report highlights that fuel represents between 20% and 25% of a shipping company’s operating costs and is currently above $90 per barrel due to tensions in the Middle East, well above the historical levels below $60 seen under normal conditions.

This increase in energy costs has encouraged shipping lines to prioritize corridors with better profit margins, which has contributed to the redistribution of capacity and upward pressure on various trade routes.

Under these conditions, Eternity Group anticipates that June will be a particularly challenging month for importers and exporters . The expectation is that rates will continue to rise week after week and that container availability will remain limited due to strong demand and difficulties in returning empty containers to Asia.

If capacity restrictions and the current level of demand persist, the market could trade above five thousand dollars per FEU in the coming weeks, consolidating one of the periods of greatest tariff tension observed in the transpacific corridor to Latin America in recent years.

Given this scenario, the analysis recommends avoiding speculative strategies when dealing with critical cargo and reinforcing logistics planning processes at least three to four weeks in advance. It also emphasizes the need for greater precision in defining the Cargo Ready Date (CRD) , as any modification can significantly increase the risk of losing previously reserved slots.

Meanwhile, the industry’s global capacity continued to grow. In May, an additional 140,317 TEUs (twenty-foot equivalent units) entered the market with the delivery of new container ships. CMA CGM led these additions, bringing 40,348 TEUs into its fleet with the commissioning of two large vessels.

The upward trend was also reflected on the Asia-East Coast of South America (ECSA) route , where the EAX index reached $4,219 per FEU, equivalent to a monthly increase of 36.61 percent. The performance of this corridor confirmed that tariff pressures extended beyond the Mexican market and revealed an unusual disconnect between available capacity and observed freight levels, pushing rates to their 2026 highs.

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El cargo Asia-Mexico freight rates are accelerating and aim to break the $5,000 mark. apareció primero en T21.

Short-term ocean freight rates on the Asia-Mexico and West Coast of South America (WCSA) route closed May at levels not seen since the rebound recorded at the beginning of 2016 and could exceed the barrier of five thousand dollars per 40-foot container (FEU), in an environment marked by capacity restrictions, high demand and increasing operational pressures in the shipping market.

According to the monthly EAX index report, prepared by Eternity Group Mexico , the index closed May at $3,488 per FEU , a 26.33% increase compared to the previous month. However, the acceleration observed during the final weeks of the period allowed market prices to surpass $4,500 per container by the end of the month, anticipating further increases in the coming weeks.

The main trigger for this new surge was the combination of operational delays caused by the Labor Day holiday in China , celebrated between May 1 and 5, and a significant reduction in capacity by shipping companies. In less than a month, shipowners withdrew more than 10 vessels from services connecting Asia with Latin America, a move that quickly altered the balance between supply and demand.

The speed with which these adjustments were implemented reflects a structural change in the maritime industry, where shipping lines now have a greater capacity to adapt their service networks and manage available space according to market conditions.

Following the resumption of operations in China in mid-May, rates began to fluctuate between three and four thousand dollars per FEU. As the month progressed, high vessel occupancy drove further increases, prompting numerous importers to seek to secure available space for critical cargo and seasonal goods.

This situation has begun to generate concern among maritime transport users due to the possibility of facing a new cycle of increased logistics costs just as the peak shipping season begins. Eternity Group’s analysis identifies a concentration of demand for priority products, whose owners are willing to pay higher rates to guarantee the shipment of their goods.

At the same time, the reduction in capacity has led to frequent changes in transit times, making logistics planning more difficult and forcing shippers to make decisions further in advance to avoid disruptions to their supply chains.

In addition to operational restrictions, there is the international geopolitical context. The report highlights that fuel represents between 20% and 25% of a shipping company’s operating costs and is currently above $90 per barrel due to tensions in the Middle East, well above the historical levels below $60 seen under normal conditions.

This increase in energy costs has encouraged shipping lines to prioritize corridors with better profit margins, which has contributed to the redistribution of capacity and upward pressure on various trade routes.

Under these conditions, Eternity Group anticipates that June will be a particularly challenging month for importers and exporters . The expectation is that rates will continue to rise week after week and that container availability will remain limited due to strong demand and difficulties in returning empty containers to Asia.

If capacity restrictions and the current level of demand persist, the market could trade above five thousand dollars per FEU in the coming weeks, consolidating one of the periods of greatest tariff tension observed in the transpacific corridor to Latin America in recent years.

Given this scenario, the analysis recommends avoiding speculative strategies when dealing with critical cargo and reinforcing logistics planning processes at least three to four weeks in advance. It also emphasizes the need for greater precision in defining the Cargo Ready Date (CRD) , as any modification can significantly increase the risk of losing previously reserved slots.

Meanwhile, the industry’s global capacity continued to grow. In May, an additional 140,317 TEUs (twenty-foot equivalent units) entered the market with the delivery of new container ships. CMA CGM led these additions, bringing 40,348 TEUs into its fleet with the commissioning of two large vessels.

The upward trend was also reflected on the Asia-East Coast of South America (ECSA) route , where the EAX index reached $4,219 per FEU, equivalent to a monthly increase of 36.61 percent. The performance of this corridor confirmed that tariff pressures extended beyond the Mexican market and revealed an unusual disconnect between available capacity and observed freight levels, pushing rates to their 2026 highs.

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El cargo Asia-Mexico freight rates are accelerating and aim to break the $5,000 mark. apareció primero en T21.

Twenty-three years after beginning operations at the port of Lázaro Cárdenas, Hutchison Ports’ terminal seeks to consolidate itself as one of the main logistics platforms on the Mexican Pacific coast, supported by a strategy of expansion, automation and operational efficiency that aims to respond to the growth of global supply chains and the pressure faced by the national port system. 

For Manuel García Gordillo, general manager of Hutchison Ports LCT , the growth of the terminal has been closely linked to the need to offer an alternative to the recurring congestion of the port of Manzanillo, Lázaro Cárdenas’ main competitor in handling containers on the Mexican Pacific coast. 

“Lázaro Cárdenas became an alternative to the congestion problems of the port of Manzanillo,” the executive stated in an interview with T21, recalling that the terminal began operations with virtually no container traffic and today handles over 1.5 million TEUs  (20-foot containers) annually. 

The growth in vessel size and the demands of shipping lines have forced an acceleration in the development of specialized infrastructure. Following this logic, Hutchison Ports LCT is currently developing the third phase of its terminal expansion , which will increase its operational capacity through new yard areas, a larger dock, and automated equipment. 

Currently the terminal has 76 hectares developed and projects to exceed 100 hectares with this growth stage, in addition to reaching almost 1,500 meters of dock and adding new autonomous RTG cranes and state-of-the-art dock cranes. 

“This project is truly important because it has been driven by a combination of factors. On the one hand, there’s the pressure of needing more space to increase our service capacity . But on the other hand, it’s also about preparing ourselves so that our clients can be certain their shipments won’t get stuck here,” Gordillo explains.

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El cargo LCT, the giant that wants to redefine the Mexican Pacific apareció primero en T21.

The arrival of the  Mexican Association of Shipping Agents (Amanac)  into a new phase under the presidency of Roberto Meillón Covarrubias points not only to a leadership transition, but also to a fundamental rethinking of how the organization should operate and evolve in the coming years. Aware of the “big package” that, as he stated in an interview with T21, Fernando Con y Ledesma is leaving him, the new president outlined an agenda focused on governance, institutional framework, modernization, human capital, and a more active role for the board of directors in the association’s operations. 

“It is my responsibility to coordinate and direct,” Meillón explains, adding that his management model will rely on the delegation of responsibilities and a more dynamic structure. 

The first line of action will be to strengthen Amanac’s internal governance through mandatory and measurable participation of all board members. Following this approach, the creation of six specialized committees was announced, each with specific responsibilities, ranging from auditing and governance to technological modernization, legal and statutory matters, human resources, and maritime and port issues, divided between the Pacific and the Gulf of Mexico. 

One of the most significant changes Meillón is promoting is the updating of Amanac’s bylaws, which, he emphasizes, have not been modified in over three decades. Among the proposals is extending the presidential term to three years starting in 2030 , although this is contingent upon annual evaluations based on performance indicators. 

Institutionalization will also be central to his administration. The executive believes the association must professionalize its internal processes through certifications and standards that, he asserts, the organization currently lacks. “We are going to ensure Amanac has established work processes and standardizes them. That is what the members demand,” he states. 

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El cargo The reinvention of Amanac apareció primero en T21.

The presence of an oil slick in Manzanillo Bay mobilized maritime, port, and environmental authorities, as well as Petróleos Mexicanos (Pemex) , who are conducting an investigation to determine the origin of the hydrocarbon detected on June 2nd in the vicinity of the tourist pier and the Maritime Terminal of the state-owned company.

According to the Mexican Navy (Semar) , the contingency resulted in the activation of the Local Contingency Plan for Spills of Hydrocarbons and Potentially Hazardous Noxious Substances in Mexican Marine Zones, after the National Port System Administration (Asipona) Manzanillo reported the presence of the contaminant in waters near the city’s historic center.

The first inspections carried out by specialized personnel made it possible to identify “scattered patches of surface iridescence in the water” , which were concentrated around the perimeter barriers of the Pemex Maritime Terminal, a situation that triggered the application of response protocols to contain a possible environmental impact.

As part of the emergency response, the Mexican Navy (Semar) deployed a joint operation with the Pacific Naval Force, the Fourteenth Naval Zone, and ASIPONA Manzanillo to carry out cleanup efforts and determine whether the presence of the hydrocarbon was due to an isolated incident or a continuous source of contamination. The response included the deployment of 200 meters of containment booms from the Mexican Navy ship “Comala,” with support from a tugboat, two Defender-class vessels from the Naval Search, Rescue, and Maritime Surveillance Station (ENSAR), and a Go-Fast vessel.

These efforts were complemented by the installation of an additional 270 meters of barriers as structural support for the containment work, along with another 450 meters placed at the Pemex Maritime Terminal. Naval authorities stated that the cleanup and recovery of the hydrocarbons continues, with the goal of preventing or mitigating damage to the marine ecosystem.

As containment efforts in the water progressed, Pemex reported that it is maintaining inter-institutional coordination to help identify the source of the oil spill. The company stated that personnel from the Federal Maritime Guard, Asipona Manzanillo, the Mexican Navy, and Pemex itself conducted verification tours of docks, beach pipelines, and facilities at the maritime terminal.

As a result of the inspections carried out on June 2 and 3, Pemex assured that “the facilities are operating under normal conditions and without evidence of damage or incidents associated with the event,” ruling out so far any indications that directly link the contingency to a visible failure in its infrastructure.

The company also reported that it is maintaining constant coordination with the Mexican Navy, Asipona Manzanillo, and other relevant authorities to monitor the investigations . It also announced a new pipeline inspection with the participation of the Ministry of Environment and Natural Resources (Semarnat) , the Federal Attorney for Environmental Protection (Profepa) , Asipona, and Civil Protection, as part of the efforts to determine the origin of the hydrocarbon.

In its statement, Pemex reiterated “its commitment to protecting the environment, the safety of its operations, and the timely attention to any situation that could represent a risk to the communities and ecosystems where it carries out its activities,” while the investigations continue.

For its part, the Mexican Navy emphasized that the central purpose of activating the contingency plan is “to establish actions for the containment and recovery of the oil spill in the sea in the shortest possible time to prevent or mitigate damage and pollution to the marine environment.” In this regard, the agency reaffirmed its commitment to protecting the marine environment and ensuring the safety of port activities, in a situation that keeps authorities under close observation while the origin of the substance that reached the waters of Manzanillo Bay is determined.

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El cargo Oil spill under investigation off the port of Manzanillo apareció primero en T21.

The port industry in Latin America and the Caribbean now has a new call for entries to recognize best practices, projects, and initiatives that are transforming maritime and port operations in the region. The American Association of Port Authorities for Latin America and the Caribbean (AAPA LATAM) and the Secretariat of the Inter-American Committee on Ports of the Organization of American States (CIP-OAS) launched the fifth edition of the Port Industry Excellence Award , a prize that seeks to distinguish ports, terminals, and operators that have achieved outstanding results through innovation, efficiency, and strategic collaboration.

The call for proposals comes at a time when ports play a fundamental role in the regional economy, handling over 95% of the hemisphere’s exports. In this context, the award aims to highlight projects that strengthen logistical competitiveness and contribute to the economic and social development of the region’s countries.

For the 2026 edition, the award includes three categories considered key to the future of the port sector. The first focuses on Technology and Innovation , aimed at organizations that have incorporated advanced technological tools to optimize processes and improve their operational performance. The second, Port Performance and Growth , recognizes initiatives capable of demonstrating operational improvements with tangible and verifiable economic impacts. Finally, the Public-Private Partnerships category seeks to recognize intersectoral cooperation schemes that promote the sustainable development of port activity.

The structure of this call for proposals reflects the main trends currently shaping the international port agenda. The digitization of processes, the pursuit of greater operational efficiency, and the integration of public and private stakeholders have become key factors in increasing the competitiveness and resilience of logistics chains.

Participating projects will be evaluated using a set of criteria that consider efficiency and operational capacity indicators , as well as the economic benefits generated by the initiatives and their potential to trigger positive effects on local economies. The projects’ contribution to trade facilitation and how they strengthen cooperation with other actors in the maritime and logistics industry will also be analyzed.

In addition to operational and economic aspects, the award incorporates a comprehensive vision that considers elements of environmental sustainability, social responsibility, and inclusion. In this regard, actions related to environmental protection will be valued , as well as strategies that promote equity and the participation of diverse groups within the industry, including initiatives with a gender perspective.

With this, AAPA LATAM and the CIP-OEA seek to consolidate a reference standard to identify and disseminate success stories that contribute to strengthening the hemispheric port system, at a time when infrastructure modernization and the adoption of new technologies are decisive factors to maintain competitiveness in the face of an increasingly demanding commercial environment.

The winners of the 2026 edition will be recognized during the AAPA LATAM 2026 Annual Congress , considered one of the leading gatherings of the port industry in the Americas, which will take place from December 1 to 4 in Antigua, Guatemala. In addition to the awards ceremony, the selected projects will gain regional visibility through the institutional channels of both organizations.

The call for applications will remain open until July 8, and the results will be announced on July 30. The organizing bodies aim to encourage the participation of ports and terminals throughout the hemisphere to share experiences that will contribute to the development of a strategic industry for the economic and commercial integration of Latin America and the Caribbean.

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The Mexican Association of Port, Maritime, and Coastal Engineering (AMIP) used its 60th anniversary to reflect on the challenges facing the nation’s maritime infrastructure and the transformations that will shape the sector’s future. During two days of workshops, specialists, authorities, academics, and industry representatives agreed that Mexico’s port competitiveness will depend on its ability to integrate technological innovation , sustainability, resilience, and data intelligence into the planning and operation of its facilities.

Under the motto “A Look at the Past with a Vision for the Future,” the forum brought together 130 participants and featured 13 presentations and two special panels, which analyzed topics ranging from the evolution of the national port system to the challenges associated with maritime governance, coastal engineering , logistics connectivity, and the incorporation of new technologies. The event also served to recognize the achievements of former AMIP presidents and strengthen networking opportunities among professionals in the sector.

One of the central themes of the event was the discussion on the strategic planning of the Mexican port system . The experts agreed that ports and the merchant marine remain fundamental elements for economic development and national sovereignty, and therefore, the decisions made now will have a direct impact on the country’s logistical and commercial capacity in the coming decades. The shared vision pointed to the need to promote modern, efficient, and resilient infrastructure, capable of responding to a global environment characterized by rapid technological change and increasing environmental demands.

Within this analysis, the concept of smart ports gained prominence, its evolution being linked to the development of autonomous vessels, the intensive use of advanced communication networks, edge computing tools, and increasingly sophisticated digital integration processes. Participants noted that technological transformation is already redefining international maritime competitiveness and that Mexico must accelerate its adaptation to remain relevant in global trade corridors.

AMIP’s relationship with the World Association for Waterborne Transport Infrastructure (PIANC) also featured prominently in the program. During the sessions, the progress achieved by Mexican representatives on various technical committees was presented, and the growing involvement of young professionals in international working groups was highlighted. The participation of new generations was identified as a key factor in ensuring the continuity of specialized knowledge and strengthening Mexico’s presence in global forums where trends in maritime and port engineering are discussed.

The development of port infrastructure was another key theme of the meeting. Presentations addressed the evolution of ports from traditional facilities to highly specialized logistics complexes, where the integration of maritime infrastructure, land connectivity, and supply chains is essential for improving competitiveness. In this context, the need to develop a long-term vision that aligns port growth with the needs of foreign trade and regional development was emphasized.

Experts agreed that a port’s efficiency depends not only on the installed capacity of its docks , but also on the quality of the rail, road, and logistics connections that link the terminals to their surrounding economic areas. Thus, strengthening the hinterland was identified as an essential condition for fully leveraging port investments and improving the country’s competitiveness.

Specialized engineering and resilience also featured prominently on the agenda. Discussions centered on the need to incorporate innovative methodologies for designing infrastructure capable of responding to increasingly complex environmental phenomena. The combination of strategic planning, risk assessment, and new engineering tools was presented as an essential component for ensuring the sustainability of maritime and coastal projects.

In parallel, companies supplying materials, technologies, and construction systems shared experiences and case studies in port projects. The presentations demonstrated how innovation in specialized materials , maritime security solutions, and advanced construction techniques are contributing to increased safety, durability, and efficiency of port infrastructure, in a context where projects demand ever-higher levels of technical performance.

The final stage of the forum focused on sustainability and port operations . Specialists analyzed models of specialized terminals and governance mechanisms that would improve operational efficiency without neglecting regulatory, environmental, and security aspects. The shared conclusion was that the future competitiveness of ports will depend not only on physical infrastructure but also on the institutional capacity to coordinate multiple stakeholders and establish increasingly comprehensive management frameworks.

As a result of the discussions, AMIP identified several areas of opportunity to strengthen its role as a leading technical body in the maritime-port sector . These include consolidating a formal group of young professionals, increasing participation in PIANC’s technical committees, and promoting the development of generative artificial intelligence applications for the maritime, port, and coastal sectors. These initiatives aim to strengthen knowledge generation and transfer by leveraging digital technologies, data science, and collaborative tools.

Six decades after its founding, the association used this forum to reaffirm the importance of collaboration among specialists, authorities, companies, and knowledge centers. Beyond the institutional commemoration, the main message of the meeting was that the future of Mexican ports will depend on the sector’s ability to combine technical expertise, innovation, sustainability, and the training of new generations, in an environment where technological transformation is constantly redefining the rules of global competitiveness.

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