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.

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.

In an industry historically dominated by men, female leadership has moved beyond aspirational discourse to become a strategic driver of competitiveness, innovation, and transformation. Based on this premise, the Chinese shipping company COSCO Shipping Lines brought together representatives from academia, government, maritime associations, and specialized organizations for the forum “Women in the Maritime Sector: Leadership, Contribution, and Future in the Industry.” The forum was held in collaboration with the Institute of Legal Research of the National Autonomous University of Mexico (UNAM) as part of International Women in the Maritime Sector Day, celebrated on May 18th.

Throughout the meeting, the panelists agreed that, despite institutional advances and the growing discourse of inclusion, structural barriers continue to limit female participation in the maritime-port sector , particularly in technical, operational and leadership positions.

“May this forum remind us that the sea does not distinguish genders, but it does recognize talent, preparation, courage, and leadership skills ,” stated Alejandra Álvarez, Administrative Director of Human Resources and Legal Affairs at Cosco Shipping Lines Mexico .

The “glass ceiling” persists at sea

Mónica González, director of the Institute of Legal Research at UNAM, warned that the dynamics of exclusion towards women have evolved and become more sophisticated within industries such as the maritime industry, where institutional discourses of equality often do not necessarily translate into real conditions of access and growth.

“The patriarchal structure is just that, it is a structure, it is a system that is not necessarily noticeable,” she argued.

The academic revisited concepts such as the “glass ceiling” and the “sticky floor,” but proposed a new metaphor to describe the female experience in male-dominated sectors: “the swampy ground ,” where entering and remaining involves constant risks of burnout, exclusion, and professional resignation.

Furthermore, she warned about the resurgence of regressive rhetoric regarding gender equality . “Every revolution has its counter-revolution,” she noted, warning that even hard-won rights are facing new challenges in various political and social spheres.

A strategic industry… with low female participation

The figures presented during the forum highlighted the magnitude of the gender gap that persists in the global maritime sector.

Diana Elena Portilla Romero, executive director of Maritime-Port Strategic Planning at the Ports and Merchant Marine Unit of the Mexican Navy (Semar) , cited the 2024 IMO-WISTA survey, which indicates that women represent approximately 19% of the workforce in national maritime authorities and about 16% in the private maritime sector. For seafarers, the figure is barely around 1%.

María de Jesús Medina Arellano, senior researcher at the Institute of Legal Research, added that the International Maritime Organization (IMO) reported 24,059 women working as crew members in 2021 , an increase of 45.8% compared to 2015; however, they still represent only 1.2% of seafarers worldwide.

“The historical underrepresentation is what has us today making the issue of women visible,” the academic stated.

For her part, Estefanía Leal González, legal director of the Mexican Association of Shipping Agents (Amanac) , noted that more than 80% of Mexico’s international trade moves by sea, making ports key drivers of investment, employment, and competitiveness.

However, female representation continues to be concentrated mainly in administrative and corporate areas, while participation in port operations, technical engineering and cargo handling remains limited.

Digitalization, decarbonization and nearshoring demand new talent

The panelists agreed that the technological and logistical transformation of the maritime sector opens an unprecedented opportunity to incorporate more women into strategic areas.

Estefanía Leal highlighted that the industry is undergoing an accelerated transformation driven by digitalization, automation, artificial intelligence, sustainability, decarbonization, and cybersecurity.

“In this evolution, female leadership is no longer complementary, it is strategic to build a more competitive, modern and inclusive industry,” she stated.

The Amanac representative emphasized that nearshoring represents a historic opportunity for Mexico , triggering investments, port expansion and logistical development, which demands professional profiles with a technological vision and capacity for innovation .

Along the same lines, Diana Portilla emphasized that ports have ceased to be merely points of entry and exit for goods, becoming hubs of connectivity , energy, logistical security, and regional development.

“We need more women participating in technical, regulatory, and strategic decisions. We need more women researching, operating, innovating, and leading,” she said.

The invisible barriers continue to operate

Beyond the statistics, one of the most recurring themes of the forum was the persistence of structural and cultural obstacles that continue to condition women’s professional development.

The participants spoke of discrimination, less access to management positions , unequal wages, workplace harassment, limitations on growth, and disproportionate burdens of family care.

“Sometimes women arrive in these spaces facing additional barriers: lack of representation, stereotypes, limitations on growth, and even the constant need to prove the capabilities they already possess,” Diana Portilla noted.

María de Jesús Medina warned that many women’s career paths take longer to be recognized due to interruptions associated with caregiving responsibilities and the constant demand to demonstrate “double” capabilities.

“Women continue to face discrimination, less access to leadership positions , lack of mentorship, hostile work environments, harassment, and limitations on professional growth,” added Estefanía Leal.

Maritime design also excludes

One of the most unique proposals of the forum came from Aguivar Olidel A. Vite Flores, director for Mexico of the Pan American Institute of Naval Engineering Americas and president of WISTA Mexico , of the WISTA International network , who showed how even the technical design of the vessels continues to respond to masculine parameters.

“There’s no ergonomics on the boats ,” she stated. “The captain doesn’t have a special chair; it’s a chair designed for a man.”

The specialist maintained that naval engineering and maritime design with a gender perspective will be one of the next fields of work within the Veracruzana University.

He also questioned why many inclusion policies remain more in the realm of discourse than in concrete results.

“ Structural barriers continue to hinder an integration that so far has been more rhetoric than effective,” he argued.

She also criticized the fact that in some institutions the female presence continues to be used as a decorative symbol rather than as a true professional recognition.

“Including women as a gesture, that’s what I’m seeing in many organizations,” she said.

Mexico, “with its back to the sea”

Another recurring concern was the lack of maritime culture in Mexico and the limited visibility of the sector among new generations.

“Mexico lives with its back to the sea,” Vite Flores stated, questioning the limited promotion of maritime and naval careers in the country.

The academic explained that, together with colleagues from the University of Veracruz , she promoted a maritime culture and education project since 2014 that finally managed to incorporate maritime content into national textbooks in 2025.

“We are a maritime country. The sea awaits us , let us act,” he said.

Specific legislation for the sector is lacking

Another point of consensus at the forum was the need to move towards regulatory frameworks and specific public policies for the maritime sector.

María de Jesús Medina pointed out that, although Mexico has general laws on equality and non-discrimination, there is still no specialized legislation to address the particular problems of women in the maritime industry.

The researcher noted that international instruments such as CEDAW (Convention on the Elimination of All Forms of Discrimination Against Women), the International Labour Organization (ILO) and various IMO resolutions already include guidelines related to equality, working conditions and safety for women in the sector.

Networks, mentoring and new generations

The panelists agreed that support, mentoring, and professional networks will be key to accelerating the incorporation of women into the sector.

The IMO’s global strategy for 2024-2029 is based precisely on three pillars: training, visibility and recognition .

In addition, the role of organizations such as WISTA International and WISTA Mexico was highlighted , as well as regional WIMAS networks present in more than 152 countries.

“Today, factors such as education, mentoring , and networking are fundamental to expanding women’s access to training, maritime technology, and decision-making spaces,” said Estefanía Leal.

Vite Flores called for abandoning the “imposter syndrome” and understanding that female visibility also implies becoming a role model for other generations.

“We are all important, we are all valuable, and all people have the same value, men and women,” she said.

At the close of the forum, it became clear that the challenge for the Mexican maritime industry is no longer simply about creating opportunities, but about transforming the structures that have historically limited women’s access to operations, decision-making, and leadership. In a sector pressured by digitalization, decarbonization, and global logistics reconfiguration, the panelists agreed that the future competitiveness of the maritime-port system will also depend on its ability to incorporate more female talent at all levels of the supply chain.

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El cargo Women at the helm of maritime change apareció primero en T21.

The Mexican Association of Shipping Agents (Amanac) began a new stage with the swearing-in of Roberto Meillón Covarrubias as president of its Board of Directors for the period 2026-2028, in a context where the maritime sector faces increasing pressures to modernize its processes, strengthen the country’s logistical competitiveness and consolidate a stronger dialogue with the authorities and the industry.

During his first address as head of the association, Meillón outlined an agenda based on six strategic pillars aimed at making Amanac more institutional, technological, and inclusive. “Our mission is clear: to strengthen the unity of the industry, promote reorganization, and ensure that the voice of shipping agents is heard loud and clear and respected in all areas,” he stated before representatives of the maritime, logistics, and industrial sectors.

The new president of Amanac stated that one of the main challenges will be strengthening internal governance through statutory reforms, working committees, and more robust financial mechanisms. In this regard, he announced plans to extend the presidential term from two to three years to ensure the continuity of strategic projects and accelerate institutional processes that, he acknowledged, require further development to become fully established.

Among the highlights was the launch of the Amanac Institute , an initiative spearheaded by the outgoing administration and which, according to Meillón, will be a cornerstone of his administration. “Our task will be to transform it from a project into a living reality, with academic programs, specialized instructors, and students who represent the future of the profession,” he stated.

Professionalization of the sector emerged as one of the central themes of the event. Following this line of thought, Meillón also announced the start of the ISO 9001:2015 certification process for the association, as well as a technological modernization strategy focused on digitizing processes and improving responsiveness to shipping members. “Digitalization is not a luxury; it is a necessity to respond quickly and effectively to an increasingly interconnected world,” he stated.

Another key focus of his administration will be promoting gender equality and female leadership within the maritime sector. The new president of Amanac announced mentorship and training programs to increase women’s participation in decision-making positions within the industry.

The economic agenda also featured prominently. Meillón noted that one of the main projects will be the standardization of electronic rehabilitation fees for general cargo, a measure aimed at generating direct economic benefits for members, as well as strengthening training programs and agreements that reduce operating costs. “We want every member to feel that belonging to Amanac means obtaining concrete, measurable, and valuable advantages,” he stated.

Fernando Con y Ledesma, outgoing president of Amanac, also participated in the event, emphasizing the need to maintain institutional continuity in the face of an increasingly complex maritime and port environment. “Strong institutions are those that evolve, renew themselves, and understand that each administration contributes an important part to the long-term collective effort,” he stated.

The ceremony also revealed the support of other business and transportation organizations. Francisco Fabila, president of the Mexican Association of Railroads (AMF) and representative of the Confederation of Industrial Chambers (Concamin) , stated that shipping agents have become a strategic component for national competitiveness , particularly given the reconfiguration of global supply chains and Mexico’s repositioning within international trade.

“Shipping agents are a fundamental part of Mexico’s productive structure. Without their work, goods don’t arrive, exports don’t leave, and value chains don’t function ,” stated Fabila, who also offered Concamin’s support for the agenda promoted by Amanac’s new leadership on issues such as port modernization, legal certainty, digitalization, and the training of specialized human capital.

The association comprises approximately 70 shipping agencies that account for 95% of vessel calls, facilitating the movement of roughly 95% of cargo in Mexican ports. In the tourism sector, it collaborates closely with major cruise lines.

The renewal of Amanac comes at a time when the Mexican maritime-port system faces simultaneous pressures: increased demand for logistical efficiency, more complex regulatory requirements, and the need to accelerate technological adoption to remain competitive with other international hubs. Under these circumstances, the new administration will seek to position shipping agents not only as operators of maritime trade, but also as strategic players in the country’s logistical transformation.

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El cargo Roberto Meillón charts a new course at Amanac apareció primero en T21.

In an environment of uncertainty, insecurity and cost overruns, industry leaders agreed that logistics in Mexico is facing one of its most complex, but also decisive, moments for its transformation.

During the dialogue panel “Mexican Logistics in 2026: Between Resilience and Competitiveness” , at the Forum of the National Association of Vehicle Tracking and Protection Companies (ANERPV) , Osiel Cruz Pacheco,  CEO of Grupo T21 , acknowledged the role of logistics entrepreneurs, whom he described as “heroes” who keep commerce operating in an adverse environment.

However, he was also emphatic that Mexico still has not managed to reduce its logistics costs to levels that are competitive with more advanced economies.

Insufficient infrastructure, outdated toll systems, downtime on roads and in ports, as well as regulatory burdens, are part of a “salad of factors” that increase the cost of logistics operations and directly affect the end consumer.

From the perspective of importers and exporters, Javier Lagunes , president of the National Association of Importers and Exporters of the Mexican Republic (ANIERM) , stated that the country is going through an evolutionary process forced by global competition.

Among the main challenges, he highlighted the need to clearly define the roles within the logistics chain, the lack of concrete actions to solve structural problems, and the urgency of generating effective public policies.

Even so, he stressed that Mexico has a privileged position to become a key logistics hub , provided it manages to correct its weaknesses.

For his part, Fernando Con y Ledesma , president of the Mexican Association of Shipping Agents (Amanac) , emphasized that one of the main obstacles is the lack of alignment among the actors in the logistics chain.

“The challenge is to put aside individual interests in order to build collective efficiency,” he said.

Furthermore, he proposed promoting a national initiative under the concept of “Safe Mexico” , with the aim of improving international perception and generating more reliable conditions for trade.

Rising costs and operational uncertainty

From the Mexican Association of Freight Forwarders (Amacarga) , its president, Eva Muñoz, offered one of the most critical diagnoses: insecurity has completely transformed the logistics operation .

Today, he explained, companies face increased theft and violence, higher insurance premiums, a need for security and constant monitoring, and an inability to maintain stable rates.

This has eliminated practices such as just-in-time , forcing a redesign of routes, schedules, and operational strategies, which directly impacts costs and efficiency.

In this context, Luis Villatoro , president of ANERPV, highlighted the role of technology as a central element in mitigating risks.

He noted that the use of artificial intelligence , telemetry, and tracking systems has improved vehicle recovery and strengthened traceability. He also emphasized the importance of collaboration with authorities, which has led to the development of analytical frameworks, incident reports, and critical points.

Intermodal: progress, but with structural challenges

Luis Hernández, president of the Mexican Association of Intermodal Transport (AMTI) , presented a more optimistic outlook for intermodal transport, with progress in the use of rail and greater integration with ports and borders.

However, he warned that structural problems persist , such as complex customs processes, a lack of standardization between ports and regions, and increased regulatory costs.

Added to this is the need to redefine Mexico’s role in an environment of regionalized trade, where economic blocs are becoming more relevant.

Participants agreed that the transformation of the sector involves the use of data for decision-making; training and certification of talent ; adoption of new technologies; and greater collaboration between associations and authorities.

In particular, the importance of professionalizing all levels of the logistics chain and generating reliable information to design more effective strategies was highlighted.

In conclusion, the consensus was clear that without security and legal certainty, logistics competitiveness is limited; since insecurity hinders investment, damages the country’s international image, increases operating costs, and limits the sector’s growth.

Despite this, the final tone was optimistic. The industry acknowledged the challenges, but also its capacity for adaptation.

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El cargo Mexican logistics in 2026: mandatory resilience and competitiveness in construction apareció primero en T21.

On February 27, the Manzanillo Port Community (Copoma) will renew its board of directors in an election that, although it will not formally define the presidency – a position that by statute falls to the general director of the National Port System Administration (Asipona) Manzanillo – will mark a turning point in the business representation within Mexico’s main maritime port on the Pacific coast.

Vice Admiral José Ignacio Moreno Díaz, the current director general of Asipona Manzanillo, heads both registered slates, confirming the institutional nature of Copoma’s leadership, an organization conceived as a space for coordination between the government and the private sector . However, the real contest is focused on the operational positions that support the presidency, particularly the vice presidency, the secretary, and the treasurer—positions that, in practice, facilitate daily communication between companies and the port authority.

As of press time, two forms had been registered:

Staffing Plan 1 is made up of profiles closely linked to land logistics operations and the direct handling of goods.

The vice presidency would be held by César Humberto Romero García, CEO of CIMA Group ; the secretary position by Yax Tzel Nolasco Gómez, president of RETO Agencia Aduanal , Transportes NOGO and delegate of the National Confederation of Mexican Transporters (Conatram) in Colima; the treasurer position by Raúl Sandoval López, general director of Grupo HAZESA ; and the Honor and Justice commission by Sergio Quiñones Rosales, director of GIMP Group and vice president of the National Association of Importers and Exporters of the Mexican Republic (ANIERM) .

Collectively, this group represents actors whose activity is located in the operational core of the port logistics flow.

Meanwhile, List 2 comprises representatives from trade associations and key sectors of foreign trade. The vice presidency would go to Óscar Benavides Carrillo, president of the Association of Customs Brokers of the Port of Manzanillo (AAAPUMAC) ; the secretary position to Roberto Meillón Covarrubias, president of the Shipping Agents Association and representative of the Mexican Association of Shipping Agents (Amanac) ; the treasurer position to Pablo Saúl Alcántar, president of the Union of Local Transportation Companies of Manzanillo (UETLM) ; and the Honor and Justice position to Rocío Pasillas Orozco, representative of Index Occidente , an organization that represents the export manufacturing industry.

Beyond the naming conventions, the process reflects the coexistence of two visions regarding business representation at the port . While one group operates from day-to-day logistics operations, the other emerges from the institutional structures involved in customs clearance, shipping representation, and the export industry. Both converge on the same objective: to strengthen coordination with the port authority in an increasingly complex environment.

The context in which this election takes place is significant. Manzanillo has consolidated its position as the country’s main container port , concentrating most of the maritime trade with Asia and serving as a gateway for the main industrial corridors of the Bajío region and central Mexico.

Last year alone, the port of Manzanillo handled 3,893,357 twenty-foot containers (TEUs) , just 0.8% below the figure reported a year earlier, according to port authority statistics.

Regarding the volume handled -excluding natural gas and oil and derivatives-, the port of Colima totaled 29 million 823 thousand 164 tons of goods in 2025, 5.0% below that recorded in 2024.

However, this leadership has also exposed its operational limitations, forcing the acceleration of expansion, modernization and logistical reorganization projects, including the development of new port areas in the Cuyutlán Lagoon with the New Manzanillo Port project (currently suspended due to environmental studies) .

In this context, Copoma has become a key liaison mechanism for channeling the needs of the private sector to the port authority. Although it does not exercise regulatory functions, its capacity for dialogue influences the identification of bottlenecks, operational coordination, and the building of consensus regarding the port’s operation.

The election on February 27th will therefore not alter the organization’s institutional leadership, but it will define which profiles and sectors will assume the role of predominant interlocutors within the port ecosystem. In a port where logistical, industrial, shipping, and customs interests converge, this representation acquires strategic value.

Work proposals: Forms 1 and 2

Analysis of the work plans—of which T21 has a copy of both—reveals that both proposals share the same diagnosis: the port’s growth has generated operational pressures that exceed the current logistical coordination capacity. However, their proposals diverge in the type of solutions they prioritize and the level of intervention they propose for the port ecosystem.

Slate 2 , headed by Vice President Óscar Benavides Carrillo, focuses its proposal on the physical organization of truck traffic as the main axis for improving port efficiency. Among its most concrete initiatives are the implementation of a regulating yard to control the entry of trucks into the customs and bonded area, as well as the certification of larger trucking companies’ yards to regulate their operations through technology and monitoring systems.

This proposal seeks to directly address one of the main factors of port congestion: the disorderly arrival of units and the lack of synchronization between yards, carriers and terminals.

Following the same logic, this document proposes specific measures aimed at improving the physical flow of operations, such as paving key roads like the Jalipa-Fiscal Zone access , optimizing customs inspection platforms, and implementing mechanisms to control the staggered entry of units into the port.

This is a strategy focused on intervening directly on the infrastructure and critical points where the greatest operational delays occur.

Another central component of their proposal is the strengthening of institutional capacity within the port, through efforts to increase staff in Customs, Immigration and Profepa , with the aim of streamlining inspections and reducing dispatch times.

This measure acknowledges that a significant portion of operational delays is associated not only with infrastructure, but also with the capacity of the authorities to process the increasing volume of transactions.

In contrast, Slate 1 , headed by Vice President César Humberto Romero García, proposes a broader transformation based on digitalization, the institutionalization of port management, and the creation of operational measurement tools. Among its most relevant proposals is the implementation of a Copoma Operational Indicators Dashboard , which would measure time, productivity, and logistical performance, as well as the adoption of digital systems to standardize processes and improve coordination among stakeholders.

This initiative aims to introduce data-driven management, with the ability to identify and correct structural inefficiencies.

This plan also proposes the creation of a Permanent Coordination Committee between Asipona, Customs, government and the private sector , with the objective of establishing formal mechanisms for the resolution of operational problems and the strategic planning of the port.

This measure seeks to institutionalize intersectoral coordination, transforming Copoma into an organization with greater technical capacity and influence in decision-making.

One of the most structural approaches within this proposal is the promotion of logistics modernization through the doubling of rail capacity, the implementation of a transport regulatory center, and the adoption of advanced technologies such as artificial intelligence and blockchain to improve the traceability of operations.

This approach aims to transform the port’s operating model through the use of technology and the diversification of transport modes.

In summary, while Plan 2 proposes solutions aimed at resolving current bottlenecks through the physical organization of access points, the regulation of road transport, and the strengthening of existing operational infrastructure, Plan 1 proposes a transformation based on digitalization, the institutionalization of logistics coordination, and the structural modernization of the port system.

This difference is significant. It reflects two distinct approaches to the port’s future: one focused on resolving immediate operational constraints affecting the daily flow of goods, and the other aimed at transforming port management through technological tools and structural coordination mechanisms.

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El cargo Copoma redefines its internal balance amid operational pressure in Manzanillo apareció primero en T21.

The “Made in Mexico” label has fully entered the realm of logistics and maritime services, a sector historically neglected in industrial policy discourse but crucial to the country’s competitiveness. The Mexican Association of Shipping Agents (Amanac) and shipping agencies Intermodal México , Cosco Shipping Lines México , Representaciones Transpacíficas (Transpac) , and Meximares received this recognition from the Ministry of Economy , in a ceremony that sought to redefine the role of the shipping sector within the country’s brand and the national production network.

From the industry’s perspective, the message was clear: bearing the “Made in Mexico” seal implies a responsibility that transcends corporate image. Fernando Con y Ledesma, president of Amanac, emphasized that it’s not just an advertising tool, but a collective commitment . “It’s not simply about using a slogan or an image for advertising purposes. I believe it goes beyond our stationery or our production projects,” he stated, stressing the need to build a strong community capable of instilling confidence in national and international consumers.

Along the same lines, the leader emphasized the importance of changing the narrative about the country and its logistical performance: “We must convey that what is Made in Mexico is very well made ,” a statement that aims to position the shipping sector as a guarantor of quality, compliance, and professionalism in Mexican foreign trade.

From the Ministry of Economy, the event was used to articulate the distinctive mark within a framework of sectoral coordination. Gertrudis Mercado, Director General of Light Industries, explained that there is an institutional mandate to link strategic sectors, recognizing the cross-cutting role of maritime transport in the movement of goods and in connecting key industries . “We are committed to all chambers of commerce and all companies related to this (maritime) sector because it is very important,” she stated, emphasizing the need to strengthen dialogue and institutional collaboration.

The structural dimension of the sector was reinforced by Julio César Sánchez Amaya, Director of Permits for the Export Control System, who emphasized the operational weight of shipping agents in the national economy . “They handle 99.9% of what arrives by ship to our country,” he stated, highlighting that their work directly impacts supply, the movement of goods, and the daily functioning of foreign trade.

The Made in Mexico brand was thus presented not only as a mark of origin, but also as an economic policy tool. Bárbara Botello, the brand’s coordinator, positioned the shipping sector as “the backbone of foreign trade, national logistics, and the integration of our value chains worldwide,” noting that more than 80% of international trade moves by sea .

In his remarks, Botello expanded on the symbolic and strategic significance of the recognition: “The shipping companies receiving this certification today are not just transporting goods; they are transporting trust, compliance, and Mexico’s reputation in every port they visit.” Under this vision, the distinction becomes a guarantee of professionalism and responsibility to clients, business partners, and authorities worldwide.

The closing of the event was marked by a broader institutional perspective. Andrea Genoveva Solano Rendón, head of the Regulations, Competitiveness, and Competition Unit, emphasized that the recognition of Amanac is part of a public policy focused on tangible results for citizens . She highlighted that the maritime sector is a key element for the country’s competitiveness and that the association has been a benchmark for its role as a bridge between businesses and government authorities.

Solano Rendón emphasized that the strength of the sector lies not only in the volume it moves – “you represent 95% of the ships that arrive at Mexican ports” – but in the quality of its processes, regulatory certainty and constant training , factors that allow it to generate confidence in the markets and attract investments.

Thus, the inclusion of the shipping sector in the Made in Mexico seal marks a turning point. The recognition is no longer solely associated with manufactured goods, but extends to strategic services that support supply chains. For Amanac and the distinguished shipping agencies, the emblem not only validates their track record but also establishes a commitment: to make maritime logistics performance a central tenet of Mexican competitiveness in global trade .

According to data from the Ministry of Economy, by the end of 2025 the “Made in Mexico” label had been awarded to more than 4,000 companies and more than 6,000 products . This label “recognizes entrepreneurship, micro, small, and medium-sized enterprises (MSMEs), and large companies that meet high quality standards, contribute to economic growth and increased regional and national competitiveness, strengthening consumer confidence in products made in Mexico,” according to the federal agency.

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El cargo Made in Mexico crosses the seas apareció primero en T21.

In Mexico, there persists a curious tendency to build state-owned ports that aspire to compete with established giants. It’s as if the mere construction of a pier could challenge decades of operation, connectivity, and institutional learning. Punta Colonet aims to rival Ensenada, while Matamoros presents itself as an alternative to Altamira . Both projects promise to reshape the logistics landscape, but they also highlight the gap between political ambition and the system’s actual capacity to sustain complex port models in underdeveloped regions.

In Baja California, José Saúl de los Santos, Director General of the Baja California Port Authority and Undersecretary of Economic Planning for the state , argued that port development cannot be understood without the state’s economic reconfiguration. Speaking at the 29th Annual Congress of Shipping Agents, organized by the Mexican Association of Shipping Agents (Amanac) , he noted that “more than 90% of Baja California’s economic activity is concentrated along the border,” and therefore the government seeks to decentralize economic activity and revitalize historically marginalized areas. From Ojos Negros to San Quintín, the goal is to establish a regional logistics system supported by underutilized airports, highways, a future railway, and production hubs that will pave the way for the revitalization of Punta Colonet.

The project, which has already seen decades of failed attempts, reached a turning point in September 2025 with the granting of the concession title by the Mexican Navy . De los Santos described it as “a very important milestone,” comparable to the approval of the Environmental Impact Statement a year earlier. The legal structure also changed: now APIBC—the majority state-owned company created to manage the project— is seeking partnerships with private companies to avoid indebting the government and to share the risk of a project planned in three phases that, according to the technical presentation, could handle up to 4.8 million twenty-foot equivalent units (TEUs) annually.

The plan’s figures are monumental: a 2,769-hectare site, 323 hectares of reclaimed land, 17.5-meter-wide access channels, 15 berths, and terminals for containers, liquids, mineral bulk, energy, and multipurpose cargo. Added to this is a 310-kilometer rail line that would cross into Arizona to connect with the Mexican and U.S. rail networks . “We’re talking about a decade to develop the port,” said De los Santos, although he projected starting operations in 2029, always subject to the Master Plan, which will be ready by the end of 2025.

The energy environment is key . Baja California, historically vulnerable, now boasts a surplus thanks to the Puerto Peñasco photovoltaic park and new gas pipelines that will allow the export of natural gas and hydrogen from Colonet. There are also water projects worth more than 24 billion pesos, reinforcing the narrative of an ecosystem capable of sustaining a mega industrial and port project without repeating past mistakes. The central message was clear: the state wants private investment that believes in a long-term vision, even if the results extend beyond the current administration.

But the inevitable question remains: can a port be successful from the start without a market demanding it from day one? Colonet aims to capture a share of the more than 30 million TEUs arriving from Asia to the northwestern United States. However, competing with the traffic anchored in Los Angeles, Long Beach, and Ensenada requires more than just good maps: it demands reliability, governance, and costs that only time will validate. The risk, as with any megaproject, is that the infrastructure will advance faster than the cargo volume .

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El cargo The new contenders on the port map: between state ambition and market reality apareció primero en T21.

VERACRUZ, VER.- Digitalization is no longer a promise, but the turning point that is redefining the concept of port terminals in Mexico. Automation, artificial intelligence, data connectivity, and energy sustainability are shaping a new operational framework where efficiency is measured in seconds, not hours. At the panel “Smart Terminals and Strategic Connectivity,” held during the 29th Annual Congress of Shipping Agents of the Mexican Association of Shipping Agents (Amanac) , the country’s leading port and logistics operators presented a compelling diagnosis: the competitiveness of Mexican foreign trade will depend on the speed with which its terminals become true smart ports .

“For us, this year has been an opportunity to implement and take that leap,” stated Omar Lima Castillo, Director of Terminals at Grupo CICE . From Veracruz, the company has opted for a comprehensive model where data flows between interconnected systems, ranging “from billing and service scheduling to the manifests shared by shipping lines.” CICE has built its own smart port concept , where every decision is based on predictive analytics: from the ship’s initial maneuver to cargo placement in the yards . “A release that previously required someone to go to a window now takes only seconds,” he pointed out. Digital efficiency, he added, not only translates into operational speed but also into sustainability, as its fleet already operates with hybrid and electric equipment, aligned with clean energy programs.

A technological vision also guides Hutchison Ports Mexico , whose Operations Director, Carlos del Castillo, described an expanding digital ecosystem. “We are increasing our capacity by 60% with digitized operations and models that leverage artificial intelligence as a catalyst for efficiency and connectivity .” In Veracruz, the company’s control centers operate with algorithms capable of “thinking, planning, and predicting” in the face of any disruption. Their goal is to reduce CO2 emissions by 54% by 2030, a commitment supported by the fact that “more than 50% of the equipment is already electric.” But this progress, he emphasized, does not replace human talent: “We leverage technology so that our people can thrive, define new roles, and get the most out of it.”

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El cargo Smart ports: the logistics future that Mexico is already operating apareció primero en T21.

VERACRUZ, VER.- Construction of the Nuevo Manzanillo port has not yet formally begun, but it has already sparked the interest of major global players in the maritime industry. According to Admiral Guillermo Mejía George, director general of the National Port System Administration (Asipona) Manzanillo , letters of interest have been received from 13 of the world’s largest shipping companies and terminals to participate in future bidding processes.

“The next terminal will be put out to tender in July 2026 (…) and the first terminal will be operational in 2028-2029,” he said during his participation in the 29th Annual Congress of Shipping Agents, organized by the Mexican Association of Shipping Agents (Amanac) .

This project is, in the words of George Mejía himself, a historic opportunity to reorganize port operations . “The Port of Manzanillo is a very busy and successful port, so the expansion project gives us the opportunity not only to expand our operational capacity, but also to implement planning that allows everything currently done in San Pedrito to be done in a more orderly and efficient manner in Cuyutlán Lagoon.”

The new port complex, located approximately 30 kilometers from the current port, will cover 1,880 hectares, a polygon four times the size of the current Manzanillo port. It will specialize in containers and hydrocarbons, but will also include a support dock for interport transfers . Its depth of -18 meters will allow it to receive deep-draft vessels, while the terminals will have docks measuring between 1,176 and 2,000 meters, and areas ranging from 49 to 104 hectares.

The plan includes five highly technological container terminals, with yards and docks designed for progressive automation and comprehensive rail connectivity . “The movement here is intended to be 70% by rail and 30% by land transport,” the admiral stated.

The construction of this new port also includes the relocation of the Petróleos Mexicanos (Pemex) facilities currently located in Polygon 1, a measure that, he explained, will strengthen the energy supply chain, ensuring control and traceability, and reducing risks to society at large.

The goal is ambitious: to make Manzanillo the number one port in Latin America and the 15th worldwide, with a projected volume of 10 million TEUs annually. “The goal: greater productivity per area, lower operational risk, and greater logistical efficiency,” Mejía George summarized.

According to the official, the current port of Manzanillo is operating at 95% capacity , causing severe congestion when internal or external disruptions occur, while the expansions currently underway at the terminals could reduce this percentage to only 89%. This highlights the importance of building the New Manzanillo port.

It should be remembered that in June of this year, T21 published that in an extraordinary session of the Board of Directors of Asipona Manzanillo, it was reported that the port authority would begin the administrative process for the relocation of the Specialized Container Terminal (TEC) I , concessioned since 1995 to the American company  SSA Marine Mexico , to the port of Cuyutlán.

He added that Navy personnel are working directly with Semarnat to expedite the process.

Added to this is the opposition from some local groups. ” There are some leaders out there who don’t let us move forward… they just put up obstacles, and those leaders have nothing to do with the fishermen. So the problem will be solved,” he stated. For years, he said, they have been working to offer alternatives to fishing cooperatives and prevent damage. “The watershed where they work is definitely not being touched, and they are being given support,” he emphasized.

Despite these obstacles, the project maintains international appeal. Six global companies have already expressed interest in participating in the dredging project , one of the most important technical components of the project. For Mejía George, the message is clear: Mexican port expansion is attracting global attention, and the challenge is to translate that interest into efficient and sustainable infrastructure within the agreed timeframe.

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El cargo Puerto Nuevo Manzanillo “attracts” large shipping companies and terminals apareció primero en T21.