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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In the history of Mexican port development, there are visible actors—terminals, operators, shipping companies—and others who work from a less public but equally crucial perspective: that of technical expertise. It is within this sphere that the Mexican Association of Port, Maritime, and Coastal Engineering (AMIP) operates . This organization, which recently celebrated its 60th anniversary , offers insights, through the words of its current president, Antonio Moreno, into how the country’s ports have evolved and what challenges still remain.

AMIP was born in a very different time than today . More than a formal institution, it began as a group of young engineers interested in sharing knowledge and contributing to the country’s maritime development. “There was a group of very young engineers who formed this association with the idea of ​​disseminating knowledge and trying to influence port development,” Moreno recalled in an interview with T21.

That initial community brought together specialists from various sectors—from Petróleos Mexicanos (Pemex) to the Federal Electricity Commission (CFE) and maritime construction companies—who found in the association a space to exchange technical expertise. Over time, this “club of friends,” as Moreno himself described it, evolved into a more structured organization that began to consolidate technical conferences and mechanisms for disseminating specialized knowledge.

The evolution of AMIP has also paralleled the transformation of the Mexican port system. One of the clearest turning points, Moreno explained, came with the enactment of the 1993 Ports Law , which opened the door to private sector participation in the terminals. “That change allowed for private participation and gave the country a significant boost: modernization, efficiency, and a more robust administrative framework,” he noted.

The opening spurred the modernization of the terminals and laid the foundation for the model that now dominates Mexican port operations. However, growth has not been uniform nor without logistical challenges. The very development of foreign trade has reshaped the country’s port landscape.

For decades, Veracruz handled the largest volume of cargo. But the trade boom with Asia changed the equation . “When China began to have greater commercial activity, it led to the development of Pacific ports, particularly Manzanillo and Lázaro Cárdenas,” Moreno explained.

In the case of Lázaro Cárdenas, the existing industrial infrastructure allowed it to absorb some of that growth. Manzanillo, on the other hand, had to adapt on the fly to a rapid increase in volume. The result is a phenomenon that still defines part of the logistics conversation in Mexico today .

“The problem in Manzanillo is not so much port infrastructure, but rather the logistics of evacuation,” Moreno warned.

The statement points to a reality that is often lost in public debate: the port is not just the dock or the cranes . It is a complete logistics system that connects ships, yards, land transport, customs, and consumption centers.

“A port doesn’t work alone; it’s a supply chain where all links must have congruent capabilities,” he said.

From that perspective, Mexican port infrastructure—according to the AMIP president’s assessment—has sufficient capacity to meet current demand. The real challenge lies in the other links of the logistics chain: highways, security, customs processes, and comprehensive planning .

Security , in fact, appears as a factor that conditions logistical mobility. Moreno describes it from his personal experience: “I have stopped traveling by road because I don’t know if there will be a blockade or some other problem; there are many unforeseen circumstances that affect transport from the ports to the highlands.”

Along the same lines, the specialist identified a structural deficiency that has accompanied Mexican port development for decades: the lack of continuity in strategic planning .

In the 1970s, there was a National Port Development Plan that outlined the growth of the main maritime facilities. However, with each successive administration, that vision gradually faded away.

“There was a national plan where each port had a development project. But it was abandoned over time ,” Moreno recalled.

The result, he warned, is growth that in some cases responds more to current circumstances or investment pressures than to a long-term strategy. One example he mentions is Altamira , whose industrial development has progressed through successive adjustments to the original projects.

“There was a well-planned project, but it became disorganized as investors arrived who wanted to locate in certain spaces,” he explained.

The lack of comprehensive planning is also reflected in emerging port projects . Moreno mentions the case of Matamoros , whose development has stemmed from an infrastructure that was not originally conceived as a commercial port.

In his opinion, the priority should not be to multiply new facilities, but to consolidate the planning of the existing port system and its logistical connection with the interior of the country.

Another issue he considered underestimated on the national maritime agenda is cabotage . While road transport faces saturation, insecurity, and high costs, cargo movement between national ports remains marginal.

“We continue to think that everything is international transit and we don’t pay attention to cabotage , which could alleviate the congestion on our roads,” he warned.

But beyond logistical efficiency, Moreno placed at the center of his reflection another element that he considers critical for the future of ports: the environment .

The very evolution of the association’s name – from port engineering to port, maritime and coastal infrastructure – reflects a broadening of the focus towards coastal protection and a comprehensive understanding of the maritime environment.

“The coasts are experiencing significant impacts, and we need more knowledge about marine engineering to design protection works, dredging, and coastal management ,” he said.

The concern is significant. From beach erosion to the impact of poorly planned projects , port development can generate environmental effects that require regulation and specialized technical knowledge.

“Sometimes someone builds a breakwater without considering the coastal process and ends up affecting other areas of the coast,” Moreno explained.

In this context, strengthening technical knowledge remains at the core of AMIP’s mission. The association maintains ties with international organizations such as PIANC – the World Association for Shipping Infrastructure – and promotes conferences, courses, and technical publications.

However, Moreno himself acknowledged that the organization faces a generational challenge . Many of its members have decades of experience, making it urgent to bring in new generations of engineers.

“One of my goals is to rejuvenate the association and motivate young people to continue its work,” he said.

Added to that goal is another priority that he considers inseparable from the future of the port: to build greater environmental awareness within maritime engineering .

Because after six decades of history, AMIP continues to uphold the same founding principle that motivated that group of young engineers who created it: to use technical knowledge to improve the planning, construction and conservation of the country’s maritime infrastructure .

An objective that, in the words of its president, remains as relevant as it was 60 years ago: to contribute knowledge so that maritime works and waterways contribute to the economic development of Mexico .

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“Manzanillo’s only solution is to develop the Cuyutlán Lagoon, and it must be done as quickly as possible, because it is causing congestion problems and is a waste of resources. These are penalties that take away cargo and ultimately end up in convenience stores, which significantly increases the cost of the port,” the executive stated.

During his participation in the IV National Forum on Transportation Infrastructure , organized by the College of Civil Engineers of Mexico (CICM) , he said that a governance forum is already being sought to address this situation, “because while infrastructure is difficult to develop and takes a lot of time, it can still greatly improve the processes.”

He recalled that the construction of the port of Manzanillo was planned, however, the development of the industry and the new capacity of the ports meant that “it became too small, and another mistake was not stopping the urban sprawl.”

Lecona also noted that ships measuring 400 meters are now being received in Manzanillo, which has complicated the port’s draft, and the current port design is 20 meters deep.

Unlike Manzanillo, he noted that the port of Lázaro Cárdenas in Michoacán has “very generous” docks and yards, allowing it to accommodate these types of vessels without any problems.

“What I’m trying to say is that while we initially made mistakes in our planning because we didn’t have a crystal ball for predicting what would happen in the future, we now know that gigantism is coming; it’s designed with those standards. Today, the port of Lázaro Cárdenas, starting from scratch, handles more than two million TEUs (20-foot containers) annually,” he emphasized.

Regarding the recent operational problems at the port of Manzanillo, he stated that there is congestion, with container stays increasing to 10 or 12 days, compared to the normal five or six days.

“A truck congestion that is a loss for truckers is a lot of problems, but this issue has already prompted authorities and users to propose processes for improvement,” Lecona said.

It’s worth remembering that workers at the Manzanillo customs office demonstrated twice in mid-May, paralyzing the entry and exit of transport vehicles from the port  in protest of poor working conditions and unjustified dismissals  since Captain Rodolfo Torres Chávez took over the customs office a month earlier.

In response, on June 2,  Mexico’s National Customs Agency (ANAM)  held a meeting with the business and logistics sectors to present  the work carried out to resolve the operational problem  that arose at the country’s main  maritime hub in the Pacific.

Meanwhile, Antonio Moreno Gómez, president of the Mexican Association of Port, Maritime and Coastal Infrastructure (AMIP) , considered that leaving the city complicates operations and the work, so what they are looking to do in Cuyutlán would help resolve this situation.

“More logistics infrastructure is needed for the clearance of goods, and these departures are linked to customs inspections, but we need to find ways to facilitate the clearance of goods,” Moreno asserted.

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The Mexican Association of Port, Maritime and Coastal Infrastructure (AMIP) is growing stronger.

It recently became a qualified member of the World Association for Infrastructure for Waterborne Transport (PIANC) , a global network of professionals, founded in 1885, that provides expert advice on the cost-effective and sustainable development of water transport infrastructure.

This body has produced a wealth of high-quality reports , prepared by commissions and working groups that bring together international experts.

“It brings together the best international experts, from both the public and private sectors, in technical and economic aspects, but also—and this is a very important focus now—environmental aspects related to water transport infrastructure, always with the goal of working on and studying climate change,” said Jordan Lagnado, PIANC representative, during the recent AMIP 2025 Congress, held in the port of Veracruz.

PIANC is comprised of more than two thousand individual members and more than 500 corporate members , port authorities, chambers of commerce, professional associations, universities, public and private organizations, and 17 platinum partners.

The task of the 18th AMIP Board of Directors will now be to appoint a representative for each committee to which they will have access within PIANC, with the most notable being the one related to the promotion and support of young professionals.

“The goal is to create a network of young professionals to share knowledge, facilitate access to the world’s best specialists, grow these individuals’ networks, empower them to leverage their own expertise in their countries, and give them access to others they wouldn’t otherwise have in their own countries,” Lagnado said.

Meanwhile, AMIP, chaired by Antonio Moreno Gómez, is a business representation organization founded in 1966 and with just over 400 active members, who are qualified professionals in port and coastal matters .

Since taking office in September 2024, Moreno has pledged to enhance the presence of this business organization and maintain it as a technical and consultative reference point, a path already underway.

Over these nearly six decades, AMIP has dedicated its efforts to disseminating technical and scientific knowledge through publications, newsletters, conferences, courses, and workshops, as well as providing advice to port, maritime, and coastal entities.

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The call is ongoing. After keeping it on hold for just over seven years, the Mexican Association of Port, Maritime and Coastal Infrastructure (AMIP) will once again hold its national Congress , this time in the port of Veracruz, on May 15 and 16, 2025.

The Congress will be entitled “Sustainability of port, maritime and coastal systems” .

“With this title, we aim to allow members and participants to present their ideas and experiences in the port, maritime and coastal fields, under the principle of ensuring the needs of the present without compromising the needs of future generations, always without giving up on environmental protection, economic growth and social development,” according to Antonio Moreno Gómez, President of the AMIP Board of Directors.

In addition, it is planned to group the topics of the Congress as follows :

• Economic scenario of maritime and port transport.
• Professionalization of the activity.
• Operational and technological evolution.
• Advances in maritime and coastal dynamic analysis.
• Commitment to the ecosystem.
• Regulations and administrative organization.
• Security of the Mexican port system.

The objective of the Congress is to bring together the majority of members, authorities and specialists in the field, to share and increase the knowledge of the sector.

AMIP is a business representation organization that was founded in 1966 and has just over 400 active members , who are qualified professionals in port and coastal matters.

Over the past six decades, AMIP has dedicated its efforts to disseminating technical and scientific knowledge through publications, bulletins, conferences, courses and workshops, as well as providing advice to port, maritime and coastal entities.

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Mexican ports have a great opportunity with the phenomenon of business relocation (nearshoring), although each Administration of the National Port System (Asiponas) must work on a development plan according to what is required.

Antonio Moreno Gómez, president of the Mexican Association of Port, Maritime, and Coastal Infrastructure (AMIP), emphasized that each Asipona must work on a development plan, “well-structured infrastructure, speaking to a real market, with consensus plans.”

He explained that proximity to the United States provides certain advantages for nearshoring, and moreover, roads tend to become congested a

nd riskier, hence there is the possibility of carrying out cargo transport via cabotage, which makes such movement more economical.

“Having plans that can be shared, realistic plans based on ideas with specific markets. There is a need for projects, well-founded plans,” he emphasized.

In an interview with T21, he mentioned that just the port of Veracruz alone can handle a large amount of cargo from the United States, something that would be facilitated through “highways of the sea,” allowing trucks to travel on ships.

“It is about leveraging the existing port infrastructure to facilitate that freight transport and not relying solely on land transportation,” he said.

He recalled that in 1991, the requisition of the Port of Veracruz took place, where there was a shift to private sector participation, leading to an increase in efficiency, logistics, and the economy of such infrastructures. Just this port alone went from handling seven million tons to 34 million tons in 2023.

“It has brought a very significant cargo movement, many companies have been installed, and there has been growth in infrastructure. It is the result of many years and private sector participation,” he said.

Therefore, he stressed the need to give the private sector an opportunity due to the benefits it brings to port infrastructure along with technological innovation.

Although there must be a government policy that allows projects to develop as demanded by the market.

In this regard, he considered that ports represent a great business opportunity, and although there is sufficient capacity for handling cargo, there are also opportunities for improvement.

Therefore, he explained that the government must encourage investment balance and promote it where needed, such as in the ports of Manzanillo, Lázaro Cárdenas, or Veracruz.

These are the issues that Antonio Moreno addressed in his conference: Evolution and expectations of ports in Mexico, which he delivered at the SEA Library Campus of the Faculty of Engineering of the Universidad Veracruzana.

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