The Manzanillo Terminals and Operators Association (ASTOM) begins a new stage with the appointment of Manuel Fernández Pérez as president of the organization , at a time when the port of Manzanillo faces operational pressures derived from the dynamism of foreign trade and expansion projects that seek to maintain its leadership in the Mexican port system.

The arrival of Fernández Pérez, who also serves as CEO of SSA Marine Mexico , comes after a period of institutional consolidation for the association, which in recent years has sought to position itself as an articulating voice of the main terminal players and operators of the most important port in the country in container movement.

Within the port sector, expectations revolve around ASTOM’s ability to maintain an agenda focused on logistical competitiveness , operational coordination, and addressing the challenges facing Manzanillo, particularly regarding saturation, land mobility, infrastructure, and supply chain efficiency.

The association is also undergoing a change marked by the management of José Antonio Contreras Ruiz , CEO of Contecon Manzanillo , who led the organization for the last three years and participated in the process of forming and strengthening ASTOM as a representation of the terminal sector in Manzanillo.

During that period, the association gained visibility in discussions related to port capacity, coordination between authorities and operators, as well as the need to promote investments that allow responding to the sustained growth of cargo in the port of Colima.

The change in the presidency of ASTOM also coincides with a key stage for Manzanillo, where port expansion projects , operational modernization and greater efficiency demands from shipping lines, terminals and logistics users converge.

In this context, the organization’s leadership becomes relevant not only for the operators located in the port, but also for the articulation of strategies that allow the competitiveness of one of the most important logistics hubs for Mexican foreign trade to be sustained.

For the period January-April of this year, the port of Manzanillo has handled 1,352,970 twenty-foot containers (TEUs) in import, export and transshipment services, just 4.7% more than in the same period last year, according to official statistics from the port authority.

In terms of volume, the port handled 10 million 446 thousand 513 tons of goods in the first four months of the year – including petroleum products – reflecting an annual increase of 0.3 percent.

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El cargo Manuel Fernández assumes the presidency of ASTOM apareció primero en T21.

The race for port capacity in Mexico is no longer measured solely in meters of dock space or container traffic. At Contecon Manzanillo , the focus has shifted towards specialized infrastructure , operational automation, and environmental sustainability as key components to support the growth of foreign trade from the Mexican Pacific.

The terminal, located in the port of Manzanillo, has accelerated an expansion strategy in recent years that combines new operational areas, large-scale equipment and technological modernization, amidst a scenario where shipping companies demand greater productivity to serve increasingly larger ships and logistics chains with less room for interruptions.

One of the most significant moves within this strategy has been the addition of 60-meter-high STS gantry cranes , considered the tallest in the Americas. The arrival of this equipment began in 2024, continued through 2025, and further additions are planned for 2026, signaling the terminal’s commitment to staying ahead of the evolving international maritime market.

With this infrastructure, the terminal became the first on the continent to operate cranes of such dimensions, capable of handling vessels up to 400 meters in length , a segment that has become increasingly common on transpacific routes and that demands higher levels of precision and operational speed in port.

“Having reached 12 million TEUs (20-foot equivalent units) and operating the tallest STS cranes in the Americas confirms that our commitment to modern infrastructure and sustainable technology is yielding concrete results. Today, we service large-scale vessels with greater efficiency and, at the same time, reduce emissions by more than 50% in strategic equipment such as our hybrid RTGs,” stated José Antonio Contreras, CEO of Contecon Manzanillo.

The modernization has not been limited to quayside cranes. During 2025, the terminal also incorporated hybrid RTG cranes and plans to add more of these units, along with new STS cranes, in the coming years. The goal is to strengthen the terminal’s installed capacity, reduce operating times, and maintain international standards of safety and environmental performance.

The incorporation of hybrid technology stems from technical studies initiated in 2023 to transform part of the operating fleet according to sustainability criteria. The RTGs combine high-efficiency diesel engines with lithium batteries, a configuration that reduces fuel consumption and greenhouse gas emissions by more than 50%, as well as lowering maintenance costs.

“Having state-of-the-art facilities and machinery enhances our competitiveness and directly boosts the growth of foreign trade and the country’s economic development,” Contreras said.

The terminal’s environmental strategy has also sought institutional support. The company holds ISO 14064 Carbon Neutral certification , focused on measuring, reducing, and offsetting polluting emissions—an issue that is gaining increasing importance among the demands of global clients, investors, and shipping lines.

In parallel, Contecon Manzanillo is pursuing an aggressive physical expansion plan. Since 2023, the company has invested over $300 million in phases 3A and 3B of its growth, focused on expanding its yards, docks, and specialized equipment. As part of this project, new container yards covering nearly 12 hectares are already operational.

The terminal’s cumulative investment has already reached $900 million, while phase 4 of the project is under development with new investments aimed at sustaining the projected growth in containerized cargo handling.

The results are beginning to be reflected in the volumes handled. By the start of 2026, the terminal had reached 12 million TEUs moved since the start of operations, an indicator that coincides with the strengthening of its participation in the national movement of import and export containers.

During the first quarter of 2026, Contecon Manzanillo handled a total of 417,191 TEUs in import, export and transshipment services, a volume 7.9% higher than that recorded in the same period a year earlier, according to data from the port authority.

Behind the expansion also lies a broader message for the Mexican port system : the growth of foreign trade and the arrival of larger vessels are pressuring terminals to accelerate investments in infrastructure, digitalization and sustainability, in an environment where the country’s logistical competitiveness increasingly depends on the ability of its ports to respond efficiently to a more complex and demanding global demand.

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El cargo Contecon Manzanillo expands capacity and reduces emissions apareció primero en T21.

The expansion of Contecon Manzanillo , by the Philippine company International Container Terminal Services, Inc. (ICTSI) , comes at a particularly inopportune time. It arrives just as the country’s most important container port is beginning to slow down and the strain on its infrastructure no longer allows for piecemeal solutions. In this context, the terminal decided not to wait for the market: it is getting ahead of it.

What began in 2022 as a phased growth plan is now entering its most aggressive phase: the completion of phase 3B and the immediate start of phase 4 , in a move that combines investment, capacity and operational control in one of the most strained logistics hubs in the country.

“We are finishing phase 3B (…) we will begin phase 4 next week. Fortunately, I went to Manila, where our chairman is , and he gave me 2.4 billion pesos, so we are very happy ,” said José Antonio Contreras, CEO of Contecon Manzanillo, at a meeting with clients, outlining an investment that, in total, approaches 10 billion pesos. This is no small matter: it is, in the words of the executive himself, “the largest investment we are making worldwide,” within a group that operates approximately 35 terminals. And Contecon Manzanillo is among the top two terminals for the Philippine group.

Phase 3, nearing completion, will extend the terminal’s dock to 1,307 meters, enabling the simultaneous operation of three vessels up to 400 meters in length, in addition to adding 12 hectares of yards and new rail space. But it is Phase 4 that reveals the true scale of the project: an additional seven hectares, two gantry cranes, six new RTG cranes , more than 1,700 refrigerated connections, and, above all, the promise of doubling the cargo handling capacity.

The objective is explicit: to exceed the 2.5 million twenty-foot equivalent units (TEUs) of installed capacity . The underlying issue, however, is more complex. The expansion is occurring at a time when the port is no longer growing as it once did. “Manzanillo, in general, is not growing at the rates we had been experiencing in recent years. We are declining by around 5% (…) the market is contracting slightly,” Contreras acknowledged.

This slowdown is already beginning to be reflected in the numbers. From January to February of this year, the port of Manzanillo received 272,277 TEUs of imports, 3.1% less than in the same period of 2015. However, Contecon has not only withstood the decline but has gained ground: it handled 129,050 TEUs, a 4.7% year-on-year increase , according to figures from the port authority. The message is clear: in a shrinking market, competition is redefined, and efficiency begins to translate into market share.

Infrastructure, then, ceases to be just expansion and becomes strategy .

In that area, Contecon is betting on a front that has been underutilized in the port for years: the railway .

The physical expansion of the terminal is closely linked to this change. “We are doubling our capacity (…) we are moving to 5 kilometers of track, which will allow us to handle trains of up to 110 cars ,” explained Contreras, anticipating an operational shift that not only seeks to move more cargo, but to do so differently.

Today, Contecon already dominates this segment. It handles around 63-64% of Manzanillo’s rail freight , a position that is not accidental, but the result of a sustained strategy. But the data reveals something deeper: the railway is not only growing, it is also becoming more concentrated.

According to a slide presented during the event, Contecon has increased its share of rail freight for imported containers from 64% in 2024 to 65% in 2025, before adjusting slightly to 61% in 2026. Meanwhile, SSA Marine Mexico’s share rose from 22% to 25% and then to 33%, solidifying its position as the second largest player in this sector. TIMSA , in contrast, saw its share decrease from 12% to 9% and then to 6%, while Ocupa remains marginal.

The trend is clear: the railroad in Manzanillo is not only growing, it’s becoming concentrated in fewer hands . And that has structural implications. It’s not just about market share, but about who defines the port’s operational logic in a context where trucking continues to face saturation.

That’s where the second part of the announcement made during the Contecon Manzanillo event comes in: the new rail freight management model .

Lorena Rocha, Inland Services Manager at Contecon Manzanillo, hit the nail on the head: “ Today we noticed a black hole in this specific area (…) it’s not very clear and we believe it’s important to make it transparent.” This “black hole” is none other than one of the most opaque and critical aspects of the operation: the time that elapses from when a container is available in the yard until it actually leaves by train.

Currently, this process suffers from inefficiencies that the terminal itself acknowledges. “As of today, on average, from the time a container is available on the floor until it is documented, an average of 7.3 days pass (…) subsequently, from the time they are documented for the train until the terminal loads the train, today an average of 3.2 days pass,” Rocha explained. More than 10 days in a link that, in theory, should have high turnover.

The new model aims to break this inertia with three fundamental changes: digitization of information from before the ship’s arrival, appointment scheduling for rail loading, and complete container traceability. The goal is ambitious: to reduce documentation times to a window of three to five days and improve the overall efficiency of the process by up to 50%.

But the most significant change isn’t just in the system, but in the operation. With the rail expansion, Contecon will be able to assemble trains within the terminal , eliminating the need to wait for cargo consolidation from other terminals, a practice that currently reduces time and efficiency. “This can be a single-unit train with a single destination (…) that doesn’t require assembly outside the terminal,” Rocha explained.

The impact of this adjustment is profound: it involves moving from a model dependent on the port’s aggregate volume to a more autonomous one, where the terminal can control its outbound flow . In a port historically burdened by bottlenecks, that difference is critical.

Even so, the venture is not without risks. The terminal itself acknowledges that external factors can disrupt operations. “We are never immune to unforeseen circumstances… 2025 brought us a couple of events ,” admitted Rocha, referring to disruptions that affected the flow of the entire port system in Manzanillo, such as the demonstration and blockade of the facility by the customs officers themselves, which resulted in numerous operational disruptions.

Therefore, the expansion aims not only to grow, but also to withstand the test of time . “The goal (…) is that at an operational level we can recover more quickly from these events (…) and that they don’t affect us so significantly,” he added.

But the bottom line is not resilience, it’s repositioning .

Contecon isn’t just expanding yards or buying cranes. It’s trying to gain greater control over logistics flows in a port where congestion is no longer temporary, but structural. In that sense, rail is ceasing to be an alternative and becoming a tool of operational power.

The challenge is to ensure that this advantage doesn’t evaporate in a market that’s losing momentum. Because if growth ceases to be the driving force, competition becomes tougher, more selective, and less forgiving. And then, the difference will no longer be determined by who has the most installed capacity, but by who can move the cargo with greater certainty, less friction, and, above all, less time .

In Manzanillo, that battle has already begun . And this time, not everyone will win.

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El cargo Expansion and train: Contecon’s move to dominate Manzanillo apareció primero en T21.

The Port of Manzanillo was once again a scene of activity and modernization. On October 20, three hybrid RTG cranes manufactured by ZPMC arrived and are being integrated into the Specialized Container Terminal II (TEC II), operated by Contecon Manzanillo . This is another step in the company’s Phase 3B expansion project, aimed at strengthening its infrastructure and consolidating its position as a benchmark for operational efficiency in Mexico and Latin America.

These cranes, equipped with high-efficiency diesel engines and lithium batteries, symbolize a strategic investment in foreign trade and a commitment to sustainability. Their incorporation will reduce fuel consumption by up to 50% compared to conventional equipment, a development that reflects the company’s long-term vision: combining productivity with environmental responsibility.

“The incorporation of these hybrid cranes and future acquisitions marks a decisive step toward the port operation of the future. In 2023, we will begin studies for their hybridization, which now allows us to have fully equipped equipment. With this technology, we have reduced our fuel consumption and emissions by more than half, while increasing the efficiency of our operations. This investment reflects our commitment to innovation and sustainability, aligned with the highest carbon-neutral standards,” said José Antonio Contreras, CEO of Contecon Manzanillo, quoted in a press release.

The new equipment is part of a comprehensive expansion strategy that seeks to provide the port with a modern, sustainable infrastructure capable of responding to the growing dynamism of international trade. The hybrid RTGs not only reduce the environmental footprint but also incorporate an artificial intelligence-assisted remote control system designed to optimize cargo movements and increase operational safety. This technology also facilitates operator training, adapting them to more automated and precise processes.

This effort is part of the company’s environmental commitments, which currently hold ISO 14064 Carbon Neutral certification. In this way, Contecon Manzanillo reaffirms its role as one of the country’s most innovative terminals , aligned with the international standards that define port competitiveness today.

Behind this technological advancement lies the vision of its parent company, International Container Terminal Services Inc. (ICTSI) , a global operator with a presence in 34 terminals in 20 countries across Africa, the Americas, Asia, Europe, and Oceania. Founded in 1987, ICTSI has consolidated a philosophy of expansion based on efficiency, sustainability, and innovation , principles that Contecon Manzanillo has embraced since its establishment in the northern part of the Colima port.

The arrival of the new hybrid cranes is not just the addition of equipment: it represents the transition toward a smart port operating model, where energy efficiency, automation, and emissions reduction are intertwined as pillars of growth. In an increasingly demanding global environment, Contecon Manzanillo is committed to anticipating the future with technology and vision , reinforcing its commitment to making the port a hub for sustainable trade in the Mexican Pacific.

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El cargo Contecon Manzanillo accelerates its modernization with next-generation hybrid cranes apareció primero en T21.

The Mexican Pacific port scene is under unprecedented pressure. Manzanillo and Lázaro Cárdenas, the main gateways for foreign trade along this coast, are the center of the tensions that define Mexican logistics today: accelerated import growth, overwhelmed infrastructure, collapsed customs offices, distrust of railroads, and rising land transportation costs.

At the panel “Challenges for the Ports of the Mexican Pacific,” held as part of the Visiones 2025 event celebrating Intercom ‘s 35th anniversary , representatives from shipping companies, terminals, and the railway sector agreed on a common diagnosis: private investment is accelerating, but the system remains fragmented . And this lack of synchronization threatens to turn the region’s potential into a new bottleneck for national logistics.

Recurring headaches

The tone was set by Torsten Nolting, vice president of Hapag-Lloyd Mexico, one of the leading shipping lines with calls at Pacific ports. “We have many challenges in Mexico, in logistics, there’s a headache every day, but we’re getting used to it. And that’s bad; we have to change things.”

Nolting explained that in 2025, maritime trade faces a double blow: a drop in imports from Asia and, at the same time, a growing gap in national infrastructure. Customs, he said, is the biggest bottleneck: “Especially in Manzanillo, due to problems with foreign trade officials… in May and June, cargo couldn’t leave on time; there were appointments that lasted days or weeks.”

The German-born executive referred to the blockade carried out by customs officials themselves in mid-May of this year, due to alleged poor working conditions, which caused an operational collapse that lasted several weeks , as more than 100 officials were removed from their posts and there was not enough staff to handle the merchandise.

The impact also had a direct impact on land transportation. Although there are enough trucks, many remain stopped inside and outside the port: “The poor trucker loses at least two, three, or four shipments a month, and we all bear the costs,” according to Nolting.

Inefficiency isn’t limited to Mexico. Nolting noted that Asian ports are also saturated: in Shanghai, ships wait two days, in Ningbo three, and in Busan up to five. This delay at origin translates into three or four weeks of backlog in Mexico, which is exacerbated by slow customs and more frequent inspection processes disguised as pro-security rhetoric, but which have also served to increase tax revenue.

Manzanillo: growth as a problem

José Antonio Contreras, CEO of Contecon Manzanillo , contextualized the magnitude of the challenge: “From 2021 to 2024, the growth in imported containers has been 70 percent. It’s difficult to sustain this with the infrastructure capacity , not only at the terminals, but also at customs, access points, and personnel availability.”

The expansion of Contecon’s specialized container terminal—which will be completed in 2026—aims to alleviate the pressure, but Contreras warned that private investment is insufficient without a parallel effort from the state. “We need the Mexican government to invest in port access, roads, and security. Terminals aren’t built in three months, nor do we have 500 people to hire in two days.”

The executive also called for an end to the culture of finger-pointing. “All the problems experienced at the port of Manzanillo are the fault of the entire system . It’s extremely complex, and we all have to accept these inefficiencies.”

Lázaro Cárdenas: The train as a wasted option

If Manzanillo suffers from overload, Lázaro Cárdenas faces another dilemma: its rail infrastructure is underutilized. According to Adriana Covarrubias, Intermodal Sales Manager at CPKC de México , there is a misperception of backlog. “Today, we have around 20 kilometers of rail track within the port, of which 12 or 13 are used for intermodal platforms. The infrastructure exists, but coordination is lacking ,” according to the executive.

He also emphasized that only 20% of imported cargo moves by train , while 80% is transported by truck: “If you transport cargo by truck, you create the bottleneck yourself.” To reverse this trend, Covarrubias emphasized the need for advance planning: synchronizing ships, customs, terminals, railroads, and trucking before the cargo reaches the port.

Private expansions vs. public lags

Along the same lines, Abraham Jiménez, manager of Intermodal Commercial Services at Hutchison Ports Mexico , emphasized that the terminals have aggressively invested in capacity. “ At Lázaro Cárdenas, we are expanding docks to accommodate four state-of-the-art vessels simultaneously , covering nearly a kilometer and a half of dock in a straight line,” he stated.

However, he acknowledged that the rail blockades of past years left scars. “Customers take time to trust returning to the train, and that forces us to reconfigure the terminal to evacuate more cargo by truck,” he stated. This reconfiguration entails new investments, but also higher costs.

Jiménez defended the role of the Hidalgo Intermodal Logistics Terminal (TILH) , developed by Hutchison Ports México as a satellite to relieve congestion in Manzanillo and Lázaro Cárdenas, but insisted that the key lies in coordination . “What we need is to communicate more closely and find joint solutions. And we urge our authorities to grow at the same pace as the private sector,” he stated.

The APM mirror

John Sánchez, commercial director of APM Terminals Lázaro Cárdenas , offered a complementary perspective. “All port terminals in the Pacific are in the process of investing or implementing new projects. That means real capacity, but it’s useless if it’s not accompanied by more agile customs and coordinated processes ,” he said during his participation in the panel.

APM will double its operating capacity from 1.2 to 2.2 million TEUs (20-foot containers) by 2026. However, Sánchez warned that infrastructure alone will not solve inefficiencies if regulatory processes remain slow and fragmented.

Grow without collapsing

The outlook outlined by the five executives confirms a paradox: Mexico is expanding its port and rail infrastructure at an accelerated pace , but the lack of inter-institutional coordination is neutralizing much of these efforts.

The Mexican Pacific logistics system operates like a disjointed puzzle. Shipping companies, terminals, and railroads invest in capacity, but without support in customs, access, and public policies, the result is fragmentation: rising costs, unpredictable delivery times, and user distrust.

The expectation is clear: Pacific ports will continue to receive more merchandise, primarily imported from Asia. To address this scenario , sufficient infrastructure, modernized customs offices with technology and trained personnel , and comprehensive logistics planning that synchronizes the different links in the chain are required.

Only in this way will Mexico be able to transform its Pacific ports into true engines of competitiveness and not the bottlenecks that currently hinder foreign trade .

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El cargo Pacific ports in Mexico: the challenge of growing without collapsing apareció primero en T21.

The Ministry of the Navy (Semar) is willing to launch the Nuevo Manzanillo (Cuyutlán Port) project before the end of Mexican President Claudia Sheinbaum’s term. And no proposals have been spared.

At the last extraordinary session of the Board of Directors of the National Port System Administration (Asipona) Manzanillo , held on June 20, it was reported that the port authority plans to 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.

“(…) this ASIPONA Manzanillo considers the relocation of TEC I feasible for reasons of public interest,” according to a document signed by Asipona Manzanillo presented at the Board of Directors meeting, of which T21 has a copy.

In November 2024, the federal government launched the priority project for the construction of the “Puerto Nuevo Manzanillo Cuyutlán” (New Port of Manzanillo Cuyutlán)—a total of 1,880 hectares— which plans to include up to four specialized container terminals , the current largest business line of the Port of Manzanillo. This measure seeks to address the operational problems facing the main commercial port on the Mexican Pacific due to the saturation of its current terminals.

Since the Executive’s announcement, the local and international port community has been waiting for Asipona Manzanillo, a subsidiary of Semar, to publish the bidding rules for the first two terminals considered for the project’s initial phase.

According to the Asipona Manzanillo document, the main legal basis for proposing the relocation of TEC I is referred to in what is explained in the penultimate paragraph of article 41 of the Ports Law: “The Secretariat, with a view to the public interest, may modify the uses, destinations and modes of operation provided for in the PMDP (Port Development Master Plan) with respect to the different areas of the port or group of them or terminals not yet used.”

However, to carry out the relocation, Asipona Manzanillo requires SSA Marine Mexico to make a minimum investment of 800 million dollars (mdd) applicable to preliminary studies and the construction work carried out by the American company in the development of the transition project to the port of Laguna de Cuyutlán, where it would go from the current 35 hectares to almost 90 hectares, similar to those of TEC II, operated by Contecon Manzanillo .

With this relocation, the port authority expects to alleviate Manzanillo’s ongoing congestion problems and allow it to reorganize the port with the 1,500 meters of dock and 35 hectares of storage space that SSA Marine Mexico would make available at TEC I of the Port of San Pedrito (current Port of Manzanillo).

TEC I is the main container terminal in the port of Colima. Last year alone, it handled a total of 1,724,906 TEUs , representing 43.9% of the total TEUs handled in the port, according to statistics from the General Coordination of Ports and Merchant Marine (CGPMM) , an office of the Ministry of Marine Affairs (SEMARNAT).

The document highlights that over the past 10 years, volumes recorded at the Port of Manzanillo have been steadily increasing, with no opportunity to expand the port’s infrastructure to meet the demand for services , which has posed a challenge for maintaining operational efficiency.

In the last decade, the handling of cargo increased from 25.2 million tons in 2015 to 31.4 million tons in 2024, particularly in the case of containers, which increased from 18.1 million tons of containerized cargo to 23.58 million tons, which in container boxes represents increasing from 2.54 million 20-foot containers (TEU) in 2015 to 3.9 million TEU last year.

The document, held by T21, highlights the following advantages of relocating SSA’s TEC I to the Laguna de Cuyutlán port:

1. Streamline port operations and maintain the efficiency and functionality of port operations and facilities at the Port of San Pedrito (subordinated to the Port of Manzanillo).
2. Immediate development and operation of the Laguna de Cuyutlán port, so that from its inception and as soon as possible, it will have the infrastructure of a competitive port terminal that efficiently meets the demand for port services.
3. Under the assumptions of the agreement, and the timeframes analyzed for accelerated planning and development, the new TEC I will be established and operational in the fourth quarter of 2029 in Laguna de Cuyutlán.
4. Ensure an orderly and rapid transition to the port of Laguna de Cuyutlán, maintaining the competitiveness of its operations and their costs, which impact the price and availability of imported or exported goods for the consumer or producer population.
5. Dimension and equip the new terminal with automated technology and systems to optimize operational efficiency, minimize response times, improve cargo handling capacity, ensure safety, and reduce CO2 emissions by prioritizing rail transport and reducing the margin for road transport.
6. Achieve the new TEC I to handle at least 2.5 million TEUs  by 2037.
7. Maintain the continuity of operations throughout the Manzanillo-San Pedrito-Laguna de Cuyutlán port system.
8. Maintaining the growth of the container business line , allowing for the funding of the development of inland navigation facilities, which has naturally been determined as the vocation of the Manzanillo system to go from handling 3.9 million TEUs annually to more than 10 million.
9. Generate 4,731 new jobs with the relocation of TEC I, both in its construction and with the reorganization of the southeastern San Pedrito area.
10. Inject an estimated investment of US$800 million into the port of Laguna de Cuyutlán for construction works that will benefit Asipona.
11. Seek financing mechanisms to provide infrastructure and service delivery for the hectares that TEC I will use at the new location.
12. Obtain a substantial increase in the amounts of the fixed and variable consideration from TEC I, as a result of the increase in the surface area subject to the transfer at the new location in the port of Cuyutlán and the growth in the number of containers that TEC I will move at the new location.

Likewise, the document also indicates that Asipona Manzanillo will propose to the owner of TEC I that he initiate the necessary steps, studies, and actions to carry out the relocation of its specialized terminal under the following requirements:

1. Carry out the relevant procedures in coordination with this Asipona Manzanillo and with the authorization of the competent port authority to ensure an orderly, coordinated, and expeditious transition to the port of Laguna de Cuyutlán.
2. Make a minimum committed investment of US$800 million for preliminary studies and construction work carried out by SSA Marine for the development of the transition project to the port of Laguna de Cuyutlán.
3. Maintain payments of the corresponding considerations for the areas currently operated, in accordance with the transition schedule and in adherence to the currently established amounts and their corresponding updates, maintaining the level playing field established by Asipona Manzanillo between container terminals.
4. Begin payments of the corresponding consideration for the areas to be built and operated , in accordance with the transition schedule and in adherence to the currently established amounts and their corresponding updates, maintaining the level playing field established by Asipona Manzanillo between container terminals.
5. Determine, through financial analysis, the necessary timeframe to cover infrastructure investment costs , consideration payments, operating expenses, and expected profitability.

The Asipona Manzanillo document does not clarify whether other terminals could be invited to participate in the same relocation process to the port of Cuyutlán, as Contecon Manzanillo, or whether a future bidding process will continue to be considered for the other three terminals considered in the federal government’s project.

Cuyutlán Lagoon has an area of ​​water and land four times larger than the current port area , which is expected to meet the constant growth in demand for the movement of goods, mainly imports, which on several occasions has exceeded the supply of private infrastructure and logistics services.

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El cargo Cuyutlán already has its first tenant; they propose relocating SSA to Nuevo Manzanillo. apareció primero en T21.

In extreme situations, extreme measures are required. Contecon Manzanillo distributed a statement this Thursday stating that, together with the Mexican National Customs Agency (ANAM) , they will activate extended 24-hour operations at the Manzanillo customs office for three days to “address peak demand.”

The measure comes a month after Manzanillo customs personnel closed the port’s entrances during the week of May 12-16 in protest of poor working conditions and unjustified dismissals, causing operational chaos that has yet to be resolved.

This situation has caused unprecedented delays in the port’s import and export activities, primarily affecting trucking operations. There have even been cases of vessels being diverted to other Mexican ports , as in the case of the MV MSC NOA ARIELA 0513 WB, which was scheduled to stop at the Contecon Manzanillo and SSA terminals and had to unload its cargo at the port of Lázaro Cárdenas due to “lack of berths at both terminals,” according to a statement shared by the ONE shipping company the day before.

According to a statement from Contecon Manzanillo, the extraordinary extension of opening hours will be implemented in the highway modulation area of ​​the Manzanillo North Zone Customs Office.

The measure applies from Thursday, June 12 to Saturday, June 14, 2025, with the following hours:

• Thursday, June 12: 24 hours.
• Friday, June 13: 24 hours.
• Saturday, June 14: from midnight to 9:00 p.m.

“This adjustment facilitates continuous operations for almost three days and represents a strategic step to streamline the clearance of imported goods, reduce logistical bottlenecks, and respond to the growing demand for foreign trade flowing through the port of Manzanillo,” according to a statement from Contecon Manzanillo.

Contecon Manzanillo and SSA are the main specialized container terminals in the port of Colima, considered the busiest commercial port on Mexico’s Pacific coast.

In the first four months of this year, the port of Manzanillo handled a total of 1,291,721 20-foot containers (TEU) in import and export activities , just 1.5% more than the same period last year, according to statistics from the National Port System Administration (Asipona) Manzanillo.

“At Contecon Manzanillo, we recognize that these types of collaborative actions with customs authorities like ANAM are essential to boosting the competitiveness of the port and the country. This extended schedule is part of our ongoing commitment to strengthening trade facilitation processes, especially during peak demand periods,” said José Antonio Contreras, CEO of Contecon Manzanillo, quoted in the statement.

It was also specified that customs inspections during this extraordinary period will be coordinated with the Manzanillo Customs Office and inspected directly at Contecon facilities , “for the benefit of traceability and operational efficiency.”

Earlier this month, ANAM, led by Rafael Marín Mollinedo , held a meeting with the business and logistics sectors to present the work carried out to resolve the operational problem that arose at the port of Manzanillo.

However, the port of Manzanillo continues to experience delays and logistical disruptions for users.

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The initiative seeks to transform operations toward cleaner and more environmentally responsible models, the company emphasized in a statement.

In 2023, studies began on the hybridization of RTG cranes, which are used for container handling, which has allowed them to be retrofitted. This plan combines electric power, provided by lithium batteries, and diesel, a technology that reduces fuel consumption and polluting emissions by more than 50% , the company emphasized.

“The hybridization of our RTG cranes represents a fundamental technological and environmental advancement for our operations. Emissions are reduced in the same proportion as consumption, that is, by more than 50% in both cases. This project is fully aligned with the standards of our Carbon Neutral Certification and reaffirms our commitment to maintaining a cleaner and more sustainable port operation,” said José Antonio Contreras, CEO of Contecon Manzanillo.

The company noted that the hybridization program will continue to strengthen with the addition of new RTG cranes, some of which arrived last May, while others are planned to arrive in the coming months.

The initiative is backed by the international ISO 14064 Carbon Neutral certification , which endorses the company’s emission reduction practices and environmental preservation initiatives, such as sponsoring the Cuyutlán Lagoon .

In addition, in 2025 the company joined the “Champions of Sustainable Maritime Transport and Ports” initiative, which seeks to recognize companies in the sector that are committed to greener operations and implement actions to combat climate change .

In April 2025, Contecon Manzanillo reported the movement of 509,088 20-foot containers (TEU) , 9% more than in the same month last year, making it the company that registered the greatest growth in TEU movement in the port of Manzanillo in this period, according to data from the Administration of the National Port System (Asipona) Manzanillo .

Of that total, 238,181 TEUs were import movements, representing a 14.3% increase compared to April 2024; while 227,692 were export movements, representing a 20% annual increase, the agency noted.

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The demonstration and blockade of the port of Manzanillo by customs employees has begun to affect the operations of the port terminals .

SSA Marine Mexico announced in a statement to its clients that it has suspended appointment scheduling “until we have a clearer picture of the situation. We ask for your support in not generating appointment requests on our portal until further notice.”

Customs officials have closed all access points to the port since the afternoon of May 14, in protest of alleged poor working conditions since the arrival of Captain Rodolfo Torres Chávez as head of the Manzanillo customs office.

On May 12, customs workers, mostly civilians, carried out a nine-hour initial closure, but it ended after negotiations with authorities. Apparently, during this new demonstration and closure, there has been no contact between the authorities and the complainants.

“As a support to our customers, the Specialized Container Terminal (SSA) and the Multipurpose Terminal (OCUPA) will not be charging for missed appointments or changes to those facilities today (May 15),” SSA Marine Mexico said in its statement.

For its part, Contecon Manzanillo , also the operator of a specialized container terminal, urged transport users not to send export or import units until further notice, in order to avoid further logistical disruptions.

“We are coordinating with Asipona Manzanillo to mitigate the impact,” the company said in its statement to customers, also stating that vessel service continues as normal.

During the first four months of this year, the Port of Manzanillo handled a total of 1,291,721 20-foot containers (TEU) , a 1.5% increase over the same period last year. Contecon Manzanillo and SSA are the main container terminal operators at this maritime hub .

In terms of tax collection,  the Manzanillo customs office is the second most active in the country , behind only the Nuevo Laredo customs office, Mexico’s most important border crossing with the United States.

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On May 11, the company added this equipment to facilitate its operation. These include two QC-type gantry cranes, also known as STS (Ship-to-Shore) cranes , considered the largest in the Americas, as well as four RTG cranes .

“These cranes, which were added to those acquired last year, mark a crucial step toward the goal of increasing Mexico’s international competitiveness and consolidating the Port of Manzanillo as a national leader in port operations,” Contecon Manzanillo said in a statement.

STS ship-to-dock gantry cranes are notable for being the largest, with a height of 60 meters. Their role is fundamental in today’s logistics chain, as they enable the agile and efficient loading and unloading of containers from large vessels.

With the addition of these STS cranes, Contecon Manzanillo is positioned as the first terminal in the Americas to feature this type of equipment. “Thanks to this advancement, we successfully serviced the MSC NAPOLI earlier this year , one of the largest vessels to dock at the port of Manzanillo, operating with a stack of 10 high-cube containers,” he emphasized.

The capacity to handle large vessels opens up new opportunities to attract more operations to the port of Manzanillo, benefiting Mexican foreign trade by reducing logistics times and increasing international competitiveness.

The company’s expansion project includes expanding its yards and docks to accommodate megaships of up to 24,000 TEUs.

“Thanks to our strategic investments, we have increased our operational capacity, allowing us to achieve 14% growth in 2024, moving 1,454,201 TEUs and contributing to the economic development of Manzanillo,” said José Antonio Contreras, CEO of Contecon Manzanillo.

During 2024, investments exceeding $300 million were made , highlighting the acquisition of gantry and RTG cranes, as well as the construction of new container yards, which are already in operation, the firm recalled.

“With these new acquisitions, we have boosted the growth of Contecon Manzanillo and consolidated our position as one of the country’s leading logistics platforms,” ​​emphasized José Antonio Contreras.

The company emphasized that investments are key to boosting the port of Manzanillo, which, according to the Mexican government , is the country’s main trade and logistics center, handling approximately 70% of imports from Asia.

In 2024 alone, the port handled 39.8% of the national total for containerized goods, with just over 23.5 million tons ; although, based on the number of containers, it handled 41.8% of the national total, with 3,924,515 TEUs , according to the National Port System Administration (Asipona) Manzanillo .

*Images taken from the LinkedIn profile of Contecon Manzanillo.

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