Contecon Manzanillo took the land operation of the Specialized Container Terminal II (TEC II) to a new level by evacuating an average of two thousand import containers by road transport every 24 hours, a record that, beyond the volume achieved, puts on the table the impact that the recent extension of customs hours can have on the fluidity of the logistics chain in the main container port of Mexico.

The record was reached on August 20 and 21, when the terminal moved nearly four thousand containers by land over a two-day period. According to the company, this is a record figure for the Port of Manzanillo and was made possible after extending the windows for cargo pickup and strengthening coordination with Manzanillo Customs.

One of the factors behind this behavior was precisely the implementation of the “24/2” system , whereby customs operations are maintained for 24 continuous hours from Thursday to Friday. This allows for the distribution of appointments for the release of goods over a wider window and prevents truckers from having to interrupt their operations while waiting for customs services to reopen.

The result is relevant for port operations where simply increasing the capacity to receive and handle containers within the terminals is not enough . The speed at which cargo can leave the port area and continue to its inland destination also determines equipment turnover, yard utilization, and the system’s capacity to absorb larger volumes.

According to the Average Time Indicator for Trucking in Ports (ITPAP) , prepared by T21 Business Intelligence, the port had closed June with an average of 5:34:16 hours in the time it takes a truck to enter, pick up imported goods and leave the port, but a month later the indicator climbed to 12:50:27, a difference of 7:16:11.

In that sense, Customs increased from 2:43:36 to 6:11:30 hours; maneuvers went from 1:12:56 to 2:45:48; and waiting advanced from 1:37:43 to 3:53:08.

“Reaching this record demonstrates that the investments and changes we have made at Contecon are yielding results. We have strengthened our operational capacity and, at the same time, worked in coordination with the Manzanillo Customs Office to expedite the release of goods. This allows us to handle larger cargo volumes and be more efficient as part of the logistics chain,” said José Antonio Contreras, CEO of Contecon Manzanillo, in a press release.

The extended hours are combined with changes to the scheduling and service processes . According to data released by the terminal, since week 31, appointment fulfillment has remained above 95%, an indicator that points to greater continuity between the dispatch of containers and the arrival of the vehicles responsible for collecting them.

This performance also coincides with the capacity expansions that Contecon has been developing since 2023 at TEC II. The combination of infrastructure, operational capacity, and greater availability of customs services allowed for faster goods shipments and improved truck turnover during the days when the record was set.

Contreras believes that maintaining a more flexible operation can have effects that extend beyond the terminal itself. “A flexible and continuous customs operation, in coordination with the terminal, has a direct and positive impact on the logistics chain. We will continue to seek improvements and solutions that translate into faster turnaround times for carriers and a more efficient operation,” he added.

The challenge now will be maintaining those evacuation levels as volumes increase. Contecon estimates reaching approximately 9,800 containers per week moved by truck, a figure that would represent a 20% increase compared to the weekly average recorded during 2025.

Thus, the record set in August is not solely associated with the number of containers dispatched in 24 hours, but also with the ability to coordinate infrastructure, terminal, customs, and land transport . In a port where cargo growth demands that the various links in the chain advance at a similar pace, the continuity of outbound processes becomes crucial to prevent increased maritime capacity from shifting the pressure onto storage yards, access roads, and land transport.

For the first seven months of this year, Contecon Manzanillo has handled 1,022,181 twenty-foot containers (TEUs) , a 20.1% increase compared to the same period last year, according to data from the National Port System Administration (Asipoona) Manzanillo .

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El cargo Contecon breaks record in Manzanillo: evacuates 2,000 containers in 24 hours apareció primero en T21.

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.

SAN MIGUEL DE ALLENDE, GTO.- “Manzanillo has problems, but we are working on them .” With that phrase, José Antonio Contreras, president of the Manzanillo Terminals and Operators Association (ASTOM) , set the tone at the start of the ASTOM Summit 2025, held in this colorful colonial city. The forum, in its second annual edition, has brought together the business community linked to international trade that operates in the most dynamic port on the Mexican Pacific, with a special emphasis on imports from Asia.

Contreras didn’t shy away from reality. He acknowledged that the port has faced bottlenecks stemming from its own success: “Manzanillo has experienced extreme success in terms of volume, which has brought us challenges and problems.”

However, he emphasized that terminals and port operators continue to invest in infrastructure and equipment , and that the key has been coordinated work with authorities to overcome crises such as the recent customs emergency.

Last May, Manzanillo customs workers themselves blocked and closed the port entrances for several days, an internal protest that resulted in a significant operational paralysis. The impact was severe. More than 70 foreign trade officials abandoned their posts, which diminished the customs’ operational capacity and, consequently, stranded merchandise in an unprecedented situation, causing, above all, serious financial problems for the companies that use the port.

A narrative of leadership

The institutional video shown during the ASTOM meeting reinforced this narrative of resilience and leadership. With an aspirational tone, he emphasized that Manzanillo is Mexico’s number one port, consolidated over decades as the country’s main logistics hub. He highlighted its strategic location, its more than 400 hectares of surface area, its 20 berths, and its capacity to receive mega-ships up to 400 meters in length .

The audiovisual piece highlighted that more than 40% of the containers entering and leaving Mexico transit through its terminals and that it accounts for 70% of the imports arriving on the Pacific coast . It also showed that the port has more than 30 entry and exit gates and five kilometers of railway that connect it directly to the country’s industrial and consumer clusters.

The message also highlighted private investment: the business groups that make up ASTOM have allocated more than 35 billion pesos to provide Manzanillo with modern infrastructure, which currently includes 28 gantry cranes, 12 mobile cranes, 108 RTGs, 344 tractor-trailers, and more than 340 forklifts. Added to this is the human factor: a team with more than 35,000 direct and indirect jobs, operating 24/7 to ensure the continuity of the logistics chain.

The economic dimension was clear: Manzanillo is the port that contributes the most to the country in compensation, taxes, and customs revenue. Hence the emphasis on its growth as not just a local issue, but a key element that sustains national competitiveness. “We have an obligation to continue growing and improving ,” the official voice heard in the video.

Highway infrastructure: Colima’s vision

The governor of Colima, Indira Vizcaíno , present at the ASTOM event, brought the discussion to a key area: land connectivity, which has long been one of the weakest links in the operation of the port of Manzanillo and its surrounding areas . “We have called this entire series of investments in road infrastructure, totaling more than 20 billion pesos, a logistics corridor,” she explained.

The public and private projects include the expansion of the Tepalcates Bridge from two to six lanes, the modernization of the Armería-Manzanillo highway, a toll bypass that will reduce bottlenecks, and a new route for the dangerous stretch known as La Salada. He also highlighted the construction of the southern bypass to transport cargo away from the urban center of Manzanillo. “This will allow us to significantly streamline traffic and the container entry and exit process ,” he emphasized.

Vizcaíno contextualized these investments within a larger project: the expansion of the port to basin II of the Cuyutlán Lagoon, already announced as a six-year commitment. With this, port capacity could double or even triple. “What gives me satisfaction is seeing that the current vision is not only about solving problems, but also anticipating what will be needed when the expansion is completed,” he stated.

The USMCA on the port’s agenda

The backdrop for this discussion is international trade . José Antonio Contreras had already warned: “The market is moving in directions that none of us can determine… tariffs, yes, tariffs, tariffs on China? How will this affect us in Manzanillo?”

Trade uncertainty was a key factor in the discussions at the ASTOM Summit 2025, particularly in light of the upcoming revision of the United States-Mexico-Canada Agreement (USMCA) .

José Ignacio Aguado, Director General of Innovation, Services, and Domestic Trade at the Ministry of Economy , explained that the renegotiation cannot be improvised: “We don’t want to make unilateral decisions from behind a desk. You will be invited to participate in these decisions.”

He emphasized that on September 30, consultation tables will be set up with business leaders from the logistics sector , specifically to identify “what is hurting them, what we need, and what we should bring to the review table.”

The official recalled that Mexico has designed Plan Mexico , led by President Claudia Sheinbaum, whose operational arm is the economic corridors of well-being and development hubs . Logistics, he said, is the cross-cutting axis: “There is no economic activity that does not depend on logistics.” In that sense, Manzanillo is not just a port: it’s a barometer of how the country will face changes in trade rules with North America.

Indira Vizcaíno agreed that dialogue with the United States and Canada will be crucial. “The process of entering into the renegotiation of the USMCA must have many of us in a state of uncertainty, but I believe there is specific data that tells us that positive progress has been made,” she stated.

For Colima, the stability of this trade framework is crucial: a large portion of the cargo entering through Manzanillo ends up in manufacturing clusters that export to North America.

A narrative of continuity

The ASTOM Summit 2025 seeks to demonstrate that Manzanillo, despite congestion and geopolitical tensions, maintains a leading role. Contreras insisted that the 74% growth in imports from 2020 to date is unparalleled in the Latin American Pacific . Vizcaíno outlined how highways seek to support port expansion and mitigate externalities. Aguado, from the federation, placed logistics as the backbone of industrial policy and the future of the USMCA.

Beyond the numbers, the narrative of the meeting is driven by the idea of ​​anticipating things. “What’s important is what lies ahead,” Contreras summarized. With the port operating at full capacity and an expansion underway, the real challenge will be to articulate investments, roads, trade agreements, and sustainability into a single equation that will allow Manzanillo to continue being Mexico’s gateway to the world.

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El cargo Manzanillo: Challenges ahead, solutions underway 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.

Tempers are high at Contecon Manzanillo . The second busiest maritime terminal for handling containers in the port of Colima ended 2024 with the best record in its history .

It only totaled 1,454,201 20-foot containers (TEU) , which also meant a growth of 14.0% compared to the 2023 figure, according to the port’s official statistics.

There is no doubt that, among the ports of Mexico, Manzanillo has been in the “eye of the hurricane” in recent years , with blockades and protests by truckers, collapse of surrounding roads, failures in customs systems, anchored ships, among other types of problems that have not gone unnoticed by importers and exporters.

No wonder. It is the country’s main port for handling containerized goods , and last year alone it handled 39.8% of the national total, with just over 23.5 million tons; but if the calculation is made by number of containers, it handled 41.8% of the national total, with three million 924 thousand 515 TEU.

“2024 was a very important year of consolidation and growth for us,” José Antonio Contreras, general manager of Contecon Manzanillo, part of the Philippine company International Container Terminal Services (ICTSI) , which has been operating the Specialized Container Terminal (TEC) II for 11 years, told T21.

Contreras, who has been in charge of TEC II since August 2021, referred in an interview to three specific points that drove the terminal’s growth in 2024: greater integration with its clients in the consolidation of cargo through Manzanillo; the strengthening of the use of the railroad ; and the start-up of part of the terminal’s expansion, along with the integration of new equipment (cranes).

In fact, the director stressed that this year the company will go all out on the railway issue , since one of its main objectives is to increase the evacuation of containers via the train tracks, in collaboration with its partner Ferromex .

“In the last four years we have increased the movement of containers by rail by 127%,” according to José Antonio Contreras.

Currently, TEC II, the only terminal in the port of Manzanillo with its own intermodal facility (for now with 2,200 linear meters of railway tracks) , has a daily schedule of two 60-car trains, which can transport up to 120 containers each.

Contecon Manzanillo’s plan for 2025 is to increase its track to 4.6 kilometers , which will allow it to operate three trains of 120 cars each. The investment here will be around eight million dollars.

“At the end of 2024, we will begin phase III-B (expansion). And the intermodal part is included in this,” said José Antonio Contreras, and estimated that the expansion of its routes would end in September of this year. “They will go directly to the final destination, as you know, mainly the Valley of Mexico, Guadalajara, and we will increase our penetration in the north of the country, (such as) Nuevo Laredo,” he said.

Likewise, Contreras predicted that the expansion of its tracks would trigger the block train services that have been developed since the beginning of 2023.

Expansion in process

At the end of September last year, Contecon Manzanillo announced the opening of three new container yards, which are part of its expansion project (phase III) and with which it increased its capacity by just over 200 thousand additional TEUs per year. In addition, a fourth yard is expected to come into operation in the coming months.

“The terminal is now approaching 1.7 million containers capacity,” said Contreras.

The TEC II expansion, which began in December 2022, also includes the extension of 400 meters of dock (to reach a total of 1.3 kilometers of dock with the capacity to serve up to three 400-meter ships) , 900 plugs for reefers (temperature-controlled containers), the acquisition of two super post-panamax dock cranes and another six RTGs. All this under an estimated investment of 300 million dollars.

With the adjustments, the terminal will have the capacity to operate between 2.3 and 2.4 million TEUs, and “with which Manzanillo will be able to breathe ,” according to the executive.

The collective outlook is for the port to continue increasing its activity in container handling , mainly in import cargo, where Asia, especially China, has contributed to this trend.

Meanwhile, the port community of Manzanillo has been aware of the problems and has worked on different strategies, together with the port authorities, to try to speed up cargo movements, such as changes in its operating rules, investment in a second access in the northern area of ​​the port, and extension of customs hours, among others.

But the main bet to recover the competitiveness of this port in the handling of containerized merchandise was announced last year. President Claudia Sheinbaum gave the initial flag for the construction of what was called Nuevo Manzanillo, which is the expansion of the port towards the Cuyutlán lagoon , which exceeds four times the area (sea and land) of the current port, and where the entire maritime-logistical sector has set its sights on getting a part of what will be developed there: four specialized container terminals, of which two of them are expected to come into operation by 2030.

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El cargo Contecon Manzanillo activates phase III-B of the Expansion Project apareció primero en T21.

It wasn’t for April or May. The opening of the north access to the port of Manzanillo has been postponed until July of this year, a roadway eagerly anticipated by the port community due to the collapses experienced by this maritime hub in its only land access for road transport in the southern area.

“It will be ready in July, according to the latest information. It is a key point that will completely change the reality of Manzanillo in terms of the challenge we face with access, both for the entry and exit of containers and trucks,” said José Antonio Contreras, CEO of the Association of Terminals and Operators Manzanillo (ASTOM), in an interview with T21.

The postponement of the opening of the north access comes at a time when the port of Manzanillo has seen substantial increases in operations, resulting in a higher demand for trucks for the unloading or reception of containers.

According to port authorities, Manzanillo receives between four thousand and five thousand trucks daily.

In just the first quarter of this year, the Colima port has received a total of 958,271 twenty-foot containers (TEU), an increase of 17.8% compared to the same period a year earlier, according to data from the General Coordination of Ports and Merchant Marine (CGPMM).

This increase has occurred in both operational pathways, meaning that imports at the port have handled 399,704 TEUs (+19.3%), while exports total 393,332 TEUs (+19.2%).

José Antonio Contreras believes that this upward trend is due to the decentralization of production globally, which has led to the industrial trend of nearshoring (relocation of production lines) alongside the arrival of more companies to the country; as well as an increase in domestic consumption, where there is also a greater purchase of vehicles and, consequently, their importation.

In the latter case, although the port of Manzanillo is not known for handling new automobiles, during the first quarter, it registered 1,039 units of imports, 64.4% more than in the same period last year, all of which have disembarked in containers, reflecting a new trend in the maritime world.

The CEO of Contecon Manzanillo also mentioned that the port has been preparing to handle the increase in the volume of containerized goods, both through private investments by each terminal to increase their operational infrastructure, as well as actions taken by port authorities.

In this regard, Contreras highlighted that recently, the customs office in Manzanillo has installed two new inspection units in the northern area. Additionally, he mentioned that in the last semester, ASTOM has been in talks with customs authorities to improve the evacuation of containers.

“In 2020, no one thought we would be at these activity levels, and this has brought challenges both internally at the terminals and externally, affecting the entire logistics chain. The solution is to increase the capacity of access routes to the terminals, which is underway. The other solution is to increase the use of the railway, considering that approximately 90% of the cargo bound for Monterrey from Manzanillo travels by road,” he said.

Upcoming Projects

José Antonio Contreras mentioned that among the projects currently being worked on by ASTOM is the establishment of a port training and education center, in collaboration with the United Nations, aimed at the professionalization and ongoing education of individuals already working or potentially working at the port of Manzanillo.

“It is an extremely ambitious project that is on schedule,” he said.

He also revealed that ASTOM will hold an event next November where the voices of the port community can come together to discuss the needs and proposals that will lead to improvements for the port of Manzanillo.

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El cargo Opening of the North Access at Manzanillo Port Delayed Until July apareció primero en T21.