Customs revenue in Mexico declined for two consecutive months, totaling 101,568.38 million pesos (mdp) in February  , a real contraction of 16.8% compared to the same month in 2025, according to statistics from the  National Customs Agency of Mexico (ANAM) .

However, the figures were mixed across different categories. According to data from the  Customs Revenue and Operation Dashboard ,  Value Added Tax (VAT) registered a 27.5% drop compared to January 2025, totaling 65,521 million pesos; in contrast, the Special Tax on Production and Services (IEPS)  totaled 19,674.3 million pesos, a 44.6% increase compared to February 2025 .

Likewise,  operations had a slight growth of 0.4% in the second month of the year compared to the same period last year, registering 1,679,084 procedures; although customs declarations showed an annual decrease of 3.2% with 824,426 documents issued.

By type of customs office, the figures were not favorable, reporting double-digit drops during February. The northern border customs office saw the most significant contraction at 21.5% , reporting 34,003.93 million pesos; followed by inland customs offices, which decreased 20.6% annually, collecting 16,912.81 million pesos; and maritime customs offices, which registered an 11.9% contraction in their collection, with 50,405.69 million pesos in cash flow.

The same situation was reported at the country’s main customs offices. Manzanillo saw a 16.6% decrease in February 2026 compared to the same period in 2025 , collecting 13,979.69 million pesos, and  Nuevo Laredo contracted by 26.6% , with 15,500.94 million pesos in the same period.  Veracruz reported a real annual decrease of 16% , collecting 9,583.79 million pesos.

In the January-February period, the figures were mixed compared to the same period in 2025. A total of 207,591.29 million pesos were collected, a drop of 13%; VAT reported a contraction of 22.6% with 134,727.7 million pesos and the IEPS showed a significant increase of 40.1% with 38,860.4 million pesos.

Operations in the accumulated total for 2026 showed a drop of 2.1% compared to January-February 2025, with three million 337 thousand 130; and customs declarations contracted by 5.5% to a total of one million 639 thousand 094.

The January-February balance confirms a mixed picture: while certain tax revenues are strengthening, the general trend points to a challenge for the tax authority in maintaining stable collection in the face of an increasingly complex economic context.

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El cargo Customs revenue has fallen for two months in Mexico apareció primero en T21.

In January 2026, customs revenue in Mexico totaled 106,022.91 million pesos (mdp)  in cash flow , representing a real drop of 9.1% compared to the same month in 2025, according to statistics from the National Customs Agency of Mexico (ANAM) .

According to data from the  Customs Revenue and Operation Dashboard , the Value Added Tax (VAT) registered a contraction of 17.3% compared to January 2025 with 69,206.7 million pesos; while the Special Tax on Production and Services (IEPS) totaled 19,186.2 million pesos, 35.7% more than during January of last year.

Meanwhile,  operations  fell 4.6% in January 2026 compared to the first month of 2025, registering 1,658,046 transactions. Import declarations also showed a negative trend during the comparison period, with a year-on-year decrease of 7.8% .

By type of customs office, the figures were also unfavorable . Maritime customs offices registered a 6.6% real decrease in revenue in January 2026 compared to the same month in 2025, with 55,444.93 million pesos in cash flow. Meanwhile, inland customs offices saw a 5.3% year-on-year decrease , collecting 17,121.94 million pesos; while those on the northern border experienced a real drop of 14.8% , with 33,207.44 million pesos in the period.

The country’s main customs offices reported mixed results. Manzanillo saw a 17.4% decrease in revenue in the first month of this year compared to January 2025, collecting 15,522.71 million pesos, while  Nuevo Laredo contracted by 18.3% , with 15,255.04 million pesos collected during the same period. Veracruz was the only customs office to register positive figures, with a real increase of 5.1% year-on-year ; revenue there reached 10,615.88 million pesos.

Customs revenue in Mexico started 2026 with a decline, breaking the positive streak with which it closed 2025, when it totaled 128,999.21 million pesos in cash flow, a real increase of  29.4% compared to the same period in 2024 .

Understanding customs revenue helps to grasp Mexico’s economic dynamics, as it reveals the country’s capacity to generate income through foreign trade. Furthermore, it contributes to the national budget and strengthens public finances.

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El cargo Mexican customs register a drop in revenue apareció primero en T21.

Mexico’s ports started 2026 on the “right foot”, moving 797,906 twenty-foot containers (TEUs) , which meant an 8.8% increase compared to January 2025, according to figures from the Secretariat of the Navy (Semar) .

An analysis by  T21 Business Intelligence showed that Lázaro Cárdenas, in Michoacán, handled 235,103 TEUs during the first month of this year, 21.8% more than in January 2026, while the port of Veracruz moved 93,032 TEUs , representing an increase of 13.8% in the period.

Manzanillo, in Colima , was the port that registered the most container movement at the beginning of 2026, with a total of 354,534 TEUs, an increase of 7.8% compared to the same cycle of 2025.

In contrast, Altamira, in Tamaulipas, continued its downward trend . In January 2026, it handled 63,374 TEUs, representing a 9.3% drop compared to January 2025, marking two consecutive months of decline.

Smaller ports also saw significant variations in January 2026 compared to the same month in 2025. Guaymas, in Sonora, reported a 95.3% increase with 1,586 TEUs handled during the period. Mazatlán, in Sinaloa, experienced a 35.1% decrease with 2,284 TEUs handled.

Regarding participation in the first month of 2026, Manzanillo accounted for 44.43% of the total movement of 20-foot containers ; Lázaro Cárdenas had 29.46%, Veracruz 11.66%, and Altamira 7.94 percent.

Faced with less than encouraging growth forecasts, Mexico’s main ports are emerging as key points to sustain the country’s competitiveness.

In that context, 2026 presents a mixed economic outlook for Mexico: while the Ministry of Finance and Public Credit (SHCP) projected a growth of the Gross Domestic Product (GDP) of between 1.8% and 2.8%, the Organization for Economic Cooperation and Development (OECD) forecasts an expansion of 1.4% for the Mexican economy.

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El cargo Mexican ports start 2026 with an increase in TEU movement apareció primero en T21.

Customs revenue showed optimal performance in December 2025, totaling  128,999.21 million pesos (mdp)  in cash flow , a real increase of  29.4% compared to the same period in 2024 , according to statistics from the National Customs Agency of Mexico (ANAM) .

According to data from the Customs Revenue and Operation Dashboard , both Value Added Tax (VAT) and the Special Tax on Production and Services (IEPS) grew in the last month of 2025. VAT registered an increase of 14.6% compared to December 2024, with 82,849.8 million pesos, while the IEPS totaled 24,235.9 million pesos, representing an increase of 102.1 percent.

Meanwhile, transactions  increased by 2.7% in December 2025 compared to the same month in 2024, totaling 1,688,268. Customs declarations also saw a positive change of 1% , with 906,404 transactions.

ANAM detailed that maritime customs offices saw a real increase in revenue of 40.1%, reaching 72,315.38 million pesos during the reference period. Meanwhile, inland customs offices registered a 39.3% increase, totaling 21,308.55 million pesos in revenue. Customs offices along the northern border showed a real increase of 7.6% in December of last year compared to the same month in 2024, reaching 35,113.02 million pesos.

In December 2025, the Manzanillo maritime customs showed a 6% increase by collecting 16,438.57 million pesos; the Nuevo Laredo customs increased by 6.2% with 16,025.23 million pesos, and  Veracruz registered a decrease of 4.6%, collecting 11,136.99 million pesos.

Cumulative increase

The accumulated revenue from January to December 2025 also showed positive results. ANAM reported a real increase of 15.5% compared to the same period in 2024, totaling a cash flow of 1,449,461.35 million pesos .

During the period, the  IEPS grew 53.8% , totaling 247,639.5 million pesos; while the  VAT registered an increase of 8.3% , with 986,982.8 million pesos.

However, both operations and customs declarations showed declines. Operations  fell  2.3% in 2025 compared to 2024, totaling 21,431,945; and customs declarations totaled 10,824,725 transactions last year, representing a 4% decrease over 2024.

In 2025, Mexican foreign trade showed resilience in an environment marked by volatility and uncertainty, resulting from tariffs imposed by the United States, as well as reforms to the national customs system.

In that context, Mexican exports closed 2025 with positive figures, reaching 60,651 million dollars , which represented an annual increase of 17.2%; while the accumulated value during last year was 664,837 million dollars , which meant an annual growth of 7.6%, according to figures from the National Institute of Statistics and Geography (Inegi) .

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El cargo Mexico closes 2025 with positive figures in customs revenue apareció primero en T21.

“Manzanillo is one of Mexico’s most dynamic commercial hubs, and this investment underscores our commitment to the country’s long-term growth. By offering integrated services, from towing to transshipment and support for refrigerated containers, we help our customers simplify their supply chains and strengthen their competitiveness in both domestic and international markets,” said Patricia Pérez, Managing Director of Maersk in Mexico.

The facility is located five kilometers (km) from the port of Manzanillo , which handles almost half of the country’s containerized cargo.

The depot covers 31,000 square meters (m² ⁾ and has a capacity for 6,018 twenty-foot equivalent units (TEUs) . It features 50 connections for refrigerated containers and 60 repair bays. Additionally, it can handle dry cargo, refrigerated units, generators, and 53-foot containers.

Among the services it will offer are container towing in ports to reduce truck waiting times, transshipment of dry and refrigerated cargo to 53-foot boxes and platforms .

“With this new facility in Manzanillo, we are creating agility where it matters most, reducing logistics costs, accelerating transit times, and giving companies greater control over their cargo. Looking ahead to the important global events that Mexico will host in 2026, we are ready to meet the increased demand in the retail , lifestyle, and technology sectors, ensuring that our customers stay ahead of the curve,” emphasized Getulio Centanaro, Director of Logistics and Services at Maersk in Mexico.

In addition, the company operates logistics centers in Mexico City, Monterrey and Guadalajara ; in the latter two, Maersk plans to expand its capabilities and strengthen land infrastructure to support cross-border trade between Mexico and the United States.

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El cargo Maersk opens logistics warehouse in Manzanillo; seeks to strengthen supply chain apareció primero en T21.

Last September, T21 documented the false starts in Manzanillo : maneuvers canceled even when the driver arrives on time, costs that no one acknowledges, and an appointment system that has become unpredictable. Today, carriers say the problem not only persists but has become more frequent .

Each day begins with the same question: will the appointment go ahead or will it be canceled at the last minute? Among trucking operators and business owners , the constant is the same: showing up doesn’t guarantee getting in, and getting in doesn’t guarantee getting paid.

Truck drivers agreed that the problem has gone beyond mere operational issues, becoming a drain on both resources and personnel that no one is compensating for. Yax Tzel Nolasco Gómez, president of the Manzanillo Freight Carriers Union (UTCM) , described a scenario where costs skyrocket even when the truck doesn’t even make it into the port. As he explained, “We’ve already spent money on diesel, we’ve spent money… we used a driver, who had to sit there waiting.” This downtime, paid for out of our own pockets, ends up becoming a bill that often no one wants to absorb.

Claiming payment for fraudulent freight has become a technical battle . Carriers must provide meticulous evidence : GPS movements, complete traceability, photographs, and even the so-called “mirror account,” which confirms that the vehicle was indeed in the queue. Even so, the response from clients is often evasive. Antonio Chávez Camacho, general manager of JJAE Transportaciones , summarized it this way: “It’s sometimes the only way to get payment for fraudulent freight,” emphasizing that, even with proof, payment often doesn’t materialize.

The frustration stems not only from the wait, but also from the lack of improvement despite months of meetings . Chávez acknowledged that they have held multiple working sessions with the National Port System Administration (Asipona) Manzanillo and the terminals, but the outcome is discouraging: “The situation remains the same; we’re still looking for someone to blame instead of solutions.” Furthermore, he admitted that “there is no solution. There is no… any improvement whatsoever.”

Nolasco Gómez agreed that there has been no progress and pointed to an additional factor: the port access works , which have dragged on for years without results. “These works… which should have been finished by now, have been going on for almost three years,” he stated, emphasizing that this delay maintains a domino effect that is felt every day. Although customs recently announced a temporary extension of operating hours, the adjustment seems insufficient: “It will close at 10 p.m., it’s temporary, but it doesn’t do much good.”

Adding to this economic strain is a phenomenon that deeply worries transporters: the resignation of drivers , tired of the operational stress and the conditions they face during maneuvers. Chávez warned that “this is causing even more drivers to leave,” both on the road and in last-mile delivery, a trend that exacerbates the shortage of specialized personnel in the region.

Security has also deteriorated . Amid uncontrolled, drawn-out waits, looting has been reported right in the queue. Chávez recounted a recent case: “They were already being robbed in the lines,” a demonstration that the idle time not only represents economic losses, but also risks to the physical safety of the operators and the cargo.

The sector acknowledged that communication with the authorities exists, but tangible solutions are urgently needed . Meanwhile, each missed appointment represents wasted diesel, unpaid work hours, emotional strain, and vehicles that aren’t generating income . And although the appointment system was designed to streamline operations, today it’s seen by the carriers themselves as a mechanism that, in practice, multiplies rejections and shifts the costs to those with the least margin to absorb them.

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El cargo Manzanillo: the wear and tear left by false starts apareció primero en T21.

Minutes have stretched into hours on the Colima-Manzanillo highway . Traffic moves in fits and starts, then grinds to a halt, and drivers watch the line lengthen, uncertain of how long it will take to reach the port. Construction on the La Salada section has created a bottleneck that completely disrupts arrival times.

For trucking companies, delays mean more than just fatigue: they represent lost work and days that can’t be recovered. Yax Tzel Nolasco Gómez, president of the Manzanillo Freight Carriers Union (UTCM) , explained : “If you don’t arrive on time, they won’t take you. Even if you left early, if traffic is at a standstill, you’re not going to make it.” Uncertainty dominates every trip. “Sometimes it takes an hour, sometimes it takes three. When they’re doing roadwork, it creates a bottleneck.”

The direct consequence is the loss of paid service. “The operator left on time, but if they don’t come in, the client says they won’t pay. And that’s not how things work,” warned Nolasco Gómez. In Manzanillo, where every minute counts, delays become a financial blow. “You don’t know if you’re going to do two service calls or none at all. It’s a daily problem.”

In an interview with T21, he recalled that the backlog is not recent; he explained that the port’s growth has been constant, but the highway infrastructure has not kept pace. He pointed out that the Colima-Manzanillo highway has been operating under virtually the same conditions for decades, despite the increased cargo volume. In his words, “the highway is over 30 years old and it has never been finished properly,” which is now reflected in bottlenecks that can no longer handle the current traffic.

The logistical impact is even greater considering the size of the port. According to official figures from the Mexican Navy , the Port of Manzanillo registered a total of 111,602 truck entries in July 2025 , representing an average of 3,600 units per day .

From January to October 2025 , cumulative revenue reached 1,009,604 trucks , a 3% increase compared to the previous year. In a system of this scale, any disruption to the single access road ultimately affects the punctuality of appointments and the operation of thousands of containers.

Official data shows that the port operates with very high traffic volumes. In 2024, there were 32 days with peak truck traffic, and between January and October 2025 alone, there have already been 25 days with over 4,500 trucks . February 20, 2025, saw one of the highest peaks, with 4,626 trucks . These figures confirm that the pressure on access roads is constant.

The highway works are necessary, but while they progress, the pressure falls directly on the operators. Each closed or reduced section causes additional delays that aren’t reflected in the port’s appointment systems, but are reflected in the carriers’ bottom line. The road, which should be an efficient corridor, is currently operating at its maximum capacity during peak hours.

For truckers, the problem is neither new nor sporadic. Delays have become a daily occurrence, and the lack of alternative routes forces all trucks to pass through the same critical point. Operations become strained, maneuvers uncertain, and the logistics chain of the Pacific’s most important port is ultimately subject to the pace of a construction project that progresses in stages.

(Main image source UTCM)

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El cargo Long lines heading to Manzanillo: roadworks paralyze access and strain the trucking industry apareció primero en T21.

Seven hours have passed, and the tractor-trailer isn’t moving . The engine is still running, the diesel is burning, the driver waits among hundreds of units that also can’t get across. Finally, the notification arrives: the appointment is canceled , and the unit must return.

In the port of Manzanillo, this everyday scene has a name: False start .

These maneuvers are frustrated even when operators comply on time and in compliance. The result is a cost that few clients are willing to acknowledge. Julio Mora , general director of Servicios Portuarios AM, explained: “The intention is always to collect, but not all clients pay. It’s not the client’s or the carrier’s fault; we document with GPS, but the problem is beyond our control.”

Access to the port depends on the Electronic Appointment Document (EDD) , managed through the Secure Intelligent Port (SIP) system . In theory, operators say, this system seeks to regulate truck access and avoid congestion; in practice, it has become another source of conflict .

Transporters reported that appointments are frequently blocked at the last minute or “burned out” because the line didn’t move in time. Constant communications from the Manzanillo Port Community (Copoma) indicate that when a terminal experiences problems, access is segmented and operators are asked to wait outside.

In evidence shared with this outlet, screenshots of canceled appointments can be seen in real time, even though the units were already en route to the port of Manzanillo.

This creates backlogs that, according to the carriers’ own calculations, amount to hundreds of missed appointments per day. And if an appointment “blows up,” rescheduling can take up to three or four days , during which time the container’s demurrage is charged, passing the cost on to importers and exporters.

The story is seen by the protagonists as a “Stations of the Cross,” as expressed by Antonio Chávez Camacho , general director of JJAE Transportaciones , who summed it up bluntly: “ When appointments are after noon, it is almost impossible to leave. It can take up to seven hours and in the end they tell you that you cannot enter. That means wasted fuel and, above all, wear and tear for the operator . ”

Transporters interviewed by T21 reported that they must constantly send evidence: photos every time the vehicle moves a few meters, screenshots from GPS mirror accounts, and proof that they were in line. Even so, excuses from customers who refuse payment abound.

“For example, when it comes to false transactions, many clients think twice after 4 p.m. From 12 p.m. onward, it’s a struggle to get paid. They come up with all kinds of excuses,” explained one operator, referring to the transactions that remain unsettled.

The problem, other interviewees agree, is that even when carriers comply with all the requirements, customers or intermediaries look for ways to avoid payment.

“Unfortunately, if the customer or the ‘coyote’ doesn’t want to pay, they’ll find any excuse,” warned another operator. He explained that, in one case involving 10 fulles, he was only able to obtain payment because he backed up each transaction with an automated tracking system, which generates a log every 10 minutes and uses geofences to confirm whether the unit was in line.

Even when units do manage to enter, customs may flag a “red” and prolong the wait for days.

“There are cases of colleagues who have waited up to 72 hours ,” Mora said.

Waiting means travel expenses for the operator, fuel, and, in many cases, overnight stays inside the terminal. According to Chávez, the most serious bottleneck is at the entrances. Long lines not only mean additional costs, but also undignified conditions for the operators .

Adding to this strain is the lack of basic services during long waits: operators must spend the night in the cabin, without restrooms or adequate rest areas, with the engine running to endure the hours of inactivity.

“ We keep the appointments they themselves make, but we end up being the visible culprits. Inside, the courtyards are empty, but outside, everything is collapsed ,” he emphasized.

Productivity in free fall

According to Julio Mora, the breaking point came last April, when customs reduced staff and modified inspection processes, which plummeted productivity.

According to its records, before that month the port of Manzanillo reported around 5,000 daily operations , while today it barely reaches 1,500 , which implies a 70 percent drop.

“It’s wasted time, a non-renewable resource. That was a unit that no longer received any payment, that couldn’t get on the road,” Mora said.

The Manzanillo Port Community offers another version. According to its general director, Héctor Osiris Venancio Pimentel, operations are at 93% to 95% compliance, with peaks of up to 3,500 containers per day. He acknowledged that last May there was overcrowding due to a lack of personnel at customs.

While figures from the  National Port System Administration (Asipona) Manzanillo report that in July 2025, 111,602 vehicles entered the port, that is, an average of 3,600 trucks per day.

In contrast, for transporters, the infrastructure has not grown at the same pace as the port , and external roads remain the biggest bottleneck.

“The port has been growing year after year, but the infrastructure has never expanded. The new access only shifted traffic,” Mora pointed out.

And whose fault is it?

While operators spend nights in line, with engines running, and shifts that drag on without certainty, the authorities have insisted that compliance depends on respecting the schedule tolerance.

“If you show up an hour early, they won’t let you in. The tolerance is 15 minutes before and one hour fifteen minutes after,” explained the general director of the Manzanillo Port Community.

From the transporters’ perspective, the demand goes in another direction: substantial investment . “If the government presumes that revenue has increased, they should allocate a percentage of those taxes to the port. They should carry out projects with a 20- or 30-year vision, not just aspirin,” Mora demanded.

The discussion makes it clear that false starts and delays don’t just affect shippers: every lost day translates into container detention, delivery delays, and additional costs that end up on the customer’s account.

While official reports speak of efficiency and tolerance, operators describe unpaid workdays and a system that is becoming unsustainable . This contrast epitomizes the Manzanillo paradox: a driving force of foreign trade that, if its flaws are not corrected, will continue to pass on its bottleneck to those who depend on it.

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El cargo False starts: lost turns and the bill no one wants to pay, chaos in Manzanillo apareció primero en T21.

The port of Manzanillo remains in the eye of the storm, now due to a new change of leadership. The Ministry of the Navy (Semar) announced Admiral Guillermo Mejía George as the new director general of the Manzanillo National Port System Administration (Asipona Manzanillo) , replacing Admiral Mario Alberto Gasque Peña.

In a statement, Semar stated that the change was made by agreement of the Board of Directors, held this Friday, May 16, and noted that this change was carried out as part of the ongoing staff rotation process at the institutions under the Secretariat.

Admiral Guillermo Mejía George graduated from the Heroic Naval School with a degree in naval sciences and holds master’s degrees in naval administration and military administration for national security and defense.

According to sources close to Grupo T21 , the change in ownership of Asipona in Manzanillo had been under negotiation for 10 days.

The walkout comes amid labor tensions, marked by protests by workers at the Manzanillo customs office. From Monday until early Friday morning, employees have held demonstrations and closures to demand fairer working conditions, including respect for work schedules and an end to workplace harassment.

Likewise, the change in Asipona’s leadership is not the only one that has taken place at the port of Manzanillo so far this year. On April 15, Mexico’s National Customs Agency (ANAM) announced Captain  Rodolfo Torres Chávez as the new head of the Manzanillo customs office, following the departure of Mario Alberto Limas López , who had held the position for only three months.

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El cargo Semar announces new head for the Asipona of Manzanillo apareció primero en T21.

MM Carga incorporated 29 Freightliner Cascadia tractor trucks , delivered by Difrenosa , configured with double-articulatedMarroking brand platforms .

“The goal of increasing the fleet is to meet the demand of our clients, which is why we must have a renewed and modern fleet that can meet the service standards of each of them,” said Mario Marroquín Cavazos, general manager of MM Carga.

With this addition of units, MM Carga reaches more than 200 tractor-trailers and under the platform movement configuration  seeks to serve various industries such as manufacturing, automotive, import/export, both in loose cargo and containerized cargo.

“To serve our markets, we have terminals in the ports of Altamira and Manzanillo, as well as yards in Pesquería, Nuevo León, and in the Bajío region, where the motor fleet and towing infrastructure is designed to strengthen our presence in these regions, always with quality and confidence,” said Marcela Marroquín, administrative director of MM Carga.

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El cargo MM Carga increases fleet to continue accelerating in the market apareció primero en T21.