The presence of an oil slick in Manzanillo Bay mobilized maritime, port, and environmental authorities, as well as Petróleos Mexicanos (Pemex) , who are conducting an investigation to determine the origin of the hydrocarbon detected on June 2nd in the vicinity of the tourist pier and the Maritime Terminal of the state-owned company.

According to the Mexican Navy (Semar) , the contingency resulted in the activation of the Local Contingency Plan for Spills of Hydrocarbons and Potentially Hazardous Noxious Substances in Mexican Marine Zones, after the National Port System Administration (Asipona) Manzanillo reported the presence of the contaminant in waters near the city’s historic center.

The first inspections carried out by specialized personnel made it possible to identify “scattered patches of surface iridescence in the water” , which were concentrated around the perimeter barriers of the Pemex Maritime Terminal, a situation that triggered the application of response protocols to contain a possible environmental impact.

As part of the emergency response, the Mexican Navy (Semar) deployed a joint operation with the Pacific Naval Force, the Fourteenth Naval Zone, and ASIPONA Manzanillo to carry out cleanup efforts and determine whether the presence of the hydrocarbon was due to an isolated incident or a continuous source of contamination. The response included the deployment of 200 meters of containment booms from the Mexican Navy ship “Comala,” with support from a tugboat, two Defender-class vessels from the Naval Search, Rescue, and Maritime Surveillance Station (ENSAR), and a Go-Fast vessel.

These efforts were complemented by the installation of an additional 270 meters of barriers as structural support for the containment work, along with another 450 meters placed at the Pemex Maritime Terminal. Naval authorities stated that the cleanup and recovery of the hydrocarbons continues, with the goal of preventing or mitigating damage to the marine ecosystem.

As containment efforts in the water progressed, Pemex reported that it is maintaining inter-institutional coordination to help identify the source of the oil spill. The company stated that personnel from the Federal Maritime Guard, Asipona Manzanillo, the Mexican Navy, and Pemex itself conducted verification tours of docks, beach pipelines, and facilities at the maritime terminal.

As a result of the inspections carried out on June 2 and 3, Pemex assured that “the facilities are operating under normal conditions and without evidence of damage or incidents associated with the event,” ruling out so far any indications that directly link the contingency to a visible failure in its infrastructure.

The company also reported that it is maintaining constant coordination with the Mexican Navy, Asipona Manzanillo, and other relevant authorities to monitor the investigations . It also announced a new pipeline inspection with the participation of the Ministry of Environment and Natural Resources (Semarnat) , the Federal Attorney for Environmental Protection (Profepa) , Asipona, and Civil Protection, as part of the efforts to determine the origin of the hydrocarbon.

In its statement, Pemex reiterated “its commitment to protecting the environment, the safety of its operations, and the timely attention to any situation that could represent a risk to the communities and ecosystems where it carries out its activities,” while the investigations continue.

For its part, the Mexican Navy emphasized that the central purpose of activating the contingency plan is “to establish actions for the containment and recovery of the oil spill in the sea in the shortest possible time to prevent or mitigate damage and pollution to the marine environment.” In this regard, the agency reaffirmed its commitment to protecting the marine environment and ensuring the safety of port activities, in a situation that keeps authorities under close observation while the origin of the substance that reached the waters of Manzanillo Bay is determined.

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El cargo Oil spill under investigation off the port of Manzanillo apareció primero en T21.

The National Port System Administration (Asipona) Manzanillo refuted reports suggesting the start of dredging work in the Cuyutlán Lagoon as part of the New Port of Manzanillo project , stating that any work related to this infrastructure will only begin once all the corresponding environmental authorizations are in place, including the approval of the Regional Environmental Impact Statement (MIA-R) .

The statement comes after Proceso magazine published information over the weekend indicating the alleged start of dredging activities in the lake basin without yet having the federal environmental permits, a situation that sparked questions about the development of the mega-port project being promoted in Manzanillo.

In response, the port authority denied that dredging work is currently being carried out in the lagoon and maintained that the claims that there are already interventions directly related to the New Port of Manzanillo are unfounded.

The port authority clarified that the movements of machinery and equipment observed in the area correspond exclusively to authorized cleaning and maintenance work of the access channel , activities for which, it assured, there are permits issued by the competent authorities.

With this, the maritime terminal sought to differentiate the operational conservation work currently being carried out in the port area from the structural works associated with the expansion project in the Cuyutlán Lagoon , one of the most relevant strategic developments for the Mexican port system in the coming years.

The Secretariat of the Navy , the agency under which Asipona Manzanillo operates, also reiterated its commitment to compliance with environmental regulations and maintained that activities related to the New Port will only proceed under the regulatory framework established by the Secretariat of Environment and Natural Resources .

The New Port of Manzanillo project envisions the development of new logistics and maritime infrastructure in the Cuyutlán Lagoon to expand the operational capacity of the country’s main container port, which in 2025 moved 3,893,357 TEUs (20-foot containers) , although the project’s progress has been accompanied by public and environmental attention due to the ecological sensitivity of the area where the expansion is planned.

Finally, the port authority called on the port community and the public to stay informed through the official channels of the Secretariat of the Navy and Asipona Manzanillo, and to avoid spreading unverified information about the project.

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El cargo New Port of Manzanillo: Asipona denies dredging in Cuyutlán 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 alert didn’t come from an official channel, but from a social media post. And yet, it was enough to trigger a reaction at one of the most sensitive nodes in the Mexican port system .

The Manzanillo Port Authority (Asipona) confirmed in a statement that on April 5th it detected a post on social media warning of a potential data breach on the Smart Port for Safety (PIS) platform , the system that coordinates much of the logistics operations at the country’s ports. Following this, security protocols were activated, resulting in temporary disruptions to system access. According to the agency, access has now been restored and the system is operating normally.

The episode, however, is not insignificant. And even less so given the context in which it arises.

So far, Asipona Manzanillo has been the only one of the 18 port authorities coordinated by the Mexican Navy (Semar) to issue a public statement regarding this alleged incident, despite the fact that PIS has a national scope . This silence from the other port authorities creates uncertainty in a platform designed precisely to standardize and centralize operations.

In fact, since the evening of April 5, PIS users nationwide reported receiving an official email requesting them to change their passwords for using this digital platform.

The initial alert was issued by journalist Ignacio Villaseñor, who on April 5th published information in X about an alleged hack of the system. In his message, the journalist stated that a cybercriminal identified as “marssepe”, allegedly linked to the group SOCIEDAD PRIVADA 157 , had released a 39.7 gigabyte file containing records extracted from PIS.

According to the publication, the information contains sensitive data on more than 640,000 port operators , including full name, CURP (Mexican national ID number), RFC (Mexican tax ID number), social security number, blood type, facial photograph, as well as company, position, and port of operation. Villaseñor warns that the exposure of this registry—which is mandatory for operating in port facilities—could escalate from a digital risk to a physical security threat, enabling practices such as identity theft, extortion, or coercion within the logistics chain.

So far, no federal authority has confirmed the veracity of said leak in the terms presented on social media.

What is certain is that Asipona Manzanillo’s response focused on preventative measures . The agency reported that, after detecting the leak, it restricted access to services hosted on its servers, updated user credentials, disabled direct access to databases from external IP addresses, and canceled access in test environments. It also implemented additional tools to prevent unauthorized API requests and strengthened the monitoring of system traffic and URLs.

Beyond the technical aspects, the incident highlights the importance of PIS as critical infrastructure. This system was created in 2021 at Asipona Manzanillo itself with the intention of operating as a one-stop maritime-port window, capable of centralizing, standardizing, and providing traceability to operational, administrative, and revenue collection processes in ports.

According to its logic, all logistics actors—from carriers to customs brokers and operators—must register on the platform to operate, making PIS a repository of highly sensitive information. Currently, the system has 32 modules developed and implemented nationwide.

That level of centralization, which under normal conditions represents efficiency and control, also amplifies the risks when the possibility of a breach arises .

The statement from Asipona Manzanillo insists that the system is operating normally and that constant monitoring is being maintained to prevent incidents. However, the lack of a coordinated national approach in a system that is by definition cross-cutting raises a fundamental question: if the risk is shared, why isn’t the response?

In an industry where digitalization has become the backbone of operations, cybersecurity management is no longer just a technical issue, but a matter of systemic trust. And in this arena, silence speaks volumes .

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El cargo Asipona Manzanillo activates protocols after alert of breach at PIS apareció primero en T21.

In the port of Manzanillo, where operational efficiency coexists with latent risks that rarely surface until an incident occurs, security has ceased to be an aspirational concept and has become a breaking point among the various stakeholders in the logistics community. The recent initiative by the Manzanillo Terminals and Operators Association (ASTOM) to implement a Terminal Security Course has not only sparked controversy over its potential cost, but has also revealed a deeper tension: who should assume the responsibility—and the cost—of professionalizing operations within one of the most critical hubs of Mexican foreign trade?

Behind the controversy, however, lies a less visible and more structural story. Juan Carlos Salas, head of the ASTOM Training Center , indicated in an interview with T21 that the project did not arise as an isolated measure, but as part of a process that began with the very formation of the association just three years ago, in a port that, paradoxically, lacked an organization to coordinate its terminals despite its national importance.

In this context, ASTOM was founded in May 2023 and is comprised of Contecon Manzanillo , SSA Marine México , Grupo Hazesa , TAP Terminal Portuaria , and Corporación Multimodal , consolidating for the first time a common voice among the port’s main operators (the only terminal that is not a member is Hutchison Ports TIMSA ). From there, the discussion shifted to the realm of human capital. “There is high demand and low supply of qualified people who understand ports ,” he explained, elaborating that traditional training “trains you for life, not for the port.”

This diagnosis led to the creation of the ASTOM Training Center, conceived as a platform to close specific gaps in the port environment. Under this logic, security emerged as the primary strategic focus , not only due to its operational nature but also because of its mandatory inclusion in concession agreements and the operating rules governing terminals. “Security is a non-negotiable value,” Salas stated, explaining that the course aims to ensure that anyone entering an ASTOM member terminal understands the minimum risks and protocols.

The problem is that, in practice, security is not uniform. Each terminal operated under its own criteria, creating a patchwork of protocols that complicated operations for carriers, customs brokers, and other frequent users. ASTOM’s goal was precisely to unify this standard. “If you went to one terminal, you had one protocol, and if you went to another, a different one. What we’re trying to do is align the criteria ,” he explained.

It was at this point that the initiative clashed with the reality of the port ecosystem. The initial announcement of a paid online course— proposed at 700 pesos— immediately sparked resistance from users, who interpreted the measure as a new charge in a chain already saturated with costs and delays. The reaction was significant: public questioning, pressure from associations, primarily those of transport companies, and a narrative that quickly framed the issue as an attempt by the terminals to monetize their operations.

Salas acknowledges that this moment marked a turning point. “When you say it costs 700 pesos, everyone says, ‘Why are they charging for it?’” he recounted, while defending the logic behind the original approach: “When something is free, people don’t value it.” However, faced with pressure, ASTOM adjusted the model to a hybrid approach: maintaining the paid online option, but opening a free in-person option to avoid excluding any users. In this latter case, the course consists of seven modules with 48 submodules distributed over five days, with three-hour sessions each day.

However, the debate was also influenced by the port authority’s stance. The National Port System Administration (Asipona) Manzanillo issued a statement on February 19 clarifying that it is not requiring any security course at the terminals as a mandatory condition for entry to the port area, thus establishing a key distinction between port access regulations and the internal measures that each terminal may implement.

The discussion, however, did not subside. On the contrary, it evolved into broader questions about the mandatory nature of the course . And it is here that the project reveals its most sensitive aspect: this is not optional training, but a requirement that could condition access to the terminals. “The course is mandatory… if you don’t have it, you won’t be able to enter,” Salas warned, explaining that the terminals are authorized to establish security measures as a condition of access, according to their specific concession agreement and even through port operating rules.

This point, far from being minor, redefines the port’s operational balance. In an environment where the flow of people—from heavy equipment operators to customs brokers—is constant, making training an access filter means shifting security from a reactive to a preventative approach. “Today we focus on correcting: if you violate a rule, I suspend you. What we want is prevention,” he noted .

ASTOM’s most recent decision—to offer the online course free of charge for three months—appears to respond not only to media pressure but also to the need to legitimize the initiative within the port community. The message is clear: the problem isn’t the cost, but rather its adoption. However, even with the temporary free access, resistance persists that goes beyond financial considerations . Some stakeholders have questioned the mandatory nature of the course itself, highlighting a recurring paradox in the sector: the importance of safety is acknowledged, but its institutionalization is resisted.

Ultimately, the controversy also exposes a structural deficiency. As Salas pointed out, most training programs in the logistics ecosystem focus on commercial issues —Incoterms, tariffs, costs —while security remains neglected. “No association offers a security course,” he emphasized, in a criticism that directly addresses the sector’s priorities.

The ASTOM case, then, transcends the discussion of a single course. What’s at stake is how the port of Manzanillo—and by extension, the Mexican port system—decides to manage its risks in a context of increasing operational pressure. Because while the public debate has focused on the 700 pesos that will no longer be charged (over a three-month period), the fundamental conversation remains unresolved: how to build a safety culture in an environment where operational urgency often takes precedence over prevention.

The answer won’t be immediate . ASTOM is still evaluating whether to extend deadlines, apply gradual warnings, or implement outright bans for those who don’t meet the requirement. But what is already clear is that any attempt to raise operating standards in Manzanillo will have to overcome not only technical challenges but also deeply rooted cultural resistance.

And in that area, security—like competitiveness—is not decreed: it is negotiated, explained, and, above all, built .

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El cargo Security in Manzanillo: the course that “ignited” the port apareció primero en T21.

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

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

As of press time, two forms had been registered:

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

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

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

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

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

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

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

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

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

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

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

Work proposals: Forms 1 and 2

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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.

MANZANILLO, COL.- The customs office at Mexico’s main container port says it has found a way to overcome the operational chaos caused by the blockades carried out by its own employees in mid-May, which continues to persist two months later.

T21 visited the port of Manzanillo yesterday, invited by the Ministry of the Navy (Semar) , to learn about the work the customs office has done to improve the flow of goods along its fiscal route.

In response to a specific question from this reporter, General Corps Commander Luis Ángel Martínez Cabrera, deputy director of Customs Operations at the Manzanillo customs office, explained to the media group that attended the visit that the reasons that led foreign trade officials to carry out the “illegal closures” of the port are still unknown .

But they “assume” that part of their discomfort was due to two main factors. The first is the changes in leadership that occurred after Captain Rodolfo Torres Chávez took over as head of the Manzanillo customs office in mid-April of this year.

Martínez Cabrera stated that some customs personnel refused to surrender their posts , which led to the first protest and closure on May 12. “They weren’t going to be fired, but rather relocated wherever customs requested,” he stated.

The second factor, he continued, was the request from the “central area” for the dismissal of four people who arrived during those days, for reasons that are still unknown or if there is a judicial investigation into the matter, generating even more annoyance and indignation among foreign trade officials, who in a second demonstration blocked all access to the port for two days (May 14 and 15).

The Deputy Director of Customs Operations confirmed that following the blockades, just over 70 foreign trade officials “abandoned their jobs .” This caused a significant delay in the customs clearance operations that were able to be carried out.

In fact, attendance at appointments granted for the pickup or delivery of goods for trucking units in the following days fell to record lows at the port.

On May 17, 2,802 appointments were granted, of which only 1% were fulfilled ; on the 18th, there were 257 appointments with 10% compliance, and on the 19th, there were 2,896 appointments, of which only 12% were completed, according to the document Statistics on customs clearance operations of the MCE, April-May 2025 , from the National Customs Agency of Mexico (ANAM) , of which T21 has a copy.

Faced with the departure of just over 70 employees, the response was to assign staff from the same customs office to essential activities. Furthermore, the flow of vehicles wishing to enter was coordinated with the National Port System Administration (Asipona) in Manzanillo , which was reduced by up to 50% . Meanwhile, ANAM assigned staff from other customs offices in the country to Manzanillo to assist in relieving the workload.

Luis Ángel Martínez confirmed to this outlet that they have currently hired 40 new officers and that all remaining positions are expected to be filled in the coming weeks.

The three days of closures at the port of Manzanillo created a profound imbalance between the number of goods entering (exports) and those leaving (imports).

The Deputy Director of Customs Operations indicated that, to repair the damage, a model has been developed that is “working properly and is intended to be permanent .” The official referred to more precise and stricter regulation of appointments.

“Before the closure, 4,500 vehicles were handled daily by appointment, but in the end, only 2,800 to 2,900 vehicles were served, and the rest didn’t enter and caused congestion outside (the port). Terminals were asked to provide their actual operating capacity, indicating how much they can handle per hour, and appointments are being issued based on that,” he described.

He also stated that in recent days, up to 3,100 vehicles have been served in 1.5 hours , up from the three hours previously allowed for appointments. “This means there is no longer overcrowding outside and there is a positive flow in and out,” he stated.

According to the Average Port Transportation Time Index (ITPAP) , conducted by T21 Business Intelligence, the port of Manzanillo averaged up to 11.6 decimal hours last May in the time taken by a transportation unit to collect imported merchandise, measured in three stages: waiting, maneuvering, and customs.

Depressed statistics

For the first six months of this year, the port of Manzanillo has accumulated the operation of 15,491,564 tons of merchandise (including petroleum products), representing a 9.7% drop compared to the same period last year, according to statistics from Asipona Manzanillo.

Likewise, container handling totaled 1,884,028 TEUs (20-foot containers) during the first half of 2025, a 2.7% decrease measured at an annual rate.

The impact of the closures is also evident in the tax sector . ANAM data indicates that, during May of this year, the Manzanillo customs office, the second largest generator of tax revenue, collected 13,921.72 million pesos in cash flow collections (which does not include virtual payment methods and Special Certificates), achieving a real variation (which excludes inflationary effects) of 5.1% annually.

However, within this amount, there are decreases in the payment of taxes such as the Special Tax on Production and Services (IEPS), the General Import Tax (IGI) and the Tax on New Automobiles (ISAN) .

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El cargo Manzanillo customs exonerates itself apareció primero en T21.