The Mexican Association of Port, Maritime, and Coastal Engineering (AMIP) used its 60th anniversary to reflect on the challenges facing the nation’s maritime infrastructure and the transformations that will shape the sector’s future. During two days of workshops, specialists, authorities, academics, and industry representatives agreed that Mexico’s port competitiveness will depend on its ability to integrate technological innovation , sustainability, resilience, and data intelligence into the planning and operation of its facilities.

Under the motto “A Look at the Past with a Vision for the Future,” the forum brought together 130 participants and featured 13 presentations and two special panels, which analyzed topics ranging from the evolution of the national port system to the challenges associated with maritime governance, coastal engineering , logistics connectivity, and the incorporation of new technologies. The event also served to recognize the achievements of former AMIP presidents and strengthen networking opportunities among professionals in the sector.

One of the central themes of the event was the discussion on the strategic planning of the Mexican port system . The experts agreed that ports and the merchant marine remain fundamental elements for economic development and national sovereignty, and therefore, the decisions made now will have a direct impact on the country’s logistical and commercial capacity in the coming decades. The shared vision pointed to the need to promote modern, efficient, and resilient infrastructure, capable of responding to a global environment characterized by rapid technological change and increasing environmental demands.

Within this analysis, the concept of smart ports gained prominence, its evolution being linked to the development of autonomous vessels, the intensive use of advanced communication networks, edge computing tools, and increasingly sophisticated digital integration processes. Participants noted that technological transformation is already redefining international maritime competitiveness and that Mexico must accelerate its adaptation to remain relevant in global trade corridors.

AMIP’s relationship with the World Association for Waterborne Transport Infrastructure (PIANC) also featured prominently in the program. During the sessions, the progress achieved by Mexican representatives on various technical committees was presented, and the growing involvement of young professionals in international working groups was highlighted. The participation of new generations was identified as a key factor in ensuring the continuity of specialized knowledge and strengthening Mexico’s presence in global forums where trends in maritime and port engineering are discussed.

The development of port infrastructure was another key theme of the meeting. Presentations addressed the evolution of ports from traditional facilities to highly specialized logistics complexes, where the integration of maritime infrastructure, land connectivity, and supply chains is essential for improving competitiveness. In this context, the need to develop a long-term vision that aligns port growth with the needs of foreign trade and regional development was emphasized.

Experts agreed that a port’s efficiency depends not only on the installed capacity of its docks , but also on the quality of the rail, road, and logistics connections that link the terminals to their surrounding economic areas. Thus, strengthening the hinterland was identified as an essential condition for fully leveraging port investments and improving the country’s competitiveness.

Specialized engineering and resilience also featured prominently on the agenda. Discussions centered on the need to incorporate innovative methodologies for designing infrastructure capable of responding to increasingly complex environmental phenomena. The combination of strategic planning, risk assessment, and new engineering tools was presented as an essential component for ensuring the sustainability of maritime and coastal projects.

In parallel, companies supplying materials, technologies, and construction systems shared experiences and case studies in port projects. The presentations demonstrated how innovation in specialized materials , maritime security solutions, and advanced construction techniques are contributing to increased safety, durability, and efficiency of port infrastructure, in a context where projects demand ever-higher levels of technical performance.

The final stage of the forum focused on sustainability and port operations . Specialists analyzed models of specialized terminals and governance mechanisms that would improve operational efficiency without neglecting regulatory, environmental, and security aspects. The shared conclusion was that the future competitiveness of ports will depend not only on physical infrastructure but also on the institutional capacity to coordinate multiple stakeholders and establish increasingly comprehensive management frameworks.

As a result of the discussions, AMIP identified several areas of opportunity to strengthen its role as a leading technical body in the maritime-port sector . These include consolidating a formal group of young professionals, increasing participation in PIANC’s technical committees, and promoting the development of generative artificial intelligence applications for the maritime, port, and coastal sectors. These initiatives aim to strengthen knowledge generation and transfer by leveraging digital technologies, data science, and collaborative tools.

Six decades after its founding, the association used this forum to reaffirm the importance of collaboration among specialists, authorities, companies, and knowledge centers. Beyond the institutional commemoration, the main message of the meeting was that the future of Mexican ports will depend on the sector’s ability to combine technical expertise, innovation, sustainability, and the training of new generations, in an environment where technological transformation is constantly redefining the rules of global competitiveness.

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El cargo AMIP charts the course for the port of the future apareció primero en T21.

Pressure to reduce emissions and accelerate operational efficiency has begun to shift the types of investments within Mexican ports. In Veracruz, Hutchison Ports ICAVE decided to move in this direction with an investment of over 62.8 million pesos (US$3.6 million) aimed at electrifying and automating some of its internal operations, a strategy that also reflects how port operators are seeking to meet greater logistical demands without losing competitiveness.

The terminal has added six new Autonomous Trucks for the horizontal transport of containers within the port area. These trucks join six other units already in operation, bringing the autonomous fleet to 12 driverless vehicles. The investment allocated exclusively to this expansion totaled approximately 32.5 million pesos (US$1.9 million).

Beyond the technological incorporation, the move also demonstrates the terminal’s commitment to automating processes considered critical within port operations, particularly those related to the internal movement of containers , where operational continuity, maneuvering precision and the reduction of incidents are beginning to gain importance compared to traditional models intensive in diesel equipment and operational labor.

The strategy also included the acquisition of three electric reach stackers for handling full containers and two electric flatbed trucks, machinery intended to replace conventional diesel equipment. The investment in the reach stackers exceeded 25 million pesos (US$1.4 million), while the flatbed trucks represented approximately 5.3 million pesos (US$290,000).

The addition of this equipment comes at a time when ports face a double pressure: increasing capacity to handle larger foreign trade flows and, at the same time, responding to increasingly strict environmental commitments driven by both global customers and international logistics chains.

“The incorporation of electric and autonomous equipment is part of a comprehensive transformation of our operation. We are not only seeking greater efficiency, but also moving towards a cleaner, more innovative port model, prepared for the logistical and environmental challenges of the coming decades,” said Javier Rodríguez Miranda, general manager of Hutchison Ports ICAVE, quoted in a press release.

The executive announced that the new Autonomous Trucks will begin formal operations during June 2026 and that the terminal plans to later integrate them into rail operations , a component that could expand the scope of automation within the port of Veracruz and strengthen the terminal’s intermodal connection.

The company estimates that this technological transition will reduce CO₂ emissions by approximately 58% compared to using conventional diesel equipment. According to the terminal’s operational calculations, six diesel tractor-trailers generate around 58.5 tons of CO₂, while six 100% electric Autonomous Trucks produce approximately 24.3 tons.

The commitment is part of Hutchison Ports’ global NET Zero strategy, which aims to reduce absolute Scope 1 and 2 Greenhouse Gas (GHG) emissions by 54.6% by 2033, using 2021 levels as a baseline. The group has also set a goal of achieving net-zero emissions across its entire value chain by 2050.

The operational context is also significant. According to figures from the National Port System Administration (Asipona) Veracruz , the port handled approximately 1.3 million TEUs (20-foot equivalent units) and over 30 million tons of cargo during 2025, solidifying its position as one of the country’s most important logistics hubs and the leading port in the Gulf of Mexico for container traffic.

In this environment, automation and electrification are beginning to emerge not only as an environmental strategy, but also as a tool to sustain productivity, operational availability, and responsiveness to increasingly demanding and specialized logistics chains.

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El cargo ICAVE accelerates its autonomous path with an investment of 62.8 million pesos 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.

Hazardous materials preparedness continues to gain importance within the operations of the Port of Manzanillo, one of the most important logistics hubs in the Mexican port system. In this context, the Manzanillo Port Authority (Asipona) conducted a specialized training exercise on the identification and containment of hazardous materials (HAZMAT) , aimed at strengthening the operational capabilities of its personnel.

The training session was part of the ongoing risk response plan implemented at the port and focused on enhancing the response capacity of the teams responsible for handling emergencies within the maritime-port facilities. The activities combined theoretical and practical exercises geared towards managing incidents involving hazardous substances, an increasingly sensitive component of logistics and foreign trade operations.

With this, Asipona Manzanillo seeks to strengthen the action protocols of its operational staff, particularly the Port Emergency Coordination (CEP) , the area responsible for coordinating immediate reaction actions to different contingency scenarios within the port.

The practice is also framed within compliance with the Port Emergency Response Plan , an instrument that establishes specific guidelines to deal with incidents that may compromise the safety of operations, infrastructure or personnel involved in maritime and logistics activity.

The port authority emphasized that these types of drills and training sessions are conducted continuously and under different scenarios within the port community, with the aim of strengthening inter-institutional coordination and ensuring timely attention to any eventuality.

The increasing movement of goods and hazardous materials in the port of Manzanillo has raised the need to maintain trained personnel and updated protocols , particularly in an environment where operational continuity and safety have become strategic factors for port competitiveness.

With these actions, Asipona Manzanillo reinforces its risk prevention and management strategy , while seeking to consolidate safer conditions for operations and for the various actors that make up the maritime-port community.

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El cargo Asipona Manzanillo strengthens emergency response apareció primero en T21.

The sale of IPA Steel Terminal to the Canadian company  Logistec  was not the result of a divestment strategy, but of an opportunity that arose in an operation that, for more than 17 years, had been built under a different logic: organic growth, constant reinvestment and specialization in the handling of steel and general cargo in the port of Altamira. 

“We weren’t for sale, we were never for sale,” Jurgen Hess maintains in an interview, recounting the origins of a negotiation that took even its own executives by surprise. The terminal, founded in 2009, had been on an upward trajectory, moving from 400,000 tons in its first year to peaks of nearly three million tons, a process marked by continuous investments in infrastructure, equipment, and security. 

That positioning—as one of the key players in Altamira—was precisely what attracted Logistec. According to a statement released in mid-February of this year, the Canadian firm finalized the acquisition of 100% of Inmobiliaria Portuaria de Altamira (IPA) and all its units in the port of Altamira, Tamaulipas, marking its entry into the Mexican market and, in the long term, its platform for expansion into Latin America. 

The initial approach, however, wasn’t aimed at that. Just over a year ago, the conversation began as a potential business partnership. “We told them they were welcome to form an alliance, but we weren’t looking to sell or bring in partners,” Hess recalls. The evolution toward a full acquisition was the result of an intensive negotiation process and  thorough due  diligence that, in the executive’s own words, reviewed “absolutely everything” and confirmed the terminal’s operational, administrative, and financial stability. 

The turning point came when the proposal escalated from a partial stake to a full acquisition. This decision was also influenced by the natural departure of some original partners—particularly more passive investors—and the opportunity to integrate the terminal into an international network . Even so, the decision wasn’t easy. “It’s the legacy my father (Rudolph Hess) left us. Christian (my brother) and I were the ones who built and grew the business,” admits Hess, acknowledging the emotional component of the transaction. 

Beyond the transaction itself, IPA’s operation reveals why it became such an attractive asset. The terminal boasts a 273-meter pier—currently being expanded —nearly 200,000 square meters of storage space across its various facilities, a rail spur capable of handling up to 40 gondolas in staggered operations, and a fleet of cranes and forklifts designed for heavy loads.

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El cargo IPA Steel: the jewel of Altamira that wasn’t for sale 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.

Shipping companies Maersk and Hapag-Lloyd have filed a direct complaint with Mexican customs authorities—specifically the Lázaro Cárdenas port customs office—demanding greater efficiency in transshipment container inspections , given the increased dwell times that are already causing operational inefficiencies and risks to the continuity of their projects and services.

During the 14th Lázaro Cárdenas Port Community Business Meeting , Lidia Linares, Operations Manager for Maersk in Mexico, raised a concern that, she warned, has become widespread across the entire shipping industry operating in the Michoacán port, the second most important for container handling on the Mexican Pacific coast. “Not only Maersk, but all the shipping lines that operate there have had some complicated situations regarding cargo inspections by customs (…) what worries us is the lack of close or structured coordination and communication,” she stated.

The director clarified that the issue is not the authority’s power to inspect cargo , but rather the lack of predictability and certainty regarding the timelines. “No one is saying there shouldn’t be inspections (…) but we are concerned about cargo being held up for extended periods during inspection,” she stated, while emphasizing that the limited feedback—in an environment involving multiple authorities, including the Mexican Navy —ultimately complicates operational management.

In a subsequent interview with specialized media, Linares put the impact into concrete figures: currently, Maersk is facing an average of 300 transshipment containers held up for inspection in Lázaro Cárdenas, with no indication of when they will be released. “They aren’t being loaded (onto the ships) because they are still being held up,” he explained.

The effect on the logistics chain is immediate. Linares explained that each container can remain at the terminal for up to 15 days , well above a healthy operating standard of eight days—with seven days of free storage according to Mexican law—resulting in lost maritime connections and additional costs. “Ultimately, you lose the transshipment, and after 15 days, storage fees begin, and this impacts the customer,” he emphasized, stressing the need for greater traceability and clarity in the processes.

This observation carries greater weight in a context where transshipment already represents 51% of the port’s operations—an activity that has shown a growing trend in recent years—and is a central part of Maersk’s growth strategy in Mexico. The company is evaluating increasing these operations in Lázaro Cárdenas, leveraging the expansion of the APM Terminals terminal (part of the Maersk Group) and the port’s potential as a regional hub , with connections to the US East Coast—via routes using the Panama Canal—as well as to Central and South America. However, Linares cautioned that this development depends on efficiency throughout the entire supply chain.

On that same front, the executive highlighted the importance of the Gemini alliance with Hapag-Lloyd—the world’s fifth-largest shipping company—designed to offer high levels of schedule reliability. “We’re at over 80% and almost 90% schedule reliability ,” she stated, although she acknowledged that this operational precision is compromised when containers are held up without certainty regarding inspection times.

From the same perspective, Roberto Morales, senior cargo operations manager at Hapag-Lloyd, supported the diagnosis and expanded on the scope of the problem . “It doesn’t just affect one shipping line; it affects all the shipping lines that dock in Lázaro Cárdenas. It’s the high volume of containers that customs is inspecting,” he stated.

Morales insisted that the industry does not object to the inspections themselves, but it does question their execution. “They could inspect 100% of the containers, if they had the capacity, but in a very efficient system,” he pointed out. The reality, however, is far from that scenario: “We have a lot of cargo that sits idle for 10, 20, 30 days , and that doesn’t exactly speak to an efficient system in a Mexican port.”

In response to these concerns, Heliodoro Álvarez, general director of the Lázaro Cárdenas National Port System Administration (Asipona) , who was also present at the business meeting, acknowledged that it is a persistent problem, although he noted that it is addressed through the port’s various operational committees . “All the issues and problems that arise are brought to the table,” he stated, adding that customs authorities also participate in these meetings (the same authorities that did not participate in the Lázaro Cárdenas port community event held the previous day in Mexico City).

The official emphasized that customs operates under independent federal guidelines, which limits local agency’s room for maneuver. However, he assured that they are following up on cases reported by shipping companies and agents to “unblock and expedite the process ,” although he admitted that “it has been complicated” and that progress has been gradual.

Álvarez added that, at the federal level, efforts are underway to strengthen customs operations—including plans to extend the operating hours of the Lázaro Cárdenas customs office to closer to 24 hours —as well as infrastructure investments to expand inspection lanes at the port. “I know the problem is ongoing, but we haven’t given up,” he stated.

However, the contrast between the pace of institutional solutions and the operational urgency of shipping companies reveals a structural tension: while the port of Lázaro Cárdenas is accelerating investments to consolidate itself as a regional logistics hub , the efficiency of its customs link continues to lag behind the demands of global trade. At this critical juncture—where infrastructure, regulation, and execution converge—not only is the fluidity of transshipments at stake, but also the port’s credibility as a competitive platform compared to other Pacific nodes .

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El cargo Maersk and Hapag-Lloyd complain: Lázaro Cárdenas customs stops transshipments apareció primero en T21.

The story of Transportes de Contenedores por Mar (Tecomar) is not just told: it is reconstructed as a foundational piece of modern logistics in Mexico. At the presentation of Carlos Viveros Figueroa ‘s book , the narrative moved between memory, analysis, and recognition of a business venture that, in retrospect, anticipated the transformation of the national port system by at least a decade.

From the start of the book presentation, Luz Alicia Iturbe de Garay, a former official of the Mexican government in positions within the maritime field, set the context that gives dimension to the project: a port of Tuxpan that in the 1970s of the last century had practically no infrastructure , but which, paradoxically, offered a privileged strategic location for foreign trade.

“This project was way ahead of its time, at least 10 years ahead ,” he said, describing how, in an environment without operational conditions, a group of young people – led by Viveros – decided to build not only a company, but a logistics model that did not exist in Mexico.

The presentation’s narrative shifted to the book’s core: the ability to identify opportunities where obstacles prevailed. At this point, Carlos Viveros emerged as the central figure of the story. It wasn’t simply a matter of starting a business in a port without docks or terminals, but rather of articulating a comprehensive vision that combined maritime and land transport with an emerging containerization approach , in a country where these concepts were just beginning to take shape.

Fernando de Mateo, former Permanent Representative of Mexico to the World Trade Organization (WTO) , added another layer of understanding by placing the phenomenon in a global context. He recalled that the true revolution in international trade came not only from trade liberalization but also from logistical innovation: “ The reality was the humble shipping container … that’s what globalization did,” he noted, explaining how the standardization of transportation allowed for structural reductions in time and costs. Within this framework, Tecomar’s strategy was not isolated but aligned with—and to some extent, ahead of—a trend that would redefine global trade.

But it is in Viveros’ own voice that the story acquires its greatest depth. His testimony reveals that the biggest challenge was not technical, but institutional. “It was a real mess, and we pulled it off,” he summarized, referring to the negotiations to build a private terminal in a port where “there was no dock, nothing.” The phrase encapsulates years of navigating a rigid bureaucratic structure, where every step forward involved overcoming resistance and lengthy delays.

That process, however, resulted in a tangible transformation. Viveros recalled how, years later, upon seeing the port of Tuxpan in operation, he grasped the magnitude of the change: from a space without infrastructure to a thriving logistics hub . “It was achieved through a series of bureaucratic obstacles that had to be fought and overcome,” he stated, emphasizing that port development was not linear, but rather the result of constant persistence in the face of an adverse environment.

The book also documents the operational milestones that marked this process. One of the most emblematic was the arrival of the first containers at the port of Tuxpan and their overland transport to Puebla, an operation that might seem routine today, but which at the time represented a logistical breakthrough. That maneuver encapsulated what would later be conceptualized as multimodal transport, long before its formalization in international agreements.

The results of that vision were soon reflected in the figures. “Tecomar made Tuxpan the second largest port in container handling in 1989 and 1990 ,” Viveros highlighted, while also recalling another key achievement: the consolidation of a shipping company that came to control 40% of the traffic between Mexico and Europe.

Beyond the numbers, the presentation made it clear that Tecomar is not just the story of a company, but of a paradigm shift . The work articulates how the combination of entrepreneurial vision, logistical innovation, and persistence in the face of bureaucracy laid the foundations that are now a structural part of Mexican foreign trade.

In this sense, the book functions both as a testament and a warning: profound transformations in the sector don’t arise from ideal conditions, but from the ability to anticipate them. And in this interpretation, Carlos Viveros’s story ceases to be merely a memoir and becomes an essential reference point for how the ports of the future are—literally—built.

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El cargo Tecomar: when the port of Tuxpan was just an idea apareció primero en T21.

The arrival of new equipment at the Port of Veracruz comes at a time when pressure for operational efficiency and emissions reduction is beginning to redefine investments in port infrastructure. In this context, Hutchison Ports ICAVE announced a capital injection of more than 540 million pesos (US$30 million) , aimed at strengthening its technological capabilities and advancing its environmental agenda.

The investment has resulted in the addition of a Super Post Panamax gantry crane and five electric RTG cranes , all manufactured by ZPMC . With these new cranes, the terminal aims to address both the increasing size of vessels and the need to optimize operational flows in the yard and at the dock. The new dockside crane, with a reach of up to 24 rows of containers, is designed to handle the large-scale vessels that dominate international shipping routes—a factor that is no longer merely aspirational, but a reality in the world’s major ports.

These types of improvements not only aim to increase capacity but also to reduce operational friction . Precise maneuvering, advanced control, and the ability to handle larger vessels position the terminal more competitively in an environment where loading and unloading times are increasingly critical for logistics chains.

In parallel, the incorporation of electric RTG cranes introduces a component that is beginning to gain traction in the port debate: the energy transition . “These 100% electric units stand out for their energy efficiency and innovative emissions reduction systems, which not only optimize operating times but also contribute to a significant decrease in the carbon footprint of the terminal’s daily activities,” stated Javier Rodríguez Miranda, General Manager of Hutchison Ports ICAVE, in a press release.

The emphasis on electrical equipment is not isolated. According to the executive, this investment aligns with Hutchison Ports’ global Net Zero strategy , which aims for a 54.6% reduction in absolute greenhouse gas emissions (scopes 1 and 2) by 2033, as well as the goal of achieving net-zero emissions across its entire value chain by 2050. In other words, technological modernization is becoming closely linked to measurable environmental commitments, moving beyond mere rhetoric.

At the operational level, the terminal anticipates improvements in its handling capacity and vessel turnaround times, critical variables in a port like Veracruz, where the demand for port services coexists with the need to avoid bottlenecks. The addition of this equipment is part of a broader infrastructure upgrade process, which includes the adoption of electric and, gradually, automated solutions.

However, the underlying issue goes beyond a simple fleet expansion. The investment in state-of-the-art equipment reflects a broader trend in the industry: ports are no longer just competing on volume, but also on efficiency, sustainability, and the ability to adapt to an increasingly demanding maritime trade.

With this investment, Hutchison Ports ICAVE reinforces its position within the national port system, at a time when modernization is no longer a competitive advantage but a necessary condition to sustain operations in the long term.

This terminal upgrade comes at a time when ICAVE has handled 164,553 twenty-foot equivalent units (TEUs) in the first two months of this year, 8.4% more than the same period last year, according to information from the port authority.

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