The saturation of the port of Manzanillo and the expansion work on the highway towards Colima are putting pressure on freight transport, generating congestion, longer travel times and additional costs for companies that depend on Mexico’s main commercial port, according to Yax Tzel Nolasco Gómez, president of the Manzanillo Freight Transporters Union (UTCM) .

According to UTCM , the combination of both factors has complicated the daily operations of carriers and is beginning to affect the entire logistics chain , from operators to importers and exporters.

“Today the port is experiencing considerable saturation, which has caused the collapse of each and every road leading to and from the port, as well as its entrance,” Nolasco noted.

He explained that congestion at the entrances forces cargo units to wait longer to enter or leave the port area, which increases operating costs and reduces the efficiency of freight transport.

Adding to this situation are the ongoing road widening works on the Manzanillo-Colima highway . According to Nolasco Gómez, one section has been under construction for over three and a half years without completion, while another recently began; however, both continue to cause problems due to a lack of signage, traffic coordination, and a more efficient response to congestion, particularly in the section known as La Salada .

The leader warned that these factors ultimately affect the country’s logistical competitiveness , as it is the port with the highest volume of containerized cargo in Mexico.

“We must not forget that, of every 10 containers that transit through the country, four enter through Manzanillo,” he stated, noting that any delay in this corridor affects the supply of goods for various productive sectors.

The disruptions to freight transport are occurring within a context of sustained growth in port activity. According to the National Port System Administration (Asipona) Manzanillo , between January and June of this year, the port handled 15.5 million tons of commercial cargo , a 4.9% increase compared to the same period in 2015. If total cargo is considered, including the movement of petroleum products, the volume reached 16.3 million tons , 5.5% more than last year.

This increase represents greater demand for the land infrastructure connecting the port to the rest of the country . During the same period, TEU (20-foot equivalent unit) traffic reached 2.07 million , 9.9% higher than in the same period of 2025, while vessel arrivals grew by 8.7% . These indicators imply a greater flow of goods and, consequently, increased traffic of freight trucks accessing the port area.

Regarding the surveillance of the corridor, he clarified that the problem is not the absence of the National Guard , but rather that the operational capacity is insufficient to handle the flow of vehicles that travel daily on the federal highway.

“Yes, there is a National Guard presence; the problem is that it’s not enough. We need more patrols and more support in terms of patrols,” he commented. He added that around eight thousand vehicles travel along this corridor daily , so he considered it necessary to strengthen the presence of authorities to respond more quickly to incidents and reduce disruptions to freight transport.

The need to strengthen coordination between authorities and stakeholders in the port community was also reflected in a document released by UTCM, in which the Manzanillo Customs Directorate proposes actions to address the congestion at the port’s entrances. According to information shared by the organization, these requested measures would involve the National Port System Administration (Asipona) Manzanillo , whose director general also chairs the Manzanillo Port Community (Copoma) .

According to UTCM, until the pending infrastructure is completed and measures are implemented to expedite access to the port, freight transport will continue to face delays that impact logistics competitiveness and Mexican foreign trade.

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SAN JUAN DEL RÍO, QRO.– “There’s no money.” This was the unequivocal admission made by the Ministry of Infrastructure, Communications, and Transportation (SICT) during the 9th National Road Safety Congress held this week.

The ruling, made by Juan Manuel Mares Reyes , executive director of Technical Development at SICT, highlighted the fragility of the Mexican highway network, where solutions seem to be reduced to preserving what exists and appealing to the shared responsibility of users.

“We don’t have the money to expand them. We don’t have the money to build alternative routes, but the participation of freight transporters is very important. On these 12-meter-high roads, please don’t invade us and don’t convert them to four lanes. They’re causing a lot of loss of life. This isn’t a complaint, it’s a favor ,” Mares said.

A contrast between the lack of public resources and the demands of the sector. When asked by T21 what technical criteria are used to prioritize investments, Mares explained that the SICT conducts surveys of the road network every year.

The statement ultimately confirmed the paradox:  the institution charged with providing solutions said it has no money and can only manage the deteriorated infrastructure instead of transforming it.

The words resonated throughout the room. Salvador Saavedra, president of the Automotive Industry Sector and technical director of Entorno Industrial , took the floor to point out the obvious: concessioned highways like the Arco Norte have serious flaws (cracks and repairs in the asphalt where concrete should be used), rendering them nearly impassable despite the high tolls.

He also requested clarity regarding the application of NOM-033-SCT-2-2023 , which, starting next November, will require crossings at toll booths to be limited to no more than three minutes.

Mares responded that the protocol is still being worked on, although he defended the rule as “a major step.”

Figures that reveal the scale of the challenge

During the panel, SICT specialists shared data that shed light on the state of the road network and road safety in Mexico:

• The federal highway network comprises 52,000 kilometers (km) ; of these, nearly 11,000 km are toll roads.
• The main highway system includes 15 trunk corridors covering nearly 19,500 km .
• Around 60% of freight and 93.7% of passengers travel on these routes .
• Since approximately 2000, there have been more than 500,000 accidents and nearly 90,000 deaths in the country.
• Globally, the first decade of road safety action (2011-2020) accounted for 1.35 million deaths per year and between 40 and 50 million people injured .

The contrast was provided by Enrique González , of Grupo Valloran/Meta , who showed corridors equipped with fiber optics, control centers, and safe stops free of charge for operators.

Meanwhile, the National Guard , through Lieutenant Colonel Diego Damián Torres Martínez , head of the Balam Command and Control Center, stressed that accidents continue to be recurrent and that seatbelt and speed reduction operations are barely enough to contain a structural problem.

The panel made it clear that infrastructure is the weak link in road safety. Without resources for expansion and modernization, roads will continue to suffer from a backlog that translates into accidents, lost lives, and costs for road users.

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The Fourth Transformation has generated an environment of chiaroscuro for the freight motor transport sector and the heavy vehicle production industry . The administration of Andrés Manuel López Obrador, which ends on October 1, leaves more than pending issues and it is expected that they will be taken up by the incoming federal government, led by the elected president, Claudia Sheinbaum Pardo.

During these last six years, the sale, production and export of commercial vehicles has progressively broken records, breaking the barrier of 55 thousand units sold in 2023 , while more than 222 thousand units were manufactured and in terms of export reached 177 thousand.

In the opinion of Alejandro Osorio, director of Public Affairs and Communication of the National Association of Bus, Truck and Tractor Producers (ANPACT) , the industry continues to be a world power in production and export, however, it is necessary to take actions necessary to preserve this place.

Although progress was observed such as the publication of the General Law of Mobility and Road Safety, it is necessary to continue addressing long-standing problems such as the renewal of the vehicle fleet with the help of financial instruments and tax incentives, promoting the decarbonization of transportation and the generation of renewable energy.

Likewise, generate reliable databases on the status of the fleet and maintain the conditions for attracting investments with legal certainty and accurate public policies, within a framework of the rule of law. Likewise, strengthen and facilitate foreign trade by streamlining customs procedures and having the necessary infrastructure to avoid bottlenecks.

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