Manila businesses commit to clearing ageing containers

Philippine port stakeholders have committed to moving 1,000 ageing containers out of Manila’s congested port facilities within two weeks, following discussions involving government agencies, shipping interests, truckers, and cargo owners. The agreement forms part of wider efforts to release terminal capacity, improve container circulation, and reduce delays affecting imports and exports through the capital’s maritime gateways.

The Philippine Chamber of Commerce and Industry (PCCI) confirmed the commitment on 3 November 2026 following a meeting convened by Cabinet Secretary Benhur Abalos, the Bureau of Customs, and the Metropolitan Manila Development Authority. Companies holding ageing containers, port operators, and trucking representatives participated in the discussions, which focused on practical measures that could release capacity within a relatively short period.

The commitment covers an additional 1,000 containers and is separate from the routine movement of containers through Manila’s terminals. Stakeholders are expected to coordinate their removal over the two-week period, although the chamber has not published a detailed schedule identifying individual shipments, receiving facilities, or the number of containers each participant will relocate.

Related measures include repositioning empty containers to Subic and Batangas, where sweeper vessels can collect equipment for subsequent movement. This activity addresses the accumulation of empty boxes within Manila’s logistics network. It should be distinguished from the wider commitment to remove ageing containers, which has not been described as consisting exclusively of empties.

Empty equipment occupies space even after the cargo originally carried in a container has been delivered. Where depots or terminals cannot receive returned boxes at the required rate, trucks and importers may face difficulties completing equipment returns. The resulting accumulation can restrict the space available for incoming shipments and increase the pressure on container yards outside the immediate port area.

Shipping lines are responsible for managing the positioning of their equipment across trade routes. Containers imported into one market may need to be returned to a depot, allocated to an export shipment, or repositioned to another location. The available options depend on shipping schedules, equipment demand, depot capacity, and the commercial arrangements governing individual movements.

Sweeper vessels can support this process by collecting containers at designated ports and moving them as part of a planned equipment repositioning operation. Their contribution will depend on the number of containers ready for collection, vessel capacity, and the availability of suitable receiving and loading arrangements. No confirmed collection volume or sailing schedule has been published for the Subic and Batangas measures.

The PCCI said the latest commitment follows an earlier stakeholder dialogue held in October with the Department of Trade and Industry’s Supply Chain and Logistics Group, the Bureau of Customs, port operators, container-yard businesses, shipping lines, customs brokers, truckers, and importers and exporters. That discussion identified several connected problems affecting the movement and storage of cargo in Manila.

The priorities included releasing space inside terminals, improving arrangements for returning empty containers, and transferring eligible overstaying cargo to suitable facilities outside the port. These activities address different stages of the container movement process. A shipment awaiting customs clearance presents different requirements from an empty container waiting for return to its shipping line, even though both can contribute to congestion.

Moving eligible cargo to an off-dock facility can release space inside a terminal, provided the movement is authorised and suitable storage is available. The transfer does not itself complete customs procedures or eliminate obligations associated with the goods. Importers, their representatives, and the relevant authorities must still comply with the requirements applying to each consignment.

The chamber has also supported a review of storage charges intended to encourage the timely withdrawal of cargo from terminals. Storage charges can influence decisions about when businesses collect shipments, but any changes must be assessed against the practical ability of importers to complete the necessary clearance and transport arrangements.

A separate measure concerns the operating hours of designated customs examination areas. Under Office of the Commissioner Memorandum No. 118-2026, dated 30 October, the Bureau of Customs extended the examination schedule at Manila and other congestion-affected ports from the previous 08:00–17:00 operating window until midnight.

The change is intended to accommodate cargo examination activity later in the day, including trucks arriving after normal office hours. PCCI said truckers had identified arrivals around 19:00 as a problem under the previous schedule, because the examination facilities were already closed when vehicles reached the port.

Extending examination hours creates a longer period during which eligible shipments may be processed, but the effect will depend on staffing and the availability of other services required for examination and clearance. The memorandum directs district collectors to make operational arrangements and coordinate with relevant regulatory agencies so that extended working hours can be supported.

A longer operating window does not guarantee immediate examination or release of every shipment. Processing remains dependent on the requirements of the goods, the completion of documentation, inspection resources, and conditions at the port. Containers that cannot move because of unresolved clearance issues may continue occupying storage space until the relevant procedures are completed.

The combined measures reflect the interaction between physical capacity and administrative processes within a container terminal. A shipping container may require clearance, collection by a road haulier, unloading at an inland facility, and eventual return to a shipping line’s equipment network. Delays at any stage can extend the period during which the box or its cargo occupies space needed for other movements.

Manila’s congestion has also affected shipping services. Hapag-Lloyd previously suspended new bookings to Manila, Batangas, and Subic Bay through the end of 2026, citing congestion and constraints on empty-container return capacity. The latest stakeholder measures do not establish that those restrictions have been lifted, and no change to the carrier’s booking policy was confirmed alongside the PCCI commitment.

The relationship between port operations and inland transport is particularly important where truck turnaround times are already under pressure. Releasing terminal space can improve the capacity available for handling cargo, while extended examination hours may allow some vehicles to complete activities that would otherwise be deferred until the next working day. The effect will depend on how consistently the different measures are implemented.

PCCI president Ferdinand Ferrer welcomed the additional container-removal commitment while emphasising the need for cooperation among businesses and government agencies. The chamber said it would continue coordinating with its members and industry partners to support practical implementation and monitor whether the measures produce improvements.

The two-week target provides an immediate point against which progress can be assessed. Confirming the number of containers actually moved, the locations receiving them, and the subsequent availability of terminal and depot capacity will be necessary to establish the effect on congestion. Continued coordination over empty-container returns and customs examination arrangements will determine whether the initial release of space can be maintained.