Truckers are protesting the proposed unified container monitoring system of the Bureau of Customs (BOC) aimed at providing real-time tracking on the movement of containers to decongest the Manila ports, saying the measure would mean additional cost of PHP850 transaction fee per container, introduces more processes, repetitive tasks that could trigger further delays, and raises privacy concerns.
In a position paper submitted to Customs Commissioner Ariel F. Nepomuceno on the proposed BOC Digitalization Program: In-Transit Asset Management and Supervision System-Import Monitoring Program (ITAMSS-IMP), the Alliance of Concerned Truck Owners and Organizations (ACTOO) said the proposed system raises serious operational, economic, and systemic concerns.
The ITAMSS-IMP is a subset of the BOC’s digitalization efforts to manage the movement of empty containers to reduce congestion in ports.
Additional cost
According to ACTOO, the proposed order allows the ITAMSS-IMP service provider to charge a minimum fee of PHP850 per container transaction—more than double the current PHP350 per container. Based on estimated container movements of 8,000 to 10,000 transactions per day across Manila ports, the additional cost would amount to approximately PHP6.8 million to PHP8.5 million per day, or about PHP2.5 billion to over PHP3 billion per year.
“This represents a significant new cost layer introduced into the logistics chain,” ACTOO said, adding that such costs will ultimately affect logistics expenses across the national supply chain and consumers.
ACTOO further said the proposed system risks introducing additional procedural burdens, operational dependencies, and cost layers that may complicate logistics operations rather than resolve existing bottlenecks.
While ACTOO recognizes that improving transparency and accountability within the logistics chain is a legitimate policy objective—and that efficient container circulation is a shared concern among stakeholders in port operations—the group also cautioned against the implementation of ITAMSS-IMP due to its impact on interactions among shipping lines, terminals, container yards, truck operators, and regulators.
For this reason, ACTOO urged caution in implementing the proposed BOC order, citing that the unintended Manila Port Congestion Crisis of 2014 stemmed from a well-intentioned regulatory intervention.
ACTOO explained that the container circulation cycle consists of the haul-out of loaded containers from the port, delivery to importer warehouses, stripping of cargo and preparation of empty containers, and the return of empty containers to container yards or depots.
“When this cycle slows down, container dwell time increases and yard utilization rises,” the group warned.
Additional processes
Based on its technical analysis, ACTOO said that the ITAMSS workflow introduces multiple operational steps affecting the movement of empty containers as the proposed system introduces additional procedural steps, administrative requirements, and operational dependencies. As a result, container circulation may slow down and logistics costs may increase—outcomes that run counter to the policy objective itself.
For instance, the truckers said that the proposed system requires truck operators to create bookings through the ITAMSS platform and encode container details, including origin, destination container yard, and return schedule.
ACTOO said this is repetitive, as truckers already use booking platforms operated by container yards, shipping lines, and terminal operators. The introduction of a separate booking layer through ITAMSS effectively creates parallel administrative processes.
“Rather than simplifying logistics operations, the system risks adding another procedural layer to an already complex operational environment,” the group said.
ACTOO also said that the allocation of trucks and drivers through the system is unnecessary, as truck operators already maintain such records internally for operational and regulatory compliance.
“Requiring the encoding of these operational details into an external centralized platform introduces another administrative layer that may slow dispatch operations, particularly during peak operational hours when truck deployment decisions must be made rapidly,” it added.
Other processes opposed by ACTOO include visual and video documentation confirming that containers are empty and properly sealed prior to movement; in-transit monitoring and alerts for events such as tampering, route deviation, delayed arrival, or signal loss; and possible rerouting upon arrival at the designated container yard to alternative facilities.
Data privacy
ACTOO also raised data privacy concerns over the mandatory submission of operational data to a centralized system. “Fleet deployment patterns, driver assignments, and operational schedules constitute sensitive commercial information, and safeguards governing the storage, access, and use of such data must therefore be clearly defined,” the group said.
Truckers also objected to the planned installation of GPS-enabled electronic customs seals prior to departure, stressing that this is time-consuming based on their operational experience.
“If this requirement is applied universally to all containers, the cumulative effect on dispatch operations could be substantial,” they warned.
In conclusion, ACTOO said that based on their experience, it “cannot support” the adoption of the proposed ITAMSS. Instead, it urged the BOC to put the regulatory initiative under comprehensive consultation and fair evaluation with meaningful participation of all logistics sectors that will be directly affected.
“ACTOO respectfully submits that the proposed measure should not proceed to implementation,” the position paper stated.
