Maersk to end direct South Africa–US shipping, raising concerns for exporters

SOUTH AFRICA – From 1 October 2025, Maersk will stop offering direct shipments between South Africa and the United States.

The company will shift to a transhipment model that routes cargo through European hubs before the final leg to U.S. ports. Exporters say the change will add days to delivery schedules and increase costs.

Under the new system, goods will be offloaded in Europe and transferred to another vessel for the Atlantic crossing.

The move follows Maersk’s exit from its co-share agreement with the Mediterranean Shipping Company (MSC) under the AMEX service, which had provided joint direct sailings between South Africa and the U.S. The arrangement was part of the 2M Alliance, which ended in 2023.

With Maersk stepping back, MSC becomes the only major carrier offering direct service from South Africa to the U.S. East Coast. In May, MSC said it would add four more vessels to its current fleet on the route, bringing the total to eight.

The weekly service will call at Durban, Gqeberha, and Cape Town, with stops in New York, Baltimore, Norfolk, Charleston, and Freeport.

Concerns over capacity and delivery times

While MSC’s expansion may ease some pressure, industry players remain cautious. Unathi Sonti, Chairperson of the Maritime Business Chamber, said, “The number one key to all of that would be for time-sensitive sectors. There will now be issues with them not having the weekly shipping line routes directly to the U.S.”

Sonti warned that Western Cape exporters could face longer delays under the new model. The uncertainty in schedules adds to logistical challenges for perishable goods, just-in-time manufacturing, and contracts with strict delivery timelines.

Asked if there was room for government action or alternative solutions, Sonti said, “The U.S.A. line is not closed. That line was a partnership between MSC and Maersk, and now you’re touching on something else, which is healthy competition.”

He also raised questions about MSC’s ability to absorb all the demand. “Now that will leave MSC in a position of being the only one. Even though they have committed to putting in additional resources to continue the line, we don’t know what that means in practical terms,” he said.

Sonti noted that the shift could attract other international carriers if cargo volumes make sense. “You don’t really want to have a vessel available if it’s not going to make economic sense,” he said.

Port inefficiencies add pressure

The change in shipping routes comes as South Africa’s exporters face mounting port challenges. The Western Cape apple and pear industry reports losses of about R1 billion, or roughly US$56.57 million, in 2024 due to delays at Cape Town port.

“We work in a complex, time-sensitive value chain. If a vessel to Europe, the United Kingdom, or the Far East is missed, the sale is gone,” said Roelf Pienaar, managing director of Tru-Cape Fruit Marketing. “You don’t get a second chance to deliver on time in a programme-driven market.”

Two-a-Day operations director Chris Petzer said port delays often force them to divert containers to Port Elizabeth at a high cost to keep shipments moving.

While crane productivity has improved slightly, it remains far below industry needs. “We should expect to see a step change in productivity to at least twenty gross crane movements per hour or more in the coming months. However, the process is still too slow,” said Chris Knoetze, managing director of Link Supply Chain Management.

For exporters, the combined impact of longer shipping routes and ongoing port inefficiencies poses a serious threat to market reliability and competitiveness.

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