The announcement that Hapag-Lloyd will acquire ZIM in a USD 4.2 billion transaction is more than another consolidation move in the container shipping industry. It reflects a broader reality shaping maritime transport worldwide: competitiveness is increasingly determined by the strength of shipping networks rather than fleet size alone.
For South America, where maritime transport remains the backbone of international trade, this shift has significant implications. While port infrastructure continues to matter, the ability to attract shipping services, secure direct calls and remain integrated into global carrier networks is becoming an equally important determinant of competitiveness.
Connectivity is emerging as the new measure of port competitiveness
South America’s container market remains highly concentrated around a limited number of gateway ports. According to Datamar’s DataLiner figures for January 2026, Santos handled 223,125 TEUs, accounting for 33% of the Southern Cone market. Buenos Aires followed with 93,346 TEUs and a 14% share, while Paranaguá recorded 76,278 TEUs and an 11% share.
These figures reflect more than cargo volumes. They reveal where shipping lines choose to deploy capacity, position equipment and concentrate service frequency. In practical terms, major gateways offer shippers greater network optionality, more direct connections and better access to global trade routes.
As a result, competitiveness is no longer defined solely by berth length, draft depth or terminal capacity. It is increasingly linked to the quality and density of maritime connectivity available to exporters and importers.
Shipping lines are shaping regional trade geography
The influence of carriers on regional trade patterns is evident across South America’s main gateways.
In Santos, Maersk handled more than 66,000 TEUs in January 2026, ahead of MSC and CMA CGM. In Buenos Aires, Hapag-Lloyd posted strong growth, increasing its throughput by more than 40% year-on-year. Paranaguá also remains closely tied to the deployment strategies of major global carriers.
These numbers illustrate a broader trend: shipping lines are not simply responding to trade flows. Through their decisions on vessel deployment, service rotations and port calls, they actively shape the geography of maritime trade.
A carrier’s decision to add capacity, increase service frequency or establish a direct call can strengthen a port’s competitive position. Conversely, reduced capacity or network adjustments can increase reliance on transshipment and raise logistics costs for local exporters.
For many ports, the challenge is therefore not only to expand infrastructure but also to remain attractive within increasingly sophisticated carrier networks.
Alliances are becoming a strategic force in maritime connectivity
The growing importance of alliances reinforces this dynamic.
Datamar’s January 2026 figures show that the Gemini Cooperation, formed by Maersk and Hapag-Lloyd, accounted for approximately 37.8% of Brazil’s container market. Independent operators represented 30.9%, while Ocean Alliance and The Alliance accounted for 19.8% and 11.3%, respectively.
For shippers, alliances determine much more than branding. They influence sailing frequency, port coverage, transit times and access to key trade corridors linking South America with Asia, Europe and North America.
When alliances redesign services, the impact can be immediate. Some ports gain direct connectivity, while others become increasingly dependent on feeder networks and transshipment hubs.
In this context, maritime connectivity is becoming a strategic asset that can reshape regional trade patterns without the need for major physical infrastructure projects.
Chancay highlights the next phase of competition
The emergence of Peru’s Port of Chancay illustrates how the competitive landscape is evolving.
Backed by approximately USD 1.4 billion in investment and supported by COSCO, Chancay has been designed as a deep-water gateway capable of attracting direct services between Asia and South America’s Pacific coast.
The project’s significance extends beyond infrastructure. Its long-term success will depend on whether it can secure sustained carrier commitment and generate sufficient cargo volumes to support regular direct calls.
If it succeeds, Chancay could alter existing trade patterns by reducing dependence on traditional transshipment routes and strengthening direct connectivity between Asian and South American markets.
Its development highlights a broader lesson for the region: new infrastructure alone does not guarantee competitiveness. The decisive factor remains the ability to integrate into global shipping networks.
Connectivity, not capacity alone
South America’s maritime future will be shaped by more than terminal expansions and port investments. The region’s leading gateways will be those that successfully combine physical infrastructure with strong positions within global carrier networks.
The Hapag-Lloyd–ZIM transaction, the growing influence of carrier alliances and the emergence of new hubs such as Chancay all point in the same direction. Maritime competition is increasingly being driven by connectivity, service density and network reach.
For ports seeking to strengthen their role in global trade, the challenge is no longer simply to build more capacity. It is to secure a place within the shipping networks that move the world’s commerce.
In the years ahead, the ports that succeed may not be those with the largest terminals, but those that become the most connected nodes in the global maritime system.
