Maersk Ends Walvis Bay Export Coverage to Europe and North America

Maersk will stop accepting export cargo from Walvis Bay to Europe and North America in week 42, cutting Namibia's main port off from two of its most significant deep-sea headhaul markets on the carrier's network. The last sailing with that coverage will be made by the Helene, voyage 642N, which operates the final W13 rotation from Walvis Bay with connections to both regions.

The move comes as the Danish carrier adjusts capacity across its West Africa network. Maersk said the decision followed a review of its service structure, vessel deployment and available network capacity, and that it aims to improve schedule reliability and operational stability across the wider region.

What changes for exporters?

After week 42, the W13 service — the loop that has carried Walvis Bay export boxes toward Europe and North America — will no longer provide those connections. For Namibian shippers and forwarders routing cargo through Walvis Bay on Maersk tonnage, the change removes direct carrier coverage to two premium destinations from the port.

The timing gives affected customers a hard operational deadline. Any export consignment intended for Europe or North America must be accepted before the final Helene sailing under the current structure.

The commercial consequence is straightforward: exporters who relied on Maersk for those lanes will need alternative carriers, transshipment routings, or different gateways. Maersk acknowledged that the changes could affect customers' export plans and supply chains, and said its teams are assessing alternative routings and mitigation options where available.

What stays in place?

The W13 service itself is not being withdrawn. After the change, it will continue operating but will focus exclusively on Middle Eastern and intra-African markets. That keeps Walvis Bay connected on the loop, just toward different destinations than before.

Import coverage also survives the restructure. Maersk will continue accepting imports into Walvis Bay from Europe and North America, moving those shipments through its FW6 service via the Far East. In practical terms, the change is asymmetric: European and North American cargo can still reach Namibia, but not the reverse on the same carrier.

That asymmetry matters for shippers with balanced trade. Importers retain a routing, albeit one that transits the Far East rather than running directly. Exporters lose their lane entirely on Maersk metal and must look elsewhere.

What should affected shippers do now?

Maersk has advised customers affected by the adjustment to contact their local Maersk representatives. The carrier's teams are evaluating mitigation options, though no specific alternatives have been detailed beyond the FW6 import routing.

For forwarders and BCOs with Walvis Bay export programs, the immediate checklist is short:

• Confirm which bookings can still be accepted before week 42 closes the window.
• Identify the final Helene 642N sailing as the last opportunity for Europe and North America coverage on W13.
• Assess whether W13's Middle East and intra-Africa rotations fit any part of the existing book, or whether cargo must shift to other carriers entirely.
• Map import flows onto the FW6 service via the Far East and adjust transit-time expectations accordingly.

The withdrawal narrows Maersk's offering at Walvis Bay to regional and Gulf trades plus a roundabout import routing, and it signals that further capacity discipline across the carrier's West Africa network remains on the table as it works to stabilize schedules.